Rules for the Classification of

Steel Ships

PART E – Service Notations for Offshore Service

Vessels and Tugs

NR 467.E1 DT R04 E July 2021

Marine & Offshore

Le Triangle de l’Arche - 8 cours du Triangle - CS50101
92937 Paris la Défense Cedex- France
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© 2021 Bureau Veritas - All rights reserved
 
per-cent as of due date calculated on the number of days such payment is delinquent. The Society shall also have the
BUREAU VERITAS MARINE & OFFSHORE
right to withhold Certificates and other documents and/or to suspend or revoke the validity of Certificates.
6.3 In case of dispute on the invoice amount, the undisputed portion of the invoice shall be paid and an
GENERAL CONDITIONS explanation on the dispute shall accompany payment so that action can be taken to resolve the dispute.

1. INDEPENDENCE OF THE SOCIETY AND APPLICABLE TERMS

7. LIABILITY
1.1 The Society shall remain at all times an independent contractor and neither the Society nor any of its officers,
7.1 The Society bears no liability for consequential loss. For the purpose of this clause consequential loss shall
employees, servants, agents or subcontractors shall be or act as an employee, servant or agent of any other party
include, without limitation:
hereto in the performance of the Services.
• Indirect or consequential loss;
1.2 The operations of the Society in providing its Services are exclusively conducted by way of random
• Any loss and/or deferral of production, loss of product, loss of use, loss of bargain, loss of revenue, loss of
inspections and do not, in any circumstances, involve monitoring or exhaustive verification.
profit or anticipated profit, loss of business and business interruption, in each case whether direct or indirect.
1.3 The Society acts as a services provider. This cannot be construed as an obligation bearing on the Society to
The Client shall defend, release, save, indemnify, defend and hold harmless the Society from the Client’s own
obtain a result or as a warranty. The Society is not and may not be considered as an underwriter, broker in Unit’s sale
consequential loss regardless of cause.
or chartering, expert in Unit’s valuation, consulting engineer, controller, naval architect, designer, manufacturer,
7.2 Except in case of wilful misconduct of the Society, death or bodily injury caused by the Society’s negligence
shipbuilder, repair or conversion yard, charterer or shipowner; none of the above listed being relieved from any of their
and any other liability that could not be, by law, limited, the Society’s maximum liability towards the Client is limited to
expressed or implied obligations as a result of the interventions of the Society.
one hundred and fifty per-cent (150%) of the price paid by the Client to the Society for the Services having caused the
1.4 Only the Society is qualified to apply and interpret its Rules.
damage. This limit applies to any liability of whatsoever nature and howsoever arising, including fault by the Society,
1.5 The Client acknowledges the latest versions of the Conditions and of the applicable Rules applying to the
breach of contract, breach of warranty, tort, strict liability, breach of statute.
Services’ performance.
7.3 All claims shall be presented to the Society in writing within three (3) months of the completion of Services’
1.6 Unless an express written agreement is made between the Parties on the applicable Rules, the applicable
performance or (if later) the date when the events which are relied on were first discovered by the Client. Any claim not
Rules shall be the Rules applicable at the time of entering into the relevant contract for the performance of the
so presented as defined above shall be deemed waived and absolutely time barred.
Services.
1.7 The Services’ performance is solely based on the Conditions. No other terms shall apply whether express or
8. INDEMNITY CLAUSE
implied.
8.1 The Client shall defend, release, save, indemnify and hold harmless the Society from and against any and all
claims, demands, lawsuits or actions for damages, including legal fees, for harm or loss to persons and/or property
2. DEFINITIONS
tangible, intangible or otherwise which may be brought against the Society, incidental to, arising out of or in connection
2.1 “Certificate(s)” means classification or statutory certificates, attestations and reports following the Society’s
with the performance of the Services (including for damages arising out of or in connection with opinions delivered
intervention.
according to clause 4.4 above) except for those claims caused solely and completely by the gross negligence of the
2.2 “Certification” means the activity of certification in application of national and international regulations or
Society, its officers, employees, servants, agents or subcontractors.
standards (“Applicable Referential”), in particular by delegation from different governments that can result in the
issuance of a Certificate.
9. TERMINATION
2.3 “Classification” means the classification of a Unit that can result or not in the issuance of a classification
9.1 The Parties shall have the right to terminate the Services (and the relevant contract) for convenience after
Certificate with reference to the Rules. Classification (or Certification as defined in clause 2.2) is an appraisement
giving the other Party thirty (30) days’ written notice, and without prejudice to clause 6 above.
given by the Society to the Client, at a certain date, following surveys by its surveyors on the level of compliance of the
9.2 The Services shall be automatically and immediately terminated in the event the Client can no longer
Unit to the Society’s Rules and/or to Applicable Referential for the Services provided. They cannot be construed as an
establish any form of interest in the Unit (e.g. sale, scrapping).
implied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value for sale,
9.3 The Classification granted to the concerned Unit and the previously issued Certificates shall remain valid
insurance or chartering.
