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Lloyd's Register EMEA,


Rotterdam Technical Support Office
Date: 11 February 2015

Inland Waterways Computer Loading Instruments


Short Guidance for Software suppliers, version 4

Contents:
1. Introduction
2. Initial Requirements
3. Computer Loading Instrument Types
4. Computer Loading Instrument Approvals
5. Procedure
6. Requirements for the Stability and Loading Manual
7. Requirements for the Computer Loading Instrument Manual.
8. Installation Test
9. Interpretations National Authorities and Class
10. Contact

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1. Introduction
This document clarifies the requirements for the computer loading instrument and the loading and stability
manual in relation to Inland Waterways Tankers, type C, that need to comply with the 2013 ADN regulations.
st
Initially, with effect from 1 of January 2015 a computer loading instrument, covering stability and strength, is
required in case the skipper cannot easily determine whether an anticipated loading condition is acceptable
from stability point of view and additionally the stability booklet is, amongst other added topics, to contain
information regarding longitudinal strength aspects. Because of implementation problems the effective date
has been changed as described below.
This document has been updated after a meeting between BV, DNV-GL and LR, 16th of January in Antwerp and
an ADN workgroup meeting, 27-30 January in Geneva.
The ADN workgroup has decided that:

From 1st of April 2015, inland waterways tankers type C, are, at the moment of Class renewal, to
comply with the present ADN stability requirements.

The harmonised interpretations as discussed between DNV-GL, BV and LR and presented to the
workgroup become mandatory and overrule any previous national interpretation, as far as applicable.
(see also chapter 9).

2. Initial Requirements
The basis of a computer loading instrument is an approved stability and loading manual. In case any aspect is
missing, this needs to be solved first. In practice this means that the strength aspects are to be added to the
previously approved stability booklets and also that old booklets may need to be updated because essential or
required components are missing.

3. Computer Loading Instrument Types


In principle there are 3 types of loading instruments:
1.

Type 1 - Software calculating intact stability only (for vessels not required to meet a damage stability
criterion), usually based upon pre-defined tables of basic data only.

2.

Type 2 - Software calculating intact stability and checking damage stability on basis of a limit curve or
previously approved loading conditions.

3.

Type 3 - Software calculating intact stability and damage stability by direct application of preprogrammed damage cases for each new loading condition (for some tankers etc.)

For Inland Waterways Chemical Tankers Type 2 or Type 3 are applicable.

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4. Computer Loading Instrument Approvals


Three types of approval are possible:
1.

General Approval, which involves a rigorous assessment of a number of sample ships, the
functionality of the software and the user guidance.

2.

Specific Ship Approval, which verifies that a program, for which general approval has been given,
produces acceptable results when applied to a specific vessel.

3.

Enhanced Specific Ship Approval, which is based upon a specific ship approval process, but also
investigates relevant functionality of the program to which no General Approval has been granted at
the time of approval, and which will typically apply to programs which are to be installed on a limited
number of similar ships, or utilised on a specific type of ship where it is not necessary to have the full
functionality associated with a Generally Approved program.

5. Procedure:
1.

The client is recommended to contact the manufacturer of the original stability booklet or a supplier
of computer loading instruments, preferably one with a general Lloyds approval. Most involved
companies in the Netherlands are aware of the present situation regarding the latest ADN
requirements.

2.

The previously approved stability booklet is to be updated to the latest requirements regarding the
ADN regulations and LR requirements for computer loading instruments. Information regarding
maximum allowable hull bending moments is to be obtained from the Rotterdam Technical Support
Office (RTSO). The updated stability and loading manual is to be sent for approval to the RTSO by
email to epr@lr.org.

3.

Lloyds Register EMEA will return the examined updated booklets together with a Design Appraisal
Document. If found in order the ship specific manual and software for the computer loading
instrument can be made and send for approval to epr@lr.org.

4.

Lloyds Register EMEA will examine the computer loading software and manual. If found in order the
client will be requested to send a printout of the computer loading instrument test conditions to the
RTSO.

5.

The RTSO examines the results of the printouts and if found in order the surveyor is to be invited by
the client to carry out an on board verification test of the installed computer loading software. The
software needs to be installed on 1 computer, also in the event that the hardware has not been type
approved for this purpose.

6.

After successful testing the surveyor will issue a Computer Loading Instrument Certificate.

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6. Requirements for the Stability and Loading Manual


In case an approved computer loading instrument is to be installed, the content of the stability and loading
manual (the loading manual can be submitted as an appendix to the stability manual) is in general to cover the
following items:
a.
b.
c.
d.
e.
f.

g.

