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Rules for the Classification of Steel Ships

NR 467

AMENDMENTS
January 2012

These sheets contain amendments within the following Sections of July 2011 issue of the Rules for the Classification of Steel Ships. These amendments are effective from January 1st, 2012.

Part

Volume

Chapter

Section / Appendix

Part A

NR 467 A1 DT R10 E

Ch 1 Ch 2 Ch 3 Ch 4 Ch 5

Sec 2 Sec 2, App 1 Sec 2, Sec 4, Sec 5 Sec 6 Sec 10 Continued page 3

NR 467 DT Amd 005 E January 2012

MARINE DIVISION GENERAL CONDITIONS


ARTICLE 1 1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classification (" Classification ") of any ship or vessel or structure of any type or part of it or system therein collectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whether operated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling rigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subsea or not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by the Society. The Society: prepares and publishes Rules for classification, Guidance Notes and other documents (Rules); issues Certificates, Attestations and Reports following its interventions (Certificates); publishes Registers. 1.2. - The Society also participates in the application of National and International Regulations or Standards, in particular by delegation from different Governments. Those activities are hereafter collectively referred to as " Certification ". 1.3. - The Society can also provide services related to Classification and Certification such as ship and company safety management certification; ship and port security certification, training activities; all activities and duties incidental thereto such as documentation on any supporting means, software, instrumentation, measurements, tests and trials on board. 1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or its representative requesting the services is hereinafter referred to as the " Client ". The Services are prepared and carried out on the assumption that the Clients are aware of the International Maritime and/or Offshore Industry (the "Industry") practices. 1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or chartering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Shipbuilder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied obligations by the interventions of the Society. ARTICLE 2 2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following surveys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates and periodically transcribed in the Society's Register. 2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter and with reference to the applicable National and International Regulations or Standards. 2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present the Unit for surveys and to inform the Society without delay of circumstances which may affect the given appraisement or cause to modify its scope. 2.4. - The Client is to give to the Society all access and information necessary for the safe and efficient performance of the requested Services. The Client is the sole responsible for the conditions of presentation of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out. ARTICLE 3 3.1. - The Rules, procedures and instructions of the Society take into account at the date of their preparation the state of currently available and proven technical knowledge of the Industry. They are not a standard or a code of construction neither a guide for maintenance, a safety handbook or a guide of professional practices, all of which are assumed to be known in detail and carefully followed at all times by the Client. Committees consisting of personalities from the Industry contribute to the development of those documents. 3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them has no effect unless it involves the Society's intervention. 3.3. - The Services of the Society are carried out by professional Surveyors according to the applicable Rules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters related to classification and certification of the Units, unless the Rules provide otherwise. 3.4. - The operations of the Society in providing its Services are exclusively conducted by way of random inspections and do not in any circumstances involve monitoring or exhaustive verification. ARTICLE 4 4.1. - The Society, acting by reference to its Rules: reviews the construction arrangements of the Units as shown on the documents presented by the Client; conducts surveys at the place of their construction; classes Units and enters their class in its Register; surveys periodically the Units in service to note that the requirements for the maintenance of class are met. The Client is to inform the Society without delay of circumstances which may cause the date or the extent of the surveys to be changed. ARTICLE 5 5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing on the Society to obtain a result or as a warranty. 5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level of compliance of the Unit to its Rules or to the documents of reference for the Services provided for. In particular, the Society does not engage in any work relating to the design, building, production or repair checks, neither in the operation of the Units or in their trade, neither in any advisory services, and cannot be held liable on those accounts. Its certificates cannot be construed as an implied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value for sale, insurance or chartering. 5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construction in conformity with its design, that being the exclusive responsibility of its owner or builder, respectively. 5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or machinery, computer software of any sort or other comparable concepts that has been subject to any survey by the Society. ARTICLE 6 6.1. - The Society accepts no responsibility for the use of information related to its Services which was not provided for the purpose by the Society or with its assistance. 6.2. - If the Services of the Society cause to the Client a damage which is proved to be the direct and reasonably foreseeable consequence of an error or omission of the Society, its liability towards the Client is limited to ten times the amount of fee paid for the Service having caused the damage, provided however that this limit shall be subject to a minimum of eight thousand (8,000) Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and one and a half times the above mentioned fee. The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss of profit, loss of production, loss relative to other contracts and indemnities for termination of other agreements. 6.3. - All claims are to be presented to the Society in writing within three months of the date when the Services were supplied or (if later) the date when the events which are relied on of were first known to the Client, and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be interrupted thereafter with the same periodicity. ARTICLE 7 7.1. - Requests for Services are to be in writing. 7.2. - Either the Client or the Society can terminate as of right the requested Services after giving the other party thirty days' written notice, for convenience, and without prejudice to the provisions in Article 8 hereunder. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the date of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here above and Article 8 hereunder. 7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned. ARTICLE 8 8.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the payment of fee upon receipt of the invoice and the reimbursement of the expenses incurred. 8.2. Overdue amounts are increased as of right by interest in accordance with the applicable legislation. 8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful notification to pay. ARTICLE 9 9.1. - The documents and data provided to or prepared by the Society for its Services, and the information available to the Society, are treated as confidential. However: clients have access to the data they have provided to the Society and, during the period of classification of the Unit for them, to the classification file consisting of survey reports and certificates which have been prepared at any time by the Society for the classification of the Unit; copy of the documents made available for the classification of the Unit and of available survey reports can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer of class; the data relative to the evolution of the Register, to the class suspension and to the survey status of the Units, as well as general technical information related to hull and equipment damages, are passed on to IACS (International Association of Classification Societies) according to the association working rules; the certificates, documents and information relative to the Units classed with the Society may be reviewed during certificating bodies audits and are disclosed upon order of the concerned governmental or inter-governmental authorities or of a Court having jurisdiction. The documents and data are subject to a file management plan. ARTICLE 10 10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of contract. ARTICLE 11 11.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the Society may designate another of its surveyors at the request of the Client. 11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the Society to the advice of its Marine Advisory Committee. ARTICLE 12 12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the framework of the applicable agreements with the States, international Conventions and national rules. 12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Court of Nanterre, France. 12.3. - Other disputes over the present General Conditions or over the Services of the Society are exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration Act 1996 or any statutory modification or re-enactment thereof. The contract between the Society and the Client shall be governed by English law. ARTICLE 13 13.1. - These General Conditions constitute the sole contractual obligations binding together the Society and the Client, to the exclusion of all other representation, statements, terms, conditions whether express or implied. They may be varied in writing by mutual agreement. 13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the validity of the remaining provisions. 13.3. - The definitions herein take precedence over any definitions serving the same purpose which may appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008

Continued from page 1


Part Volume Chapter Section / Appendix

Part B

NR 467 B1 DT R05 E

Ch 2 Ch 3 Ch 4 Ch 5 Ch 7 Ch 8 Ch 9 Ch 10 Ch 11 Ch 12 Ch 1 Ch 2 Ch 3 Ch 4 Ch 4 Ch 7 Ch 9 Ch 11 Ch 12 Ch 2 Ch 3 Ch 4 Ch 8 Ch 9 Ch 10

Sec 3 Sec 3, App 2 Sec 1 Sec 1, Sec 2, Sec 6 Sec 1, Sec 2, Sec 3, Sec 4, App 1 Sec 3 Sec 1, Sec 2, Sec 5, Sec 6, Sec 7, Sec 8 Sec 1, Sec 4 Sec 2 Sec 1, Sec2, Sec 3 Sec 10, Sec 11, Sec 15 Sec 3, Sec 4, Sec 5, App 2 Sec 1, Sec 3, Sec 6 Sec 2, Sec 6 Sec 1, Sec 2, Sec 3 Sec 4 Sec 19 Sec 3 Sec 4 Sec 1 Sec 1 Sec 1, Sec 2 Sec 1, Sec 2 Sec 2 Sec 17, Sec 18

Part B

NR 467 B2 DT R05E

NR 467 B3 DT R05E

Part C

NR 467 C1 DT R05E NR 467 C2 DT R05E

NR 467 C3 DT R05E

Part D

NR 467 D1 DT R05E NR 467 D2 DT R05E

Part E

NR 467 E1 DT R04E

NR 467 E2 DT R04E

Amendments January 2012

Bureau Veritas

Bureau Veritas

Amendments January 2012

Part A

Amendments to PART A

Ch 1, Sec 2, Table 1

Replace rows Bulk carrier and Oil recovery ship in Table 1 by: Add row Wind Turbines IMR Vessel in Table 1 as follows:
T1 :

Tab 1 : List of service notations and additional service features

Service notation [ref. in Part A] Additional service feature Bulk carrier [4.3] ESP

Reference Reference Part D, Chapter 4 Part D, Chapter 4 SOLAS, Reg IX/1.6 SOLAS, Reg XI-1/2 (2) Part D, Chapter 4 Pt B, Ch 5, Sec 6 (3) Rule Note NR 522 (4) (5) NR 522, Ch 12, Sec 1 Rule Note NR 530 Rule Note NR 585 Rule Note NR 579

Corresponding type of ship according to Conventions and/or Codes Cargo ship (SOLAS, Reg I/2(g)) Bulk carrier (SOLAS, Reg XII/1)

BC-A or BC-B or BC-C heavycargo [AREA1, X1 kN/m2 - ] nonhomload CSR GRAB [X] CPS(WBT) Oil recovery ship [4.7.5] Wind Turbines IMR Vessel [4.11.6]

Ch 1, Sec 2, Table 2

Add the following rows in Table 2:


T2 :

Table 2 : List of additional class notations


Reference in NR 467 or to other Rule Notes Rule note NR 577 Pt E, Ch 10, Sec 17 Rule note NR 530 Cargo oil tanks of crude oil tankers of 5 000 tonnes deadweight (DWT) and above Remarks

Additional class notation ACCOMMODATION BLUS SLUS CPS(COT)

Definition in [6.14.25] [6.14.23] [6.15.5]

HEL(Y) SAS

[6.14.22] [6.14.24]

Rule Note NR 500 Pt E, Ch 10, Sec 18

Amendments January 2012

Bureau Veritas

Part A

Ch 1, Sec 2

Replace Figure 4 by:


Figure 4 : Typical midship sections of ships with service notation combination carrier/OOC ESP

Ch 1, Sec 2, [4.1.2]

Replace Note 1 in requirement [4.1.2] by:


Note 1: For ships less than 500 GT: The assignment of any service notation to a new ship is subject to compliance with either the set of Rules indicated in the corresponding Chapter of Part D or the relevant Rule Note, or For other service notations not subject to the above: Pt D, Ch 21, Sec 1, for hull structure, and NR 566 Hull Arrangement, Stability and Systems for Ships less than 500 GT, for general arrangement, stability, machinery, electricity, automation and safety.

Ch 1, Sec 2, [4.3.1]

Replace the first paragraph of requirement [4.3.1] by:


The service notations related to self-propelled ships specially intended for the carriage of dry cargo in bulk are those listed in [4.3.2] to [4.3.5] or in Part D, Chapter 4 for bulk carrier when the ship does not meet the forthcoming conditions.

Ch 1, Sec 2, [4.3.4]

Add the following Note 1 at the end of requirement [4.3.4]:


Note 1: Ships assigned with the service notation combination carrier/ OBO ESP that do not comply with MARPOL I/19 may be subject to International and/or National Regulations requiring phase out.

Bureau Veritas

Amendments January 2012

Part A

Ch 1, Sec 2, [4.3.5]

Add the following Note 2 at the end of requirement [4.3.5]:


Note 2: Ships assigned with the service notation combination carrier/OOC ESP that do not comply with MARPOL I/19 may be subject to International and/or National Regulations requiring phase out.

Ch 1, Sec 2, [4.4.2]

Add the following Note 1 at the end of requirement [4.4.2]:


Note 1: Ships assigned with the service notation oil tanker ESP that do not comply with MARPOL I/19 may be subject to International and/or National Regulations requiring phase out under MARPOL I/20 and/or MARPOL I/21.

Ch 1, Sec 2, [4.7]

Replace requirement [4.7.5] by:


4.7.5 The service notation oil recovery ship is assigned to ships specially equipped with fixed installations and/or mobile equipment for the removal of oil from the sea surface and its retention on board, carriage and subsequent unloading. The additional requirements of Rule Note NR585 are applicable to these ships.

Ch 1, Sec 2, [4.11]

Replace requirement [4.11.4] by:


4.11.4 Crew boat The service notation crew boat is assigned to ships less than 500 GT, dedicated to transport of offshore personnel from harbours to moored offshore installations or ships and meeting the requirements of Rule Note NR490.
Note 1: In NR490, Section 2, Section 5, Section 6 and Section 7 are to be replaced by the relevant sections of NR566. Note 2: The limit of 45 m for service notation crew boat as specified in Sec 1, [1.1.1] of NR490 is no longer applicable Note 3: Ships which do not fulfil the minimum speed criteria given in Sec 1, [1.1.1] of NR490 will not be assigned the above service notation.

Insert the following requirement [4.11.6]:


4.11.6 Wind Turbines IMR Vessel The service notation Wind Turbines IMR Vessel is assigned to offshore units intended to operate in wind farms. These units are designed and built for IMR operations (Installation - Maintenance - Repair) in accordance with the requirements of Rule Note NR579.
Note 1: Ships for transfer of personnel are outside the scope of Rule Note NR579 and are to comply with NR467 Rules for Steel Ships or NR490 Crew Boats, as relevant.

Ch 1, Sec 2, [4.12]

Replace requirement [4.12.1] by:


4.12.1 The service notation is completed by one of the following additional service features, when the ship complies with the requirements of NR529 Safety Rules for GasFuelled Engine Installations in Ships or NR481 Design and Installation of Dual Fuel Engines Using Low Pressure Gas or Part D, Chapter 9 or a combination thereof, as applicable: dualfuel for engines using both gas and fuel oil as fuel gasfuel for engines using only gas as fuel. The gas may be either compressed natural gas or liquefied natural gas.

Amendments January 2012

Bureau Veritas

Part A

Ch 1, Sec 2, [6.14]

Add the following requirements [6.14.23], [6.14.24] and [6.14.25]:


6.14.23 Bow Loading/Unloading Systems (BLUS) Stern Loading/Unloading Systems (SLUS) The additional class notations BLUS or SLUS may be assigned to ships having the service notation oil tanker and fitted with bow or stern loading/unloading systems. The requirements for the assignment of these notations are given in Pt E, Ch 10, Sec 17. 6.14.24 Supply At Sea (SAS) The additional class notation SAS may be assigned to ships having the service notation supply vessel and operated for underway ship-to-ship supply at sea (SAS) of liquid and solid supplies. The requirements for the assignment of this notation are given in Pt E, Ch 10, Sec 18.
Note 1: Application to other service notations may be considered on a case-by-case basis.

6.14.25 ACCOMMODATION The additional class notation ACCOMMODATION may be assigned to ships equipped with accommodation and recreational facilities onboard as required by Title 3 Accommodation, Recreational facilities, Food and Catering of the ILO Maritime Labour Convention 2006. The requirements for the assignment of this notation are given in NR577 Design and Construction of Accommodation.

Ch 1, Sec 2, [6.15.4]

Replace the title of requirement [6.15.4] by:


6.15.4 Coating performance standard CPS(WBT)

Ch 1, Sec 2, [6.15]

Add the following requirement [6.15.5]:


6.15.5 Coating performance standard CPS(COT) The additional class notation CPS(COT) may be assigned to ships complying with the requirements of NR530 Coating Performance Standard.
Note 1: CPS(COT) applies to cargo oil tanks of crude oil tankers of 5 000 tonnes deadweight (DWT) and above.

Ch 2, Sec 2, [2.1]

Replace requirement [2.1.5] by:


2.1.5 Recommendations A defect and/or deficiency to be dealt with in order to maintain class, within a specific period of time, is indicated as a recommendation. A recommendation is pending until it is cleared, through a survey by the attending Surveyor or upon evidence that requirements have been completed, to the satisfaction of the Society. Where it is not cleared by its limit date, the recommendation is overdue.

Ch 2, Sec 2, [5.6]

Replace requirement [5.6.1] by the following requirements [5.6.1] and [5.6.2]:


5.6.1 There are to be two internal examinations of boilers in each period of class of five years. In all cases, the interval between any two such examinations is not to exceed 36 months. 5.6.2 There is to be one internal examination of thermal oil heaters in each period of class of five years.

Bureau Veritas

Amendments January 2012

Part A

Ch 2, App 1, [1.1]

Replace requirement [1.1.5] by:


1.1.5 The conditions and procedures for the review of a PMS are indicated in [2].

Ch 2, App 1, [2]

Replace the title of Article 2 by:

Conditions and procedures for the review of the system

Ch 2, App 1, [2.1]

Replace requirement [2.1.1] by:


2.1.1 The PMS documentation is to be subject to a consistency check. To this end the Owner is to make a formal request to the Society and provide the documentation and information specified in [2.2], combined in a manual describing the proposed scheme and including sample copies of the different documents to be used during the implementation of the scheme. The PMS is to be programmed and maintained by a computerized system. However, this may not be applied to the current already reviewed schemes.

Ch 2, App 1, [2.1.2]

Replace the last paragraph of requirement [2.1.2] by:


The owner is to confirm that required functional application of these systems is met (alternatively, and upon request, these systems are approved by the Society).

Ch 2, App 1, [3.1.1]

Replace When the documentation submitted has been approved by When the documentation submitted has been checked for consistency at the beginning of requirement [3.1.1].
Ch 2, App 1, [4.1.1]

Replace the last item of the bulleted list by:


any change to the approved PMS is submitted to the Society for agreement.

Ch 2, App 1, [4.1]

Replace requirement [4.1.4] by:


4.1.4 In the case of sale or change of management of the ship or classification after construction, the assignment of the PMS will be reconsidered

Amendments January 2012

Bureau Veritas

Part A

Ch 2, App 1, [5.1]

Replace requirement [5.1.1] by:


5.1.1 The implementation survey is to be carried out by a Surveyor of the Society, as stated in [3.1.1], within one year from the date of the documentation checking.

Ch 2, App 1, [5.1.2]

Replace the first item of the bulleted list by:


the PMS is implemented in accordance with the documentation which has been checked and is suitable for the type and complexity of the components and systems on board

Ch 3, Sec 2, Table 1

Add the following row in Table 1:


T3 :

Table 1: Intermediate survey of hull (all ships)


Age of ship (in years at time of intermediate survey) 5 < age 10 10 < age 15 Selected cargo spaces internally examined age > 15 Selected cargo spaces internally examined

ITEM CARGO SPACES (for ships other than ships engaged in the carriage of dry cargoes only, or ships subject to Ch 4, Sec 3, Ch 4, Sec 4 or Ch 4, Sec 5)

Ch 3, Sec 4, [3.1.3]

Replace the second paragraph of requirement [3.1.3] by:


The in-water survey is to be carried out with the ship in sheltered water and preferably with weak tidal streams and currents. The in-water visibility and the cleanliness of the hull below the waterline are to be clear enough to permit a meaningful examination allowing the Surveyor and the diver to determine the condition of the plating, the appendages and the welding.

Ch 3, Sec 4, [3.1.4]

Replace the second paragraph of requirement [3.1.4] by:


The Surveyor is to be satisfied with the methods of orientation of the diver(s) on the plating, which should make use where necessary of permanent markings on the plating at selected points and with the method of pictorial representation. An efficient two-way communication between the Surveyor and the diver(s) is to be provided.

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Amendments January 2012

Part A

Ch 3, Sec 5, [1.2.1]

Add the following Note 2 at the end of item c):


Note 2: Refer also to Ch 2, Sec 2, [5.5.2], item b) where the propeller is fitted keyless to the shaft taper, and, where the additional class notation MON-SHAFT has been assigned, the non-destructive examination is carried out at intervals not exceeding 15 years.

Ch 4, Sec 6, [2.1.3]

Add the following paragraph at the end of requirement [2.1.3]:


Confirmation is to be obtained that no unapproved changes have been made to the bow, inner, side shell and stern doors since the last survey.

Ch 4, Sec 6, [2.1.4]

Replace the last paragraph of requirement [2.1.4] by:


Clearances of hinges, bearings and thrust bearings are to be taken, where no dismantling is required. Where the function test is not satisfactory, dismantling may be required to measure the clearances. If dismantling is carried out, a visual examination of hinge pins and bearings together with NDT of the hinge pin is to be carried out. Clearances of securing, supporting and locking devices are to be measured, where indicated in the OMM.

Ch 4, Sec 6, [2.1]

Replace requirement [2.1.5] by:


2.1.5 A close-up survey of securing, supporting and locking devices as listed below, including welding, is to be carried out: cylinder securing pins, supporting brackets, back-up brackets (where fitted) and their welded connections hinge pins, supporting brackets, back-up brackets (where fitted) and their welded connections locking hooks, securing pins, supporting brackets, backup brackets (where fitted) and their welded connections locking pins, supporting brackets, back-up brackets (where fitted) and their welded connections locating and stopper devices and their welded connections.

Ch 4, Sec 6, [2.1.8]

Replace item c) by:


c) indicators of open/closed position of doors and of securing/locking devices at navigation bridge and other remote control stations are to be checked; other safety devices such as isolation of securing/locking hydraulic system from other hydraulic systems, access to operating panels, notice plates and warning indicator lights are to be checked

Add the following item at the end of item e):


confirmation that power supply for indicator system is supplied by the emergency source or other secure power supply and is independent of the power supply for operating the doors

Amendments January 2012

Bureau Veritas

11

Part A

Ch 4, Sec 6, [2.1]

Add the following requirement [2.1.9]:


2.1.9 Non-destructive tests and/or thickness measurements may be required by the Surveyor after visual examination and function test or in cases where cracks or deformations have been found.

