Rules For Classification: Yachts

RULES FOR CLASSIFICATION
Yachts
Edition July 2022
Part 3 Hull
Chapter 8 Hull equipment
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DNV AS
FOREWORD
DNV rules for classification contain procedural and technical requirements related to obtaining and
retaining a class certificate. The rules represent all requirements adopted by the Society as basis
for classification.
© DNV AS July 2022
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CHANGES – CURRENT
Part 3 Chapter 8 Changes - current
This document supersedes the August 2021 edition of DNV-RU-YACHT Pt.3 Ch.8.
The numbering and/or title of items containing changes is highlighted in red.
Changes July 2022, entering into force 1 January 2023
Topic Reference Description
Anchor chain cables Sec.1 [4] Added requirements for anchor chain cables.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Rules for classification: Yachts — DNV-RU-YACHT Pt.3 Ch.8. Edition July 2022 Page 3
Hull equipment
DNV AS
CONTENTS
Part 3 Chapter 8 Contents
Changes – current.................................................................................................. 3
Section 1 Anchoring and mooring equipment......................................................... 5
1 General................................................................................................ 5
2 Equipment numeral..............................................................................6
3 Anchors..............................................................................................11
4 Anchor chain cables...........................................................................14
5 Chain locker....................................................................................... 21
6 Mooring equipment............................................................................ 22
Section 2 Outfitting............................................................................................... 25
1 Life saving appliances....................................................................... 25
2 General masts and rigging.................................................................25
3 Loading and lifting gear.................................................................... 25
4 Protection of the crew....................................................................... 25
Section 3 Side shell doors and stern doors........................................................... 29
1 General.............................................................................................. 29
2 Arrangement...................................................................................... 29
3 Strength criteria................................................................................ 30
4 Design loads...................................................................................... 30
5 Scantlings.......................................................................................... 31
6 Securing and supporting of side shell and stern doors...................... 31
7 Arrangement of securing and locking devices................................... 32
Changes – historic................................................................................................ 34
Hull equipment
DNV AS
SECTION 1 ANCHORING AND MOORING EQUIPMENT
Part 3 Chapter 8 Section 1
For symbols not defined in this section, see Ch.1 Sec.4.
1 General
1.1 Introduction
1.1.1 The requirements in this section apply to equipment and installation for anchoring and mooring.
1.1.2 Towlines and mooring lines are not subject to classification. Lengths and breaking strength are,
however, given in the equipment tables as guidance.
1.2 Documents and certificates to be submitted
The documents and certificates to be submitted are specified in Ch.1 Sec.3.
1.3 General
1.3.1 The anchoring equipment required is the minimum considered necessary for temporary mooring of
a vessel in moderate sea conditions when the yacht is awaiting berth, tide, etc. The equipment is therefore
not designed to hold a yacht off fully exposed coasts in rough weather or for frequent anchoring operations
in open sea. In such conditions the loads on the anchoring equipment will increase to such a degree that its
components may be damaged or lost owing to the high energy forces generated.
1.3.2 The equipment numeral equation for anchoring equipment required under this section is based on an
assumed current speed of 2.5 m/s, wind speed of 25 m/s and a scope of chain cable between 6 and 10, the
scope being the ratio between length of chain paid out and water depth.
1.3.3 The anchoring equipment required by this section is designed to hold a yacht in good holding ground in
conditions such as to avoid dragging of the anchor. In poor holding ground the holding power of the anchors
will be significantly reduced.
1.3.4 It is assumed that under normal circumstances a yacht will use only one bow anchor and chain cable at
a time.
1.3.5 For yachts with equipment number EN less than 205 the installation of the second anchor on board is
not required, except for passenger yachts.
1.3.6 For yachts operating not more than 50 nautical miles from a port of refuge and class notation R3
assigned equipment may be determined as for one numeral range lower than required in accordance with
equipment numeral EN.
1.3.7 Windlasses and chain stoppers, if fitted, shall comply with rules for machinery, windlass, capstan, chain
stopper, mooring and towing equipment.
1.3.8 For the substructures of windlasses, chain stoppers and mooring equipment, see Ch.7 Sec.6 [5].
Hull equipment
DNV AS
2 Equipment numeral
2.1 Monohulls
For monohull yachts the equipment numeral shall be calculated as follows:
where:
a = distance [m], from design waterline, amidships, to the upper deck at side
bi = actual breadth of deckhouses
hi = height [m] on the centreline of each tier of superstructures and deckhouses corresponding to bi
(deck sheer, if any, shall be ignored)
For the lowest tier h shall be measured at centreline from the upper deck or from a notional deck
line where there is local discontinuity in the upper deck.
Θi = angle of inclination of each front bulkhead, as shown in Figure 1
2
A = area [m ], in profile view of the hull, superstructures and deck houses, above the design waterline
within the length L and up to the height a + Σ hi.
For sailing yachts the rig shall be included when determining area A.

Figure 1 Profile view of hull, superstructure and deckhouses relevant for the equipment numeral
Screens of bulwarks 1.5 m or more in height above the deck at side shall be regarded as parts of houses
when determining hi and A, e.g. the areas specially marked in Figure 1.
2.2 Multihulls
The equipment number shall be calculated as follows:
where:
Hull equipment
DNV AS
— for craft with n hulls:
St = transverse area, amidships, of the tunnel(s) existing between the hulls and the waterline
Bi, Ti = breadth and draught [m] of the hull i, measured amidship
n = total number of craft hulls.
2.3 Dimensions
All related masses, dimensions and breaking loads may be found in table 1.
Table 1 Anchors, chain cables and ropes
Two
Equipment stockless
Stud link chain cables Recommended ropes
numeral EN bower
anchors
Bower anchors Towline Mooring ropes

1)
Mass per Total Diameter Breaking Breaking
Length 2) Number Length 2)
anchor length d1 d2 d3 load load
[kg] [m] [mm] [mm] [mm] [m] [kN] – [m] [kN]
- 50 100 165 12.5 11 10 180 100 3 80 35
50-70 120 165 12.5 11 11 180 100 3 80 35
70-90 180 220 14 12.5 12.5 180 100 3 80 35
90-110 240 220 16 14 14 180 100 3 100 40
110-130 300 247.5 17.5 16 16 180 100 3 110 40
130-150 360 247.5 19 17.5 17.5 180 100 3 110 45
150-175 420 275 20.5 17.5 17.5 180 100 3 120 50
175-205 480 275 22 19 19 180 100 3 120 55
205-240 570 302.5 24 20.5 20.5 180 110 3 120 60
240-280 660 302,5 26 22 20.5 180 130 4 120 65
280-320 780 330 28 24 22 180 150 4 120 70
320-360 900 357.5 30 26 24 180 175 4 140 80
360-400 1020 357.5 32 28 24 180 200 4 140 85
400-450 1140 385 34 30 26 180 225 4 140 95
450-500 1290 385 36 32 28 180 250 4 140 100
500-550 1440 412.5 38 34 30 190 275 4 140 110
550-600 1590 412.5 40 34 30 190 305 4 160 120
Hull equipment
DNV AS
Two
Equipment stockless
numeral EN bower
anchors