Front page, indicating title, document number, revision letter, ship name, name of the manufacturer
of the booklet.
Table of contents, indicating the contents of the booklet and separate appendices.
Ship general particulars, Class notation, maximum allowable draught / trim, operational zones, IMO
number, range of specific gravity of the cargo to be carried.
A drawing showing the position of the draught marks.
A drawing of the tank arrangement
A diagram of the ballast and bilge system and overflow prevention.
Comment: This is mentioned as an ADN requirement, but after discussion between Class Societies, this
is considered as not meaningful or useful for stability and strength aspects. It was decided not to
insist on this.
Applicable regulations and stability criteria, including the maximum allowable hull bending moment(s)
and shear force(s).
Comment: Listing of the shear force is mentioned as an ADN requirement. After discussion between
Class Societies it is in general considered not necessary to check against maximum allowable shear
forces as the design of these kind of ships generally do not impose any risk in this respect. The shear
forces are to be listed for every test condition but will not be verified against a maximum allowable
value. Furthermore, the maximum allowable hull bending moment (M limit) will be defined along the
length of the ship (L) as follows:

M limit

0.2 M limit

0.2 M limit

0.3 L

0L

0.7 L

Where (for reference), the lay-out of a general 110m IWW Tanker is as follows

ER

Midship Cargo Area

In case of doubt, further investigation may be necessary.


h.
i.

List of all relevant openings, with position, purpose, type and applied degree of tightness.
Table of hydrostatics.

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j.
k.
l.
m.

n.
o.
p.
q.
r.
s.

t.

u.

Cross curves.
Tank sounding tables. (may be an appendix to the booklet)
List of all compartments with modelled volume, steel reduction and permeability.
Damage stability calculations, to determine max VCG values, if necessary for different trim values.
The result for each criterion is to be listed against the acceptable value. (This may be a separate
booklet).
Max VCG tables.
The light ship data, including a copy of the approved inclining test and or lightweight check.
The light weight distribution along the length of the ship.
In case of only a light weight check, a detailed weight calculation needs to be available before the
lightweight check is carried out. (this may be a separate booklet).
A worked example for the Skipper to show how the stability for any loading condition can be verified.
A loading condition at maximum draught showing compliance with the applicable strength and
stability criteria. In case a loading instrument type 3 will be used, calculations will be carried out by
direct damage calculations. In case a type 2 computer loading instrument is used the max VCG tables
are to be used.
Test conditions for the computer loading instrument, i.e. a lightship, a full load, a ballast and a mixed
condition. Every single tank needs to be filled at least once in one of the test conditions. The output
should cover the floating position, the hydrostatics, the results on the stability criteria and the hull
bending moment, weight distribution, buoyancy, and shear forces along the length of the ship.
In case the length of the ship is >110 m, compliance can be shown with the EC directive 2006/87/EC,
art 22a.05 or ROSR, art 22a.05. (This may be a separate booklet and does not affect a computer
loading instrument).

7. Requirements for the Computer Loading Instrument Manual.


The manual of the ship specific computer loading instrument is to indicate the following data:
a.
b.
c.
d.
e.
f.
g.

Front page, indicating title, document number, revision letter, ship name, name of the manufacturer
of the booklet.
Table of contents.
Ship general particulars, Class Notation, maximum allowable draught / trim, operational zones, IMO
number, range of specific gravity of the cargo to be carried.
Reference to the approved stability and loading manual.
The name and version of the computer loading software and reference to the general approval of the
software.
The test conditions as used in the stability and loading manual, showing full input and output.
Verification forms.

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8. Installation Test
a.

After the Test Conditions have been endorsed by the Technical Support Office, a copy will be sent to
the local LR surveyor, responsible for witnessing the on board test, together with draft program
installation test certificate and detailed instructions on how to carry out the installation test. In cases
where the vessel is in service this information will be sent to the Owner/Manager, who is to have it
placed on board the ship and advise the vessels officers that an installation test, witnessed by an LR
surveyor, is to be carried out. The surveyor will be instructed to ensure that a User Manual is on
board.

b.

A note will be made in LR's records that the test conditions have been examined but the installation
test is outstanding. Undue delay in arranging the test is to be avoided.

c.

The LR Surveyor will witness the test being carried out by the ship's personnel on the nominated
hardware. Data from one ballast and one cargo test condition are to be inputted manually, with the
remaining conditions being loaded directly from stored files on data storage devices. The tests will be
required to address all aspects for which the system is being approved, typically strength, intact and
damage stability. Results matching the endorsed test conditions should be obtained.

d.

If the test proves satisfactory, the Surveyor will issue a certificate which should be attached to the
User's Manual or retained with the other ships certificates.

e.

On receipt of a copy of the Final Certificate, the appropriate Technical Support Office will make
provisions for an entry to be made in the vessels Reports and in the Register Book.