until the date of effect of the termination notice issued, or immediately in the event of termination under clause 9.2,
2.4 “Client” means the Party and/or its representative requesting the Services.
subject to compliance with clause 4.1 and 6 above.
2.5 “Conditions” means the terms and conditions set out in the present document.
9.4 In the event where, in the reasonable opinion of the Society, the Client is in breach, or is suspected to be in
2.6 “Industry Practice” means international maritime and/or offshore industry practices.
breach of clause 16 of the Conditions, the Society shall have the right to terminate the Services (and the relevant
2.7 “Intellectual Property” means all patents, rights to inventions, utility models, copyright and related rights,
contracts associated) with immediate effect.
trade marks, logos, service marks, trade dress, business and domain names, rights in trade dress or get-up, rights in
goodwill or to sue for passing off, unfair competition rights, rights in designs, rights in computer software, database
10. FORCE MAJEURE
rights, topography rights, moral rights, rights in confidential information (including know-how and trade secrets),
10.1 Neither Party shall be responsible or liable for any failure to fulfil any term or provision of the Conditions if
methods and protocols for Services, and any other intellectual property rights, in each case whether capable of
and to the extent that fulfilment has been delayed or temporarily prevented by a force majeure occurrence without the
registration, registered or unregistered and including all applications for and renewals, reversions or extensions of
fault or negligence of the Party affected and which, by the exercise of reasonable diligence, the said Party is unable to
such rights, and all similar or equivalent rights or forms of protection in any part of the world.
provide against.
2.8 “Parties” means the Society and Client together.
10.2 For the purpose of this clause, force majeure shall mean any circumstance not being within a Party’s
2.9 “Party” means the Society or the Client.
reasonable control including, but not limited to: acts of God, natural disasters, epidemics or pandemics, wars, terrorist
2.10 “Register” means the public electronic register of ships updated regularly by the Society.
attacks, riots, sabotages, impositions of sanctions, embargoes, nuclear, chemical or biological contaminations, laws or
2.11 “Rules” means the Society’s classification rules (available online on veristar.com), guidance notes and other
action taken by a government or public authority, quotas or prohibition, expropriations, destructions of the worksite,
documents. The Society’s Rules take into account at the date of their preparation the state of currently available and
explosions, fires, accidents, any labour or trade disputes, strikes or lockouts.
proven technical minimum requirements but 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
11. CONFIDENTIALITY
and carefully followed at all times by the Client.
11.1 The documents and data provided to or prepared by the Society in performing the Services, and the
2.12 “Services” means the services set out in clauses 2.2 and 2.3 but also other services related to Classification
information made available to the Society, will be treated as confidential except where the information:
and Certification such as, but not limited to: ship and company safety management certification, ship and port security
• is properly and lawfully in the possession of the Society;
certification, maritime labour certification, training activities, all activities and duties incidental thereto such as
• is already in possession of the public or has entered the public domain, other than through a breach of this
documentation on any supporting means, software, instrumentation, measurements, tests and trials on board. The
obligation;
Services are carried out by the Society according to the Rules and/or the Applicable Referential and to the Bureau
Veritas’ Code of Ethics. The Society shall perform the Services according to the applicable national and international • is acquired or received independently from a third party that has the right to disseminate such information;
standards and Industry Practice and always on the assumption that the Client is aware of such standards and Industry • is required to be disclosed under applicable law or by a governmental order, decree, regulation or rule or by
Practice. a stock exchange authority (provided that the receiving Party shall make all reasonable efforts to give prompt written
2.13 “Society” means the classification society ‘Bureau Veritas Marine & Offshore SAS’, a company organized notice to the disclosing Party prior to such disclosure).
and existing under the laws of France, registered in Nanterre under number 821 131 844, or any other legal entity of 11.2 The Parties shall use the confidential information exclusively within the framework of their activity underlying
Bureau Veritas Group as may be specified in the relevant contract, and whose main activities are Classification and these Conditions.
Certification of ships or offshore units. 11.3 Confidential information shall only be provided to third parties with the prior written consent of the other
2.14 “Unit” means any ship or vessel or offshore unit or structure of any type or part of it or system whether Party. However, such prior consent shall not be required when the Society provides the confidential information to a
linked to shore, river bed or sea bed or not, whether operated or located at sea or in inland waters or partly on land, subsidiary.
including submarines, hovercrafts, drilling rigs, offshore installations of any type and of any purpose, their related and 11.4 Without prejudice to sub-clause 11.1, the Society shall have the right to disclose the confidential information
ancillary equipment, subsea or not, such as well head and pipelines, mooring legs and mooring points or otherwise as if required to do so under regulations of the International Association of Classifications Societies (IACS) or any
decided by the Society. statutory obligations.