Ch 4, Sec 6, [3]

Replace sub-article [3.1] by:


3.1 Shell and inner doors
Non-destructive testing and thickness measurements are to be carried out on securing, supporting and locking devices, including welding, to the extent considered necessary by the Surveyor. Whenever a crack is found, an examination with NDT is to be carried out in the surrounding area and for similar items, as considered necessary by the Surveyor. 3.1.5 Clearances of hinges, bearings and thrust bearings are to be taken. Unless otherwise specified in the OMM or by the manufacturers recommendation, the measurement of clearances on Ro-Ro cargo ships may be limited to representative bearings where dismantling is needed in order to measure the clearances. If dismantling is carried out, a visual examination of hinge pins and bearings together with NDT of the hinge pins are to be carried out. 3.1.6 Non-return valves of drainage arrangements are to be checked after dismantling. 3.1.7 The maximum thickness diminution of hinging arms, securing, supporting and locking devices is to be treated according to the normal procedure for primary structures, but is not to be more than 15% of the as-built thickness or the maximum corrosion allowance of the Society, whichever is less. Certain designs may be subject to the Societys special consideration. 3.1.8 Checking the effectiveness of sealing arrangements by hose testing or equivalent is to be carried out.

3.1.1 The class renewal survey is to include, in addition to the requirements of the annual survey as required in [2], examination, tests and checks of sufficient extent to verify that the bow, inner, side shell and stern doors are in satisfactory condition and considered able to remain in compliance with the applicable requirements, subject to proper maintenance and operation in accordance with the Operation and Maintenance Manual (OMM) or the manufacturers recommendations and the periodical surveys being carried out at the due dates for the five-year period until the next class renewal survey. 3.1.2 The examinations of the doors are to be supplemented by thickness measurements and testing to verify compliance with the applicable requirements so that the structural and weathertight integrity remains effective. The aim of the examination is to identify corrosion, significant deformation, fractures, damages or other structural deterioration that may be present. 3.1.3 A close visual inspection of structural arrangements is to be carried out, supplemented by non-destructive tests and/or thickness measurements, as deemed necessary by the Surveyor. 3.1.4 A survey of the items listed in [2.1.4] and [2.1.5], including close-up survey of securing, supporting and locking devices, together with welding, is to be carried out.

Ch 5, Sec 10, [10]

Replace the title of Article 10 by:

10 COMF-NOISE, COMF-VIB, COMF+, COMF-NOISE-Pax, COMF-NOISE-Crew, COMF-VIB-Pax, COMF-VIB-Crew, ACCOMMODATION


Ch 5, Sec 10, [10.3.1]

Add the following paragraph at the end of requirement [10.3.1]:


In case of additional class notation ACCOMMODATION, noise measurements in harbour and sea conditions, insulation and impact noise measurements are to be carried out only in case of significant modifications, as stated in [10.2.1].

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Amendments January 2012

Part B

Amendments to PART B

Ch 2, Sec 3, [3.1]

Replace requirement [3.1.1] by:


3.1.1 The requirements in Ch 2, Sec 3, [3.2] to Ch 2, Sec 3, [3.4] are not applicable to ships with service notations bulk carrier, bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP, ore carrier ESP, combination carrier ESP, of 20,000 gross tonnage and over, and to ships with service notation oil tanker ESP of 500 gross tonnage and over. For such ships, refer to the applicable requirements of Part D.

Ch 3, Sec 3, [4.1.1]

Replace the 4th paragraph of requirement [4.1.1] by:


The damage control plan is required for the following ships: ships carrying passengers cargo ships of 500 GT and over.

Delete Note 1.
Ch 3, App 2, [1.2.5]

Replace the paragraph introducing the first bulleted list by:


In addition to the standard loading conditions defined in [1.2.1], for ships with the service notation bulk carrier, bulk carrier ESP, ore carrier ESP and combination carrier ESP the following loading cases are to be included in the trim and stability booklet:

Replace the paragraph introducing the second bulleted list by:


For ships with one of the service notations ore carrier ESP and combination carrier ESP and for ships with the service notation bulk carrier or bulk carrier ESP completed by the additional feature nonhomload, the following loading cases are also to be included in the trim and stability booklet:

Ch 4, Sec 1, [2.1]

Replace requirement [2.1.2] by:


2.1.2 Higher strength steels other than those indicated in Tab 1 are considered by the Society on a case by case basis. In particular, for ultra large container ships, higher strength steels having a minimum specified yield stress ReH equal to 460 N/mm2 may be used in the upper deck zone, provided that fatigue assessment is carried out for structural details (such as hatch corners) and members in this zone.

Amendments January 2012

Bureau Veritas

13

Part B

Ch 4, Sec 1, [2.1]

Replace requirements [2.1.3] and [2.1.4] by:


2.1.3 When steels with a minimum specfified yield stress ReH other than 235 N/mm2 are used on a ship, hull scantlings are to be determined taking into account the material factor k defined in [2.3]. 2.1.4 When no other information is available, the minimum specified yield stress ReH and the Youngs modulus E of steels used at temperatures between 90C and 300C may be taken respectively equal to:
0, 75 - R eH = R eH 0 1, 04 ----------- 1000 0, 5 - E = E 0 1, 03 ----------- 1000

where: ReH0 : Value of the minimum specified yield stress at ambient temperature E0 : Value of the Youngs modulus at ambient temperature.

Ch 4, Sec 1, [2]

Replace sub-article [2.3] by:


2.3 Material factor k
2.3.2 Steels with a yield stress lower than 235 N/mm2 or greater than 390 N/mm2 are considered by the Society on a case by case basis. In particular, where higher strength steels having a minimum specified yield stress ReH equal to 460 N/mm2 are used according to [2.1.2], the material factor k may be taken equal to 0,62.

2.3.1 Unless otherwise specified, the material factor k has the values defined in Tab 2, as a function of the minimum specified yield stress ReH. For intermediate values of ReH , k may be obtained by linear interpolation.

Ch 4, Sec 1, [2.4.1]

Replace the bulleted list in requirement [2.4.1] by:


Tab 4 for ships greater than 150 m in length and having a single strength deck Tab 5 for ships greater than 250 m in length Tab 6 for single-side bulk carrier, bulk carrier ESP and combination carrier / OBO ESP Tab 7 for ships with ice strengthening.

Ch 4, Sec 1, Table 6

Replace the title of Table 6 by:


T1 :

Table 6 : Application of material classes and grades for single-side bulk carrier, bulk carrier ESP and combination carrier / OBO ESP

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Amendments January 2012

Part B

Ch 4, Sec 1, [4.4]

Replace requirement [4.4.1] by:


4.4.1 The material factor k for aluminium alloys is to be obtained from the following formula:
235 k = ---------R lim

mum specified tensile strength of the parent metal in welded condition Rm , in N/mm2 Rp0,2 = 1 Rp0,2 Rm = 2 Rm Rp0,2 : Minimum specified yield stress, in N/mm2, of the parent metal in delivery condition Rm : Minimum specified tensile stress, in N/mm2, of the parent metal in delivery condition. 1 and 2 are given in Tab 14.

where: Rlim : Minimum specified yield stress of the parent metal in welded condition Rp0,2 , in N/mm2, but not to be taken greater than 70% of the mini-

Ch 4, Sec 1, Table 14

Replace the definiton of Rp0,2 and Rm in Note 1 of Table 14 by:


Note 1:

Rp0,2 Rm

: :

Minimum specified yield stress, in N/mm2, of material in welded condition (see [4.3]) Minimum specified tensile stress, in N/mm2, of material in welded condition (see [4.3]).

Ch 5, Sec 1, [2.4.3]

Replace the definition of TB , in the second item of the bulleted list of requirement [2.4.3], by:
TB = 0,03 L 7,5 m in general TB = 2 + 0,02 L for ships with one of the service notations bulk carrier, bulk carrier ESP, ore carrier ESP, combination carrier ESP or oil tanker ESP.

Ch 5, Sec 1, [2.5.2]

Replace the second paragraph of requirement [2.5.2] by:


For ships with the service notation general cargo ship, bulk carrier, or bulk carrier ESP completed by the additional service feature nonhomload, the loading conditions to be considered are to include the cases where the selected holds are empty at draught T, according to the indications specified in the ship notation.

Ch 5, Sec 2, [2.1.2]

Replace the second hyphenated item of item ballast conditions in the bulleted list of requirement [2.1.2] by:
for ships with the service notation bulk carrier, the requirements in Pt D, Ch 4, Sec 3, [4.1], as applicable, are complied with all filling levels between empty and full.

Ch 5, Sec 6, Table 14

Replace, in Table 14, the service notation bulk carrier by bulk carrier or bulk carrier ESP. Replace, in Table 14, the service notation combination carrier by combination carrier ESP.

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15

Part B

Ch 7, Sec 1, [2.4.1]

Replace the bulleted list in requirement [2.4.1] by:


general cargo ship, intended to carry dry bulk cargo in holds bulk carrier bulk carrier ESP ore carrier ESP combination carrier ESP

Ch 7, Sec 1, [3.2.4] and Ch 7, Sec 2, [3.3.4]

Replace the two last paragraphs of these two requirements by:


where: pST pS : Still water pressure defined in Ch 5, Sec 6, Tab 14 : Still water sea pressure defined in Ch 5, Sec 5, [1.1.1] for the draught T1 at which the testing is carried out. If the draught T1 is not defined by the Designer, it may be taken equal to the light ballast draught TB defined in Ch 5, Sec 1, [2.4.3].

Ch 7, Sec 3

Insert the following Figure A and Figure B:


Figure A : Example of stress averaging area at opening rounded edge Figure B : Example of stress averaging area at rounded bracket edge

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Part B

Ch 7, Sec 3, Table 5

Add the following row in Table 5 :


Type of three dimensional model (see App 1) Very fine mesh finite element model Resistance partial safety factor R (see [4.3] and [5.3]) General Flooding pressure

1,05

1,02

Ch 7, Sec 3, [4]

Replace sub-article [4.3] by:


4.3
4.3.1

Checking criteria
Master allowable stress

The master allowable stress, MASTER, in N/mm2, is to be obtained from the following formula:
RY M ASTER = ---------R m

VM av = -------------------------n
1

A
i 1

VM i

4.3.2

General

For all types of analysis, according to Ch 7, App 1, [2], it is to be checked that the equivalent stress VM calculated according to Ch 7, App 1, [5] is in compliance with the following formula:
VM MAST ER

4.3.3

Structural detail analysis based on very fine mesh finite elements models

In a fine mesh model as defined in Ch 7, App 1, [3.4.3], high stress areas for which VM exceeds 0,95 MASTER are to be investigated through a very fine mesh structural detail analysis according to Ch 7, App 1, [3.4.4], and both following criteria are to be checked: a) The average Von Mises equivalent stress VM-av as defined in [4.3.4] is to comply with the following formula:
VM av M ASTER

b) The equivalent stress VM of each element is to comply with the following formulae: for elements not adjacent to the weld:
VM 1, 53 MAST ER

where: VM-i : Von Mises stress at the centre of the i-th element within the considered area, in N/mm2 Ai : Area of the i-th element within the considered area, in mm2 n : Number of elements within the considered area. Stress averaging is to be performed over an area defined as follows: the area considered for stress averaging is to have a size not above the relevant spacing of ordinary stiffeners (s x s) for very fine mesh along rounded edges (openings, rounded brackets) the area considered for stress averaging is to be limited only to the first ring of border elements, over a length not greater than the relevant spacing of ordinary stiffeners (see Fig A and Fig B) the area considered for stress averaging is to include an entire number of elements the area considered for stress averaging is not to be defined across structural discontinuities, web stiffeners or other abutting structure for regions where several different stress averaging areas may be defined, the worst is to be considered for the calculation of average Von Mises equivalent stress. 4.3.5 Particular requirements For very fine mesh regions located on bracket webs in the vicinity of bracket toes, where an equivalent (s x s) area cannot be defined, the yielding check is to be based only on the criteria given in [4.3.3], item b). Other structural details having shapes not allowing the stress averaging as required in [4.3.4] are to be specially considered by the Society, on a case by case basis.

for elements adjacent to the weld:


VM 1, 34 MAST ER

4.3.4

Stress averaging on very fine mesh

The average Von Mises equivalent stress VM-av , in N/mm2, is to be obtained from the following formula:

Ch 7, Sec 4, Table 9

Replace, in column Service notation, the notation Bulk carrier ESP by Bulk carrier.

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17

Part B

Ch 7, App 1, [3.4]

Replace requirement [3.4.4] by:


3.4.4 Very fine mesh for the analysis of structural details the use of membrane elements is only allowed when significant bending effects are not present; in the other cases, elements with general behaviour are to be used the use of linear triangular elements is to be avoided as much as possible in high stress area; quadrilateral elements are to have 90 angles as much as possible, or angles between 60 and 120; the aspect ratio is to be close to 1; when the use of a linear triangular element cannot be avoided, its edges are to have the same length the local fine mesh can either be included directly into the global model or belong to a separate sub-model; the gradient of mesh size must be reasonably low.

In order to obtain an accurate representation of stresses in the area of interest, the structural model is to be built on the basis of the following criteria: the mesh dimensions are to be such as to enable a faithful representation of the stress gradients the size of elements in the area of interest is not to be greater than 50 mm x 50 mm the extent of the refined area is to be at least of 10 elements in any direction around its centre

Ch 8, Sec 3, [2.4.1]

Replace the bulleted list in requirement [2.4.1] by:


general cargo ship, intended to carry dry bulk cargo in holds bulk carrier bulk carrier ESP ore carrier ESP combination carrier ESP

Ch 9, Sec 1, [2.1]

Add the following requirement [2.1.2]:


2.1.2 The partial safety factors to be considered for testing of fore peak structures are specified in Tab A.

Ch 9, Sec 1

Add the following Table A:


T2 :

Table A : Fore peak structures Partial safety factors for testing


Partial safety factors Symbols S2 W2 m R Plating 1,00 N.A. 1,02 1,05 Ordinary stiffeners 1,00 N.A. 1,02 1,20

Partial safety factors covering uncertainties regarding: Still water pressure Wave induced pressure Material Resistance

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Amendments January 2012

Part B

Ch 9, Sec 1, [2.3]

Add the following requirement [2.3.4]:


2.3.4 Lateral pressure in testing conditions pST pS : Still water pressure defined in Ch 5, Sec 6, Tab 14 : Still water sea pressure defined in Tab 2 and calculated for the draught T1 at which the testing is carried out. If the draught T1 is not defined by the Designer, it may be taken equal to the light ballast draught TB defined in Ch 5, Sec 1, [2.4.3].

The lateral pressure in testing conditions, pT , in kN/m2, is taken equal to: pST pS for bottom shell plating and side shell plating pST otherwise where:

Ch 9, Sec 2, [2.1]

Add the following requirement [2.1.2]:


2.1.2 The partial safety factors to be considered for testing of aft peak structures are specified in Tab B.

Ch 9, Sec 2

Add the following Table B:


Table B : Aft peak structures Partial safety factors for testing
T3 :

Partial safety factors covering uncertainties regarding: Still water pressure Wave induced pressure Material Resistance

Partial safety factors Symbols S2 W2 m R Plating 1,00 N.A. 1,02 1,05 Ordinary stiffeners 1,00 N.A. 1,02 1,20

Replace the head of Table 2 by:


T4 :

Table 2 : Still water and wave pressures


Still water sea pressure pS, in kN/m2 Wave pressure pW, in kN/m2

Location

Ch 9, Sec 2, [2.3]

Add the following requirement [2.3.4]:


2.3.4 Lateral pressure in testing conditions
2

pST pS

: Still water pressure defined in Ch 5, Sec 6, Tab 14 : Still water sea pressure defined in Tab 2 and calculated for the draught T1 at which the testing is carried out. If the draught T1 is not defined by the Designer, it may be taken equal to the light ballast draught TB defined in Ch 5, Sec 1, [2.4.3].

The lateral pressure in testing conditions, pT , in kN/m , is taken equal to: pST pS for bottom shell plating and side shell plating pST otherwise where:

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19

Part B

Ch 9, Sec 5, [8.1.1] and Ch 9, Sec 6, [7.1.1]

Replace item a), in these two requirements, by:


a) main particulars and design drawings: special safety precautions details of ship equipment and design loading (for ramps) key plan of equipment (doors and ramps) manufacturer's recommended testing for equipment description of equipment for: - bow doors - inner bow doors - bow ramp/doors - side doors - stern doors - central power pack - bridge panel - engine control room panel

Ch 9, Sec 7, Table 3

Replace the title of Table 3 by:


T5 :

Table 3 : Corrosion additions tc for steel hatch covers and hatch coamings of bulk carrier, bulk carrier ESP, ore carrier ESP, combination carrier/OBO ESP and combination carrier/OOC ESP

Ch 9, Sec 7, [6.2.2]

Replace the first paragraph of requirement [6.2.2] by:


6.2.2 Moreover for ships with service notation bulk carrier, bulk carrier ESP, ore carrier ESP, combination carrier/OBO ESP or combination carrier/OOC ESP:

Ch 9, Sec 7, [6.4]

Replace the title of sub-article [6.4] by:


6.4 Additional requirements for scantlings of bulk carrier, bulk carrier ESP, ore carrier ESP, combination carrier/OBO ESP and combination carrier/OOC ESP

Ch 9, Sec 7, [7.3.8]

Replace the third paragraph of requirement [7.3.8] by:


No. 1 hatch cover is to be effectively secured, by means of stoppers, against the longitudinal forces acting on the forward end arising from a pressure of 230 kN/m2. This pressure may be reduced to 175 kN/m2 if a forecastle is fitted in accordance with the applicable requirements of: Pt D, Ch 4, Sec 2, [2] for ships with service notations bulk carrier or bulk carrier ESP Pt D, Ch 5, Sec 2, [2] for ships with service notation ore carrier ESP Pt D, Ch 6, Sec 2, [2] for ships with service notations combination carrier/OBO ESP or combination carrier/OOC ESP.

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Part B

Ch 9, Sec 8, [1.6]

Replace requirement [1.6.2] by:


1.6.2 Loading cases where:
PP p 0 = ----AP PV p 1 = n V ----AP

The scantlings of the structure are to be verified in both sea and harbour conditions for the following cases: loaded movable deck or inner ramp under loads according to the load distribution indicated by the Designer loaded movable deck or inner ramp under uniformly distributed loads corresponding to a pressure, in kN/m2, equal to p0 + p1 empty movable deck under uniformly distributed masses corresponding to a pressure, in kN/m2, equal to p0

PP PV nV AP

: Mass of the movable deck, in kN : Mass of a vehicle, in kN : Maximum number of vehicles loaded on the movable deck : Effective area of the movable deck, in m2.

Ch 9, Sec 8

Replace Table 1 by:


T6 :

Table 1 : Movable decks and inner ramps Still water and inertial pressures
Load case Still water pressure pS and inertial pressure pW, in kN/m2 pS = p0 in harbour condition during lifting pS = p0 + p1 in other cases a b No inertial pressure
a X1 p W ,X = ------( p0 + p 1 ) g a Z1 ( p0 + p 1 ) p W ,Z = ------g

Ship condition Still water condition Upright sea condition

in x direction in z direction

Inclined sea condition (negative roll angle) Harbour condition (1)

c d

C FA a Y2 - ( p0 + p1) p W ,Y = ---------------g

in y direction

C FA a Z2 - ( p 0 + p 1 ) in z direction p W ,Z = ---------------g

during lifting at rest

pW,X = 0,035 p0 pW,Y = 0,087 p0 pW,Z = 0,200 p0 pW,X = 0,035 (p0 + p1) pW,Y = 0,087 (p0 + p1) pW,Z = 0,100 (p0 + p1)

in x direction in y direction in z direction in x direction in y direction in z direction

For harbour conditions, a heel angle of 5 and a trim angle of 2 are taken into account. Note 1: p0, p 1 : Pressures, in kN/m2, to be calculated according to [1.6.2] for the condition considered. : Coefficient taken equal to 0,5 CFA : Combination factor, to be taken equal to: CFA = 0,7 for load case c CFA = 1,0 for load case d (1)

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21

Part B

Ch 10, Sec 1, [5.3.5]

Replace the title of requirement [5.3.5] by:


5.3.5 Couplings with key

Delete the third paragraph of requirement [5.3.5].


Ch 10, Sec 1, [5.3]

Insert the following requirement [5.3.6]:


5.3.6 Keyless couplings For cone couplings with hydraulic arrangements for assembling and disassembling the coupling, the key may be omitted. In this case the designer is to submit to the Society shrinkage calculations supplying all data necessary for the push-up length check, according to [5.3.2].

Ch 10, Sec 1, [7.3]

Replace requirement [7.3.9] by:


7.3.9 Rudder nose plate thickness Rudder nose plates are to have a thickness not less than: 1,25 tF without exceeding 22 mm, for tF < 22 mm tF, for tF 22 mm, where tF is defined in [7.3.1]. The rudder nose plate thickness may be increased on a case by case basis to be considered by the Society.

Ch 10, Sec 4, [3.8.8]

Add the following paragraph at the end of requirement [3.8.8]:


Examples of arrangements for permanently attached closing appliances are such as steel plates with cut-outs to accommodate chain links or canvas hoods with a lashing arrangement that maintains the cover in the secured position.

Ch 11, Sec 2, [2.2.2]

Replace the service notation bulk carrier ESP by bulk carrier in the first line of requirement [2.2.2].

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Part B

Ch 11, Sec 2, [3.1]

Replace requirement [3.1.2] by:


3.1.2 Bulk carriers, ore carriers and combination carriers equal to or greater than 150 m in length In addition to [3.1.1], for ships with one of the service notations bulk carrier, ore carrier ESP or combination carrier ESP, and equal to or greater than 150 m in length, the loading manual is also to describe: for cargo holds of ships with the service notation bulk carrier: the envelope results and permissible limits of still water bending moments and shear forces in the hold flooded condition the cargo hold(s) or combination of cargo holds which might be empty at full draught hold mass curves for each single hold in the relevant loading conditions listed in Pt D, Ch 4, Sec 3, [3.1], showing the maximum allowable and the minimum required masses of cargo and double bottom contents of each hold as a function of the draught at mid-hold position (for determination of permissible mass in cargo holds, refer to Ch 11, App 1) hold mass curves for any two adjacent holds in the relevant loading conditions listed in Pt D, Ch 4, Sec 3, [3.1], showing the maximum allowable and the minimum required masses of cargo and double bottom contents of any two adjacent holds as a function of the mean draught in way of these holds. This mean draught may be calculated by averaging the draught of the two midhold positions (for determination of permissible mass in cargo holds, refer to Ch 11, App 1) maximum allowable tank top loading together with specification of the nature of the cargo for cargoes other than bulk cargoes maximum allowable load on deck and hatch covers. If the ship is not approved to carry load on deck or hatch covers, this is to be clearly stated in the loading manual the maximum rate of ballast change together with the advice that a load plan is to be agreed with the terminal on the basis of the achievable rates of change of ballast.