1)
600-660 1740 440 42 36 32 190 340 4 160 130
660-720 1920 440 44 38 34 190 370 4 160 145
720-780 2100 440 46 40 36 190 405 4 160 160
780-840 2280 467.5 48 42 36 190 440 4 170 170
840-910 2460 467.5 50 44 38 190 480 4 170 185
910-980 2640 467.5 52 46 40 190 520 4 170 200
980-1060 2850 495 54 48 42 200 560 4 170 215
1060-1140 3060 495 56 50 44 200 600 4 180 230
1140-1220 3300 495 58 50 46 200 645 4 180 250
1220-1300 3540 522.5 60 52 46 200 690 4 180 270
1300-1390 3780 522.5 62 54 48 200 740 4 180 285
1390-1480 4050 522.5 64 56 50 200 785 4 180 305
1480-1570 4320 550 66 58 50 220 835 4 180 325
1570-1670 4590 550 68 60 52 220 890 5 190 325
1670-1790 4890 550 70 62 54 220 940 5 190 335
1790-1930 5250 577.5 73 64 56 220 1025 5 190 350
1930-2080 5610 577.5 76 66 58 220 1110 5 190 375
2080-2230 6000 577.5 78 68 60 240 1170 5 190 400
2230-2380 6450 605 81 70 62 240 1260 5 200 425
2380-2530 6900 605 84 73 64 240 1355 5 200 450
2530-2700 7350 605 87 76 66 260 1455 5 200 480
2700-2870 7800 632.5 90 78 68 260 1470 6 200 480
2870-3040 8300 632.5 92 81 70 260 1470 6 200 490
3040-3210 8700 632.5 95 84 73 280 1470 6 200 500
3210-3400 9300 660 97 84 76 280 1470 6 200 520
3400-3600 9900 660 100 87 78 280 1470 6 200 555
3600-3800 10500 660 102 90 78 300 1470 6 200 590
Hull equipment
DNV AS
Two
Equipment stockless
numeral EN bower
anchors

1)
3800-4000 11100 687.5 105 92 81 300 1470 6 200 620
1) d1 = chain diameter grade NV K 1 (ordinary quality)
d2 = chain diameter grade NV K 2 (special quality)
d3 = chain diameter grade NV K 3 (extra special quality)
2) see [6.1.1]
For stud linkchain cable diameters, see fig. 1
Hull equipment
DNV AS


Figure 2 Standard dimensions of stud link chain cable
Hull equipment
DNV AS
3 Anchors
3.1 Arrangement
The two rule bower anchors shall be connected to their chain cables and positioned on board ready for use. It
shall be ensured that each anchor can be stowed in the hawse and hawse pipe in such a way that it remains
firmly secured in seagoing conditions.
3.2 Anchor design
3.2.1 Anchors shall be of approved type. The mass of the heads of patent (ordinary stockless) anchors,
including pins and fittings, shall not be less than 60 per cent of the total mass of the anchor.
3.2.2 For stock anchors, the total mass of the anchor, including stock, shall comply with the values in Table
5. The mass of the stock shall be 20 percent of this total mass.
3.2.3 The mass of each individual bower anchor may vary by up to 7 percent above or below the required
individual mass provided that the total mass of all the bower anchors is not less than the sum of the required
individual masses.
3.3 High holding power anchors
3.3.1 Where special anchors are approved by the Society as high holding power anchors (HHP), the anchor
mass may be 75 percent of the anchor mass as per Table 2. High holding power anchors are anchors which
are suitable for the yacht's use at any time and which do not require prior adjustment or special placement
on sea bed.
3.3.2 For approval as a high holding power anchor, satisfactory tests shall be made on various types of
bottom and the anchor shall have a holding power at least twice that of a patent anchor (admiralty standard
stockless) of the same mass. The tests shall be approved by the Society. Detailed requirements for the tests
see [3.5] and [3.6].
3.3.3 Dimensioning of the chain cable and of the windlass shall be based on the undiminished anchor mass
according to Table 5.
3.4 Super high holding power anchors
Where special anchors are approved by the Society as super high holding power anchors (SHHP), the anchor
mass may be not less than 2/3 of the mass required for the HHP anchor it replaces.
The maximum allowed mass of SHHP-anchors is limited to the Society's type approval (currently 2700 kg).
3.5 Testing
3.5.1 The proof test load shall be as given in Table 2, dependent on the mass of equivalent anchor, defined
as follows:
— 4/3 of the total mass of HHP anchors
— two (2) times the total mass of SHHP anchors.
For intermediate values of mass the test load shall be determined by linear interpolation.
Hull equipment
DNV AS
3.5.2 The proof load shall be applied on the arm or on the palm at a distance from the extremity of the bill
equal to 1/3 of the distance between it and the centre of the crown. The shackle shall be tested with the
anchor.
For stockless anchors, both arms shall be tested simultaneously, first on one side of the shank and then on
the other side.
For stocked anchors, each arm shall be tested individually.
3.5.3 The anchors shall withstand the specified proof load without showing signs of defects.
Table 2 Proof test load for anchors
Mass of anchor [kg] Proof test load [kN] Mass of anchor [kg] Proof test load [kN]
50 23.2 550 125