3. SCOPE AND PERFORMANCE 12. INTELLECTUAL PROPERTY

3.1 Subject to the Services requested and always by reference to the Rules, and/or to the Applicable Referential, 12.1 Each Party exclusively owns all rights to its Intellectual Property created before or after the commencement
the Society shall: date of the Conditions and whether or not associated with any contract between the Parties.
• review the construction arrangements of the Unit as shown on the documents provided by the Client; 12.2 The Intellectual Property developed by the Society for the performance of the Services including, but not
• conduct the Unit surveys at the place of the Unit construction; limited to drawings, calculations, and reports shall remain the exclusive property of the Society.
• class the Unit and enter the Unit’s class in the Society’s Register;
13. ASSIGNMENT
• survey the Unit periodically in service to note whether the requirements for the maintenance of class are met.
13.1 The contract resulting from to these Conditions cannot be assigned or transferred by any means by a Party
The Client shall inform the Society without delay of any circumstances which may cause any changes on the
to any third party without the prior written consent of the other Party.
conducted surveys or Services.
13.2 The Society shall however have the right to assign or transfer by any means the said contract to a
3.2 The Society will not:
subsidiary of the Bureau Veritas Group.
• declare the acceptance or commissioning of a Unit, nor its construction in conformity with its design, such
activities remaining under the exclusive responsibility of the Unit’s owner or builder;
14. SEVERABILITY
• engage in any work relating to the design, construction, production or repair checks, neither in the operation
14.1 Invalidity of one or more provisions does not affect the remaining provisions.
of the Unit or the Unit’s trade, neither in any advisory services, and cannot be held liable on those accounts.
14.2 Definitions herein take precedence over other definitions which may appear in other documents issued by
the Society.
4. RESERVATION CLAUSE
14.3 In case of doubt as to the interpretation of the Conditions, the English text shall prevail.
4.1 The Client shall always: (i) maintain the Unit in good condition after surveys; (ii) present the Unit for surveys;
and (iii) inform the Society in due time of any circumstances that may affect the given appraisement of the Unit or 15. GOVERNING LAW AND DISPUTE RESOLUTION
cause to modify the scope of the Services.
15.1 These Conditions shall be construed in accordance with and governed by the laws of England and Wales.
4.2 Certificates are only valid if issued by the Society.
15.2 Any dispute shall be finally settled under the Rules of Arbitration of the Maritime Arbitration Chamber of Paris
4.3 The Society has entire control over the Certificates issued and may at any time withdraw a Certificate at its
(“CAMP”), which rules are deemed to be incorporated by reference into this clause. The number of arbitrators shall be
entire discretion including, but not limited to, in the following situations: where the Client fails to comply in due time
three (3). The place of arbitration shall be Paris (France). The Parties agree to keep the arbitration proceedings
with instructions of the Society or where the Client fails to pay in accordance with clause 6.2 hereunder.
confidential.
4.4 The Society may at times and at its sole discretion give an opinion on a design or any technical element that
15.3 Notwithstanding clause 15.2, disputes relating to the payment of the Society’s invoices may be submitted by