Ch 11, Sec 2, [3.2]

Replace requirement [3.2.2] by:


3.2.2 Bulk carriers, ore carriers and combination carriers equal to or greater than 150 m in length short voyage conditions where the ship is to be loaded to maximum draught but with a limited amount of bunkers multiple port loading/unloading conditions deck cargo conditions, where applicable typical loading sequences where the ship is loaded from commencement of cargo loading to reaching full deadweight capacity, for homogeneous conditions, relevant part load conditions and alternate conditions where applicable. Typical unloading sequences for these conditions are also to be included The typical loading/unloading sequences are also to be developed to not exceed applicable strength limitations. The typical loading sequences are also to be developed paying due attention to the loading rate and deballasting capability typical sequences for change of ballast at sea, where applicable.

In addition to [3.2.1], for ships with one of the service notations bulk carrier, ore carrier ESP or combination carrier ESP, and equal to or greater than 150 m in length, the following loading conditions, subdivided into departure and arrival conditions as appropriate, are also to be included in the loading manual: alternate light and heavy cargo loading conditions at maximum draught, where applicable homogeneous light and heavy cargo loading conditions at maximum draught ballast conditions For ships with ballast holds adjacent to topside wing, hopper and double bottom tanks, it may be acceptable that the ballast holds are filled when the topside wing, hopper and double bottom tanks are empty

Ch 11, Sec 2, [4.1.2] and Ch 11, Sec 2, [4.2.2]

Replace the service notation bulk carrier ESP by bulk carrier in the first paragraph introducing the bulleted lists.
Ch 11, Sec 2, [4.3.2]

Replace the 3rd paragraph of requirement [4.3.2] by:


When the loading instrument also performs stability calculations, it is to cover all the stability requirements applicable to the ship. The test conditions are to be taken from the ships approved trim and stability booklet.

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23

Part B

Ch 12, Sec 1, [2.3]

Insert the following requirement [2.3.1]:


2.3.1 General Ordinary fillet welding may be adopted for T connections of the various simple and composite structural elements, where they are subjected to low tensile stress or where they are not critical for fatigue. Where this is not the case, partial or full T penetration welding according to [2.4] is to be adopted.

Ch 12, Sec 1, [2.3.3]

Insert the following paragraph after the sentence In general, staggered welding is not allowed for connections subjected to high alternate stresses.:
For connections of longitudinal ordinary stiffeners to deck plating of accommodations in passenger ships, one side continuous welding may be accepted on a case by case basis, instead of chain and staggered intermittent welding.

Ch 12, Sec 1, [2.3.4]

Replace the first paragraph of requirement [2.3.4] by:


The minimum throat thickness of fillet weld T connections is to be obtained, in mm, from the following formula:

Insert the following paragraphs after the sentence For continuous fillet welds, p/d is to be taken equal to 1.:
A lower value of the minimum throat thickness may be accepted on a case by case basis depending on the results of structural analyses. The maximum throat thickness of fillet weld T connections is equal to, in mm: tT = 0,7 t

Ch 12, Sec 1, [3]

Add the following sub-article [3.7]:


3.7 Pillars connection

3.7.1 For pillars in tension, the maximum allowable tensile stress in welds is 50/k N/mm, where k is the greatest material factor of the welded elements and the filler metal.

Ch 12, Sec 1, [6.3.3]

Replace the fourth paragraph of requirement [6.3.3] by:


For ships where B + D 15 m, only one radiography for each of the above items is required.

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Part B

Ch 12, Sec 2, [2.5.1]

Replace the service notation bulk carrier ESP by bulk carrier or bulk carrier ESP in the first paragraph of requirement [2.5.1].
Ch 12, Sec 3, Table 1

Replace the service notation bulk carrier ESP by bulk carrier or bulk carrier ESP in the first column of Table 1.

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Part C

Amendments to PART C

CHAPTER 1
Ch 1, Sec 10, [2.5.1]

Replace cross-reference Ch 1, Sec 3, [2.4] by Ch 1, Sec 3, [3.5.1] at the end of item a).

Ch 1, Sec 10, [2.6.1]

Replace item f) of the alphanumeric list by:


f) Specific requirements for flexible hoses and expansion joints intended for cargo pipe lines are given in: Part D, Chapter 7 for oil tankers Part D, Chapter 8 for chemical tankers Part D, Chapter 9 for liquefied gas carriers.

Ch 1, Sec 10, [8.12.10]

Replace the 5th item in the bulleted list of item e) by:


tanks shall have a means to indicate visually the amount of its content

Ch 1, Sec 10, [9.1.6]

Replace item a) of the alphanumeric list by:


a) When air pipes are required to be fitted with automatic closing devices, they are to comply with the following: 1) Air pipe automatic closing devices are to be so designed that they will withstand both ambient and working conditions, and be suitable for use at inclinations up to and including 40. 2) Air pipe automatic closing devices are to be constructed to allow inspection of the closure and the inside of the casing as well as changing the seals. 3) Efficient ball or float seating arrangements are to be provided for the closures. Bars, cage or other devices are to be provided to prevent the ball or float from contacting the inner chamber in its normal state and made in such a way that the ball or float is not damaged when subjected to water impact due to a tank being overfilled. 4) Air pipe automatic closing devices are to be selfdraining. 5) The clear area through an air pipe closing device in the open position is to be at least equal to the area of the inlet. 6) An automatic closing device is to: prevent the free entry of water into the tanks allow the passage of air or liquid to prevent excessive pressure or vacuum coming on the tank. 7) In the case of air pipe closing devices of the float type, suitable guides are to be provided to ensure unobstructed operation under all working conditions of heel and trim.

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Part C

8) The maximum allowable tolerances for wall thickness of floats is not to exceed 10% of thickness. 9) The inner and the outer chambers of an automatic air pipe head is to be of a minimum thickness of 6 mm. 10) Casings of air pipe closing devices are to be of approved metallic materials adequately protected against corrosion. 11) For galvanised steel air pipe heads, the zinc coating is to be applied by the hot method and the thickness is to be 70 to 100 microns.

12) For areas of the head susceptible to erosion (e.g. those parts directly subjected to ballast water impact when the tank is being pressed up, for example the inner chamber area above the air pipe, plus an overlap of 10 or more either side), an additional harder coating is to be applied. This is to be an aluminium bearing epoxy, or other equivalent, coating, applied over the zinc. 13) Closures and seats made of non-metallic materials are to be compatible with the media intended to be carried in the tank and to seawater and suitable for operating at ambient temperatures between 25C and +85C.

Ch 1, Sec 10, [20.2]

Replace requirement [20.2.2] by:


20.2.2 Type tests of air pipe closing appliances a) Testing of air pipe automatic closing devices Each type and size of air pipe automatic closing device is to be surveyed and type tested at the manufacturers works or a recognized laboratory accepted by the Society. The test requirements for an air pipe automatic closing device are to include the following: 1) Determination of the flow characteristics The flow characteristics of the air pipe closing device are to be determined. Measuring of the pressure drop versus rate of volume flow is to be carried out using water and with any intended flame or insect screens in place. 2) Tightness test during immersion/emerging in water An automatic closing device is to be subjected to a series of tightness tests involving not less than two immersion cycles under each of the following conditions: The automatic closing device is to be submerged slightly below the water surface at a velocity of approximately 4 m/min. and then returned to the original position immediately. The quantity of leakage is to be recorded. The automatic closing device is to be submerged to a point slightly below the surface of the water. The submerging velocity is to be approximately 8 m/min and the air pipe vent head is to remain submerged for not less than 5 minutes. The quantity of leakage is to be recorded. Each of the above tightness tests is to be carried out in the normal position as well as at an inclination of 40. The maximum allowable leakage per cycle is not to exceed 2 ml/mm of nominal diameter of inlet pipe during any individual test. b) Testing of non-metallic floats Impact and compression loading tests are to be carried out on the floats before and after pre-conditioning, as per Tab 37. 1) Impact test The impact test may be conducted on a pendulum type testing machine. The floats are to be subjected to 5 impacts of 2,5 Nm each and are not to suffer permanent deformation, cracking or surface deterioration at this impact loading. Subsequently the floats are to be subjected to 5 impacts of 25 Nm each. At this impact energy level, some localised surface damage at the impact point may occur. No permanent deformation or cracking of the floats is to appear. 2) Compression loading test Compression tests are to be conducted with the floats mounted on a supporting ring of a diameter and bearing area corresponding to those of the float seating with which the tested float is intended to be used. For ball type float, loads are to be applied through a concave cap of the same internal radius as the test float and bearing on an area of the same diameter as the seating. For a disc type float, loads are to be applied through a disc of equal diameter as the float. A load of 350 kg is to be applied over one minute and maintained for 60 minutes. The deflection is to be measured at intervals of 10 minutes after attachment of the full load. The record of deflection against time is to show no continuing increase in deflection and, after release of the load, there is to be no permanent deflection. c) Testing of metallic floats Tests are to be conducted in accordance with item b) 1) above. The tests are to be carried out at room temperature and in the dry condition.

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Part C

Ch 1, Sec 10

Replace Table 37 by:


T1 :

Table 37 : Pre-conditioning of floats


Test temperature 25C + + +20C + + + +85C + +

Test condition Dry After immerging in water After immerging in fuel oil

Note 1: Immerging in water and fuel oil is to be for at least 48 hours.

Ch 1, Sec 11, [1.2.2]

Delete the 3rd item of the bulleted list.

Ch 1, Sec 11, [3.1]

Replace requirement [3.1.1] by:


3.1.1 General In addition to the provisions of Article [2], ships equipped with two or more aft rudders are to comply with the provisions of the present Article.

Ch 1, Sec 11

Delete the cross-references to requirements of Pt D, Ch 20, Sec 4 in requirements [1.3.9], [2.6.1] a), [2.6.3], [3.1.3], [4.1.1], [4.2.1] and [4.2.2].

Ch 1, Sec 15, [3.13.2]

Delete cross-reference and Pt D, Ch 20, Sec 4, [24.4] at the end of item a).

CHAPTER 2
Ch 2, Sec 3, [9.6.2]

Replace item a) by:


a) Cables being of a fire resistant type complying with IEC 60331 are to be installed and run continuous to keep the fire integrity within the high fire risk area (see Fig 4)
Note 1: The application of this requirement for public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 m2 or more will be considered on the case by case basis.

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Part C

Ch 2, Sec 3, [10.1.7]

Delete the content between brackets at the end of the last item of the bulleted list.
Ch 2, Sec 4, Table 1

Replace rows 6 and 8 in Table 1 by:


T2 :

Table 1 : Tests to be carried out on electrical rotating machines


Tests a.c. Generators Type test (1) X X X Routine test (2) Motors Type test (1) X X X Routine test (2)

N 6 8 Overload/overcurrent test Overspeed test

Delete tablefootnotes (4) and (6) in the foot of Table 1.


Ch 2, Sec 4, [4.5.1]

Add the following content between brackets at the end of requirement [4.5.1]:
(see indirect methods in Ch 2, App 1 for synchronous machines and in Ch 2, App 2 for induction machines).

Ch 2, Sec 5, Table 2

Replace row 3 in Table 2 by:


T3 :

Table 2 : Tests to be carried out on transformers


Tests Type test (1) X Routine test (2) X

N 3 Short circuit impedance test

Chapter 2

Add the following Appendix 2:

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Pt C, Ch 2, App 2

APPENDIX 2

INDIRECT TEST METHOD FOR INDUCTION MACHINES (STATIC TORQUE METHOD)

1
1.1

General
Test method

bearing temperatures (embedded sensor or thermometer), and the condition of cooling of the bearings, which are to be compared to those expected on board. 1.1.3 The tests described in Tab 1 allow the determination of the final temperature rise of stator windings with an acceptable degree of accuracy. The stator temperature rise tstator is the average of embedded temperature sensors values minus cooling element temperature: tstator = 1 2 + 3 where: : Stator temperature rise of Test 1 defined in Tab 1 1 : Stator temperature rise of Test 2 defined in Tab 1 2 3 : Stator temperature rise of Test 3 defined in Tab 1.

1.1.1 The induction machine is to be subject to the three separate tests specified in Tab 1 when it is completely assembled (with covers, heat exchangers, all control devices and sensors). 1.1.2 Temperature measurements of the stator winding is based on the use of embedded temperature sensors. The stator temperature taken into account for the temperature rise is the average of all sensors values. The following parameters are recorded, every 1/2 hour: temperature sensors as well as the stator current and voltage

Table 1 : Tests for induction machines


Test 1 Rotor locked (see Fig 1), machine ventilated in normal condition with stator supplied by rated current at reduced voltage and frequency Test 2 Test 3

Rotor running at no-load with stator sup- Rotor running at no-load at rated speed plied at the same voltage and frequency with stator supplied at rated voltage and as Test 1 rated frequency

Figure 1 : Heating Test 1

Rectifier

Transformer Network supplying low power

Inverter Motor under test (locked rotor)

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Part C

CHAPTER 3
Ch 3, Sec 1, [1.3.1]

Add the following items at the end of the bulleted list:


Quality plan for software: a plan for software lifecycle activities is to be produced which defines relevant procedures, responsibilities and system documentation, including configuration management. Inspection of components (only hardware) from subsuppliers: proof that components and/or sub-assemblies conform to specification. Quality control in production: evidence of quality assurance measures on production. Final test reports: reports from testing of the finished product and documentation of the test results. Traceability of software: modification of program contents and data as well as change of version are to be carried out in accordance with a procedure and are to be documented. Software description: software is to be described, e.g.: - description of the basic and communication software installed in each hardware unit - description of application software (not program listings) - description of functions, performance, constraints and dependencies between modules or other components. Hardware description: - system block diagram, showing the arrangement, input and output devices and interconnections - connection diagrams - details of input and output devices - details of power supplies. Failure analysis for safety related functions only (e.g. FMEA): the analysis is to be carried out using appropriate means, e.g.: - fault tree analysis - risk analysis - FMEA or FMECA. The purpose is to demonstrate that for single failures, systems will fail to safety and that systems in operation will not be lost or degraded beyond acceptable performance criteria when specified by the Society.

Ch 3, Sec 1

Replace Table 2 by:


T1 :

Table 2 : Computer based system documentation


Documentation (2)

N 1 2 3 4 5 6 7

I/A (1) I A I I I I A

System description, computer software: see [2.3.2] System description, computer hardware: see [2.3.3] System reliability analysis: see [2.3.4] User interface description: see [2.3.5] Test programs: see [2.3.6] Method of tests and required tests results (3) For wireless data communication: a) b) c) d) e) f) details of manufacturers recommended installation and maintenance practices network plan with arrangement and type of antennas and identification of location specification of wireless communication system protocols and management functions; see Ch 3, Sec 3, [4.6.3] details of radio frequency and power levels evidence of type testing in accordance with Ch 3, Sec 6 on-board test schedule; see Ch 3, Sec 6, [4].

(1) (2) (3)

A = to be submitted for approval I = to be submitted for information. For the evaluation computer based systems of categories II and III. For systems of category III.

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31

Part C

Ch 3, Sec 1, [2.4]

Replace requirement [2.4.2] by:


2.4.2 Modifications Modifications are to be documented by the manufacturer. Subsequent significant modifications to the software and hardware for systems of categories II and III are to be submitted for approval.
Note 1: A significant modification is a modification which influences the functionality and/or the safety of the system.

Ch 3, Sec 3, [1.1]

Add the following requirements [1.1.4] and [1.1.5]:


1.1.4 Programmable electronic systems are to fulfil the requirements of the system under control for all normally anticipated operating conditions, taking into account danger to persons, environmental impact, damage to ship as well as equipment, usability of programmable electronic systems and operability of non computer devices and systems, etc. 1.1.5 When an alternative design or arrangements deviating from these requirements are proposed, an engineering analysis is required to be carried out in accordance with a relevant International or National Standard acceptable to the Society. See also SOLAS Ch II-1/F, Reg. 55.
Note 1: As a failure of a category III system may lead to an accident with catastrophic severity, the use of unconventional technology for such applications is only to be permitted exceptionally in cases where evidence is presented that demonstrates acceptable and reliable system performance to the satisfaction of the Society.

Ch 3, Sec 3, [1]

Add the following sub-article [1.7]:


1.7 System categories
1.7.2 The assignment of a programmable electronic system to the appropriate system category is to be made according to the greatest likely extent of direct damage. For examples, see Tab 2.
Note 1: Where independent effective backup or other means of averting danger is provided, the system category III may be decreased by one category.

1.7.1 Programmable electronic systems are to be assigned into three system categories as shown in Tab 1 according to the possible extent of the damage caused by a single failure within the programmable electronic systems. Consideration is to be given to the extent of the damage directly caused by a failure, but not to any consequential damage. Identical redundancy is not to be taken into account for the assignment of a system category.

Ch 3, Sec 3

Add the following Table 1:


T2 :

Table 1 : System categories


System functionality Monitoring function for informational/administrative tasks Alarm and monitoring functions Control functions which are necessary to maintain the ship in its normal operational and habitable conditions Control functions for maintaining the ship propulsion and steering Safety functions

Category I

Effect Those systems, failure of which will not lead to danger- ous situations for human safety, safety of the ship and/or threat to the environment Those systems, failure of which could eventually lead to dangerous situations for human safety, safety of the ship and/or threat to the environment Those systems, failure of which could immediately lead to dangerous situations for human safety, safety of the ship and/or threat to the environment

II

III

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Part C

Ch 3, Sec 3

Add the following Table 2:


T3 :

Table 2 : Examples of assignment to system categories


Effect Maintenance support systems Information and diagnostic systems Alarm and monitoring equipment Tank capacity measuring equipment Control systems for auxiliary machinery Main propulsion remote control systems Fire detection systems Fire extinguishing systems Bilge systems Governors Machinery protection systems / equipment Burner control systems Electronic fuel injection for diesel engines Control systems for propulsion and steering Synchronising units for switchboards

Category I II

III

Note 1: The examples listed are not exhaustive.

Ch 3, Sec 3, [4]

Replace sub-article [4.1] by:


4.1 General
4.1.4 System self-checking capabilities are to be arranged to initiate transition to the least hazardous state for the complete installation in the event of data communication failure. 4.1.5 The characteristics of the data communication link are to be such as to transmit that all necessary information in adequate time and overloading is prevented.

4.1.1 These requirements apply to system categories II and III using shared data communication links to transfer data between distributed programmable electronic equipment or systems. 4.1.2 The performance of the network transmission medium (transfer rate and time delay) is to be compatible with the intended application. 4.1.3 When the master /slave configuration is installed, the master terminal is to be indicated on the other terminals.

Ch 3, Sec 3, [4.2]

Replace requirement [4.2.1] by the following requirements [4.2.1], [4.2.2] and [4.2.3]:
4.2.1 Loss of a data communication link is not to affect the ability to operate essential services by alternative means. 4.2.2 The data communication link is to be self-checking, detecting failures on the link itself and data communication failures on nodes connected to the link. Detected failures are to initiate an alarm. The data communication link is to be automatically started when power is turned on, or restarted after loss of power. 4.2.3 Where a single component failure results in loss of data communication, means are to be provided to automatically restore data communication.

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Part C

Ch 3, Sec 3, [4.3.1]

Replace requirement [4.3.1] by:


4.3.1 The transmission software is to be so designed that alarm or control data have priority over any other data, and overloading is prevented. For control data, the transmission time is not to jeopardise efficiency of the functions.

Ch 3, Sec 3, [4]

Add the following sub-articles [4.6] and [4.7]:


4.6 Additional requirements for wireless data links
c) Message encryption: protection of the confidentiality and or criticality the data content d) Security management: protection of network assets, prevention of unauthorised access to network assets. 4.6.4 The wireless system is to comply with the radio frequency and power level requirements of International Telecommunications Union and flag state requirements.
Note 1: Consideration should be given to system operation in the event of port state and local regulations that pertain to the use of radio-frequency transmission prohibiting the operation of a wireless data communication link due to frequency and power level restrictions.

4.6.1 These requirements are in addition to the requirements of [4.1] to [4.4] and apply to system category II using wireless data communication links to transfer data between distributed programmable electronic equipment or systems. For system category III, the use of wireless data communication links is to be in accordance with [1.1.5]. 4.6.2 Functions that are required to operate continuously to provide essential services dependant on wireless data communication links are to have an alternative means of control that can be brought in action within an acceptable period of time. 4.6.3 Wireless data communication is to employ recognised international wireless communication system protocols that incorporate the following: a) Message integrity: fault prevention, detection, diagnosis, and correction so that the received message is not corrupted or altered when compared to the transmitted message b) Configuration and device authentication: shall only permit connection of devices that are included in the system design

4.7

Protection against modifications

4.7.1 Programmable electronic systems of categories II and III are to be protected against program modification by the user. 4.7.2 For systems of category III, modifications of parameters by the manufacturer are to be approved by the Society. 4.7.3 Any modifications made after performance of the tests witnessed by the Society as per item No. 6. of Ch 3, Sec 6, Tab C are to be documented and traceable.

Ch 3, Sec 6, [2.3]

Replace requirements [2.3.1] and [2.3.2] by:


2.3.1 Software of computer based systems are to be approved in accordance with the related system category, as defined in Ch 3, Sec 3, [1.7]. Type approval consists of an assessment of the development quality and verification of test evidences, according to Tab C. 2.3.2 Software is to be approved in association with hardware. References of software and hardware are to be specified in the type approval certificate.

Ch 3, Sec 6, [2.3]

Add the following requirement [2.3.4]:


2.3.4 In case of separate approval of software, an assessment certificate may be issued, at the request of the manufacturer, based on the requirements of the appropriate system category.

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Part C

Ch 3, Sec 6

Add the following Table C:


T4 :

Table C : Tests and evidences according to the system category


System category (1) I II M M M M M M M M M M III M M M S S S S S S S M S/W M M M M W M M W W W W M S/W S/W S S S W W W W W W* S/W

No. 1. Evidence of quality system

Tests and evidence Quality plan for software Inspection of components (only hardware) from sub-suppliers Quality control in production Final test reports Traceability of software

2.