55 25.2 600 132
60 27.1 650 140
65 28.9 700 149

70 30.7 750 158
75 32.4 800 166
80 33.9 850 175

90 36.3 900 182
100 39.1 950 191
120 44.3 1000 199

140 49.1 1050 208
160 53.3 1100 216
180 57.4 1150 224

200 61.3 1200 231
225 66.8 1250 239
250 70.4 1300 247

275 74.9 1350 255
300 79.6 1400 262
325 84.2 1450 270

350 88.8 1500 278
375 93.4 1600 292
400 97.9 1700 307

425 1031 1800 321
450 1073 1900 335
475 112 2000 349
500 116
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DNV AS
3.6 Additional requirements for HHP anchors and SHHP anchors
3.6.1 HHP and SHHP anchors shall be designed for effective hold of the sea bed irrespective of the angle or
position at which they first settle on the sea bed after dropping from a normal type of hawse pipe. In case of
doubt, a demonstration of these abilities may be required.
3.6.2 The design approval of HHP and SHHP anchors is normally given as a type approval, and the anchors
are listed in the List of Approved Manufacturers and Type Approved Products, Hull Equipment.
3.6.3 HHP anchors for which approval is sought shall be tested on sea bed to show that they have a holding
power per unit of mass at least twice that of an ordinary stockless bower anchor.
3.6.4 SHHP anchors for which approval is sought, shall be tested on sea bed to show that they have a
holding power per unit of mass at least four (4) times that of an ordinary stockless anchor.
3.6.5 If approval is sought for a range of anchor sizes, at least two sizes shall be tested. The mass of the
larger anchor to be tested shall not be less than 1/10 of that of the largest anchor for which approval is
sought. The smaller of the two anchors to be tested shall have a mass not less than 1/10 of that of the larger
anchor to be tested.
3.6.6 Each test shall comprise a comparison between at least two anchors, one ordinary stockless anchor
and one HHP or SHHP anchor. The mass of the anchors shall be as equal as possible.
3.6.7 The tests shall be conducted on at least three (3) different types of bottom, which normally shall be:
soft mud or silt, sand or gravel, and hard clay or similar compacted material.
3.6.8 The tests are normally to be carried out by means of a tug. The pull shall be measured by
dynamometer or determined from recently verified curves of the tug’s bollard pull as function of propeller
r.p.m.
The diameter of the chain cables connected to the anchors shall be as required for the equipment letter
in question. During the test the length of the chain cable on each anchor shall be sufficient to obtain an
approximately horizontal pull on the anchor. Normally, a horizontal distance between anchor and tug equal to
10 times the water depth will be sufficient.
Hull equipment
DNV AS
3.7 Identification
3.7.1 The following marks shall be stamped on one side of the anchor:
— mass of anchor (excluding possible stock)
— HHP when approved as high holding power anchor
— SHHP when approved as super high holding power anchor
— certificate number
— date of test
— the Society’s stamp.
4 Anchor chain cables
4.1 General
4.1.1 Chain cables shall be made by makers approved by the Society for the pertinent type of chain cable,
size and method of manufacture.
4.1.2 The form and proportion of chain cable links and shackles shall be in accordance with recognized
international standards. Deviation in accordance with international standards may be accepted.
If ordinary short link chain cable is accepted instead of stud link chain cable at least the same proof load will
normally be required.
4.1.3 The diameter of stud link chain cable shall not be less than given in [2].
4.1.4 Wire rope or synthetic fibre rope may be used instead of stud link chain cable, provided that they have
at least the same breaking strength.
4.1.5 When chain cable is substituted by wire or synthetic fibre rope, a short length of chain cable shall be
fitted between the anchor and wire rope. The length shall be the distance between anchor in stowed position
and windlass or 0.2 L m whatever is smaller.
The ropes shall be stored on drums protected from the weather and sea and shall be led over rollers to
reduce wear and tear.
4.2 Materials
4.2.1 The chain cable links may be made by electric resistance butt welding (melt welding), by casting or
drop forging. Shackles and swivels may be cast or forged.
The studs in stud link chain cables shall be made of cast or forged steel.
Tapered locking pins for shackle bolts shall be made of stainless or tinned steel with a lead stopper at the
thick end.
4.2.2 Stud link chain cables shall be manufactured by flash butt welding or, in the case of grade NV K2 and
NV K3 chain cables, drop forging or casting. Pressure butt welding may also be approved for grade NV K1
and NV K2 short link chain cables provided that the nominal diameter of the chain cable does not exceed 26
mm.
4.2.3 The materials shall comply with the specifications for steel grades NV K1, NV K2 and NV K3.
4.2.4 Steel grade NV K1 shall normally not be used in association with HHP anchors.
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DNV AS
4.2.5 Steel grade NV K3 shall not be used for chain diameter less than 20.5 mm.
4.2.6 Ships equipped with chain cable of steel grade NV K2 or NV K3, will have the letters s or sh,
respectively, added to the equipment letter.
4.3 Heat treatment and material testing
4.3.1 All chain cables and accessories for chain cables, regardless of manufacturing process, shall be heat-
treated as specified in Table 3. When normalizing, care shall be taken to ensure that no links are lying on top
of each other while cooling, and thereby delaying the cooling. A description of the heat treatment shall be
given on the certificate.
4.3.2 After the chain has been heat-treated, the efficiency of the heat treatment shall be controlled by
testing of the material in the finished links as stated in [4.3.3] to [4.3.5].
4.3.3 From chain cables of grade NV K1 and NV K2, one set of three (3) impact tests shall be taken from
every four (4) 27.5 m length of chain cable or from every 100 m. If NV K2 chains are made of corrosion
resistant material or if the corrosion resistance has been increased by surface treatment such as hot dip
galvanising, it is sufficient to take test samples every 200 m.
The material for the testing is obtained by supplying cable lengths with extra links. The tests shall satisfy the
requirements stated in Table 3.
Subject to agreement with the Society, a reduction in the number of impact tests may be allowed, provided
the manufacturer by means of statistical tests data verifies that the impact requirements in Table 3 are
consistently met.
4.3.4 From chain cables of grade NV K3, one set of tests (one (1) tensile and six (6) impact tests) shall be
taken from every four (4) 27.5 m length of chain or from every 100 m. If NV K3 chains are made of corrosion
resistant material or if the corrosion resistance has been increased by surface treatment such as hot dip
galvanising, it is sufficient to take test samples every 200 m.
The material for the testing is obtained by supplying the cable lengths with extra links. The tensile test piece
shall be taken from the base material opposite to the weldment. The tensile tests results shall satisfy the
requirements stated in Table 3.
4.3.5 For all chain grades, three (3) impact test pieces shall be taken clear of the weld (position of the test
pieces, see Figure 3). For chain grade NV K3, there shall be taken three (3) additional impact test pieces
from the welded zone, cut with the notch in the middle of the weld.
Impact test values of specimens taken clear of the weld shall comply with the requirements given in Table
3. Impact test values (KV) for chain grade NV K3 of specimens taken from the weld shall be at least 50 J as
average value of three (3) tests when the tests are carried out at 0°C. The surveyor may also require impact
tests from more than one length in every four (4).
4.4 Breaking test
4.4.1 A breaking test specimen consists of at least three (3) links connected together, and they shall be
manufactured at the same time and in the same way as the chain cable and heat-treated as this. During the
heat treatment the test specimen shall be securely attached to the chain cable.
4.4.2 At least one breaking test specimen shall be taken from every four (4) 27.5 m lengths of chain cable
or from every 100 m. For chain cables of grade NV K1 which is not heat-treated after welding, breaking
test shall be carried out on one specimen from each 27.5 m length. If NV K2 or NV K3 chains are made of
corrosion resistant material or if the corrosion resistance has been increased by surface treatment such as
hot dip galvanising, it is sufficient to take test samples every 200 m. For cast chain cables (grades NV K2 and
NV K3), one breaking test per heat treatment batch shall be taken, with a minimum of one for every four (4)
Hull equipment
DNV AS
27.5 m lengths. The testing may be recognized as having been passed, if fracture has not occurred at the
minimum breaking strength given in Table 4 and Table 5.
4.4.3 Other tests may replace the breaking test after agreement with the Society.
4.4.4 Should a breaking load test fail, a further test specimen may be taken from the same length of chain
cable and tested. The test shall be considered successful if the requirements are then satisfied.
If the retest fails, the length of chain cable concerned shall be rejected. If the manufacturer so wishes, the
remaining three (3) lengths belonging to the batch may then be individually subjected to test at the breaking
load. If one such test fails to meet the requirements, the entire batch is rejected.
4.4.5 From each manufacturing batch (same grade, size and heat treatment batch) of 25 units or less of
shackles, swivels, swivel shackles, large links and end links, and from each manufacturing batch of 50 units
or less of Kenter shackles, one unit shall be subjected to the breaking load test. Parts tested in this way may
not to be put to further use.
The Society may waive the breaking load test if:
a) the breaking load has been demonstrated on the occasion of the approval testing of parts of the same
design, and
b) the mechanical properties and the impact energy of each manufacturing batch are proved, and
c) the parts are subjected to suitable non-destructive testing.
4.5 Proof test
4.5.1 Each length of the chain cable shall be proof tested in a machine specially approved for that purpose,
and shall withstand the load given in Table 4 and Table 5 for the type, size and grade of steel concerned,
without showing any signs of defects. All joining shackles, end shackles and swivels shall be tested with the
proof load prescribed for the chain concerned.
4.5.2 Should a proof load test fail, the defective link(s) shall be replaced, a local heat treatment according
to [4.8.1] shall be carried out on the new link(s) and the proof load test shall be repeated. In addition, an
investigation shall be made to identify the cause of the failure.
4.6 Tolerances
4.6.1 All required measurements shall be taken after the proof testing.
4.6.2 The allowable manufacturing minus tolerance on the diameter dc of the common links is:
For dc ≤ 40 mm: –1 mm
For 40 < dc ≤ 84 mm: –2 mm
For 84 < dc ≤ 122 mm: –3 mm
For dc > 122 mm: –4 mm
The allowable manufacturing plus tolerance is 5%. The cross-sectional area of the links shall be at least the
theoretical area for the nominal diameter.
The calculation of the theoretical area shall be based on the average of four (4) measurements of the
diameter equally spaced around the circumference.
Three (3) links from every four (4) 27.5 m length or every 100 m length of chain cable shall be chosen for
measurements of the diameter.
Hull equipment
DNV AS
Table 3 Heat treatment and mechanical properties
Grade
heat treatment
NV K3
Mechanical properties
NV K1 NV K2 Quenched and tempered,
1) 2)
Normalized Normalized normalized or
normalized and tempered
2
Yield stress REH or proof stress RP0.2 [N/mm ] Min. 295 Min. 410
2
Tensile strength, RM [N/mm ] 370–490 490–690 Min. 690
Elongation (L0 = 5d), A5 [%] Min. 25 Min. 22 Min. 17