would ‘in principle’ be acceptable to the Society. This opinion shall not presume on the final issuance of any Certificate the Society to the Tribunal de Commerce de Nanterre, France, or to any other competent local Court, at the Society’s
nor on its content in the event of the actual issuance of a Certificate. This opinion shall only be an appraisement made
entire discretion.
by the Society which shall not be held liable for it.
16. PROFESSIONAL ETHICS
5. ACCESS AND SAFETY
16.1 Each Party shall conduct all activities in compliance with all laws, statutes, rules, economic and trade
5.1 The Client shall give to the Society all access and information necessary for the efficient performance of the
sanctions (including but not limited to US sanctions and EU sanctions) and regulations applicable to such Party
requested Services. The Client shall be the sole responsible for the conditions of presentation of the Unit for tests,
including but not limited to: child labour, forced labour, collective bargaining, discrimination, abuse, working hours and
trials and surveys and the conditions under which tests and trials are carried out. Any information, drawing, etc.
minimum wages, anti-bribery, anti-corruption, copyright and trademark protection, personal data protection
required for the performance of the Services must be made available in due time.
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5.2 The Client shall notify the Society of any relevant safety issue and shall take all necessary safety-related
Each of the Parties warrants that neither it, nor its affiliates, has made or will make, with respect to the matters
measures to ensure a safe work environment for the Society or any of its officers, employees, servants, agents or
provided for hereunder, any offer, payment, gift or authorization of the payment of any money directly or indirectly, to
subcontractors and shall comply with all applicable safety regulations.
or for the use or benefit of any official or employee of the government, political party, official, or candidate.
16.2 In addition, the Client shall act consistently with the Bureau Veritas’ Code of Ethics and, when applicable,
6. PAYMENT OF INVOICES
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6.1 The provision of the Services by the Society, whether complete or not, involves, for the part carried out, the
responsibility/operational-excellence.
payment of fees thirty (30) days upon issuance of the invoice.
6.2 Without prejudice to any other rights hereunder, in case of Client’s payment default, the Society shall be
entitled to charge, in addition to the amount not properly paid, interest equal to twelve (12) months LIBOR plus two (2)

Bureau Veritas Marine & Offshore General Conditions – January 2021 version
 RULES FOR THE CLASSIFICATION OF SHIPS

Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapters 1 2 3 4 5 6 7 8 9 10 11 12

Chapter 1 TUGS
Chapter 2 ANCHOR HANDLING VESSELS
Chapter 3 SUPPLY VESSELS
Chapter 4 FIRE FIGHTING SHIPS
Chapter 5 OIL RECOVERY SHIPS
Chapter 6 CABLE-LAYING SHIPS
Chapter 7 DIVING SUPPORT VESSELS
Chapter 8 LIFTING UNITS
Chapter 9 SEMI-SUBMERSIBLE CARGO SHIPS
Chapter 10 STANDBY RESCUE VESSELS
Chapter 11 ACCOMMODATION UNITS
Chapter 12 PIPE LAYING UNITS

July 2021
 The English wording of these rules take precedence over editions in other
languages.

Unless otherwise specified, these rules apply to ships for which contracts are
signed after July 1st, 2021. The Society may refer to the contents hereof
before July 1st, 2021, as and when deemed necessary or appropriate.