Hardware and software description

Software description Hardware description Failure analysis for safety related functions only Evidences of software testing according to quality plan Analysis regarding existence and fulfilment of programming procedures for safety related functions Tests according to Tab 1 Module tests Subsystem tests System test

3.

Evidences of software testing Hardware tests Software tests

4. 5.

6.

Performance tests

Integration test Fault simulation Factory Acceptance test (FAT)

7.

On-Board test

Complete system test Integration test Operation of wireless equipment to demonstrate electromagnetic compatibility

8. (1) M S W *

Modifications : : : :

Tests after modifications

Evidence kept by manufacturer and submitted on request Evidence checked by the Society To be witnessed by the Society The level of witnessing is to be determined during the assessment required by Ch 3, Sec 3, [1.1.5].

Ch 3, Sec 6, [3]

Insert the following sub-article [3.2]:


3.2 Tests and evidences

3.2.1 Tests and evidence are to be in accordance with Tab C. Definitions and notes relating to Tab C are given in Ch 3, Sec 1, [1.3.1].

Ch 3, Sec 6, Table 2

Replace the first row of Table 2 by:


Equipment Electronic equipment Nature of tests Main hardware and software functionalities with all systems integrated

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35

Part C

Ch 3, Sec 6, [3.2]

Switch requirements [3.2.1] and [3.2.2] in the existing sub-article [3.2].

Ch 3, Sec 6, [3.3]

Replace the existing requirements [3.3.2] and [3.3.3] by the following requirements [3.3.2] to [3.3.8]:
3.3.2 The software modules of the application software are to be tested individually and subsequently subjected to an integration test. The test results are to be documented and to be part of the final file. It is to be checked that: the development work has been carried out in accordance with the plan the documentation includes the method of testing, the test programs producing, the simulation, the acceptance criteria and the result. Software module tests are to provide evidence that each module performs its intended function and does not perform unintended functions. Subsystem testing is to verify that modules interact correctly to perform the intended functions and do not perform unintended functions. System testing is to verify that subsystems interact correctly to perform the functions in accordance with specified requirements and do not perform unintended functions. Repetition tests may be required to verify the consistency of test results. 3.3.3 Analysis regarding existence and fulfilment of programming procedures for safety related functions Specific assurance methods are to be planned for verification and validation of satisfaction of requirements, e.g.: diverse programs program analysis and testing to detect formal errors and discrepancies to the description simple structure. 3.3.4 The Society may ask for additional tests of systems which are part of safety systems or which integrate several functions. 3.3.5 Integration tests Programmable electronic system integration testing is to be carried out using satisfactorily tested system software and, as far as practicable, intended system components. 3.3.6 Fault simulation Faults are to be simulated as realistically as possible to demonstrate appropriate system fault detection and system response. The results of any required failure analysis are to be observed. 3.3.7 Factory acceptance test (FAT) Factory acceptance testing is be carried out in accordance with a test program accepted by the Society. Testing is to be based on demonstrating that the system fulfils the requirements specified by the Society. 3.3.8 Modifications Modifications to approved systems are to be notified in advance and carried out to the Societys satisfaction. Refer to Ch 3, Sec 1, [2.4.2].

Ch 3, Sec 6, [4.1]

Insert the following requirement [4.1.1]:


4.1.1 Testing is to be performed on the completed system comprising actual hardware components with the final application software, in accordance with an approved test program.

Ch 3, Sec 6, [4.1.1]

Insert the following paragraph after the first paragraph of the existing requirement [4.1.1]:
On board testing is to verify that correct functionality has been achieved with all systems integrated.

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Part C

Ch 3, Sec 6, [4.1]

Add the following requirement [4.1.2] after the existing requirement [4.1.1]:
4.1.2 For wireless data communication equipment, tests during harbour and sea trials are to be conducted to demonstrate that radio-frequency transmission does not cause failure of any equipment and does not itself fail as a result of electromagnetic interference during expected operating conditions.
Note 1: Where electromagnetic interference caused by wireless data communication equipment is found to be causing failure of equipment required for Category II or III systems, the layout and/or equipment are/is to be changed to prevent further failures occurring.

CHAPTER 4
Ch 4, Sec 2, [2.1.1]

Add the following paragraph at the end of item b):


These requirements do not apply to closed recirculating systems within a single space.

Ch 4, Sec 6, [4.1.2]

Add the following paragraph and Note at the end of item b):
Transfer pumps may be placed outside this room.
Note 1: Lubricating oil systems part of the main machinery may be located in the main engine room in location ventilated by extraction.

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Part D

Amendments to PART D

Chapter 4

Replace Section 1, Section 2 and Section 3 of Chapter 4 by the following ones:

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Pt D, Ch 4, Sec 1

SECTION 1

GENERAL

1
1.1

General
Application

1.1.1 Ships complying with the requirements of this Chapter are eligible for the assignment of one of the service notations bulk carrier ESP, bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP or bulk carrier as defined in Pt A, Ch 1, Sec 2, [4.3.2] and Pt A, Ch 1, Sec 2, [4.3.1]. 1.1.2 Ships dealt with in this Chapter, which are greater than 500 GT and have one of the service notations bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP or bulk carrier CSR BC-C ESP, are to comply with the requirements of: Part A, Part B and Part C of the present Rules, as applicable NR522 Common Structural Rules for Bulk Carriers Ch 4, Sec 2, [3], which gives specific access arrangement requirements Ch 4, Sec 3, [1], which gives specific stability requirements NR216 Materials and Welding.

1.1.3 Ships dealt with in this Chapter, which are greater than 500 GT and have the service notation bulk carrier ESP or bulk carrier, are to comply with the requirements of: Part A, Part B and Part C of the present Rules, as applicable the present Chapter NR216 Materials and Welding. 1.1.4 Ships dealt with in this Chapter, which are less than 500 GT and have the service notation bulk carrier ESP or bulk carrier are to comply with the requirements of: Part A and Part B of the present Rules, as applicable NR566 Hull Arrangement, Stability and Systems for Ships less than 500 GT, as applicable the present Chapter NR216 Materials and Welding.

1.2

Summary table

1.2.1 Requirements applicable to ships having one of the service notations bulk carrier ESP, bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP or bulk carrier are summarized in Tab 1.

Table 1 : Applicable requirements


Item Ships greater than 500 GT bulk carrier CSR ESP bulk carrier CSR BC-A ESP bulk carrier CSR BC-B ESP bulk carrier CSR BC-C ESP NR 522 Ch 4, Sec 2, [3] NR 522 Part B Ch 4, Sec 3, [1] Part C Part C Part C Part C bulk carrier ESP bulk carrier Part B Ch 4, Sec 2 Part B Ch 4, Sec 3 Part B Ch 4, Sec 3, [1] Part C Part C Part C Part C Ships less than 500 GT bulk carrier ESP bulk carrier NR566 Ch 4, Sec 2 Part B Ch 4, Sec 3 NR566 Ch 4, Sec 3, [1] NR566 NR566 NR566 NR566

Notations

Ship arrangement Hull Stability Machinery and cargo systems Electrical installations Automation Fire protection, detection and extinction

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39

Pt D, Ch 4, Sec 2

SECTION 2

SHIP ARRANGEMENT

1
1.1

General
Application

2
2.1

General arrangement design


General
Forecastle

1.1.1 The requirements of Ch 4, Sec 2 and Ch 4, Sec 3 apply to ships specially intended for the carriage of dry cargo in bulk which have a typical midship section with single deck, single or double side skin, with a double bottom, hopper tanks and topside tanks as illustrated in Fig 1, or a midship section deemed equivalent by the Society. A single side skin bulk carrier means a bulk carrier where one or more cargo holds are bound by the side shell only or by two watertight boundaries, one of which is the side shell, which are less than 1000 mm apart in at least one location. The distance between the watertight boundaries is to be measured perpendicular to the side shell. Figure 1 : Bulk carrier Single and double side skin construction

2.1.1

Ships with the service notation bulk carrier ESP or bulk carrier are to be fitted with an enclosed forecastle on the freeboard deck, with its aft bulkhead fitted in way or aft of the forward bulkhead of the foremost hold, as shown in Fig 2. However, if this requirement hinders hatch cover operation, the aft bulkhead of the forecastle may be fitted forward of the forward bulkhead of the foremost cargo hold provided the forecastle length is not less than 7% of ship length abaft the forward perpendicular where the ship length and forward perpendicular are defined in the International Convention on Load Lines 1966 and its Protocol 1988. The forecastle height HF above the main deck is to be not less than: the standard height of a superstructure as specified in Pt B, Ch 1, Sec 2, [3.19] HC + 0,5 m, where HC is the height of the forward transverse hatch coming of the foremost cargo hold, i.e. cargo hold No. 1, whichever is the greater. All points of the aft edge of the forecastle deck are to be located at a distance lF:
l F 5 H F HC

from the hatch coming plate in order to apply the reduced loading to the No. 1 forward transverse hatch coaming and No. 1 hatch cover in applying Pt B, Ch 9, Sec 7, [6.2.2] and Pt B, Ch 9, Sec 7, [7.3.8]. Figure 2 : Forecastle arrangement
Top of the hatch coaming HF HC HB

Forward bulkhead of hold N 1

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Pt D, Ch 4, Sec 2

A breakwater is not to be fitted on the forecastle deck with the purpose of protecting the hatch coaming or hatch covers. If fitted for other purposes, it is to be located such that its upper edge at centre line is not less than HB / tan20 forward of the aft edge of the forecastle deck, where HB is the height of the breakwater above the forecastle (see Fig 2).

far as practicable, permanent or movable means of access stored on board are to be provided to ensure proper survey and maintenance of cargo holds and, in particular, of the lower part of cargo hold side frames. 3.2.2 Hatches of cargo holds

3
3.1

Access arrangement
Access arrangement to double bottom and pipe tunnel

If separate hatches are used as access to the ladders as required in [3.2.3], each hatch is to have a clear opening of at least 600 mm x 600 mm. When the access to the cargo hold is arranged through the cargo hatch, the top of the ladder is to be placed as close as possible to the hatch coaming. Accesses and ladders are to be so arranged that personnel equipped with self-contained breathing apparatus may readily enter and leave the cargo hold. Access hatch coamings having a height greater than 900 mm are also to have steps on the outside in conjunction with cargo hold ladders. 3.2.3 Ladders within cargo holds

3.1.1 Means of access Adequate means of access to the double bottom and the pipe tunnel are to be provided. 3.1.2 Manholes in the inner bottom, floors and girders Manholes cut in the inner bottom are to be located at a minimum distance of one floor spacing from the lower stool, or transverse bulkhead if no stool is fitted. The location and size of manholes in floors and girders are to be determined to facilitate the access to double bottom structures and their ventilation. However, they are to be avoided in the areas where high shear stresses may occur.

3.2

Access arrangement to and within spaces in, and forward of, the cargo area

Each cargo hold is to be provided with at least two ladders as far apart as practicable longitudinally. If possible these ladders are to be arranged diagonally, e.g. one ladder near the forward bulkhead on the port side, the other one near the aft bulkhead on the starboard side, from the ship's centreline. Ladders are to be so designed and arranged that the risk of damage from the cargo handling gear is minimised. Vertical ladders may be permitted provided they are arranged above each other in line with other ladders to which they form access and resting positions are provided at not more than 9 metres apart. Tunnels passing through cargo holds are to be equipped with ladders or steps at each end of the hold so that personnel may get across such tunnels. Where it may be necessary for work to be carried out within a cargo hold preparatory to loading, consideration is to be given to suitable arrangements for the safe handling of portable staging or movable platforms.

3.2.1 Means of access Ships with the service notation bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP of 20,000 gross tonnage and over, are to comply with the relevant requirements of NR 522 Common Structural Rules for Bulk Carriers. Ships with the service notation bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP of less than 20,000 gross tonnage and ships with the service notation bulk carrier ESP or bulk carrier are to comply with [3.2.2] and [3.2.3]. In addition, as

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Pt D, Ch 4, Sec 3

SECTION 3

HULL AND STABILITY

Symbols
D1 hDB hLS k tC
l

: Distance, in m, from the base line to the freeboard deck at side amidships (see Fig 13) : Height, in m, of the double bottom : Mean height, in m, of the lower stool, measured from the inner bottom : Material factor defined in Pt B, Ch 4, Sec 1, [2.3] : Corrosion addition, in mm, defined in Pt B, Ch 4, Sec 2, Tab 2 : Span, in m, of side frames; see [2.2.3] : Height, in mm, of side frame web; see [2.2.3] : Span, in m, of the corrugations of vertically corrugated transverse watertight bulkheads; see [2.5.2] : Spacing of corrugations, in m; see Fig 5 : Minimum upper yield stress, in N/mm2, of the material as defined in Pt B, Ch 4, Sec 1, [2] : Youngs modulus, in N/mm2, to be taken equal to: E = 2,06.105 N/mm2 for steels in general E = 1,95.105 N/mm2 for stainless steels

1
1.1

Stability
Definitions
Grain

1.1.1

The term grain covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms thereof, whose behaviour is similar to that of grain in its natural state. 1.1.2 Filled compartment trimmed

d
lC

The term filled compartment trimmed refers to any cargo space in which, after loading and trimming as specified in Ch 4, App 1, the bulk grain is at its highest possible level. 1.1.3 Filled compartment untrimmed

sC ReH E

The term filled compartment untrimmed refers to a cargo space which is filled to the maximum extent possible in way of the hatch opening but which has not been trimmed outside the periphery of the hatch opening. 1.1.4 Partially filled compartment

The term partly filled compartment refers to any cargo space where the bulk grain is not loaded in the manner prescribed in [1.1.2] or [1.1.3]. 1.1.5 Stowage factor

: Dry bulk cargo density, in t/m3; the following values may generally be taken: = 3.0 t/m3 for iron ore = 1.3 t/m3 for cement

: Angle of repose, in degrees, of the dry bulk cargo carried; in the absence of more precise evaluation the following values can be taken: = 30 in general = 35 for iron ore = 25 for cement

The term stowage factor, for the purposes of calculating the grain heeling moment caused by a shift of grain, means the volume per unit weight of the cargo as attested by the loading facility, i.e. no allowance is to be made for lost space when the cargo space is nominally filled. 1.1.6 Specially suitable compartment

hF, zF

: Sea water density, in t/m3 : Flooding head and distance, respectively, in m, defined in [3.3.3] for transverse bulkheads and [3.4.3] for double bottoms : Level height of the dry bulk cargo and distance, respectively, in m, defined in [3.3.4] for transverse bulkheads and [6.2.6] for double bottoms : Gravity acceleration, in m/s2, to be taken equal to 9,81.

The term specially suitable compartment refers to a cargo space which is constructed with at least two vertical or sloping, longitudinal, grain-tight divisions which are coincident with the hatch side girders or are so positioned as to limit the effect of any transverse shift of grain. If sloping, the divisions are to have an inclination of not less than 30 to the horizontal.

1.2
1.2.1

Intact stability
General

hB , z B

The stability of the ship for the loading conditions in Pt B, Ch 3, App 2, [1.2.5] is to be in compliance with the requirements of Pt B, Ch 3, Sec 2. In addition, the requirements in [1.2.2] and [1.2.3] are to be complied with.

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Pt D, Ch 4, Sec 3

1.2.2 Grain Loading Manual Information in printed booklet form is to be provided on board to enable the Master to ensure that the ship complies with the stability requirements reported in the Rules when carrying grain in bulk. This booklet is commonly referred to as Grain Loading Manual and is to include the following information: ship's particulars lightship displacement and the vertical distance from the intersection of the moulded base line and midship section to the centre of gravity (KG) table of liquid free surface corrections capacities and centres of gravity curve or table of angle of flooding, where less than 40, at all permissible displacements curves or tables of hydrostatic properties suitable for the range of operating drafts cross curves of stability which are sufficient for the purpose of the requirements in [1.2.3] and which include curves at 12 and 40 curves or tables of volumes, vertical centres of volumes, and assumed volumetric heeling moments for every hold, filled or partly filled, or combination thereof, including the effects of temporary fittings tables or curves of maximum permissible heeling moments for varying displacements and varying vertical centres of gravity to allow the Master to demonstrate compliance with the requirements specified in [1.2.3] loading instructions in the form of notes summarising the requirements of these Rules a worked example for the guidance of the Master typical loaded service departure and arrival conditions and, where necessary, intermediate worst service conditions. It is recommended that loading conditions should be provided for at least three representative stowage factors.

country; if the language used is neither English nor French, the text is to include a translation into one of these languages. 1.2.3 Intact stability criteria for grain loading

The intact stability characteristics of any ship carrying bulk grain are to be shown to meet, throughout the voyage, at least the following criteria after taking into account in the manner described in Ch 4, App 1 and in Fig 1, the heeling moments due to grain shift: the angle of heel due to the shift of grain is to be not greater than 12 or the angle at which the deck edge is immersed, whichever is the lesser in the statical stability diagram, the net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of maximum difference between the ordinates of the two curves, or 40 or the angle of flooding, whichever is the least, is in all conditions of loading to be not less than 0,075 m.rad the initial metacentric height, after correction for the free surface effects of liquids in tanks, as specified in Pt B, Ch 3, Sec 2, [4], is to be not less than 0,30 m.

After loading, the Master is to ensure that the ship is upright before proceeding to sea.

1.3

Damage stability requirements for ships where additional class notation SDS is required
General

1.3.1

The Grain Loading Manual may be drawn up in the official language or languages of the Administration of the issuing

Ships with the service notation bulk carrier ESP, bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP or bulk carrier where additional class notation SDS is required (see Pt A, Ch 1, Sec 2, [6.14.11]), equal to or greater than 80 m in length, are subjected to the probabilistic approach reported in Pt B, Ch 3, Sec 3, [2.1.3] and are to comply with the requirements in Pt B, Ch 3, App 3.

Figure 1 : Stability curve

righting arm curve righting arm

angle of heel due to grain shift residual dynamic stability A

heeling arm curve due to transverse grain shift which may be approximately represented by the straight line AB B

l0
0

l 40
40 angle of heel (degrees)

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1.3.2

Freeboard reduction

Ships with the service notation bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP or bulk carrier greater than 100 m in length which have been assigned reduced freeboard as permitted by Regulation 27 of the International Convention on Load Lines, 1966, as referenced in Pt B, Ch 3, Sec 3, [2.1.2] are to comply with the requirements specified in Pt B, Ch 3, App 4. Therefore, compliance with the requirements in [1.3.1] is not required. 1.3.3 Additional requirements for single side skin bulk carriers equal to or greater than 150 m in length

The girder spacing is to be not greater than 4 times the spacing of bottom or inner bottom ordinary stiffeners and the floor spacing is to be not greater than 3 frame spaces. Greater spacing may be accepted by the Society, depending on the results of the analysis carried out according to Pt B, Ch 7, App 1 for the primary supporting members in the cargo holds. 2.1.2 Transversely framed double bottom The double bottom and the sloped bulkheads of hopper tanks may be transversely framed in ships equal to or less than 120 m in length, when this is deemed acceptable by the Society on a case-by-case basis. In this case, however, the floor spacing is to be not greater than 2 frame spaces. 2.1.3 Floors in way of transverse bulkheads The thickness and material properties of the supporting floors and pipe tunnel beams are to be not less than those required for the bulkhead plating or, when a stool is fitted, of the stool side plating.

The requirements specified in [1.3.4] to [1.3.6] apply to single side skin bulk carriers, where additional class notation SDS is required, equal to or greater than 150 m in length, intended for the carriage of bulk cargoes having dry bulk density of 1.0 t/m3, or above. Ships complying with the requirements in [1.3.2] are not required to comply with those in [1.3.4] to [1.3.6]. 1.3.4 Flooding of cargo holds

2.2

Single side structure

Bulk carriers specified in [1.3.3], when loaded to the summer load line, are to be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in satisfactory condition as specified in [1.3.5]. 1.3.5 Flooding criteria

2.2.1 General The side within the hopper and topside tanks is, in general, to be longitudinally framed. It may be transversely framed when this is accepted for the double bottom and the deck according to [2.1.2] and [2.4.1], respectively. 2.2.2 Frame spacing In general, the frame spacing in cargo holds bounded by the side shell only is to be not greater than the values obtained, in m, from the following formulae:
L s = 0, 6 + --------320 L 0, 25 --------s = 0, 9 + 1, 25 100 for L < 90m for L 90m

After flooding, the vessel is to comply with the requirements laid down in Pt B, Ch 3, App 4. The assumed flooding need only take into account flooding of the cargo hold space, considering the permeability values specified in [1.3.6]. 1.3.6 Flooding assumptions

2.2.3

Frame span and web height

The permeability of a loaded hold is to be assumed as 0,9, unless a permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0,95 is assumed for the remaining empty volume of the hold. In the latter case, the permeabilities and the corresponding cargo densities specified in [3.2.2] are to be assumed. The permeability of an empty hold is to be assumed as 0,95.

Frame span l and web height d are to be measured as indicated in Fig 2. 2.2.4 Symmetrical frame sections

Frames are to be fabricated symmetrical sections with integral upper and lower brackets and are to be arranged with soft toes. The web depth to thickness ratio is to be not greater than 60 k0,5. The outstanding flange is to be not greater than 10 k0,5 times the flange thickness. The end of the flange is to be sniped. The frame flange is to be curved (not knuckled) at the connection with the end brackets. The radius of curvature (see Fig 2) is to be not less than the value obtained, in mm, from the following formula:
0, 4b f r = -------------tf
2

2
2.1

Structure design principles


Double bottom structure
Longitudinally framed double bottom

2.1.1

In ships greater than 120 m in length, the double bottom and the sloped bulkheads of hopper tanks are to be longitudinally framed.

where bf and tf are, in mm, the flange width and thickness, respectively.