3)
Reduction of area, Z [%] Min. 40
Impact values (KV), as an average of three (3)
Min. 27, 20°C Min. 27, 0°C Min. 60, 0°C
tests, [J]
1) Chain cables with diameters up to 50 mm may be supplied without heat treatment after welding, provided that a
breaking test is carried out on one (1) specimen from each length, see [4.4.2].
2) Cast chain cable, grade NV K2, shall be normalized or may, at option of the manufacturer, be hardened and
tempered.
3) 35% for cast links and chain accessories.
Table 4 Test loads and mass - stud link chain cables
Chain of Chain of Chain of

Guidance
steel grade NV K1 steel grade NV K2 steel grade NV K3
Diameter
of chain Minimum Minimum Minimum
Proof Proof Proof Approximate
[mm] breaking breaking breaking
test load test load test load mass per m
strength strength strength
[kN] [kN] [kN] [kg]
[kN] [kN] [kN]
11 36 51 51 72
12,5 46 66 66 92 3.7
14 58 82 82 116 4.4
16 76 107 107 150 5.6
17,5 89 127 127 179 6.8
19 105 150 150 211 8
20,5 123 175 175 244 244 349 9.3
22 140 200 200 280 280 401 10.6
24 167 237 237 332 332 476 12.6
26 194 278 278 389 389 556 14.8
28 225 321 321 449 449 642 17.1
30 257 368 368 514 514 735 19.6
32 291 417 417 583 583 833 22.3
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DNV AS
Guidance
Diameter
[kN] [kN] [kN] [kg]
[kN] [kN] [kN]
34 328 468 468 655 655 937 25.1
36 366 523 523 732 732 1050 28.1
38 406 581 581 812 812 1160 31.3
40 448 640 640 896 896 1280 34.7
42 492 703 703 981 981 1400 38.2
44 538 769 769 1080 1080 1540 41.9
46 585 837 837 1170 1170 1680 45.8
48 635 908 908 1280 1280 1810 49.8
50 686 981 981 1370 1370 1960 54
52 739 1060 1060 1480 1480 2110 58.4
54 794 1140 1140 1590 1590 2270 63
56 851 1220 1220 1710 1710 2430 67.8
58 909 1290 1290 1810 1810 2600 72.7
60 969 1380 1380 1940 1940 2770 77.8
62 1030 1470 1470 2060 2060 2940 83.1
64 1100 1560 1560 2190 2190 3130 88.6
66 1160 1660 1660 2310 2310 3300 94.2
68 1230 1750 1750 2450 2450 3500 100
70 1290 1840 1840 2580 2580 3690 106
73 1390 1990 1990 2790 2790 3990 115.2
76 1500 2150 2150 3010 3010 4300 124.9
78 1580 2260 2260 3160 3160 4500 131.6
81 1690 2410 2410 3380 3380 4820 142
84 1810 2580 2580 3610 3610 5160 152.9
87 1920 2750 2750 3850 3850 5500 164.2
90 2050 2920 2920 4090 4090 5840 176
92 2130 3040 3040 4260 4260 6080 184.1
95 2260 3230 3230 4510 4510 6440 196.6
97 2340 3350 3350 4680 4680 6690 205
100 2470 3530 3530 4940 4940 7060 218.5
102 2560 3660 3660 5120 5120 7320 227
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DNV AS
Guidance
Diameter
[kN] [kN] [kN] [kg]
[kN] [kN] [kN]
105 2700 3860 3860 5390 5390 7700 241
107 2790 3980 3980 5570 5570 7960 250
111 2970 4250 4250 5940 5940 8480 269
114 3110 4440 4440 6230 6230 8890 284
117 3260 4650 4650 6510 6510 9300 299
120 3400 4860 4860 6810 6810 9720 314
122 3500 5000 5000 7000 7000 9990 326
124 3600 5140 5140 7200 7200 10280 335
127 3750 5350 5350 7490 7490 10710 351
130 3900 5570 5570 7800 7800 11140 367
132 4000 5720 5720 8000 8000 11420 378
137 4260 6080 6080 8510 8510 12160 408
142 4520 6450 6450 9030 9030 12910 437
147 4790 6840 6840 9560 9560 13660 470
152 5050 7220 7220 10100 10100 14430 500
157 5320 7600 7600 10640 10640 15200 530
162 5590 7990 7990 11170 11170 15970 570
Table 5 Test loads for short link chain cables
Diameter of chain Proof load Breaking load

[mm] [N] [kN]
11 22.4 47.7
12 26.6 53.2
13 31.3 62.5
14 36.3 72.5
15 41.6 83.2
16 47.4 94.7
17 53.5 107.0
18 59.8 119.5
19 66.7 133.5
Hull equipment
DNV AS
Diameter of chain Proof load Breaking load
[mm] [N] [kN]
20 73.9 147.5
21 81.4 163.0
22 89.6 179.0
23 97.9 195.5
24 106.5 213
25 116.0 231
26 125.0 250
27 135.0 270
28 144.5 289
29 155.5 311
30 166.5 333
31 177.5 355
32 190.0 380
33 201 402
34 214 428
35 227 453