2 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 1
T UGS

Section 1 General
1 General 33
1.1 Application
2 Definitions 33
2.1 Design bollard pull
2.2 Reference towline force
2.3 Design load
2.4 Winch brake holding load
2.5 Towline breaking strength
2.6 Escort tugs indirect towing modes
2.7 Escort forces and speed
2.8 Towing winch emergency release systems
3 Fire safety 36
3.1 Suppression of fire

Section 2 Stability
1 Application 37
1.1
2 General requirements 37
2.1 Openings
2.2 Stability booklet
2.3 Intact stability
3 Additional requirements for escort tugs 39
3.1 Intact stability
3.2 Stability booklet
3.3 Inclinometer

Section 3 Hull Structure

1 General 41
1.1 Application
1.2 Documents to be submitted
2 General requirements 41
2.1 Typical design arrangements
2.2 Structure design principles
2.3 Hull scantlings
2.4 Other structures
2.5 Rudder and bulwarks
2.6 Anchoring and mooring equipment
2.7 Towing equipment

July 2021 Bureau Veritas - Rules for Steel Ships 3

 3 Additional requirements for escort tugs 46
3.1 Structural design principles
3.2 Equipment for escort operations
4 Additional requirements for salvage tugs 48
4.1 Equipment

Section 4 Integrated Tug/Barge Combination

1 General 50
1.1 Application
1.2 Permanent connections
1.3 Removable connections
1.4 Documents to be submitted
2 General arrangement design 50
2.1 Bulkhead arrangement
3 Integrated tug/barge combinations with permanent connection:
stability, freeboard, design loads, hull scantlings and equipment 51
3.1 Stability calculations
3.2 Freeboard calculation
3.3 Still water hull girder loads
3.4 Wave hull girder loads
3.5 Still water local loads
3.6 Wave local loads
3.7 Hull girder strength
3.8 Scantlings of plating, ordinary stiffeners and primary supporting members
3.9 Equipment
4 Integrated tug/barge combination with removable connection:
stability, freeboard, design loads, hull scantlings and equipment 52
4.1 Stability calculations
4.2 Freeboard calculation
4.3 Still water hull girder loads
4.4 Wave hull girder loads
4.5 Still water local loads
4.6 Wave local loads
4.7 Hull girder strength
4.8 Scantlings of plating, ordinary stiffeners and primary supporting members
4.9 Equipment
5 Connection 53
5.1 General
5.2 Scantlings
6 Other structures 53
6.1 Tug fore part
6.2 Tug aft part
6.3 Barge fore part
6.4 Barge aft part
7 Hull outfitting 54
7.1 Rudder and steering gear

4 Bureau Veritas - Rules for Steel Ships July 2021

 8 Construction and testing 54
8.1 Test of the disconnection procedure of removable connection

Section 5 Testing
1 General 55
1.1 Application
2 General requirements 55
2.1 Bollard Pull test
2.2 Towing winches
2.3 Towing hooks
2.4 Emergency release system
3 Additional requirements for escort tugs 56
3.1 Escort performance simulations
3.2 Escort performance trials
3.3 Escort equipment testing

Appendix 1 Bollard Pull Trials

1 General 59
1.1 Purpose
1.2 Application
2 General requirements 59
2.1 Bollard pull trial
2.2 Bollard pull trial conditions
2.3 Engine rating
2.4 Steady state phase
3 Requirements for the trial site 60
3.1 Water depth and radius
3.2 Ship to shore distance
3.3 Current
3.4 Water density
3.5 Waves
3.6 Wind
3.7 Outside temperature
3.8 Towline
3.9 Vessel orientation relative to the quay
4 Instrumentation 62
4.1 Load cell
4.2 Engine speed measurement
4.3 Power measurement
4.4 Data logging
5 Trial preparation 64
5.1 Draught and trim
5.2 Propellers
5.3 Fuel

July 2021 Bureau Veritas - Rules for Steel Ships 5

 6 Trial execution 65
6.1 General
6.2 Steps to be performed
7 Data analysis 65
7.1 Validation of recorded data
7.2 Identification of steady state performance
8 Reporting 65
8.1 Trial report requirements
9 Part load bollard pull re-evaluation trials 66
9.1 Application
9.2 Trial overview
9.3 Prerequisites
9.4 Step 1: Evaluation of engine power
9.5 Step 2: Re-evaluation of propulsion efficiency
9.6 Step 3: Re-evaluation of bollard pull capability at available power
9.7 Presentation of results