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Figure 2 : Frame and end bracket geometry


Topside tank Z BB

Figure 3 : Connection with bracket within hopper and topside tanks

0,5d

Section BB

r
d 0,125 Z

0,25

SOFT TOE

r
Z AA

0,25 Section AA Hopper tank

2.2.5

Asymmetrical frame sections

Figure 4 : Tripping brackets

In ships less than 190 m in length, mild steel frames may be asymmetrical and fitted with overlapped welded brackets. The face plate or flange of the bracket is to be sniped at both ends. Brackets are to be arranged with soft toes. The web to thickness ratio is to be not greater than 50 k0,5. The outstanding flange is to be not greater than 10 k0,5 times the flange thickness. 2.2.6 Lower and upper end brackets

The section modulus of the frame end bracket or integral bracket, calculated, with an attached side plating according to Pt B, Ch 4, Sec 3, [3.3], at the end sections of the span l (sections AA and BB in Fig 2), is to be not less than twice the section modulus required for the frame midspan area according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as applicable. The dimensions of the lower and upper end brackets are to be not less than those shown in Fig 2. 2.2.7 Connecting brackets within hopper and topside tanks

2.3
2.3.1

Double side structure


General

The side within the hopper and topside tanks is, in general, to be longitudinally framed. It may be transversely framed when this is accepted for the double bottom and the deck according to [2.1.2] and [2.4.1], respectively. 2.3.2 Side primary supporting members

The spacing of transverse side primary supporting members is to be not greater than 3 frame spaces. Greater spacing may be accepted by the Society, on a caseby-case basis, depending on the results of the analysis carried out according to Pt B, Ch 7, App 1 for the primary supporting members in the cargo holds. In any case, transverse side primary supporting members are to be fitted in line with web frames in hopper and topside tanks.

Structural continuity with the upper and lower end connections of side frames is to be ensured within hopper and topside tanks by connecting brackets as shown in Fig 3. 2.2.8 Tripping brackets

In way of the foremost cargo hold, side frames of asymmetrical section are to be fitted with sloped tripping brackets every two frames, as shown in Fig 4. In way of the other holds, side frames of asymmetrical sections are to be fitted with sloped tripping brackets every two frames where the web height d is greater than 600 mm or the span l is greater than 6 m.

2.4
2.4.1

Deck structure
Deck outside the line of hatches and topside tank sloping plates

In ships greater than 120 m in length, the deck outside the line of hatches and the topside tank sloping plates are to be longitudinally framed.

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Pt D, Ch 4, Sec 3

The spacing of web frames in topside tanks is to be not greater than 6 frame spaces. Greater spacing may be accepted by the Society, on a caseby-case basis, depending on the results of the analysis carried out according to Pt B, Ch 7, App 1 for the primary supporting members in the cargo holds. 2.4.2 Deck between hatches

The corrugation angle shown in Fig 5 is to be not less than 55. The thickness of the lower part of corrugations considered in the application of [2.5.9] and [6.1.3] is to be maintained for a distance from the inner bottom (if no lower stool is fitted) or the top of the lower stool not less than 0,15lC. The thickness of the middle part of corrugations considered in the application of [2.5.10] and [6.1.3] is to be maintained for a distance from the deck (if no upper stool is fitted) or the bottom of the upper stool not greater than 0,3lC. The section modulus of the corrugations in the remaining upper part of the bulkhead is to be not less than 75% of that required for the middle part, corrected for different minimum yield stresses. 2.5.2 Span of corrugations

The cross decks between hatches are generally to be transversely framed. Connection of the strength deck at side with the deck between hatches is to be ensured by a plate of intermediate thickness. 2.4.3 Connection of hatch end beams with deck structures

The connection of hatch end beams with deck structures is to be properly ensured by fitting inside the topside tanks additional web frames or brackets. 2.4.4 Topside tank structure

The span lC of the corrugations is to be taken as the distance shown in Fig 6. For the definition of lC, the internal end of the upper stool may not be taken at a distance from the deck at centreline greater than: 3 times the depth of corrugations, in general twice the depth of corrugations, for rectangular upper stools. Figure 6 : Span of the corrugations

Topside tank structures are to extend as far as possible within the machinery space and are to be adequately tapered.

2.5
2.5.1

Transverse vertically corrugated watertight bulkheads


General

For ships equal to or greater than 190 m in length, transverse vertically corrugated watertight bulkheads are to be fitted with a lower stool and, in general, with an upper stool below the deck. In smaller ships, corrugations may extend from the inner bottom to the deck. If the stool is fitted, it is to comply with [2.5.1] to [2.5.5] Figure 5 : Corrugation geometry

c n n

n=neutral axis of the corrugations

(*)

C L
C

j 55

tw
SC

tF
(*) See [2.5.2].

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2.5.3 Lower stool The lower stool, when fitted, is to have a height in general not less than 3 times the depth of the corrugations. The thickness and material of the stool top plate are to be not less than those required for the bulkhead plating above. The thickness and material properties of the upper portion of vertical or sloping stool side plating within the depth equal to the corrugation flange width from the stool top are to be not less than the required flange plate thickness and material to meet the bulkhead stiffness requirement at the lower end of the corrugation. The ends of stool side ordinary stiffeners are to be attached to brackets at the upper and lower ends of the stool. The distance from the edge of the stool top plate to the surface of the corrugation flange is to be in accordance with Fig 7. The stool bottom is to be installed in line with double bottom floors and is to have a width not less than 2,5 times the mean depth of the corrugation. The stool is to be fitted with diaphragms in line with the longitudinal double bottom girders for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connections to the stool top plate are to be avoided. Where corrugations are cut at the lower stool, the weld connections of corrugations and stool side plating to the stool top plate are to be in accordance with [8.1]. The weld connections of stool side plating and supporting floors to the inner bottom plating are to be in accordance with [8.1]. 2.5.4 Upper stool The upper stool, when fitted, is to have a height in general between 2 and 3 times the depth of corrugations. Rectangular stools are to have a height in general equal to twice the depth of corrugations, measured from the deck level and at the hatch side girder. The upper stool is to be properly supported by deck girders or deep brackets between the adjacent hatch end beams.

The width of the upper stool bottom plate is generally to be the same as that of the lower stool top plate. The stool top of non-rectangular stools is to have a width not less than twice the depth of corrugations. The thickness and material of the stool bottom plate are to be the same as those of the bulkhead plating below. The thickness of the lower portion of stool side plating is to be not less than 80% of that required for the upper part of the bulkhead plating where the same material is used. The ends of stool side ordinary stiffeners are to be attached to brackets at the upper and lower end of the stool. The stool is to be fitted with diaphragms in line with and effectively attached to longitudinal deck girders extending to the hatch end coaming girders for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connection to the stool bottom plate are to be avoided. 2.5.5 Alignment

At deck, if no upper stool is fitted, two transverse reinforced beams are to be fitted in line with the corrugation flanges. At bottom, if no lower stool is fitted, the corrugation flanges are to be in line with the supporting floors. The weld connections of corrugations and floors to the inner bottom plating are to be in accordance with [8.1]. The thickness and material properties of the supporting floors are to be not less than those of the corrugation flanges. Moreover, the cutouts for connections of the inner bottom longitudinals to double bottom floors are to be closed by collar plates. The supporting floors are to be connected to each other by suitably designed shear plates. Stool side plating is to align with the corrugation flanges; lower stool side vertical stiffeners and their brackets in the stool are to align with the inner bottom longitudinals to provide appropriate load transmission between these stiffening members. Lower stool side plating may not be knuckled anywhere between the inner bottom plating and the stool top plate.

Figure 7 : Permitted distance, d, from the edge of the stool top plate to the surface of the corrugation flange

Corrugation flange Corrugation flange

tfg

tfg tfg

Stool top plate

d Stool top plate d tfg

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2.5.6

Effective width of the compression flange

The effective width of the corrugation flange to be considered for the strength check of the bulkhead is to be obtained, in m, from the following formula:
b EF = C E A

where: CE : Coefficient to be taken equal to:


2, 25 1, 25 - -----------C E = -----------2 C E = 1, 0 for > 1,25 for 1, 25

c) Effective shedder plates Provided that effective shedder plates, as defined in [2.5.7], are fitted (see Fig 8 and Fig 9), when calculating the section modulus of corrugations at the lower end (sections 1 in Fig 8 and Fig 9), the area of flange plates may be increased by the value obtained, in cm2, from the following formula:
I SH = 2 ,5A t F t SH

without being taken greater than 2,5AtF, where: A : Width, in m, of the corrugation flange (see Fig 5) : Net shedder plate thickness, in mm tSH : Net flange thickness, in mm. tF Figure 8 : Symmetrical shedder plates

: Coefficient to be taken equal to:


3 A R eH - ------ = 10 --tf E

A tf 2.5.7

: Width, in m, of the corrugation flange (see Fig 5) : Net flange thickness, in mm. Effective shedder plates

Effective shedder plates are those which: are not knuckled are welded to the corrugations and the lower stool top plate according to [8.1] are fitted with a minimum slope of 45, their lower edge being in line with the lower stool side plating have thickness not less than 75% of that required for the corrugation flanges have material properties not less than those required for the flanges. 2.5.8 Effective gusset plates
shedder plate hg

1
lower stool

Effective gusset plates are those which: are in combination with shedder plates having thickness, material properties and welded connections according to [2.5.7] have a height not less than half of the flange width are fitted in line with the lower stool side plating are welded to the lower stool plate, corrugations and shedder plates according to [8.1] have thickness and material properties not less than those required for the flanges. 2.5.9 Section modulus at the lower end of corrugations
shedder plate

Figure 9 : Asymmetrical shedder plates

a) The section modulus at the lower end of corrugations (sections 1 in Fig 8 to Fig 12) is to be calculated with the compression flange having an effective flange width bef not larger than that indicated in [2.5.6]. b) Webs not supported by local brackets Except in case e), if the corrugation webs are not supported by local brackets below the stool top plate (or below the inner bottom) in the lower part, the section modulus of the corrugations is to be calculated considering the corrugation webs 30% effective.

hg

1
lower stool

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d) Effective gusset plates Provided that effective gusset plates, as defined in [2.5.8], are fitted (see Fig 10 to Fig 12), when calculating the section modulus of corrugations at the lower end (cross-sections 1 in Fig 10 to Fig 12), the area of flange plates may be increased by the value obtained, in cm2, from the following formula: IG = 7 h G tF where: hG : Height, in m, of gusset plates (see Fig 10 to Fig 12), to be taken not greater than (10/7)SGU : Width, in m, of gusset plates : Net flange thickness, in mm, based on the as-built condition. Figure 10 : Symmetrical gusset/shedder plates

Figure 12 : Asymmetrical gusset/shedder plates Sloping stool top plate

gusset plate

hg

=
1

SGU tF

=
lower stool

e) Sloping stool top plate If the corrugation webs are welded to a sloping stool top plate which has an angle not less than 45 with the horizontal plane, the section modulus of the corrugations may be calculated considering the corrugation webs fully effective. For angles less than 45, the effectiveness of the web may be obtained by linear interpolation between 30% for 0 and 100% for 45. Where effective gusset plates are fitted, when calculating the section modulus of corrugations the area of flange plates may be increased as specified in d) above. No credit may be given to shedder plates only. 2.5.10 Section modulus at sections other than the lower end of corrugations The section modulus is to be calculated with the corrugation webs considered effective and the compression flange having an effective flange width, bEF, not larger than that obtained in [2.5.6].

gusset plate

hg

1
lower stool

Figure 11 : Asymmetrical gusset/shedder plates 2.5.11 Shear area The shear area is to be reduced in order to account for possible non-perpendicularity between the corrugation webs and flanges. In general, the reduced shear area may be obtained by multiplying the web sectional area by (sin ), being the angle between the web and the flange (see Fig 5).

3
gusset plate
hg

Design loads
General design loading conditions
Application

3.1
3.1.1
1

lower stool

In addition to the requirements in Pt B, Ch 5, Sec 2, [2.1.2], still water loads are to be calculated for the following loading conditions, subdivided into departure and arrival conditions as appropriate. These still water loads are to be used for hull girder strength and local strength.

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3.1.2 Still water loads Alternate light and heavy cargo loading conditions at maximum draught, for ships whose service notation is completed by the additional service feature nonhomload homogeneous light and heavy cargo loading conditions at maximum draught ballast conditions. For ships having ballast holds adjacent to topside, hopper and double bottom tanks, it may be acceptable in terms of strength that the ballast holds are filled when the topside, hopper and double bottom tanks are empty. Partial filling of the peak tanks is not acceptable in the design ballast conditions, unless effective means are provided to prevent accidental overfilling short voyage conditions where the ship is to be loaded to maximum draught but with a limited amount of bunkers multiple port loading/unloading conditions. deck cargo conditions, where applicable typical loading sequences where the ship is loaded from commencement of cargo loading to reaching full deadweight capacity, for homogeneous conditions, relevant part load conditions and alternate conditions where applicable. Typical unloading sequences for these conditions are also to be included. The typical loading/ unloading sequences are also to be developed so as not to exceed applicable strength limitations. The typical loading sequences are also to be developed paying due attention to the loading rate and deballasting capability typical sequences for change of ballast at sea, where applicable.

3.2.3 Still water hull girder loads The still water loads in flooded conditions are to be calculated for each of the cargo and ballast conditions considered in the intact longitudinal strength calculations, as specified in [3.1] except that harbour conditions, docking condition afloat, loading and unloading transitory conditions in port and loading conditions encountered during ballast water exchange need not be considered. 3.2.4 Wave hull girder loads The wave loads in flooded conditions are to be assumed to be equal to 80% of those defined in Pt B, Ch 5, Sec 2, [3.1].

3.3

Local loads in flooding conditions on transverse vertically corrugated watertight bulkheads of bulk carriers of length greater than or equal to 150 m

3.3.1 Application These requirements apply, in lieu of those in Pt B, Ch 5, Sec 6, [9], to ships with transverse vertically corrugated watertight bulkheads, having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk cargo density 1.0 t/m3 or above. Each cargo hold is to be considered individually flooded. 3.3.2 General The loads to be considered as acting on each bulkhead are those given by the combination of those induced by cargo loads with those induced by the flooding of one hold adjacent to the bulkhead under examination. In any case, the pressure due to the flooding water alone is to be considered. The most severe combinations of cargo induced loads and flooding loads are to be used for the check of the scantlings of each bulkhead, depending on the loading conditions included in the loading manual: homogeneous loading conditions non-homogeneous loading conditions, considering the individual flooding of both loaded and empty holds. For the purpose of this item, homogeneous loading condition means a loading condition in which the ratio between the highest and the lowest filling ratio, evaluated for each hold, does not exceed 1,20, to be corrected for different cargo densities. Non-homogeneous part loading conditions associated with multiport loading and unloading operations for homogeneous loading conditions need not be considered according to these requirements. The specified design load limits for the cargo holds are to be represented by loading conditions defined by the Designer in the loading manual. For the purpose of this item, holds carrying packed cargoes are to be considered as empty holds for this application. Unless the ship is intended to carry, in non-homogeneous conditions, only iron ore or cargo having bulk density equal to or greater than 1.78 t/m3, the maximum mass of cargo which may be carried in the hold is also to be considered to fill that hold up to the upper deck level at centreline.

3.2

Hull girder loads in flooded conditions of bulk carriers of length greater than or equal to 150 m

3.2.1 Application These requirements apply to ships having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk cargo density 1.0 t/m3 or above. Each cargo hold is to be considered individually flooded up to the equilibrium waterline. 3.2.2 Flooding assumptions Appropriate permeabilities and bulk densities are to be used for any cargo carried. For iron ore, a minimum permeability of 0,3 with a corresponding bulk density of 3.0 t/m3 is to be used. For cement, a minimum permeability of 0,3 with a corresponding bulk density of 1.3 t/m3 is to be used. In this respect, permeability for dry bulk cargo means the ratio of the floodable volume between the particles, granules or any larger pieces of the cargo, to the gross volume of the bulk cargo. The permeability of empty cargo spaces and volume left in loaded cargo spaces above any cargo is to be taken equal to 0,95. For packed cargo conditions (such as in the case of steel mill products), the actual density of the cargo is to be used with a permeability of zero.

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Figure 13 : Transverse bulkheads - Flooding head and level height of the dry bulk cargo

hB

hF

D1

hB
P

zF zB zB

V = Volume of cargo P = Calculation point

3.3.3

Flooding head

3.3.5

Pressures and forces on a corrugation in nonflooded bulk cargo loaded holds

The flooding head hF (see Fig 13) is the distance, in m, measured vertically with the ship in the upright position, from the calculation point to a level located at a distance zF, in m, from the base line equal to: In general: D1 for the foremost transverse corrugated bulkhead 0,9 D1 for other bulkheads.

At each point of the bulkhead, the pressure is to be obtained, in kN/m2, from the following formula:
2 - p B = B g h B tan 45 - 2

The force acting on a corrugation is to be obtained, in kN, from the following formula:
2 ( z B h D B h LS ) - tan 45 -- F B = B g s C -------------------------------------- 2 2 2

Where the ship is to carry cargoes having bulk density less than 1.78 t/m3 in non-homogeneous loading conditions, the following values may be assumed: 0,95 D1 for the foremost transverse corrugated bulkhead 0,85 D1 for other bulkheads.

3.3.6

Pressures and forces on a corrugation in flooded bulk cargo loaded holds

Two cases are to be considered, depending on the values of zF and zB (see [3.3.3] and [3.3.4]): zF zB At each point of the bulkhead located at a distance between zB and zF from the base line, the pressure, in kN/m2, is to be obtained from the following formula: pB, F = g hF At each point of the bulkhead located at a distance lower than zB from the base line, the pressure, in kN/m2, is to be obtained from the following formula:
2 p B ,F = g h F + [ B ( 1 perm ) ] g h B tan 45 - 2

For ships less than 50000 t deadweight with type B freeboard: 0,95 D1 for the foremost transverse corrugated bulkhead 0,85 D1 for other bulkheads.

Where the ship is to carry cargoes having bulk density less than 1.78 t/m3 in non-homogeneous loading conditions, the following values may be assumed: 3.3.4 0,9 D1 for the foremost transverse corrugated bulkhead 0,8 D1 for other bulkheads. Level height of the dry bulk cargo

where perm is the permeability of cargo, to be taken as 0,3 for iron ore, coal cargoes and cement. The force acting on a corrugation is to be obtained, in kN, from the following formula:
2 g ( z F -z B ) + ( p B ,F ) LE ( z F -z B ) - + ---------------------------------------------- ( z B -h DB -h LS ) F B ,F =s C g ------------------2 2

The level height of the dry bulk cargo hB, is the vertical distance, in m, from the calculation point to the horizontal plane corresponding to the level height of the cargo, located at a distance zB (see Fig 13), from the base line. In the absence of more precise information, zB may be obtained according to Pt B, Ch 5, Sec 6, [3.1.2].

where (pB,F)LE is the pressure pB,F, in kN/m2, calculated at the lower edge of the corrugation.

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zF < zB At each point of the bulkhead located at a distance between zF and zB from the base line, the pressure is to be obtained, in kN/m2, from the following formula:
p B ,F = B g h B tan 45 - 2
2

pB pB,F FB,F

: Pressure in the non-flooded holds, in kN/m2, to be obtained as specified in [3.3.5] : Pressure in the flooded holds, in kN/m2, to be obtained as specified in [3.3.6] : Force acting on a corrugation in the flooded holds, in kN, to be obtained as specified in [3.3.6].

At each point of the bulkhead located at a distance lower than zF from the base line, the pressure is to be obtained, in kN/m2, from the following formula:
2 p B ,F = g h F + [ B h B ( 1-perm ) h F ] g tan 45 - 2

Non-homogeneous loading conditions At each point of the bulkhead structures, the resultant pressure to be considered for the scantlings of the bulkhead is to be obtained, in kN/m2, by the following formula: p = pB,F The resultant force acting on a corrugation is to be obtained, in kN, by the following formula: F = FB,F where: pB,F FB,F : Pressure in the flooded holds, to be obtained as specified in [3.3.6] : Force acting on a corrugation in the flooded holds, to be obtained as specified in [3.3.6]. Bending moment, shear force and shear stresses in a corrugation

where perm is the permeability of cargo, to be taken as 0,3 for iron ore, coal cargoes and cement. The force acting on a corrugation is to be obtained, in kN, from the following formula:
2 ( zB zF ) - tan 45 -F B ,F = s C B g --------------------- 2 2 2

- + ( p B ,F ) LE B g ( z B -z F ) tan 45 - 2 - ( z F -h DB -h LS ) +s C ---------------------------------------------------------------------------------2
2

where (pB,F)LE is the pressure pB,F, in kN/m2, calculated at the lower edge of the corrugation. 3.3.7 Pressures and forces on a corrugation in flooded empty holds

3.3.9

The design bending moment in a corrugation is to be obtained, in kN.m, from the following formula:
F lC M = ------8

At each point of the bulkhead, the still water pressure induced by the flooding head hF to be considered is to be obtained, in kN/m2, from the following formula: pF = g hF The force acting on a corrugation is to be obtained, in kN, from the following formula:
( z F h DB h LS ) 2 F F = s C g ------------------------------------2

where F is the resultant force, in kN, to be calculated according to [3.3.8]. The design shear force in a corrugation is to be obtained, in kN, from the following formula: Q = 0,8 F The shear stresses in a corrugation are to be obtained, in N/mm2, from the following formula:
Q = 10 -------A SH

3.3.8

Resultant pressures and forces

Resultant pressures and forces to be calculated for homogeneous and non-homogeneous loading conditions are to be obtained according to the following formulae: Homogeneous loading conditions At each point of the bulkhead structures, the resultant pressure to be considered for the scantlings of the bulkhead is to be obtained, in kN/m2, from the following formula: p = pB,F 0,8 pB The resultant force acting on a corrugation is to be obtained, in kN, from the following formula: F= FB,F 0,8 FB where:

where ASH is the shear area, in cm2, to be calculated according to [2.5.11].

3.4

Local loads in flooding conditions on the double bottom of bulk carriers of length greater than or equal to 150 m
Application

3.4.1

These requirements apply, in lieu of those in Pt B, Ch 5, Sec 6, [9], to ships having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk cargo density 1.0 t/m3 or above. Each cargo hold is to be considered individually flooded.

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Figure 14 : Double bottom - Flooding head and level height of the dry bulk cargo

hB D1 hB

hF

ZF

V = Volume of cargo
3.4.2 General values of pS, in kN/m2, are to be specified by the Designer for each AREAi, according to Pt B, Ch 5, Sec 6, [4.1.1], and introduced as Xi values in the above service feature.