Figure 3 Position of test pieces
4.6.3 The allowable manufacturing tolerance on length of five (5) links is +2.5%. The measurements shall be
taken while the chain is loaded to about 10% of the proof load. Other methods for the measurements may be
agreed upon.
4.6.4 The allowable manufacturing tolerance on other dimensions than described in [4.6.2] and [4.6.3], is
±2.5%. For common links, three (3) links from every four (4) 27.5 m length or every 100 m length of chain
cable shall be chosen for measurements of outside length and width.
4.7 Identification
4.7.1 Every 27.5 m length of chain cable and all accessories shall be stamped with:
— chain grade, according to Table 3
— certificate number
Hull equipment
DNV AS
— the Society’s stamp.
4.8 Repair of defects
4.8.1 Links seriously damaged shall be replaced with shackles of approved type and grade of steel or with
new links corresponding to the original ones as regards grade of steel and specified properties. The use of
other material and processes of manufacture is subject to approval in each case. Each substitute (new link)
shall be subjected to a satisfactory method of heat treatment (normalizing, normalizing and tempering or
quenching and tempering) as required, without affecting adjacent links, if the entire chain is not reheat-
treated. Processes for individual treatment of links shall be tested as to impact properties (for NV K3 chain
also the tensile strength) by testing extra links which are manufactured and treated in the same way as the
new links in the chain.
The repaired chain length shall finally be subjected to the required proof testing.
4.8.2 Defective accessories for chain cables (shackles and swivels) shall be replaced by new ones of the
same grade as the chain cable, or better.
5 Chain locker
The chain locker shall be of capacity and depth adequate to provide an easy direct lead of the cables through
the chain pipes and self-stowing of the cables.
S = minimum stowing capacity
3
[m ]
where:
d = chain diameter [mm] according to Table 5
ℓ = total length of stud link chain cable according to Table 5.
The total stowage capacity shall be distributed on two chain lockers of equal size for the port and starboard
chain cables. The shape of the base areas shall as far as possible be quadratic with a maximum edge length
of 33 d. As an alternative, circular base areas may be selected, the diameter of which shall not exceed 30 –
35 d.
Above the stowage of each chain locker in addition a free depth of
h = 1500 [mm]
shall be provided, where practicable.
The chain locker boundaries and their access openings shall be watertight to prevent flooding of adjacent
spaces, where essential installations or equipment are arranged, in order to not affect the proper operation of
the yacht after accidental flooding of the chain locker.
Spurling pipes and cable lockers shall be watertight up to the weather deck.
Spurling pipes through which anchor cables are led shall be provided with permanently attached closing
appliances to minimize water ingress.
Where means of access is provided, it shall be closed by a substantial cover and secured by closely spaced
bolts.
Hull equipment
DNV AS
Adequate drainage facilities of the chain locker shall be provided.
The scantlings of the structural elements of chain locker are determined with a design pressure according to
pT3 of Ch.3 Sec.3 [3.3] with the distance h3 of load centre from the top of chain locker pipe.
The minimum thickness of plating is 5.0 mm. For steel chain locker plating a corrosion addition of 2.0 mm
shall be applied. If made from aluminium the chain locker shall be protected against the direct contact of
chain cable.
Where the chain locker boundaries are also tank boundaries their scantlings of stiffeners and plating shall be
determined as for tanks in accordance with Ch.4 Sec.4 [2].
6 Mooring equipment
6.1 Ropes
The towlines and mooring ropes specified in Table 5 and the content of [6.1.1] to [6.1.4] are
recommendations, only; compliance with these items is not a condition of class.
6.1.1 Breaking load
For towlines and mooring lines, steel wire ropes as well as fibre ropes made of natural or synthetic fibres or
wire ropes consisting of steel wire and fibre cores may be used. Nominal breaking loads specified in Table 2
are valid for wire ropes only. Where ropes of synthetic fibre are used, the breaking load shall be increased
above the table values. The extent of increase depends on the material quality.
The required diameters of synthetic fibre ropes used in lieu of steel wire ropes may be taken from Table 6.
Regardless of the breaking load recommended in Table 2, the diameter of fibre ropes should not be less than
20 mm.
6.1.2 Type of wire ropes
Wire ropes shall be of the following type:
— 144 wires (6 × 24) with 7 fibre cores for breaking loads of up to 500 kN
type: standard
— 216 wires (6 × 36) with 1 fibre core for breaking loads of more than 500 kN
type: standard
Where wire ropes are stored on mooring winch drums, steel cored wire ropes may be used e.g.:
— 6 × 19 with 1 steel core
type: Seale
— 6 × 36 with 1 steel core
type: Warrington-Seale
6.1.3 Length
The length of the individual mooring ropes may be up to 7 per cent less than that given in Table 5, provided
that the total length of all the wires and ropes is not less than the sum of the required individual lengths.
6.1.4 Alternatives
For individual mooring lines with a breaking load above 500 kN the following alternatives may be applied:
— The breaking load of the individual mooring lines specified in Table 2 may be reduced with corresponding
increase of the number of mooring lines, provided that the total breaking load of all lines aboard ship is
not less than the rule value as per Table 2. No mooring line, however, should have a breaking load of less
than 500 kN.
Hull equipment
DNV AS
— The number of mooring lines may be reduced with corresponding increase of the breaking load of the
individual mooring lines, provided that the total breaking load of all lines aboard ship is not less than the
rule value specified in Table 2; however, the number of lines should not be less than six (6).
Table 6 Equivalent diameters of steel wire and synthetic fibre ropes
Steel wire ropes Synthetic fibre ropes
1)
Steel wire ropes
2)
Polyamide Polyamide Polyester Polypropylene
Diameter [mm] Diameter [mm] Diameter [mm] Diameter [mm] Diameter [mm]
12 30 30 30 30
13 30 32 32 32
14 32 36 36 36
16 32 40 40 40
18 36 44 44 44
20 40 48 48 48
22 44 48 48 52
24 48 52 52 56
26 56 60 60 64
28 60 64 64 72
32 68 72 72 80
36 72 80 80 88
40 72 88 88 96
1) according to ISO 2232 or similar
2) regular laid ropes of refined polyamide monofilaments and filament fibres.
6.2 Shipboard fittings (mooring bollards and bitts, fairleads, stand rollers,
chocks)
6.2.1 The selection of shipboard fittings shall be made by the shipyard in accordance with an industry
standard accepted by the Society. When the shipboard fitting is not selected from an accepted industry
standard, the design load used to assess its strength and its attachment to the ship shall be in accordance
with [6.3].
6.2.2 Shipboard fittings for mooring shall be located on longitudinals, beams and/or girders, which are part
of the deck construction so as to facilitate efficient distribution of the mooring load. Other arrangements may
be accepted provided the strength is confirmed adequate for the service.
6.2.3 The SWL of each shipboard fitting shall be included in the towing and mooring arrangement plan
available on board for the guidance of the captain. It is recommended that the SWL is marked (by weld bead
or equivalent) on the deck fittings used for mooring.
Hull equipment
DNV AS
6.3 Supporting hull structure for mooring equipment
6.3.1 Unless greater safe working load is specified by the designer, the minimum design loads applied to
shipboard fittings and supporting hull structures shall be according to:
a) in the case of normal towing in harbour or manoeuvring operations, 125% of the maximum towline load
as indicated on the towing and mooring arrangement plan
b) in the case of towing service other that experienced in harbour or manoeuvring operations, such as
escort service, the nominal breaking strength of towline
c) in the case of mooring operations, 125% of the nominal breaking strength of the mooring line or towline
according to Table 2 for the ship’s corresponding equipment number EN.
The design load to be applied to supporting hull structures for mooring winches, etc. shall be 1.25 times the
intended maximum brake holding load and, for capstans, 1.25 times the maximum hauling in force.
The design load shall be applied through the mooring line according to the arrangement shown on the towing
and mooring arrangements plan, see Figure 4.