6 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 2
A NCHOR H ANDLING V ESSELS

Section 1 General
1 General 71
1.1 Application
1.2 Definitions

Section 2 General Arrangement

1 General 72
1.1 Access to machinery space and spaces below the exposed cargo deck

Section 3 Stability
1 General 73
1.1 Assumptions
1.2 Definitions
1.3 Heeling moment
1.4 Permissible tension
1.5 Calculation of stability curves
1.6 Intact stability
1.7 Information to be displayed
1.8 Stability booklet
1.9 Stability instrument

Section 4 Hull Structure

1 Documentation 79
1.1 Documents to be submitted
2 General requirements 80
2.1 Deck equipment
2.2 Loading manual
2.3 Design loads
2.4 Deck structure
2.5 Anchor handling winch
2.6 Anchor handling deck equipment other than winches
2.7 Stern roller
2.8 Wire
2.9 Anchor handling arrangements

Section 5 Testing
1 General 82
1.1 Load test
1.2 Functional test
1.3 Operational tests

July 2021 Bureau Veritas - Rules for Steel Ships 7

C HAPTER 3
S UPPLY V ESSELS

Section 1 General
1 General 85
1.1 Application
1.2 IMO regulations
1.3 Classification notations
1.4 Applicable rules
1.5 Definitions
2 Documents to be submitted 89
2.1 General

Section 2 General Arrangement

1 Compartment arrangement 91
1.1 General
1.2 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
1.3 Compartment arrangement in way of oil product cargo tanks
2 Arrangement and access to spaces 92
2.1 Access arrangement in way of cargo tanks for oil products
2.2 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
3 Arrangement for hull and forecastle openings 93
3.1 General

Section 3 Stability
1 General 94
1.1 Application
1.2 Relaxation
1.3 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
2 Intact stability 94
2.1 General
2.2 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
3 Damage stability 95
3.1 Damage stability when the additional class notation SDS is assigned

8 Bureau Veritas - Rules for Steel Ships July 2021

 Section 4 Hull Structure
1 Structure design principles 97
1.1 General
1.2 Side structure exposed to bumping
1.3 Deck structure
1.4 Structure of cement tanks and mud compartments
1.5 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
1.6 Additional requirements for ships granted with notation -acids
2 Design loads 97
2.1 Dry uniform cargoes
3 Hull scantlings 98
3.1 Plating
3.2 Ordinary stiffeners
3.3 Primary supporting members
4 Other structure 98
4.1 Aft part
4.2 Superstructures and deckhouses
4.3 Structure of cargo tanks
5 Hull outfitting 99
5.1 Rudders
5.2 Bulwarks
5.3 Equipment

Section 5 Machinery and Cargo Systems

1 Machinery systems 100
1.1 Cargo heating systems
1.2 Exhaust pipes
1.3 Inert gas system
1.4 Other machinery systems
1.5 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
1.6 Additional requirements for ships granted with notations -FP≤60°C and/or -
acids and/or -toxic
1.7 Additional requirements for ships granted with notation -FP≤60°C
1.8 Additional requirements for ships granted with notation -toxic
1.9 Additional requirements for ships granted with notation -acids
2 Cargo piping design 100
2.1 Cargo separation
2.2 Design and materials
2.3 Piping arrangement
2.4 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
2.5 Additional requirements for ships granted with notations -FP≤60°C and/or -
acids and/or -toxic

July 2021 Bureau Veritas - Rules for Steel Ships 9

 3 Cargo tanks 101
3.1 Cargo oil tanks
3.2 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
4 Cargo pumping system 101
4.1 General
5 Cargo tank fittings 102
5.1 Level gauging systems and overflow control
5.2 Cargo tank venting systems
5.3 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
5.4 Additional requirements for ships granted with notation -toxic
5.5 Additional requirements for ships granted with notation -acids
6 Mechanical ventilation in the cargo area 103
6.1 Cargo pump-room ventilation
6.2 Additional requirements for ships granted with HNLS and/or WELLSTIM
additional service features
7 Discharging and loading of portable tanks on board 103
7.1 Ships granted with additional service features HNLS and/or WELLSTIM
8 Additional requirements for carriage of liquid carbon dioxide and
liquid nitrogen 103
8.1 Ships granted with notation -LG