The loads to be considered as acting on the double bottom are those given by the external sea pressures and the combination of the cargo loads with those induced by the flooding of the hold which the double bottom belongs to. The most severe combinations of cargo induced loads and flooding loads are to be used, depending on the loading conditions included in the loading manual: homogeneous loading conditions non-homogeneous loading conditions packed cargo conditions (such as in the case of steel mill products). For each loading condition, the maximum dry bulk cargo density to be carried is to be considered in calculating the allowable hold loading. 3.4.3 Flooding head

3.6

Loading conditions for primary structure analysis

3.6.1 The following loading conditions are to be considered in the analysis of the primary structure: homogeneous loading and scantling draught T for ships with additional service feature nonhomload, alternate loading, the loaded hold being completely filled with cargo and scantling draught T for ships with additional service feature nonhomload, alternate loading, the cargo density being the maximum obtained from the Loading booklet, but taken not less than 3.0 t/m3 and scantling draught T. Side frames, topside tanks plating and upper stool of transverse bulkheads, where fitted, are not loaded by the cargo heavy ballast, the ballast hold being full and for the actual draught T1 corresponding to this condition in the loading manual. Unless otherwise specified, these loading conditions are to be associated with the ship in upright conditions (load cases a and b). 3.6.2 Additional non-homogeneous loading conditions given in the Loading Manual (see Pt B, Ch 11, Sec 2, [3.1.2]) may have to be considered in addition to those mentioned in [3.6.1]. This includes: heavy cargo in two adjacent cargo holds at reduced draught two adjacent cargo holds being empty at a draught exceeding 0,9 T.

The flooding head hF (see Fig 14) is the distance, in m, measured vertically with the ship in the upright position, from the inner bottom to a level located at a distance zF, in m, from the base line equal to: in general: D1 for the foremost hold 0,9 D1 for other holds.

for ships less than 50000 t deadweight with type B freeboard: 0,95 D1 for the foremost hold 0,85 D1 for other holds.

3.5

Additional requirements on local loads for ships with the additional service feature heavycargo
Application

3.5.1

For ships with a service notation completed by the additional service feature heavycargo [AREA1, X1 kN/m2 AREA2, X2 kN/m2 - ...] (see Pt A, Ch 1, Sec 2, [4.2.2]) the

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Pt D, Ch 4, Sec 3

4
4.1

Hull girder strength


Hull girder loads in flooded conditions of bulk carriers of length greater than or equal to 150 m

4.1.3 Checking criteria It is to be checked that the stresses 1F and 1F calculated according to [4.1.2] are in compliance with the following formulae: 1F 1,ALL 1F 1,ALL where 1,ALL and 1,ALL are the allowable normal and shear stresses defined in Pt B, Ch 6, Sec 2, [3.1] and Pt B, Ch 6, Sec 2, [3.2], respectively.

4.1.1 Application These requirements apply to ships having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk cargo density 1.0 t/m3 or above. Such ships are also to have their hull girder strength checked for the flooded conditions specified in [3.2]. The damaged structure is assumed to remain fully effective in resisting the applied loads. 4.1.2 Stresses The normal stresses 1F at any point are to be obtained, in N/mm2, from the following formula:
M SW, F + M WV, F 3 - 10 1 F = ----------------------------------ZA

5
5.1

Hull scantlings of bulk carriers


Plating

5.1.1 Minimum net thickness of side plating The net thickness of the side plating located between hopper and topside tanks is to be not less than the value obtained, in mm, from the following formula: tMIN = L0,5 tC 5.1.2 Buckling check for bulk carriers of length greater than or equal to 150 m This requirement applies to ships having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk cargo density 1.0 t/m3 or above. For such ships, the buckling strength of plating contributing to the hull girder longitudinal strength is also to be checked in the flooded conditions specified in [3.2]. This check is to be carried out according to Pt B, Ch 7, Sec 1, [5.4.1] and Pt B, Ch 7, Sec 1, [5.4.2], where the compression stress is to be calculated according to the following formula: X1,F = S1 S1,F + W1 WV1,F where: S1, W1 : Partial safety factors, defined in Pt B, Ch 7, Sec 1, [1.2] for buckling checks S1,F, WV1,F : Hull girder normal stresses, in N/mm2, defined in Tab 1. Table 1 : Hull girder normal compression stresses in flooded conditions
Condition zN S1,F in N/mm2
M SW ,FS --------------- ( z N ) 10 3 IY M SW ,FH ----------------- ( z N ) 10 3 IY

where: MSW,F : Still water bending moment, in kNm, in flooded conditions, at the hull transverse section under consideration, to be calculated according to [3.2] MWV,F : Vertical wave bending moment, in kNm, in flooded conditions, at the hull transverse section under consideration, to be taken, according to [3.2], equal to: in hogging conditions: MWV,F = 0,8 MWV,H in sagging conditions: MWV,F = 0,8 MWV,S MWV,H, MWV,S : Vertical wave bending moments, in kN.m, in hogging and sagging conditions, at the hull transverse section under consideration, defined in Pt B, Ch 5, Sec 2, [3.1] ZA : Section modulus, in cm3, at the considered point of the hull girder. The shear stresses 1F of the side shell and the inner hull (longitudinal bulkhead) if any, at any point, are to be obtained, in N/mm2, according to the requirements given in Pt B, Ch 6, Sec 2, [2.3], in which QSW and QWV are to be replaced respectively by QSW,F and QWV,F, where: : Still water shear force, in kN, in flooded condiQSW,F tions, at the hull transverse section under consideration, to be calculated according to [3.2] QWV,F : Vertical wave shear force, in kN, in flooded conditions, at the hull transverse section under consideration, to be taken, according to [3.2], equal to: QWV,F = 0,8 QWV QWV : Vertical wave shear force, in kN, at the hull transverse section under consideration, defined in Pt B, Ch 5, Sec 2, [3.4].

WV1,F in N/mm2
0 ,5M WV ,S ----------------------- ( z N ) 10 3 IY 0 ,5M WV ,H ------------------------ ( z N ) 10 3 IY

z<N

Note 1: MSW,FS, MSW,FH : Still water bending moment, in kN.m, in flooded conditions, in sagging and hogging conditions, respectively, at the hull transverse section under consideration, to be calculated according to [3.2] MWV,S, MWV,H : Vertical wave bending moments, in kN.m, in sagging and hogging conditions, respectively, at the hull transverse section under consideration, defined in Pt B, Ch 5, Sec 2, [3.1].

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5.2
5.2.1

Ordinary stiffeners
Minimum net thicknesses of side frames

5.2.4

Buckling check for bulk carriers equal to or greater than 150 m in length

The net thicknesses of side frames and their brackets, in way of cargo holds, are to be not less than the values given in Tab 2. Table 2 : Minimum net thicknesses of side frames
Item Side frame webs Lower end bracket Minimum net thickness, in mm CL (7,0 + 0,03L1) tC The greater of: CL (7,0 + 0,03L1) + 2 tC as fitted net thickness of side frame web The greater of: CL (7,0 + 0,03L1) tC as fitted net thickness of side frame web Coefficient equal to: 1,15 for side frames in way of the foremost cargo hold 1,0 for side frames in way of other cargo holds Ships length, in m, defined in Pt B, Ch 1, Sec 2, [2].

This requirement applies to ships having the service notation bulk carrier, of length greater than or equal to 150 m , intended for the carriage of bulk cargoes having dry bulk density of 1.0 t/m3 or above. For such ships, the buckling strength of ordinary stiffeners contributing to the hull girder longitudinal strength is also to be checked in the flooded conditions specified in [3.2]. This check is to be carried out according to Pt B, Ch 7, Sec 2, [4.4.1], where the compression stress is to be calculated according to the following formula: X1,F = S1 S1,F + W1 WV1,F where: S1, W1 : Partial safety factors, defined in Pt B, Ch 7, Sec 2, [1.2] for buckling checks S1,F, WV1,F : Hull girder normal stresses, in N/mm2, defined in Tab 1.

Upper end bracket

Note 1: : CL

Scantlings of transverse vertically corrugated watertight bulkheads and double bottom of bulk carriers with length greater than or equal to 150 m
Evaluation of scantlings of transverse vertically corrugated watertight bulkheads in flooding conditions
Application

L1

6.1

5.2.2

Scantlings of side frames adjacent to the collision bulkhead

6.1.1

The net scantlings of side frames in way of the foremost cargo hold and immediately adjacent to the collision bulkhead are to be increased by 25% with respect to those determined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as applicable, in order to prevent excessive imposed deformation on the side shell plating. As an alternative, supporting structures are to be fitted which maintain the continuity of fore peak girders within the foremost cargo hold. 5.2.3 Hopper and topside tank ordinary stiffeners

These requirements apply to the transverse vertically corrugated watertight bulkheads of ships having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk density of 1.0 t/m3 or above, which are bounded by at least one cargo hold that is to be considered individually flooded according to [3.3.1]. 6.1.2 Plating

The bulkhead local net plate thickness t, in mm, is to be not less than that obtained from the following formula:
,05p t = 14 ,9s W 1 -------------R eH

These requirements apply to the ordinary stiffeners of side and sloped longitudinal bulkheads, within hopper and topside tanks, which support the connecting brackets fitted in way of the side frame brackets, according to [2.2.7]. The scantlings of these ordinary stiffeners are to be determined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as applicable, with their span measured according to Pt B, Ch 4, Sec 3, [3.2] between hopper or topside tank primary supporting members. Alternative arrangements may be considered by the Society on a case-by-case basis. In these cases, the scantlings of the above ordinary stiffeners are to be determined for the purpose of effectively supporting the connecting brackets.

where: p sW : Resultant pressure, in kN/m2, as defined in [3.3.8] : Plate width, in m, to be taken equal to the width of the corrugation flange or web, whichever is the greater (see Fig 5).

For built-up corrugation bulkheads, when the thicknesses of the flange and web are different: the net thickness of the narrower plating is to be not less than that obtained, in mm, from the following formula:
,05p t N = 14 ,9s N 1 -------------R eH

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Pt D, Ch 4, Sec 3

the net thickness of the wider plating is not to be less than the greater of those obtained, in mm, from the following formulae:
1 ,05p t W = 14 ,9s W -------------R eH tW = 462s W p 2 ------------------- t NP R eH
2

6.1.5

Shear buckling check of the bulkhead corrugation webs

The shear stress , calculated according to [3.3.9], is to comply with the following formula: C where: C : Critical shear buckling stress to be obtained, in N/mm2, from the following formulae:
c = E R eH R eH - 1 -------------- c = ------3 4 3 E R eH for E ---------2 3 R eH for E > ---------2 3

where: tNP : Actual net thickness of the narrower plating, in mm, to be not taken greater than:
1 ,05p t N P = 14 ,9s W --------------R eH

: Euler shear buckling stress to be obtained, in N/mm2, from the following formula:
tW 2 E = 0 ,9kt E ----------- 10 3 C

6.1.3

Bending capacity of corrugations

The bending capacity of the corrugations is to comply with the following formula:
M 3 10 ------------------------------------------------ 0 ,95 ( 0 ,5W LE + W M ) R eH

kt tW C

: Coefficient to be taken equal to 6,34 : Net thickness, in mm, of the corrugation webs : width, in m of the corrugation webs (see Fig 5). Lower and upper stool side plating and ordinary stiffeners

where: M F WLE : Bending moment in a corrugation, to be calculated according to [3.3.9] : Resultant force, in kN, to be calculated according to [3.3.8] : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the lower end of the corrugations according to [2.5.9], without being taken greater than the value obtained from the following formula:
W LE, M
3 Qh G 0 ,5h G s C p G = W G + 10 ------------------------------------------- R eH 2

6.1.6

When lower or upper stools are fitted, according to [2.5.3] and [2.5.4] respectively, the net thickness of their side plating and the section modulus of their ordinary stiffeners are to be not less than those required in Pt B, Ch 7, Sec 1, [3.5] and Pt B, Ch 7, Sec 2, [3.8] for flooding conditions, considering the load model in [3.3].

6.2

Evaluation of double bottom capacity and allowable hold loading in flooding conditions
Application

WG

: Net section modulus, in cm3, of one half pitch corrugation, to be calculated in way of the upper end of shedder or gusset plates, as applicable, according to [2.5.10] : Shear force in a corrugation, to be calculated according to [3.3.9] : Height, in m, of shedders or gusset plates, as applicable (see Fig 8 to Fig 12) : Resultant pressure, in kN/m2, to be calculated in way of the middle of the shedders or gusset plates, as applicable, according to [3.3.8] : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the mid-span of corrugations according to [2.5.10], without being taken greater than 1,15WLE Shear yielding check of the bulkhead corrugations

6.2.1

Q hG pG

These requirements apply to ships having the service notation bulk carrier, of length greater than or equal to 150 m, intended for the carriage of bulk cargoes having dry bulk density of 1.0 t/m3 or above. These requirements apply to the double bottoms which belong to cargo holds that are to be considered individually flooded according to [3.4.1]. The requirements of [6.2.2] to [6.2.6] apply to double bottom construction with hopper tanks. Other double bottom construction is to be considered on a case by case basis. 6.2.2 Shear capacity of the double bottom

WM

The shear capacity of the double bottom is to be calculated as the sum of the shear strength at each end of: all floors adjacent to both hopper tanks less one half of the shear strength of the two floors adjacent to each stool, or transverse bulkhead if no stool is fitted (see Fig 15); the floor shear strength is to be calculated according to [6.2.4]

6.1.4

The shear stress , calculated according to [3.3.9], is to comply with the following formula:
R eH ------2

all double bottom girders adjacent to both stools, or transverse bulkheads if no stool is fitted; the girder shear strength is to be calculated according to [6.2.5].

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Figure 15 : Double bottom structure


Lower stool Transverse bulkhead

Floor adjacent to the stool

Floor adjacent to the transverse bulkhead

C L

Girders

Floors

Where in the end holds, girders or floors run out and are not directly attached to the boundary stool or hopper tank girder their strength is to be evaluated for the one end only. The floors and girders to be considered in calculating the shear capacity of the double bottom are those inside the hold boundaries formed by the hopper tanks and stools (or transverse bulkheads if no stool is fitted). The hopper tank side girders and the floors directly below the connection of the stools (or transverse bulkheads if no stool is fitted) to the inner bottom may not be included. When the geometry and/or the structural arrangement of the double bottom is/are such as to make the above assumptions inadequate, the shear capacity of the double bottom is to be calculated by means of direct calculations to be carried out according to Pt B, Ch 7, App 1, as far as applicable. 6.2.3 Net thicknesses The floor and girder shear strength is to be calculated using the net thickness of floor and girder webs, to be obtained, in mm, from the following formula: tN = t 2,5 where: t : Actual gross thickness, in mm, of floor and girder webs.

where: AF AF,H : Net sectional area, in mm2, of the floor panel adjacent to the hopper tank : Net sectional area, in mm2, of the floor panels in way of the openings in the outermost bay (i.e. that bay which is closer to the hopper tank) : Allowable shear stress, in N/mm2, equal to the lesser of:
R eH A = 0, 645 -------------------0 ,8 ( s tN )
0 ,6

and

R eH A = ------3

tN s 1 2

: Floor web net thickness, in mm, defined in [6.2.3] : Spacing, in m, of stiffening members of the panel considered : Coefficient to be taken equal to 1,1 : Coefficient generally to be taken equal to 1,2; it may be reduced to 1,1 where appropriate reinforcements are fitted in way of the openings in the outermost bay, to be examined by the Society on a case-by-case basis. Girder shear strength

6.2.5

6.2.4 Floor shear strength The floor shear strength, in kN, is to be obtained from the following formulae: in way of the floor panel adjacent to the hopper tank:
S F1 A 3 10 = A F ----1

The girder shear strength, in kN, is to be obtained from the following formulae: in way of the girder panel adjacent to the stool (or transverse bulkhead, if no stool is fitted):
A 3 10 S G 1 = A G ----1

in way of the openings in the outermost bay (i.e. that bay which is closer to the hopper tank):
A 3 10 S F2 = A F, H ----2

in way of the largest opening in the outermost bay (i.e. that bay which is closer to the stool, or transverse bulkhead, if no stool is fitted):
A 3 S G 2 = A G, H ----10 2

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Pt D, Ch 4, Sec 3

AG

: Sectional area, in mm2, of the girder panel adjacent to the stool (or transverse bulkhead, if no stool is fitted) : Net sectional area, in mm2, of the girder panel in way of the largest opening in the outermost bay (i.e. that bay which is closer to the stool, or transverse bulkhead, if no stool is fitted) : Allowable shear stress, in N/mm2, defined in [6.2.4], where tN is the girder web net thickness : Coefficient to be taken equal to 1,1 : Coefficient generally to be taken equal to 1,15; it may be reduced to 1,1 where appropriate reinforcements are fitted in way of the largest opening in the outermost bay, to be examined by the Society on a case-by-case basis. Allowable hold loading

lesser of the shear strengths SG1 and SG2 (see [6.2.5]) CE : Shear capacity of the double bottom, in kN, to be calculated according to [6.2.2], considering, for each floor, the shear strength SF1 (see [6.2.4]) and, for each girder, the lesser of the shear strengths SG1 and SG2 (see [6.2.5])
n

AG,H

A 1 2

A D B ,H =

S B
i i=1 n i

DB ,i

A D B ,E =

S (B
i=1

DB

s)

n Si BDB,i

: Number of floors between stools (or transverse bulkheads, if no stool is fitted) : Space of ith-floor, in m : Length, in m, to be taken equal to: BDB,i = BDB s (see [6.2.4]) BDB,i = BDB,h (see [6.2.4]) for floors for which SF1 < SF2 for floors for which SF1 SF2

6.2.6

The allowable hold loading is to be obtained, in t, from the following formula:


1 W = B V -F

where: F : Coefficient to be taken equal to: F = 1,1 in general F = 1,05 for steel mill products V hB : Volume, in m3, occupied by cargo at a level hB (see Fig 14) : Level of cargo, in m, to be obtained from the following formula:
Xh B = -------B g

BDB BDB,h s

: Breadth, in m, of double bottom between the hopper tanks (see Fig 16) : Distance, in m, between the two openings considered (see Fig 16) : Spacing, in m, of inner bottom longitudinal ordinary stiffeners adjacent to the hopper tanks. Figure 16 : Dimensions BDB and BDB,h
B DB,h

: Pressure, in kN/m2, to be obtained from the following formulae: for dry bulk cargoes, the lesser of:
Z + g ( z F 0 ,1D 1 h F ) X = -------------------------------------------------------- - ( perm 1 ) 1 + ---B X = Z + g ( z F 0 ,1D 1 h F perm )

B DB

7
7.1

Protection of hull metallic structures


Protection of cargo holds
Coating

for steel mill products:


Z + g ( z F 0 ,1D 1 h F ) X = --------------------------------------------------------1 ---B

7.1.1

perm Z

: Permeability of cargo, which need not be taken greater than 0,3 : Pressure, in kN/m2, to be taken as the lesser of:
CH Z = -----------A D B ,H CE Z = ----------A D B ,E

It is the responsibility of the shipbuilder and of the Owner to choose coatings suitable for the intended cargoes, in particular for the compatibility with the cargo, and to see that they are applied in accordance with the Manufacturer's requirements. 7.1.2 Application

CH

: Shear capacity of the double bottom, in kN, to be calculated according to [6.2.2], considering, for each floor, the lesser of the shear strengths SF1 and SF2 (see [6.2.4]) and, for each girder, the

All internal and external surfaces of hatch coamings and hatch covers and all internal surfaces of cargo holds (side and transverse bulkheads) are to have an efficient protective coating, of an epoxy type or equivalent, applied in accordance with the Manufacturers recommendations. The side (single and double skin) and transverse bulkhead areas to be coated are specified in [7.1.3] to [7.1.5].

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Figure 17 : Single side - Areas to be coated


Topside tank

Figure 18 : Double side - Areas to be coated


Topside tank

Area to be coated

Area to be coated

30

30 m

Hopper tank

Hopper tank

Figure 19 : Transverse bulkheads - Areas to be coated

Area to be coated

Area to be coated

300 mm

300 mm 300 mm 300 mm

300 mm

300 mm

7.1.3

Single side areas to be coated

The areas to be coated are: the internal surfaces of the side plating the side frames with end brackets the internal surfaces of the topside tank sloping plates and, for a distance of 300 mm below, of the hopper tank sloping plates. These areas are shown in Fig 17. 7.1.4 Double side areas to be coated

7.1.5 Transverse bulkhead areas to be coated The areas to be coated are the upper parts down to 300 mm below the top of the lower stool. Where there is no lower stool, the area to be coated is the whole transverse bulkhead. These areas are shown in Fig 19.

8
8.1

Construction and testing


Welding and weld connections

The areas to be coated are the internal surfaces of: the inner side plating the internal surfaces of the topside tank sloping plates and the hopper tank sloping plates for a distance of 300 mm below their upper ends. These areas are shown in Fig 18.

8.1.1 The welding factors for some hull structural connections are specified in Tab 3. These welding factors are to be used, in lieu of the corresponding factors specified in Pt B, Ch 12, Sec 1, Tab 2, to calculate the throat thickness of fillet weld T connections according to Pt B, Ch 12, Sec 1, [2.3]. For the connections in Tab 3, continuous fillet welding is to be adopted.

8.2

Special structural details

8.2.1 The specific requirements in Pt B, Ch 12, Sec 2, [2.5] for ships with the service notation bulk carrier ESP or bulk carrier are to be complied with.