Figure 4 Application of design loads
The acting point of the mooring force on shipboard fittings shall be taken at the attachment point of a
mooring line or at a change in its direction.
For bollards, the acting point of the design load shall be taken at least equivalent to the diameter of the pipe
above deck level. Special designs have to be evaluated individually.
With these specified design loads, the stresses induced in the supporting structure and
welds shall not exceed the following permissible values:
Normal stress = Ry
Shear stress =
Hull equipment
DNV AS
SECTION 2 OUTFITTING
1 Life saving appliances
1.1
Arrangement and operation of lifeboats and other life-saving appliances are subject to the requirements of
the competent flag administration.
1.2
The design appraisal and testing of life boats with their launching appliances and of other life saving
appliances are not part of classification. However, approval of the hull structure in way of the launching
appliances taking into account the forces from the above appliances is part of classification.
Guidance note:
Drawing approval and survey according to the LSA Code, if applicable, may be required.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
2 General masts and rigging
2.1 General
2.1.1 See Pt.6 Ch.1.
2.2 Signal and radar masts
2.2.1 Drawings of masts, mast substructures and hull connections shall be submitted for approval.
2.2.2 Other masts as well as special designs shall, as regards dimensions and construction, in each case be
individually agreed with the Society.
3 Loading and lifting gear
The design appraisal and testing of loading and lifting gear on yachts are not part of classification.
However, approval of the hull structure in way of loading and lifting gear taking into account the forces from
the gear is part of classification.
Guidance note:
Upon customer's request, drawing approval and survey according to DNV-ST-0377 may be applied for.
4 Protection of the crew
4.1 General
Guard rails or bulwarks shall be provided at the boundaries of exposed freeboard and superstructure decks.
Hull equipment
DNV AS
4.2 Arrangement
The height of the bulwarks or guard rails shall be at least 1 m for motor yachts and 0.9 m for sailing yachts
from the deck (in exceptional cases for yachts of a length L 48 m at least 600 mm from the deck).
Removable or hinged stanchions shall be capable of being locked in the upright position.
Guard rails fitted on superstructure and freeboard decks shall have at least three (3) courses. The openings
below the lowest course of the guard rails shall not exceed 230 mm. The other courses shall be not more
than 380 mm apart.
4.3 Guard rails
Guard rails shall comply with the following:
— Guard rail stanchions shall not be welded to the shell plating. In the case of ships with rounded gunwales
the guard rail supports shall be placed on the flat of the deck.
— If agreed with the Society, cables may be used instead of the fixed courses with respect to the design
loads as given in Table 1. Cables shall fulfil following criteria:
— The top rail cable shall have a minimum breaking load of 33 kN and a minimum outer diameter of 8
mm including possible close-fitting sleeving.
— Lower cable(s) shall have at least 20 kN breaking load and a minimum outer diameter of 4.8 mm
inlcuding possible close-fitting sleeving.
— Cable guard rails shall be equipped with a device to adjust their tension in an easy way.
— Cables shall be tensioned the way that a mid load of 200 N between stanchions result in a deflection of
maximum of 200 mm.
Guidance note:
'Cables' are e.g. nitronic rod and steel wires.
4.4 Design loads and scantlings
The stanchions, courses, windshields (glass panes) and meshes shall withstand the design loads as given in
Table 1 without exceeding the defined permissible stresses.
The design force(s), according to Table 1, shall be applied perpendicular to e.g. the stanchion at top rail.
Guidance note:
The design pressure for bulwarks shall be considered separately, if applicable.
Table 1 Design forces
Yacht type/size amax [m] Fst [N/a]; q [N/m]; p [N/m2]