Section 6 Electrical Installations, Instrumentation and Automation

1 Hazardous location and types of equipment 105
1.1 General
2 Additional requirements for ships granted with HNLS and/or
WELLSTIM additional service features 105
2.1 General
2.2 Additional requirements for ships granted with notations -FP≤60°C and/or -toxic
2.3 Additional requirements for ships granted with notation -acid

Section 7 Fire Prevention, Protection and Extinction

1 General 106
1.1 Application
2 Fire prevention and protection 106
2.1 Ships granted with additional service features HNLS and/or WELLSTIM
3 Fire fighting 106
3.1 Ships carrying oil product
3.2 Ships granted with additional service features HNLS and/or WELLSTIM
4 Personnel protection 106
4.1 Ships carrying oil products
4.2 Ships granted with additional service features HNLS and/or WELLSTIM
4.3 Additional requirements for ships granted with notation -LG

10 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 4
F IRE F IGHTING S HIPS

Section 1 General
1 General 109
1.1 Application

Section 2 Hull and Stability

1 Stability 110
1.1 Intact stability
2 Structure design principles 110
2.1 Hull structure
2.2 Water and foam monitors
3 Other structures 110
3.1 Arrangement for hull and superstructure openings

Section 3 Machinery and Systems

1 General 111
1.1 Application
1.2 Documents to be submitted
2 Design of machinery systems 111
2.1 Manoeuvrability
2.2 Fuel oil capacity
2.3 Scuppers
3 General requirements for fire-fighting systems 112
3.1 General
3.2 Independence of pumping and piping systems
3.3 Design and construction of piping systems
3.4 Monitors
3.5 Monitor control
4 Water fire-fighting system 113
4.1 Characteristics
4.2 Monitors
4.3 Piping
5 Fixed foam fire-extinguishing system 114
5.1 General
5.2 Characteristics
5.3 Arrangement
6 Portable fire-fighting equipment 114
6.1 Portable high expansion foam generator
6.2 Hydrants and fire hoses

July 2021 Bureau Veritas - Rules for Steel Ships 11

 7 Fire-fighter's outfits 114
7.1 Number and characteristics
7.2 Compressed air system for breathing apparatuses
8 Testing 115
8.1 General
8.2 Workshop tests
8.3 On board tests

Section 4 Fire Protection and Extinction

1 General 116
1.1 Application
1.2 Documents to be submitted
2 Fire protection of exposed surfaces 116
2.1 Structural fire protection
2.2 Deadlights and shutters
3 Self-protection water-spraying system 116
3.1 General
3.2 Capacity
3.3 Arrangement
3.4 Pumps
3.5 Piping system and spray nozzles

12 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 5
O IL R ECOVERY S HIPS

Section 1 General
1 General 121
1.1 Application
1.2 Definitions

Section 2 Hull and Stability

1 General 123
1.1 Documents to be submitted
1.2 General arrangement
2 Stability 124
2.1 Intact stability
3 Hull scantlings 124
3.1 Additional loads
4 Construction and testing 124
4.1 Testing

Section 3 Machinery and Systems

1 General 125
1.1 Documents to be submitted
2 Machinery installation and piping system other than oil recovery
system 125
2.1 Sea water cooling system
2.2 Water fire-extinguishing system
2.3 Exhaust gas systems
3 Pumping system, piping system and pump-rooms intended for
recovered oil 125
3.1 Design of pumping and piping systems
3.2 Arrangement of piping systems
3.3 Oil recovery pumps
3.4 Oil recovery pump-rooms
4 Oil recovery tank fittings 126
4.1 Vent pipes
4.2 Level gauging and overfilling control
5 Heating systems 127
5.1
6 Additional requirements 127
6.1 Ships assigned with the additional service feature OILTREAT