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Pt D, Ch 4, Sec 3

Table 3 : Welding factor wF


Hull area Double bottom in way of cargo holds girders floors Connection of to bottom and inner bottom plating floors (interrupted girders) bottom and inner bottom plating inner bottom in way of bulkheads or their lower stools, in general inner bottom in way of corrugated watertight bulkheads or their lower stools girders (interrupted floors) lower stool top plate or, if no plating and ordinary stiffeners (plane lower stool is fitted, inner bottom bulkheads) and hopper tank sloping plates vertical corrugations (corrugated bulkheads) upper stool bottom plate or, if no upper stool is fitted, deck structures and topside tank sloping plates side structures boundaries plating of lower stools, in general plating of lower stools supporting corrugated watertight bulkheads ordinary stiffeners and diaphragms boundaries vertical corrugations and lower stool top plate lower stool top plate vertical corrugations and shedder plates Side (1) (2) (3) (4) web of side frames and brackets side plating, hopper and topside tank sloping plates, face plates Welding factor wF 0,35 0,35 0,35 0,45 Full penetration welding, in general 0,35 0,45 Full penetration welding, in general (1) 0,45 0,35 0,45 Full penetration welding, in general (2) 0,45 0,45 One side penetration welding or equivalent Full penetration welding, in general One side penetration welding or equivalent 0,45 (4) 0,40 (4)

Bulkheads

structures of tank and watertight bulkheads

lower stool structures

upper stool structures effective shedder plates (see [2.5.7]) effective gusset plates (see [2.5.8])

in zone a (3) in zone b (3) Corrugated bulkhead plating is to be connected to the inner bottom plating by full penetration welds. Where corrugations are cut at the bottom stool, corrugated bulkhead plating is to be connected to the stool top plate by full penetration welds. Zones a and b are defined in Fig 20. Where the hull form is such as to prohibit an effective fillet weld, the Society may require edge preparation of the web of side frame and bracket to be carried out in order to ensure the same efficiency as the required weld connections.

Figure 20 : Zones a and b of weld connections of side frames

Topside tank

Zone "a"

0,25

Zone "b"

Zone "a"

0,25

Hopper tank

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Part D

Ch 7, Sec 4, [2.3.8]

Replace the last item of the bulleted list in requirement [2.3.8] by:
The access to the fore peak tank is direct from open deck. Alternatively, indirect access from the open deck to the fore peak tank through an enclosed space may be accepted provided that: In case the enclosed space is separated from the cargo tanks by cofferdams, the access is through a gas tight bolted manhole located in the enclosed space and a warning sign is to be provided at the manhole stating that the fore peak tank may only be opened after: it has been proven to be gas free; or any electrical equipment which is not certified safe in the enclosed space is isolated. In case the enclosed space has a common boundary with the cargo tanks and is therefore hazardous, the enclosed space can be well ventilated.

Ch 9, Sec 19, Table 1

Replace Table title and row Methane (LNG) in Table 1 by:


T1 :

Table 1 : Additional information on products


Boiling temperature (C) Specific gravity at boiling point (kg/m3) Ratio vapour/air density 161,5 420 0,55

Product name Methane (LNG)

Ch 11, Sec 3, [1.3.2] and Ch 12, Sec 3, [1.3.2]

Replace the formula of required subdivision index R by:


5000 R = 1 -----------------------------------------------L s + 2, 5N + 15225

Ch 12, Sec 4, Table 1

Replace row 3 in Table 1 by:


T2 :

Table 1 : Electrical equipment permitted in special category spaces above the bulkhead deck
Hazardous area Zone 2

N 3

Description of spaces areas above a height of 450 mm from the deck areas above a height of 450 mm from each platform for vehicles, if fitted, without openings of sufficient size permitting penetration of petrol gases downward areas above platforms for vehicles, if fitted, with openings of sufficient size permitting penetration of petrol gases downward

Electrical equipment a) any type that may be considered for zone 1 b) tested specially for zone 2 (e.g. type n protection) c) pressurised, and acceptable to the appropriate authority d) encapsulated, and acceptable to the appropriate authority e) the type which ensures the absence of sparks and arcs and of hot spots during its normal operation. For installation, in compliance with Pt C, Ch 4, Sec 12, [2.2.2], a minimum class of protection IP55 is acceptable as an alternative f) cables sheathed with at least a non-metallic external impervious sheath.

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61

Part E

Amendments to PART E

Ch 2, Sec 1, [3.3.1]

Replace, in requirement [3.3.1], the rule reference Ch 2, Sec 2, [1.2.1] by [2.2.1].

Ch 3, Sec 1, [1.1]

Replace requirement [1.1.4] by:


1.1.4 For ships not covered by SOLAS, the following requirements are applicable: piping and arrangements of fuel oil and lubricating oil systems: Pt C, Ch 1, Sec 10 control of electrical installations: Pt C, Ch 2, Sec 3, [2.2.7], Pt C, Ch 2, Sec 3, [2.2.8] and Pt C, Ch 2, Sec 3, [2.2.9] arrangements of remote stop: Pt C, Ch 4, Sec 2, [2.1] arrangements of machinery spaces: Pt C, Ch 4, Sec 6, [4.1.2].

Ch 3, Sec 1, [3.1]

Delete requirement [3.1.2].

Ch 4, Sec 1, [1.3.1]

Replace the 13th item in the bulleted list of item g) by:


performance standards for electronic chart display and information systems (Resolution MSC.191 (79), MSC.232 (82))

Insert the following item between the 20th and 21st items in the bulleted list of item g):
adoption of the revised performance standards for integrated, navigation systems (INS) (Resolution MSC.252 (83))

Ch 4, Sec 1, [1.4.1]

Delete the 18th and 19th items (OMBO) and the 24th and 25th items (Vigilance system and Watch alarm) of the bulleted list.

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Part E

Ch 4, Sec 1, Table 1

Delete row N8 and replace row N10 by:


Table 1 : Documentation to be submitted
N 10 I/A (1) A Diagram of the BNWAS (2) Documentation

Ch 4, Sec 1, Table 2

Delete the 11th row (Call system) in Table 2.


Ch 4, Sec 1, [6]

Delete sub-article [6.1].


Ch 4, Sec 2, [1.2.1]

Replace the 7th, 9th, 13th and 15th items of the bulleted list by:
IMO A.1021 (26): 2009, Code on alerts and indicators IMO SN.1/Circ.288: 2010, Guidelines for bridge equipment and systems, their arrangement and integration (BES) IMO MSC.252 (83): performance standards for an integrated navigation system (INS) IMO MSC.191 (79), MSC.232 (82): performance standards for electronic chart display and information systems

Ch 4, Sec 2, Table 1

Delete the 13th row (Call system) and replace the first and the 12th rows of Table 1 by:
T2 :

Table 1 : List of mandatory equipment


Additional class notation SYS-IBS optional yes SYS-IBS-1 INS yes

Equipment Integrated Navigation System (INS) Bridge navigation watch alarm system (BNWAS)

Ch 4, Sec 2, [1.3]

Delete requirements [1.3.17] and [1.3.18]. Replace requirement [1.3.19] by:


1.3.19 Passage execution: the function of passage execution in an Integrated Bridge System (IBS), as defined by IEC 61209, may be performed by an INS.

Ch 4, Sec 2, [3.1.2]

Add the following paragraph at the end of requirement [3.1.2]:


Software is to be developed in accordance with Pt C, Ch 3, Sec 3.

Amendments January 2012

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63

Part E

Ch 4, Sec 2, Table 2

Delete row N10 and replace row N12 by:


T3 :

Table 2 : Documentation to be submitted

N 12

I/A (1) A Diagram of the BNWAS (2)

Documentation

Ch 4, Sec 2, [5.1.1]

Replace reference IEC 1162 by IEC 61162 in item a).

Ch 4, Sec 2, [6.2.2]

Replace the 1st item in the bulleted list of item a) by:


collect IMO requirements referring generally to SYSIBS (e.g. SOLAS Chapter V and Code on Alerts and Indicators (IMO A.1021 (26))

Ch 4, Sec 2, [6.2.3]

Replace reference IEC 1161 by IEC 61162 in the 14th item of the bulleted list. Replace reference IEC 1162-1 by IEC 61162-1 in the 17th item of the bulleted list.

Ch 4, Sec 2, [6.4.1]

Replace reference IEC 1162 by IEC 61162 in the 1st item of the bulleted list. Replace references IMO A.686 and A.830 by IMO A.1021 (26) in the 2nd item of the bulleted list.

Ch 8, Sec 1, [2.1]

Replace requirement [2.1.3] by:


2.1.3 Ice belt The ice belt is that portion of the side shell which is to be strengthened. Its vertical extension is defined in Sec 2, Tab 1.

Ch 8, Sec 1, [3.1.2]

Replace the definition of T by:


T : Actual ice class draught of the ship, in m, according to [3.1.3]

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Part E

Ch 8, Sec 2, Table 1

Replace the title of Table 1 by:


T4 :

Table 1 : Vertical extension of ice strengthened area for plating (ice belt)

Ch 8, Sec 2, [4.3]

Replace requirements [4.3.1] and [4.3.2] by:


4.3.1 Ice stringers
2 1 M- --------------------------------------- 10 3 w = ------R eH 1 ( A Sh 1 A a )2 1 --

The section modulus w, in cm3 and the effective section area ASh, in cm2, of an ice stringer are to be not less than the values obtained from the following formulae:
F 6 F 7 ph l - 10 6 w = ---------------------m S R eH A Sh 3F 6 F 7 F 8 ph l 4 - 10 = ---------------------------------2R eH
2

3F9 Q A Sh = 10 ---------------------R eH

where: F : Load transferred to a vertical primary supporting member from a stringer or from longitudinal ordinary stiffeners, to be obtained, in kN, from the following formula: F = F10 p h s 103 F10 : Factor that takes into the design point of girders to be taken equal to: for vertical primary supporting members within the ice belt, F10 = 1,80 for vertical primary supporting members outside the ice belt, F10 = 1,80 (1 hS / lS), where hS and lS are to be taken as defined in [4.3.1] F9 Q M : Factor that takes into account the shear force distribution to be taken equal to 1,1 : Maximum calculated shear force, in kN, under the ice load F : Maximum calculated bending moment, in kN.m, under the ice load F to be taken equal to M = 0,193 Fl : Coefficient defined in Tab 8 : Coefficient defined in Tab 8 : Design ice pressure, in N/mm2, defined in [3.2.2], where the value of ca is to be calculated assuming la equal to 2S : Distance between web frames, in m : Height, in m, of load area defined in [3.2.1], without the product ph being taken less than 0,15 : Required shear area, in cm2 : Actual cross-sectional area, in cm2 of the vertical primary supporting member, to be taken equal to AF + AW

where: h mS : Height, in m, of load area defined in [3.2.1], without the product ph being taken less than 0,15 : Boundary condition coefficient for the ordinary stiffener considered, to be taken equal to 13,3 for a continuous beam; where the boundary conditions deviate significantly from those of a continuous beam, e.g. in an end field, a smaller boundary condition coefficient may be required. In such a case, for girders without brackets, a value of m = 11,0 is to be used : Factor that takes into account the distribution of load to the transverse frames, to be taken equal to: for ice stringers within the ice belt, F6=0,90 for ice stringers outside the ice belt, F6=0,80(hS/lS) F7 F8 : Factor that takes into account the design point of girders to be taken equal to 1,8 : Factor that takes into account the maximum shear force versus load location and the shear stress distribution to be taken equal to 1,20 : Distance to the ice belt as defined in Tab 1, in m : Distance to the adjacent ice stringer, in m Vertical primary supporting member checked through simplified model S h ASh1 Aa

F6

hS
lS

4.3.2

For vertical primary supporting members which may be represented by the structure model represented in Fig 4, the section modulus w, in cm3, and the effective shear area ASh, in cm2, are to be not less than the values obtained from the following formulae:

Amendments January 2012

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65

Part E

Ch 8, Sec 2

Replace Table 8 by:


T5 :

Table 8 : Coefficients ,
1,23 1,16 1,11 1,09 1,07 1,06 1,05 1,05 1,04 1,04 0,44 0,62 0,71 0,76 0,80 0,83 0,85 0,87 0,88 0,89

AF/AW 0,20 0,40 0,60 0,80 1,00 1,20 1,40 1,60 1,80 2,00 Note 1: : AF AW :

Cross-sectional area of the face plate, Cross-sectional area of the web.

Replace Figure 4 by:


Figure 4 : Reference structure model

Ch 9, Sec 2

Delete Table 2.
Ch 9, Sec 2, [2.2.2]

Delete the third paragraph containing a bullet list.


Ch 9, Sec 2, [2.3]

Replace requirement [2.3.2] by:


2.3.2 Design and arrangement of the sewage system The ship is to be equipped with one of the following sewage systems: a sewage treatment plant, or a sewage comminuting and disinfecting system fitted with facilities for temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land, or a holding tank of the capacity to the satisfaction of the Society for the retention of all sewage, having regard to the operation of the ship, the number of persons on board and other relevant factors.

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Part E

Ch 9, Sec 2, [2.3]

Replace requirements [2.3.3] and [2.3.4] by:


2.3.3 Holding tanks The holding tanks are to be efficiently protected against corrosion and fitted with a level indicator and a high level alarm. 2.3.4 Sewage treatment plants and piping Sewage treatment plants are to be of a type approved in accordance with the provisions of IMO Resolution MEPC.159(55). Provisions are to be made in the design for easy access points for the purpose of obtaining representative influent and effluent samples.

Replace requirement [2.3.6] by:


2.3.6 Discharge records Provisions are to be made to record the following parameters related to the sewage discharge: date and time of discharge position of the ship (latitude and longitude) quantity of sewage discharged.

Delete requirement [2.3.5].

Ch 9, Sec 2, [2.4.6]

Delete the last paragraph of requirement [2.4.6].

Ch 9, Sec 2, [2.6.3]

Replace the paragraph after the first bulleted list by:


The deck container or area is to be fitted with a closed drainage system.

Delete the end of requirement [2.6.3], from A seven-barrel spill kit.

Ch 9, Sec 2, [2.6]

Delete requirement [2.6.5].

Ch 9, Sec 2

Add the following Table D:


T6 :

Table D : Minimum capacity of the bilge water holding tank according to main engine rating
Capacity (m3) 1,5 1,5 + (P 1000) / 1500 14,2 + 0,2 (P 20000) / 1500

Main engine rating (kW) (1) up to 1000 above 1000 up to 20000 above 20000 (1)

For diesel-electric propulsions, the main engine rating is to be substituted with the aggregate power of the electric power motors.

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67

Part E

Ch 9, Sec 2, [3]

Insert the following sub-articles [3.2], [3.3], [3.4] and [3.5]:


3.2 Oily wastes
the maximum period of voyage between ports where sludge can be discharged ashore, or the incinerator capacity and whether incineration is permitted in the areas where the ship is intended to operate. In the absence of precise data, a figure of 30 days is to be used. Ashes from sludge incineration are be disposed ashore except where permitted under [2.4.7]. 3.3.4 Discharge records Provisions are to be made to record the following parameters related to the sewage and grey water discharges: date and time of discharge position of the ship (latitude and longitude) quantity of sewage and/or grey water discharged quantity of sludges incinerated or discharged ashore.

3.2.1 The bilge water holding tank is to have a capacity that provides to the ship the flexibility of operation in ports, costal waters and special areas, without the need to discharge de-oiled water overboard. The minimum capacity of the bilge water holding tank is not to be less than the greater of the two following values (in m3): 0,075 S, where S is the surface of the vertical projection, in m2, of the largest machinery space drained into the bilge holding tank the value calculated from Tab D.

3.3
3.3.1

Wastewaters
Design and arrangement of the sewage and grey water systems

The ship is to be fitted with a sewage system and a grey water system designed and arranged as follows: An approved sewage treatment plant or sewage comminuting and disinfecting system is to be provided. A tank is to be provided for the storage of untreated or treated sewage with a capacity complying with [3.3.2]. A tank is to be provided for the storage of grey waters with a capacity complying with [3.3.2]. Grey waters from galleys are to be collected separately from other grey waters and led through a grease trap prior to additional treatment, storage or discharge.
Note 1: Treated sewage and grey water holding tanks may be combined together. Note 2: Plastic garbage is to be separated from sewage and/or grey waters before entering the treatment unit.

3.4

Food wastes

3.4.1 Food wastes and wastes contaminated with food are to be stored in high integrity sealed packaging and refrigerated to 5C.

3.5
3.5.1

Prevention of pollution by oil spillage and leakage


Containment systems

A seven-barrel spill kit containing the following is to be available on board, ready to be used during bunkering operation: sorbents sufficient to absorb seven barrels of oil non-sparking hand scoops, shovels and buckets portable containers suitable for holding seven barrels of recovered solid waste and seven barrels of recovered liquid waste a minimum of 60 litres of a deck cleaning agent appropriate protective clothing to protect personnel from inhalation hazards, eye exposure and skin contact non-sparking portable pumps with appropriate hoses. 3.5.2 Oil detection in cooling water circuits

3.3.2

Holding tanks

Holding tanks for sewage and grey water are to have a capacity sufficient for 24 hours operation of the ship, having regard to the maximum number of persons on board, the daily production of wastewater given in Tab 1 and other relevant factors. 3.3.3 Sewage sludges Sludges from sewage treatment are to be collected and stored then discharged ashore or, where permitted, incinerated onboard. Where provided, incineration devices are to completely burn the sludges to a dry and inert ash and not to discharge fly ash, malodors or toxic substances. The capacity of the sewage sludge tanks is to be calculated taking into consideration:

Hydrocarbon detectors are to be provided in sea water and fresh water cooling systems comprising fuel oil or lubricating oil heat exchangers in order to detect any contamination of the water.

Ch 10

Add the following Section 17 and Section 18:

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Pt E, Ch 10, Sec 17

SECTION 17

BOW AND STERN LOADING / UNLOADING SYSTEMS

1
1.1

General
Application

1.4
1.4.1

Definitions
Oil tanker

1.1.1 The requirements of the present Section are applicable for oil tankers fitted with bow or stern loading/unloading systems and intended to be granted class notations defined in [1.2]. 1.1.2 The requirements of the present Section are to be considered in addition to the applicable requirements of Part D, Chapter 7.

For the purpose of the present Note, oil tanker means a ship with service notation oil tanker, as defined in Pt A, Ch 1, Sec 2, [4]. 1.4.2 Hazardous areas

Hazardous areas are areas where flammable or explosive gases are normally present or likely to be present. Hazardous areas are categorized as Zone 0, Zone 1 and Zone 2, as defined in Pt C, Ch 2, Sec 1, [3.24]. Detailed definitions of hazardous areas are given as follows in Pt D, Ch 7, Sec 5. 1.4.3 Cargo area

1.2
1.2.1

Class notations
Additional class notation BLUS

Oil tankers equipped with bow loading/unloading systems and complying with the requirements of the present Section may be granted the additional class notation BLUS. 1.2.2 Additional class notation SLUS

Oil tankers equipped with stern loading/unloading systems and complying with the requirements of the present Section may be granted the additional class notation SLUS.

The cargo area is that part of the ship that contains cargo tanks as well as slop tanks, cargo pump rooms including pump rooms, cofferdams, ballast or void spaces adjacent to cargo tanks or slop tanks as well as deck areas throughout the entire length and breadth of the part of the ship above these spaces. When independent tanks are installed in hold spaces, the cofferdams, ballast or void spaces at the after end of the aftermost hold space or at the forward end of the forwardmost hold space are excluded from the cargo area.

1.3

Scope of classification

1.3.1 Additional class notations BLUS and SLUS, as defined in [1.2] cover classification requirements relating to the following equipment and items: general arrangement of bow or stern loading/unloading systems cargo transfer piping for bow or stern loading/unloading systems relevant mooring arrangements traction winches and storage reel bow and stern control stations fire protection of areas relating to bow or stern loading/unloading systems ventilation of spaces in relevant bow or stern areas. electrical equipment for bow or stern loading/unloading systems instrumentation and automation for bow or stern loading/unloading systems. 1.3.2 All equipment covered by additional class notations BLUS and SLUS is to be function tested.

1.5
1.5.1

Documents to be submitted
General

In addition to the documentation requested by the Ship Rules, the following documents are to be submitted: general arrangement of bow or stern loading/unloading systems and mooring arrangements, including loading/unloading manifold, traction winch, storage reel, fairleads and chain stoppers, relevant control stations hazardous area plan and electrical equipment data plans showing fire protection and fire estinguishing arrangements for the bow or stern loading/unloading areas ventilation of spaces in bow or stern areas spill containment arrangements details of cargo piping from the cargo area to loading/unloading manifold, including standard construction details operating manual.

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Pt E, Ch 10, Sec 17

1.6

Operating Manual

1.6.1 An Operating Manual is to be submitted to the Society, for approval, as requested in [1.5.1]. 1.6.2 The Operating Manual is to provide, at least, the following information relating to ship operation: mooring procedure including specific operation of mooring related equipment connection / disconnection of hose coupling emergency disconnection procedure cargo transfer specific loading conditions including cargo load distribution cleaning and gas-freeing provisions for avoiding overfilling of cargo tanks. 1.6.3 The Operating Manual is to provide references to drawings relating to relevant arrangements, equipment, safety installations, emergency escape routes.

3.2.2 Connection with shore or offshore unit is to be fitted with a shut-off valve and a blank flange. The blank flange may be omitted when a patent hose coupling is fitted. 3.2.3 Cargo lines outside the cargo area are to be installed outside accomodation spaces, service spaces, machinery spaces and control stations. 3.2.4 Pipe connections outside the cargo area are to be of welded type only, except for connections with manifold or loading/unloading equipment. 3.2.5 Spray shields are to be provided at the connection station, except where the loading/unloading manifold is located outboard. Spill containment arrangements with sufficient capacity are to be provided under the loading/unloading manifold. 3.2.6 Cargo lines outside cargo area are to be provided with arrangements for easy draining to the cargo area, in a cargo tank. 3.2.7 Loading/unloading lines are to be fitted with means to be purged by inert gas after use and maintained gas free when not in use. Due consideration is to be given to isolation between cargo and the inert gas system.

2
2.1

Materials
General

2.1.1 Material for construction are to comply with the requirements of NR 216 Material and Welding. 2.1.2 Unless otherwise specified, materials for cargo piping are to comply with the requirements of Pt C, Ch 1, Sec 10 applicable to piping systems of class III. The requirements of Pt D, Ch 7, Sec 4, [3.3.2] are also to be taken into account.

3.3

Ventilation

3.3.1 Air inlets, entrances and openings to machinery spaces, service spaces and control stations are to be located at least 10 m from the coupling and are not to be located facing the cargo hose connection. 3.3.2 For ships intended to be assigned the additional notation SLUS, due consideration is to be given to the location of ventilation inlets and outlets of machinery spaces and openings of deckhouses and superstructure boundaries.