9. Interpretations National Authorities and Class


Interpretations have been harmonised between the Class Societies DNV-GL, BV and LR and accepted by the
ADN workgroup in a meeting in Geneva. The listed interpretations overrule previous national requirements
and interpretations as far as applicable.
a)

Open goose neck openings for tank ventilation are to be considered as an open opening. In the
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event that the area of the opening does not exceed 710 mm , the opening may be considered
weather tight.

b) Closable goose neck ventilation openings are not allowed for tanks.
c)

Automatic tank ventilation devices with a floating ball, (WINTEB, WINEL) are to be considered as a
weather tight opening.

d) A window or part of a window that can be opened is to be considered as an open opening.


e) Windows that cannot be opened are to be considered weather tight.
f)

Windows that are assumed watertight, are to be pressure tested / designed according ISO3903.

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g)

Ventilation openings (including those fitted with fire dampers) leading to the engine room or
accommodation are to be considered as open.

h) Chain pipes to chain lockers are to be considered open.


i)

Cross flooding arrangements are to be normally open and to be kept open. The consequence for
damage stability considerations is that the free surface effect of the combined tanks are to be taken
into account. In case remote control from a position above the bulkhead deck is possible and the
valves will be normally closed, these arrangements may be considered normally closed.
Comment: This has not been discussed between Class Societies.

j)

Damage stability criteria for intermediate stages of flooding:


1. GZ min 0.03m with a minimum positive range of 5 degrees.

k)

The sealing between the deckhouse and the hull is to be a star-shaped or U-shaped rubber, fitted on
a strip and an additional sealant is to be applied on the outside. The sealing arrangement may be
considered watertight.

l)

The deckhouse compartment above the engine room is normally to be separated gas-tight from the
engine room. The strength of the floor and walls of the deckhouse may however be insufficient to
withstand the water pressure in case of a flooded engine room. The boundary between the
deckhouse and the engine room may be considered watertight, subject to an on-board survey to
confirm water tightness, and acceptance by LRs Technical Support Office. The result of the
examination will determine if the deckhouse compartment can be considered buoyant in case of an
engine room damage (provided that the closing arrangement of the outer deckhouse walls is
sufficient).

m) Intermediate stages of flooding to be calculated for 25%, 50%, 75 % of flooding.


Comment: This has not been discussed between DNV-GL, BV and LR.
n) According to the ADN 8.1.2.3, a damage control plan needs to be on board and the evidence that the
computer loading instrument has been approved by the recognised Class Society.
1.

It is LRs interpretation that the damage control plan is not subject to plan appraisal and
the responsibility of the operator.

2.

It is LRs interpretation that the statement of the loading computer is inconsistent with
regulation 9.3.2.13.3 of the ADN (loading computer not compulsory) and that regulation
9.3.2.13.3 prevails.

Comment: This has partly been discussed and no agreement has been made for this topic.

o) Accommodation doors of glass and or metal can be considered watertight provided that they have
been successfully pressure tested with a head of water up to 0,5 m above the upper coaming of the
door.
Comment: This has been agreed between DNV-GL, BV and LR with the wording: needs to be
successfully pressure tested.

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p) The Dutch Authorities previously measured the extent of damage perpendicular to the side shell
plating. This deviates from the more general method, to measure perpendicular to the ships
centreline in a horizontal plane at maximum assigned draught. It is LRs interpretation to apply the
latter.
Comment: This has not been discussed between DNV-GL, BV and LR.
q) Usually all loading conditions are set up with standard fixed 50% consumables (fuel, fresh water etc).
For the loading computer stability and strength aspects this is not suitable. To get the right results for
the floating position and hull bending moments, consumable tanks need to be modelled in the
loading computer and taken into account in the test conditions.
Comment: This has not been discussed between DNV-GL, BV and LR.
r)

It is decided between DNV-GL, BV and LR that 1 loading computer is sufficient, also in case the
computer has no type approval for use on board.

s)

In case that the draught marks are actually above the waterline and the computer loading instrument
indicates submergence of the draught marks, the loading computer may output a warning that this is
acceptable provided that:
1. Visual inspection of the draught marks is to be carried out and none is to be submerged.
2. All stability criteria are in compliance.
Comment: This has partly been discussed between DNV-GL, BV and LR, but no agreement has been
made.

t)

In case non return valves are not fitted, the highest flooding point of an exhaust pipe may need to be
considered as an open opening if the pipe cannot be considered watertight.

u) The language to be used in a stability and loading manual is to be English, French or German, and if a
crew is not familiar with one of these languages, a copy of the stability booklet is also to be available
in a language understandable to the skipper. It is LRs point of view that it is the responsibility of the
operator to comply with the ADN regulations in this respect.
v)

The loading computer software for tank vessels according ADN Regulations is to be provided with a
warning for the maximum filling level of cargo tanks, in order to prevent unacceptable reduction of
free surface effects of the liquid cargo.

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10. Contact
In case of general questions the following persons can be contacted:
Peter van Kessel
Senior Specialist in Charge
Email: peter.vankessel@lr.org
Tel: +31 10 2018 411

Bas Joormann
WEA Inland Waterways Product Manager
Email: bas.joormann@lr.org
Tel: +31 10 2014 293

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