Passenger yacht 1.5 975
Passenger yacht (position 2 and
1.5 585
above)
Sailing yacht/motor yacht > 500 GT 2.2 750
Sailing yacht/motor yacht > 500 GT
2.2 450
(position 2 and above)
Hull equipment
DNV AS
amax [m] Fst [N/a]; q [N/m]; p [N/m2]
Yacht type/size
Sailing yacht/motor yacht < 500 GT 2.2 450
Sailing yacht/motor yacht < 500 GT
2.2 250
(position 2 and above)
a = distance between stanchions
Fst = stanchion design load depending on distance between stanchions
q = top guard rails design line load; also for top guard at windshields
p = windshield area design load
Guidance note:
Design loads shall not to be super imposed.
The bending stresses and equivalent stresses in metal stanchions and metal substructures shall not be
exceeded.
where:
Ry = yield strength
fm = see Ch.4 Sec.3
= 1.4
= 1.1
For composite stanchions and substructures the allowable strains according to Ch.5 Sec.4 shall not be
exceeded.
Guidance note:
Additional brackets at stanchions are not required. In the case of reinforced single (or group of) stanchions (e.g. by a bracket), the
design loads given in Table 1 shall not be reduced.
4.5 Testing requirements
A practical strength test for stanchions or guard rails may be required (instead of or in addition to [4.4]) with
a proof force Fproof, in N (or N/m), of:
where:
= 1.4 for metal stanchions
= 3.0 for composite stanchions
= 1.1
with a minimum proof force Fproof of:
Hull equipment
DNV AS
700 = metal (without permanent deformation)
1500 = FRP (without global failure)
4.6 Alternative
Scantlings of stanchions and courses which comply with ISO 5480, or equivalent standards are accepted.
Hull equipment
DNV AS
SECTION 3 SIDE SHELL DOORS AND STERN DOORS
1 General
1.1
These requirements are for the arrangement, strength and securing of side shell doors, abaft the collision
bulkhead and to stern doors leading into enclosed spaces.
1.2
Securing device is a device used to keep the door closed by preventing it from rotating about its hinges.
1.3
Supporting device is a device used to transmit external or internal loads from the door to a securing device
and from the securing device to the ship's structure, or a device other than a securing device, such as a
hinge, stopper or other fixed device, that transmits loads from the door to the yacht's structure.
2 Arrangement
2.1
Stern doors and side shell doors may be either below or above the freeboard deck. For passenger yachts
stern doors shall be situated above the freeboard deck.
2.2
Side shell doors and stern doors shall be so fitted as to ensure tightness and structural integrity
commensurate with their location and the surrounding structure.
2.3
Where the sill of any side shell door is below the uppermost load line, the arrangement shall be specially
considered.
2.4
Doors should preferably open outwards.
Doors which open inwards shall be especially approved.
2.5
In case of ice strengthening see DNV-RU-SHIP Pt.6 Ch.6.
Hull equipment
DNV AS
3 Strength criteria
3.1 Primary structure and securing and supporting devices
3.1.1 Scantlings of the primary members, securing and supporting devices of doors shall be designed to
withstand the design loads defined in [4] using increased material factor γm of 1.375.
3.1.2 The buckling strength of primary members shall be verified according to Ch.4 App.B.
3.1.3 For steel to steel bearings in securing and supporting devices, the nominal bearing pressure calculated
by dividing the design force by the projected bearing area shall not exceed 0.8 ReH, where ReH is the
yield stress of the bearing material. For other bearing materials, the permissible bearing pressure shall be
determined according to the manufacturer’s specification.
3.1.4 The arrangement of securing and supporting devices shall be such that threaded bolts do not carry
support forces. The maximum tension stress in way of threads of bolts not carrying support forces shall be
less than 0.5 RY.
4 Design loads
The design forces considered for the scantlings of primary members, securing and supporting devices of
side shell doors and stern doors shall be not less than the greater of the values determined by the following
equations:
— design forces for securing or supporting devices of doors opening inwards:
external force: [kN]
internal force: [kN]
— design forces for securing or supporting devices of doors opening outwards:
— design forces for primary members:
A = area of the door opening, in m2
W = mass of the door, in t
Fp = total packing force, in kN, where the packing line pressure is normally not to be taken less than
5 kN/m
Fo = max (Fc ; 5 A) [kN]
Fc = accidental force, in kN due to loosened tender etc., to be uniformly distributed over the area A
and not to be taken less than 300 kN. For small doors such as bunker doors and pilot doors, the
value of Fc may be appropriately reduced.
Hull equipment
DNV AS
However, the value of Fc may be taken as zero, provided an additional structure such as an inner
ramp is fitted, which is capable of protecting the door from accidental forces due to loosened
cargo/tenders
ps = external design pressure for the yacht's side according to Ch.3. shall be determined at the centre
of gravity of the door opening with height hG above base line [m]. pSdyn shall not be less than 25
kPa
hG = height of centre of area, in m.
Where doors also serve as platforms, the design deck load shall not be less than 5.0 kPa.
5 Scantlings
5.1 General
5.1.1 The strength of doors shall be commensurate with that of the surrounding structure.
5.1.2 Doors shall be adequately stiffened and means shall be provided to prevent lateral or vertical
movement of the doors when closed.
5.1.3 Additional to the requirements given in [5.1.1] and [5.1.2] the following shall be observed:
— Where doors also serve as platforms, the design of the hinges and supporting structures shall take into
account the deck loads and possible buoyancy forces considering the yacht's angle of trim and heel.
— Shell door openings shall have well-rounded corners and adequate compensation shall be arranged with
web frames and stringers or equivalent above and below.
5.2 Plating and secondary stiffeners
5.2.1 The thickness of the door plating shall not be less than the side shell thickness according to Ch.4 Sec.3
[5] using door stiffener spacing, but in no case less than the required minimum thickness of the plating
according to Ch.4 Sec.4 [4].
5.2.2 The section modulus of horizontal or vertical stiffeners shall not be less than that required for framing
at the position of the door according to Ch.4 Sec.4 [4]. Consideration shall be given, where necessary, to
differences in fixity between yacht's frames and doors stiffeners.
5.3 Primary structure
5.3.1 The door’s secondary stiffeners shall be supported by primary members constituting the main
stiffening of the door.
5.3.2 The primary members of the door and the hull structure in way shall have sufficient stiffness to ensure
integrity of the boundary support of the door.
6 Securing and supporting of side shell and stern doors
6.1 General
6.1.1 Doors shall be fitted with adequate means of securing and supporting so as to be commensurate with
the strength and stiffness of the surrounding structure. The hull supporting structure in way of the doors
Hull equipment
DNV AS
shall be suitable for the same design loads and design stresses as the securing and supporting devices.
Where packing is required, the packing material shall be of a comparatively soft type, and the supporting
forces shall be carried by the steel structure only. Other types of packing may be considered. The maximum
design clearance between securing and supporting devices is generally not to exceed 3 mm.
A means shall be provided for mechanically fixing the door in the open position.
6.1.2 Only the active supporting and securing devices having an effective stiffness in the relevant direction
shall be included and considered to calculate the reaction forces acting on the devices. Small and/or flexible
devices such as cleats intended to provide load compression of the packing material are not generally to be
included in the calculations called for in [6.2.2]. The number of securing and supporting devices is generally
to be the minimum practical whilst taking into account the redundancy requirements given in [6.2.3] and the
available space for adequate support in the hull structure.
6.2 Scantlings
6.2.1 Securing and supporting devices shall be adequately designed so that they can withstand the reaction
forces according to [3.1.1].
6.2.2 The distribution of the reaction forces acting on the securing and supporting devices may require
to be verified by direct calculations taking into account the flexibility of the hull structure and the actual
position and stiffness of the supports. This is, for instance, the case when the door is supported statically
undetermined.
6.2.3 The arrangement of securing and supporting devices in way of these securing devices shall be
designed with redundancy so that in the event of failure of any single securing or supporting device the
remaining devices are capable of withstanding the reaction forces for load case LCA, see [3.1].
6.2.4 All load transmitting elements in the design load path, from door through securing and supporting
devices into the yacht structure, including welded connections, shall be of the same strength standard as
required for the securing and supporting devices.
7 Arrangement of securing and locking devices
7.1 Systems for operation
7.1.1 Securing devices shall be simple to operate and easily accessible.
7.1.2 Securing devices shall be equipped with mechanical locking arrangement (self locking or separate
arrangement), or shall be of the gravity type. The opening and closing systems as well as securing and
locking devices shall be interlocked in such a way that they can only operate in the proper sequence.
7.1.3 Doors which are located partly or totally below the freeboard deck with clear opening area greater
2
than 6 m shall be provided with an arrangement for remote control, from a convenient position above the
freeboard deck, of:
— the closing and opening of the doors
— associated cleats, support and locking devices.
For doors which are required to be equipped with a remote control arrangement, the open/closed position
of the door and every closing device (cleats, support and locking device) shall be indicated at the remote
control station.
7.1.4 Indication of the open/closed position of every securing and locking device shall be provided at the
remote control stations. The operating panels for operation of doors shall be inaccessible to unauthorized
Hull equipment
DNV AS
persons. A notice plate, giving instructions to the effect that all securing devices shall be closed and locked
before leaving harbour, shall be placed at each operating panel and shall be supplemented by warning
indicator lights.
7.1.5 Where hydraulic securing devices are applied, the system shall be mechanically lockable in closed
position. This means that, in the event of loss of the hydraulic fluid, the securing devices remain locked. The
hydraulic system for securing and locking devices shall be isolated from other hydraulic circuits, when in
closed position.
7.2 Systems for indication/monitoring
7.2.1 Indicator lights shall be provided on the bridge and at the operating console for indication that the
doors are closed and the locking and securing devices are in their correct positions. Deviations from the
correct closed, locked and secured condition shall be indicated by optical and audible alarms.
The indicator panel shall be provided with:
— a power failure alarm
— an earth failure alarm
— a lamp test and
— separate indication for door closed, door locked, door not closed and door not locked.
Switching the indicator lights off is not permitted.
7.2.2 The indicator system shall be designed on the self-monitoring principle and shall be alarmed by visual
and audible means if the door is not fully closed and not fully locked or if securing devices become open or
locking devices become unsecured. The power supply for the indicator system shall be independent of the
power supply for operating and closing doors. The sensors of the indicator system shall be protected from
water, icing and mechanical damages. Degree of protection: at least IP 56.
7.2.3 The indication panel on the navigation bridge shall be equipped with a selector switch harbour/sea
voyage so arranged that alarm is given if the yacht leaves harbour with the door not closed and with any of
the securing devices not in the correct position.
7.3 Operating and maintenance manual
7.3.1 An operating and maintenance manual according to IACS unified requirement S9 for the door shall be
provided on board and contain necessary information on:
— description of the door system and design drawings
— service conditions, e.g. service restrictions, emergency operations, acceptable clearances for supports
— maintenance and function testing
— register of inspections and repairs.
Guidance note:
It is recommended that inspections of the door supporting and securing devices should be carried out by the ship’s staff at monthly
intervals and/or following incidents that could result in damage, including heavy weather and/or contact in the region of the shell
doors. Any damages recorded during such inspections should be reported to the Society.
7.3.2 Documented operating procedures for closing and securing the doors shall be kept on board and
posted close to the door.
Hull equipment
DNV AS
CHANGES – HISTORIC
Part 3 Chapter 8 Changes – historic
August 2021 edition
Changes August 2021, entering into force 1 January 2022
Rebranding to DNV All This document has been revised due to the rebranding of DNV

GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document. No technical content has been
changed.
July 2019 edition
Changes July 2019, entering into force 1 January 2020
Restructuring of sub-section Sec.2 [4] The sub-section has been re-arranged for improved readability.
Design loads for guard rails Sec.2 Table 1 The design loads for stanchions, top guard rails and windshield

and bulwarks area have been detailed to reflect the required safety level.
Sec.2 [4.5] Minimum proof force for stanchions and guard rails have been
quantified with a defined limit, replacing a descriptive, non-
quantified limitation.
January 2018 edition
Amendments July 2018
Only editorial changes have been made.
Changes January 2018, entering into force 1. July 2018
Rule clarification Sec.1 [5.3.1] Delete misleading requirement/paragraph
Implemented guidance notes with reference to LSA Code and DNVGL-
Sec.2 [1] and Sec.2 [3]
ST-0377 for lifting appliances
Hull equipment
DNV AS
Part 3 Chapter 8 Changes – historic
October 2016 edition
Amendments July 2017
Editorial changes have been made.
Main changes October 2016, entering into force as from date of
publication
• Sec.2 Outfitting
— Sec.2 [4.5]: Better, clear wording for requirement.
December 2015 edition
This is a new document.
The rules enter into force 1 July 2016.
Hull equipment
DNV AS
About DNV
DNV is the independent expert in risk management and assurance, operating in more than 100
countries. Through its broad experience and deep expertise DNV advances safety and sustainable
performance, sets industry benchmarks, and inspires and invents solutions.
Whether assessing a new ship design, optimizing the performance of a wind farm, analyzing sensor
data from a gas pipeline or certifying a food company’s supply chain, DNV enables its customers and
their stakeholders to make critical decisions with confidence.
Driven by its purpose, to safeguard life, property, and the environment, DNV helps tackle the
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Rules For Classification: Yachts

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RULES FOR CLASSIFICATION

Topic Reference Description

Anchor chain cables Sec.1 [4] Added requirements for anchor chain cables.

Bower anchors Towline Mooring ropes

[kg] [m] [mm] [mm] [mm] [m] [kN] – [m] [kN]

- 50 100 165 12.5 11 10 180 100 3 80 35

50-70 120 165 12.5 11 11 180 100 3 80 35

70-90 180 220 14 12.5 12.5 180 100 3 80 35

90-110 240 220 16 14 14 180 100 3 100 40

110-130 300 247.5 17.5 16 16 180 100 3 110 40

130-150 360 247.5 19 17.5 17.5 180 100 3 110 45

150-175 420 275 20.5 17.5 17.5 180 100 3 120 50

175-205 480 275 22 19 19 180 100 3 120 55

205-240 570 302.5 24 20.5 20.5 180 110 3 120 60

240-280 660 302,5 26 22 20.5 180 130 4 120 65

280-320 780 330 28 24 22 180 150 4 120 70

320-360 900 357.5 30 26 24 180 175 4 140 80

360-400 1020 357.5 32 28 24 180 200 4 140 85

400-450 1140 385 34 30 26 180 225 4 140 95

450-500 1290 385 36 32 28 180 250 4 140 100

500-550 1440 412.5 38 34 30 190 275 4 140 110

550-600 1590 412.5 40 34 30 190 305 4 160 120

Bower anchors Towline Mooring ropes

[kg] [m] [mm] [mm] [mm] [m] [kN] – [m] [kN]

600-660 1740 440 42 36 32 190 340 4 160 130

660-720 1920 440 44 38 34 190 370 4 160 145

720-780 2100 440 46 40 36 190 405 4 160 160

780-840 2280 467.5 48 42 36 190 440 4 170 170

840-910 2460 467.5 50 44 38 190 480 4 170 185

910-980 2640 467.5 52 46 40 190 520 4 170 200

980-1060 2850 495 54 48 42 200 560 4 170 215

1060-1140 3060 495 56 50 44 200 600 4 180 230

1140-1220 3300 495 58 50 46 200 645 4 180 250

1220-1300 3540 522.5 60 52 46 200 690 4 180 270

1300-1390 3780 522.5 62 54 48 200 740 4 180 285

1390-1480 4050 522.5 64 56 50 200 785 4 180 305

1480-1570 4320 550 66 58 50 220 835 4 180 325

1570-1670 4590 550 68 60 52 220 890 5 190 325

1670-1790 4890 550 70 62 54 220 940 5 190 335

1790-1930 5250 577.5 73 64 56 220 1025 5 190 350

1930-2080 5610 577.5 76 66 58 220 1110 5 190 375

2080-2230 6000 577.5 78 68 60 240 1170 5 190 400

2230-2380 6450 605 81 70 62 240 1260 5 200 425

2380-2530 6900 605 84 73 64 240 1355 5 200 450

2530-2700 7350 605 87 76 66 260 1455 5 200 480

2700-2870 7800 632.5 90 78 68 260 1470 6 200 480

2870-3040 8300 632.5 92 81 70 260 1470 6 200 490

3040-3210 8700 632.5 95 84 73 280 1470 6 200 500

3210-3400 9300 660 97 84 76 280 1470 6 200 520

3400-3600 9900 660 100 87 78 280 1470 6 200 555

3600-3800 10500 660 102 90 78 300 1470 6 200 590

Bower anchors Towline Mooring ropes

[kg] [m] [mm] [mm] [mm] [m] [kN] – [m] [kN]

3800-4000 11100 687.5 105 92 81 300 1470 6 200 620

Mass of anchor [kg] Proof test load [kN] Mass of anchor [kg] Proof test load [kN]

50 23.2 550 125

65 28.9 700 149

80 33.9 850 175

120 44.3 1000 199

180 57.4 1150 224

250 70.4 1300 247

325 84.2 1450 270

400 97.9 1700 307