3
3.1

General design
Mooring system

3.4

Hazardous areas and electrical installations

3.1.1 Mooring equipment are to be designed in accordance with relevant requirements given in Pt B, Ch 10, Sec 4. 3.1.2 Mooring system is to be provided with a device indicating continuously the tension in lines during loading/unloading operations. 3.1.3 The requirement of [3.1.2] may be waived for ships fitted with a dynamic positioning system for operations and intended to be assigned the additional class notation DYNAPOS, as defined in Pt A, Ch 1, Sec 2, [6]. 3.1.4 Mooring system instrumentation is to include chain stopper control and mooring lines control.

3.4.1 Spaces used for housing loading/unloading hoses, cargo lines and loading/unloading manifold are to be considered as hazardous area Zone 1. 3.4.2 Spaces within 3 m from the boundary of spill containment arrangements are to be considered as hazardous, Zone 1. 3.4.3 Electrical equipment and cables located in hazardous areas are to be of a certified safe-type and are to comply with the requirements of Pt D, Ch 7, Sec 5.

3.5

Positioning

3.2

Cargo piping system

3.2.1 Cargo piping outside cargo area is to be fitted with a shut-off valve at its connection with the piping system within the cargo area and separating means such as blank flanges or removable spool pieces are to be provided when the piping is not in use, irrespective of the number and type of valves in the line.

3.5.1 Ship positioning and manoeuvring during loading/unloading operations is to be ensured by: controllable pitch propeller side thrusters of adequate power. 3.5.2 For ships fitted with dynamic positioning system, the requirements given under the scope of additional class notation DYNAPOS are to be complied with.

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3.6

Emergency Disconnection System (EDS)

3.6.1 Bow or stern loading/unloading systems are to be provided with an automatic EDS and a back-up EDS. 3.6.2 Functions of automatic EDS are to be performed in sequence and are to include: tripping of transfer pumps emergency closing of valves coupler disconnection mooring system release. 3.6.3 The back-up EDS is to be manually operated, allowing the individual operation of coupler and mooring system.

3.8.2 Means of communication are to be such that the communication can be maintained in the eventuality of any equipment failure or incidents during loading/unloading operations. 3.8.3 Means of communication in hazardous areas are to be of a certified safe-type. 3.8.4 A communication sequence is to be established for all phases of loading/unloading operation.

3.9

Safety features

3.7

Control station

3.9.1 The layout of bow or stern loading/unloading system is to be based on the principle of the minimization of risk and consequences of relevant fire and explosion events relating to bow or stern areas. 3.9.2 The following additional safety equipment is to be provided, as a minimum: protection of mooring elements against shocks and contact with hull elements protection of hose coupling against shocks and contact with hull elements additional water jets and foam monitors for bow or stern area, at the satisfaction of the Society a fixed foam fire extinguishing system, at the satisfaction of the Society, covering loading/unloading areas a fixed water spray system covering the area of mooring elements, hose couplings and control station area. 3.9.3 Bow or stern loading/unloading system is not to interfere with the safe launching of survival craft. Provisions are to be made to protect launching stations from sprays in case of hose and pipe bursting.

3.7.1 A control station from which are performed all operations relating to ship positioning and monitoring of mooring and loading/unloading parameters is to be arranged in the relevant bow or stern area or on the navigation bridge. 3.7.2 Boundaries of the control station, including windows and side scuttles, are to be of A-60 insulated. 3.7.3 Adequate emergency escape routes are to be provided for the control station.

3.8

Communications

3.8.1 Means of communication, such as telephones, twoway portable radios, etc, are to be provided onboard between the control station and shore or offshore unit. Means of emergency communication are also to be provided.

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Pt E, Ch 10, Sec 18

SECTION 18

SUPPLY AT SEA (SAS)

1
1.1

General
Application

1.2

Documents to be submitted

1.2.1 The plans and documents to be submitted to the Society are listed in Tab 1.

1.1.1 The additional class notation SAS is assigned in accordance with Pt A, Ch 1, Sec 2, [6.14.24], to ships having the service notation supply vessel fitted with installations for underway ship-to-ship supply at sea of liquid and solid supplies, complying with the requirements of this Section. Specific operation may be added if relevant (e.g. SAS - seismic support). 1.1.2 The requirements of this Section apply in addition to the requirements of Part D, Chapter 15. 1.1.3 Application to other types of ship may be considered on a case-by-case basis.

1.3

Definitions

1.3.1 Supply At Sea (SAS) SAS means refuelling at sea or underway provisioning at sea of solid and liquid supplies. 1.3.2 SAS station SAS station is the deck area fitted with SAS equipment providing the capability to carry out underway provisioning of liquid and/or solid cargo. 1.3.3 SAS control station SAS control station is a station from which it is possible to operate SAS equipment and observe the SAS operations performed at SAS station(s).

Table 1 : Documentation to be submitted


Documents to be submitted Description and operation manuals of the ship's SAS systems and equipments, including limiting conditions for SAS operations Plans showing each proposed combination of equipment, fully rigged Details of solid cargo to be transferred: maximum weight and dimensions Details of liquid cargo to be transferred and diagram of the fluid transfer system Details of maximum sea state and environmental conditions under which SAS operations are permitted General arrangement showing: relative disposition of SAS stations and associated clearances location of SAS control stations arrangement of solid cargo transfer routes Lifting appliances: plans and construction drawings of all lifting appliances, masts, derricks, rigs Mooring plan, including details and SWL of lines, bitts, fairleads and winches to be used Details of equipment identified for SAS operations. Design and installation loads on the equipment together with details of securing and holding down arrangements. Details of the access required for maintenance and to operate the equipment Description of safety devices (emergency breakaway, antislack devices, alarms, limit switches) Drawings of the foundations of lifting appliances and winches, including footprint and reaction forces National or international regulations, standards or specifications used for type testing of equipment requiring type testing according to Tab 3 SWL of all components of SAS installation Test and inspection programme for the test onboard: static load test, checking verifications, dynamic overload tests Details of structural reinforcement under SAS stations dump areas Diagram of internal ship communication system Diagram of ship to ship communication system Arrangement plan of low intensity lightning of SAS stations and transfer routes (1) I : To be submitted for information. A : To be submitted for approval. I/A (1) I A I A I I

A I A

I A I I A A A I I

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2
2.1

Design and construction


SAS equipment

2.1.6

Safe Working Load (SWL) of SAS equipment

2.1.1 Typical arrangement Solid supply installations are generally made of: support line and inhaul line with their necessary associated items (hooks, derricks, mast...) to run the traveller block manually or by means of winches between delivery ship and receiving ship, or on-board cranes. Liquids supply installations are generally made of: hose lengths secured by saddles to the support line with their necessary associated items (hooks, derricks, mast...) and run between both ships by means of winches, or floating hoses running between both ships (stern transfer). Other types of SAS installations may be used and are to be submitted to the Society for special examination. 2.1.2 General SAS pieces of equipment onboard supply vessels are to comply with the following requirements: they are to be type approved according to [4.1] certificates of inspection of materials and equipment are to be provided as indicated in [4.2] fitting onboard of the SAS equipment is to be witnessed by a Surveyor of the Society and the relevant certificate is to be issued demonstration of the strength, structural integrity and good working of SAS equipment is to be effected for each ship through shipboard testing as mentioned in [4.4] and this is to be reported in the above certificate. 2.1.3 Emergency breakaway All SAS equipment and facilities are to be designed to permit the application of emergency breakaway procedures that are normally to be complete within one minute of the commencement of initiation. Use may be made of quick release couplings and/or breakable couplings. Attention is to be given to the attachment of wires and ropes to winch drums and the selection of emergency breakaway equipment (wire cutters, axes, etc.). 2.1.4 Prevention measures Fenders are to be provided to protect the ship from ship-toship contact during SAS operations. Measurements are to be taken to prevent electrostatic hazards during liquids transfer operation. 2.1.5 Survey of elements within the scope of ship classification The fixed parts of the SAS equipment and connections to ship structure (masts, crane pedestals, winches and equipment foundations, local reinforcements under the dump area and transfer lanes) are to be surveyed at the yard by a Surveyor of the Society within the scope of the ship classification.

The safe working load of SAS components is to be sufficient to withstand the maximum load to which such component may be subjected during the SAS operation. The safe working load is to be indicated by the designer. For tensioned spanwire, the SWL of the rigging components is the maximum design tension of the spanwire given by the designer. As a rule, the SWL of the components which are not part of the tensioned line (i.e. riding and retrieving lines) is not to be less than 35 kN. 2.1.7 Winches

Winches are to incorporate safety features that permit safe SAS operations and cater for the unique loading conditions that may arise during SAS operations. The following functions are to be fulfilled: a) Quick and efficient engagement and disengagement of the service brake by both automatic and manual means b) Long term locking of the winch drum having manual engagement and disengagement c) For spanwire and retrieving winches: an overload protection preventing the wire/rope being overstressed during SAS operations (e.g. when ships move or roll apart) slack rope prevention that maintains tension in the wire when the winch is operating under no load d) Proper spooling of the wire onto the drum e) Winches are to be fed by an alternative power supply either from the emergency source or from an independent source of power. Combined stress resulting from application in the most unfavourable conditions of a tension in the cable equal the breaking load of this cable is not to be higher than 80% of the comparison elastic limit of the material of which strength elements such as frame, drum, drum axles, assembly welds, etc. are made. Minimum braking force of service brakes is not to be less than 1,5 times the safe working force on the brake. 2.1.8 Steel wire ropes

Steel wire ropes used for SAS operations are to be in compliance with requirements of NR216 Materials and Welding, Ch 4, Sec 1, [4]. The ratio of the specified breaking load of the cable to its SWL is not to be taken less than 3,5. 2.1.9 Hoses and fittings

Hoses for transferring liquids are to be in accordance with standards applicable to the intended application. 2.1.10 Masts Masts, cranes, derricks and rigs used for SAS operations and fenders positioning are to comply with the relevant requirements of NR526 Rules for Lifting Appliances, considering the most unfavourable combination of all safe working loads applied to the mast.

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Pt E, Ch 10, Sec 18

2.1.11 Shipboard fittings and supporting hull structures associated with mooring Mooring lines are only to be led through class approved closed fairleads. Additional lines are to be readily available to supplement moorings if necessary or in the event of a line failure. It is recommended to use all available fairleads and bitts to avoid concentration of loads. The requirements of Pt B, Ch 10, Sec 4, [5.3] are applicable.

3.2
3.2.1

Arrangement of SAS stations


Location of SAS stations

The distance separating two alongside SAS stations, if any, is recommended not to be less than 20 m and not to exceed 40 m. As far as practicable, one side SAS station is to be located amidships to maximise crew protection during SAS operations in heavy weather conditions. 3.2.2 Clearance requirements

2.2
2.2.1

Steering capability
General

A clearance of at least 30 aft and forward of each side SAS station is to be provided. For the stern station, if any, sufficient clearance is to be provided for safe deployment of refuelling equipment with regard to deck and stern equipment. 3.2.3 Protection of personnel

The steering gear system is to fulfil the requirements defined in Pt C, Ch 1, Sec 11. 2.2.2 Electrical power supply

An alternative power supply either from the emergency source of electrical power or from an independent source of power located in the steering gear compartment is to be provided, sufficient at least to supply the steering gear power unit such that the latter is able to perform the duties of auxiliary steering gear. This power source is to be activated automatically, within 45 seconds, in the event of failure of the main source(s) of electrical power. The independent source is to be used only for this purpose. The alternative power source is also to supply the steering gear control system, the remote control of the power unit and the rudder angle indicator. 2.2.3 Steering control systems

a) Bulwarks, guard rails or other equivalent arrangement are to be provided in exposed upper deck positions with regard to personnel protection, in accordance with Pt B, Ch 10, Sec 2. b) In general, SAS operations are to be carried out with guard rails in position. Where, for operational reasons, this is not practicable, alternative equivalent arrangements are to be provided. c) Slip-free surfaces are to be provided in the areas where SAS operations are conducted, and tripping hazards are to be minimized. d) A minimum distance of at least 3 m between any SAS station superstructure and the edge of the weather deck is to be provided. In case this distance is practically not achievable, specific measures are to be described in order to provide protection to personnel (individual protection, maximum size of solid loads transferred, marks on SAS area, procedures used, limitation of operations according to weather conditions ...) e) Authorised personnel only is allowed at the SAS station. During liquid transfer operation, authorised personnel is to be equipped with protective clothing 3.2.4 Access

Any single failure in the steering control system including its interfaces to the navigation system is not to impair the steering capability which is to be continuously maintained. Such single failure may affect any active component as defined in Pt E, Ch 2, Sec 1, [1.2.5] from interfaces to the navigation system to interfaces to the mechanical steering actuators. Compliance with the above is to be demonstrated by a risk analysis performed in compliance with Pt E, Ch 2, App 1, Procedures for Failure Modes and Effect Analysis. A dynamic positioning system, with Dynapos AM/AT R notation, could be considered as an alternative regarding the availability of the steering system.

The rigging securing points are to be arranged so that safe access is provided to authorised personnel, including ladders and walkways on the masts. 3.2.5 SAS equipment stores

3
3.1

Arrangement and installation


General

SAS equipments and fittings are to be stored in dedicated stores, readily accessible from authorised personnel SAS station. The stores are to have direct access to the weather deck. 3.2.6 Sources of high intensity noise

3.1.1 SAS systems are to be designed and installed such that degradation or failure of any SAS system will not render another ship system inoperable.

SAS stations are to be arranged so that exposure to high intensity noise (above 85 dB) is as low as practicable during SAS operations.

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Pt E, Ch 10, Sec 18

3.3
3.3.1

SAS control station arrangement

a) A SAS control station is to be provided for control and monitoring of all equipment involved in SAS operations. b) The controls for SAS equipment are to be situated at one control position or grouped in as few positions as possible, to the satisfaction of the Society. c) For liquid transfer, the SAS control station is to be located at a safe distance from the filling connection. d) The SAS control station is to be located so that it provides a clear view of all SAS stations and associated equipment. e) The SAS control station is to be permanently manned during transfer operations.

SAS operations, the distance line securing points are to be clear of all SAS stations and arranged so that the distance line is visible from the bridge conning position. This requirement may be waived for stern replenishment.

3.5
3.5.1

Fluid transfer
General

a) The filling connections for liquid transfer operations are to be located within the SAS station and are to be fitted with a quick closing valves operable from the SAS control station. b) Filling connections are to be designed to allow an emergency breakaway as per [2.1.3]. In particular, they are to be provided with quick release coupling c) Filling connections are to be provided with pressure sensors monitored from the SAS control station. 3.5.2 Quick release system

3.4
3.4.1

Communication
Bridge conning position

A conning position for the officer in charge of the SAS operations is to be provided on the navigating bridge with a duplicated position on both bridge wings. From this conning position, it is to be possible to observe the ship heading and relative motion of the ships conducting SAS operations. In addition, a gyro compass readout and rudder angle indicator are to be readily visible from the conning position. 3.4.2 Ship internal communication systems

When transferring flammable liquids, adequate means are to be provided to rapidly stop the liquid transfer operation if abnormal situation occurs. This system is to operate at two levels: stage 1: shut down of cargo pumps and shutting of quick closing valves. Emergency stop is to be provided at SAS control station and at bridge conning position. stage 2: release of the quick release couplings.

Means of communication are to be provided between each SAS station and the SAS control station. Such communication system is to be such that communication between SAS stations and SAS control station can be maintained in case of equipment single failure. As a minimum, means of effective ship internal communications are to be provided in accordance with Tab 2. 3.4.3 Ship to ship communications

The quick release system may be connected to the ships automatic emergency breakway system (if any) but, in all cases, is also to be capable of manual activation. The means of control of the quick release system are to be located at the SAS control station together with the controls for any safety system that may provided additional protection to the ship in the event of a quick release (e.g. deck foam system ...). In the event of activation of the quick release hose couplings, the hoses are to be adequately supported and protected to prevent potential damage or rupture. 3.5.3 Fire extinguishing arrangement

a) Means are to be provided to allow continuous ship to ship distance measurement during side by side SAS operations. b) Visual and aural means of communication are to be provided between the ships conducting SAS operations. c) If some equipment, such as distance line, is to be transferred from one ship to another in order to conduct the

A SAS station is to be provided with: two dry powder fire-extinguishers, each of at least 50 kg at least one portable low expansion foam applicator.

Table 2 : Internal communications


Position Conning position SAS station SAS control station X X X Conning position SAS station X SAS control station X X Each SAS station is to be able to communicate with the conning position and the SAS control station Remarks

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Pt E, Ch 10, Sec 18

3.6

Solid transfer

3.6.1 General To prevent ingress of water into the ship, sills or alternative equivalent arrangements are to be provided at the entrances to the interior of the ship from each SAS station. 3.6.2 Ship structure

each component of the SAS equipment is to be tested and its manufacturing is to be witnessed and certified by a Surveyor according to [4.3] types tests are to be carried out as specified under [4.4].

4.2
a) Each SAS station intended for solid transfer operations is to be provided with a designated dump area. The dump area is to be suitably reinforced to withstand the impact loads that may arise due to landing of stores and equipment on board during SAS operations. b) The dump area is to extend over at least 1 m outside of the largest expected solid cargo foot print. A factor of safety of not less than 3,5 times the maximum load to be transferred is to be used in the design of the structure.

Inspection at works of the SAS equipment

4.2.1 The materials and equipment are to be inspected and certified as specified in Tab 3.

4.3

Prototype tests

4.3.1 Prototype tests are to be witnessed by a Surveyor from the Society and to include load test of the SAS equipment under a proof load at least equal to 2 times the safe working load defined in [2.1.6].

3.7

Electrical installation 4.4


4.4.1

3.7.1 The following additional hazardous areas are to be considered when transferring flammable liquids having a flash point not exceeding 60C or flammable liquids heated to a temperature within 15C of their flash point: Zone 1: Enclosed or semi-enclosed spaces containing SAS equipment unless: fitted with forced ventilation capable of giving at least 20 air changes per hour and having characteristics such as to maintain the effectiveness of such ventilation, or acceptable means are provided to drain or empty the hoses or rigid arms on completion of transfer operations, prior to or after disconnection

Tests on board
General

The SAS arrangements are to undergo the following tests and inspections after their installation on board: static load test demonstrating the strength of the complete rigging of SAS equipment under a load condition larger than the operational one; after static load test, a visual inspection and functional test to demonstrate that the system is operational and has not suffered damages from the static load tests; overload tests to demonstrate proper functioning of the equipment on overload. These tests are to be carried out according to a test programme submitted to the Society. Testing and marking of the SAS equipment is to be in accordance with the relevant requirements of NR526 Rules for Lifting Appliances, Sec 10. 4.4.2 Static load tests

Zone 2: Areas in open deck within 3 m from SAS equipment unless acceptable means are provided to drain or empty the hoses or rigid arms on completion of transfer operations and after disconnection. Types of electrical equipment allowed within these areas are specified in Pt C, Ch 2, Sec 3, [10]. 3.7.2 All the deck mounted electrical equipment and enclosures are to be designed with IP56 ingress protection rating. 3.7.3 Night operation In order to carry out SAS operation at night in safe conditions, sufficient lighting, including emergency lighting, is to be provided on SAS areas and at control station.

Static load tests are to be performed using dedicated test wire rope, different from the ship wire rope used onboard. The test loads are to be greater than twice the rated SWL of the rigging to be tested. In addition, for tensioned spanwire or highline systems, the test load is not to be less than 20% of the breaking strength of the spanwire or highline. 4.4.3 Overload tests

4
4.1

Certification, inspection and testing


Type approval procedure

4.1.1 SAS components are to be type approved according to the following procedure: the design is to comply with the requirements of this Section and either national or international standards, or recognized codes or specifications, which are to be indicated

Repeated load cycles specific to each type of equipment are to be performed according to a test programme submitted to the Society. As a rule, the test load is to be 1,5 times the rated operating load corresponding to the SWL. On winches with adjustable clutches, the clutch need temporary readjustment in order to perform the overload tests. After completion of the test, the clutch or limiting devices are to be readjusted to the normal value and retested.

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Table 3 : Materials and equipment certification


Product certification Examinations and tests Remarks Certification During fabrication After completion Running tests X (3) C (1) (2) (3) (1) (2) (3) W DA or TA Xs DA C (1) TA Xsh (2) X (3) C (1) (2) (3) W DA (1) X (2) C (1) (2) W X (1) C (1) X (1) C (1) Xh C According to an agreed programme for onboard tests as per [4.4] Only for metallic pieces and couplings Non-destructive and hydraulic tests as per recognized standards or specification to be specified by the manufacturer Emergency breakaway capabilities to be demonstrated onboard Only for elements not complying with a national or international standard Proof load as per [4.3] As per requirement of NR216 or in compliance with a national or international standard (ISO 3178 for instance) X (2) X (2) W (1) (2) As per NR216 As per relevant provisions of NR526 Shop tests and running tests onboard as per [4.4] As per NR216 As a rule, no individual design assessment of winches and RAS equipment Onboard tests as per [4.4] Considered as intended for secondary essential services Testing of electric motors includes type tests and routine tests as per Pt C, Ch 2, Sec 4, [3] X (2) X (2) Material certification Design assessment index

Pt E, Ch 10, Sec 18

Amendments January 2012

Item

Lifting appliances: masts, cranes, derricks

C (1)

DA

Winches, anti-slack devices, Ram tensioner

C (1)

TA (2)

X (3)

Electric motors and electrical equipment used for SAS operations (1) C

Hydraulic cylinders, piping of class I and equipment essential for SAS operation (winches, Ram tensioner)

Bureau Veritas

Control systems of winches and essential systems for SAS operation (Ram tensioner)

Cargo transfer hoses and pipes couplings, including breakaway couplings

Loose gear and accessories, including blocks, hooks, shackles, swivels

Steel wire ropes

Note 1: "C" indicates that a product certificate of the Society is required with invitation of the Society surveyor to attend the tests unless otherwise agreed. "W" indicates that a manufacturer's certificate is required. index "h" means that an hydraulic pressure test is required. index "s" means that non destructive tests are required, as per Rules, standard or specification. "TA" means a type approval is required. "DA" means a design approval of the product is required, either for the specific unit produced, or using the type approval procedure. Note 2: Where nothing is mentioned in the design index assessment column, a design assessment of the specific unit is not required.

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