July 2021 Bureau Veritas - Rules for Steel Ships 13

 Section 4 Electrical Installations
1 General 128
1.1 Application
1.2 Documentation to be submitted
2 Design requirements 128
2.1 System of supply
2.2 Earth detection
3 Hazardous locations and types of equipment 128
3.1 Electrical equipment permitted in hazardous areas
3.2 Additional requirements for machinery installations in hazardous areas
3.3 Openings, access and ventilation conditions affecting the extent of hazardous
areas

Section 5 Fire Protection, Detection and Extinction

1 General 130
1.1 Documents to be submitted
2 Mechanical ventilation in the oil recovery area 130
2.1 General
2.2 Ventilation of recovered oil pump rooms
2.3 Ventilation of enclosed spaces normally entered during oil recovery operation
other than recovery oil pump rooms
3 Fire protection and fighting 130
3.1 Vapor detector
3.2 Structural fire protection
3.3 Fire-fighting

14 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 6
C ABLE -L AYING S HIPS

Section 1 General
1 General 135
1.1 Application

Section 2 Hull and Stability

1 General 136
1.1 Application
1.2 Documents to be submitted
2 Stability 136
2.1 Intact stability
2.2 Damage stability for ships where the notation SDS has been required
3 Hull scantlings 136
3.1 Cable tanks
3.2 Connection of the machinery and equipment with the hull structure
4 Other structures 137
4.1 Fore part
5 Hull outfitting 137
5.1 Equipment

Section 3 Machinery and Systems

1 General 138
1.1 Propulsion and manoeuvrability
1.2 Documents to be submitted
2 Arrangements for cable laying, hauling and repair 138
2.1 Typical machinery and equipment of cable laying ships
2.2 Design of cable handling machinery and equipment
2.3 Safety
2.4 Testing of cable handling machinery and equipment
3 On board trials 139
3.1 Ship trials
3.2 Equipment trials

Section 4 Fire Protection

1 Cable tanks 140
1.1 Means for fire fighting

July 2021 Bureau Veritas - Rules for Steel Ships 15

C HAPTER 7
D IVING S UPPORT V ESSELS

Section 1 General
1 General 143
1.1 Application
1.2 Scope

2 Diving system 144

2.1 Description
2.2 Classification of the diving system
3 References 144
3.1 Acronyms
3.2 Definitions
3.3 Reference rules and regulations

4 Documents to be submitted 146

4.1 General
4.2 Diving system documentation

Section 2 General Arrangement

1 General arrangement 148
1.1 Diving system arrangements
1.2 Machinery spaces
1.3 Hazardous areas
1.4 Breathing gas storage
1.5 Location of deck decompression chamber
1.6 Diving operations
2 Access arrangement 148
2.1 General
2.2 Means of evacuation

Section 3 Structural Assessment

1 Diving equipment foundations 149
1.1 General
1.2 Design loads
1.3 Allowable deflection

2 Launching system foundations 149

2.1 General

16 Bureau Veritas - Rules for Steel Ships July 2021

 Section 4 Machinery and Systems
1 Sea inlets 150
1.1 General
2 Position keeping 150
2.1 General
2.2 Dynamic positioning
3 Electrical installations 150
3.1 General
3.2 Electrical power supply
4 Diving control station 151
4.1 General
4.2 Communication and relocation system
5 Diver heating system 151
5.1 Oil fired heaters

Section 5 Safety Features

1 Fire safety 152
1.1 Personnel protection
1.2 Structural fire protection
1.3 Detection and alarm
1.4 Fire-fighting equipment
2 Breathing gas system 153
2.1 Storage on board
2.2 Piping
2.3 Oxygen installation
2.4 Colour code
2.5 Signboards
3 Ventilation 154
3.1 General
4 Means of evacuation of the divers in saturation 154
4.1 Application
4.2 Hyperbaric evacuation system
4.3 Launching arrangement

Section 6 Specific Requirements for Ships Assigned with the Service

Notation diving support-capable
1 General 155
1.1 Application
1.2 Documents to be submitted
1.3 Activation of service notation diving support-portable
2 General arrangement 156
2.1 General

July 2021 Bureau Veritas - Rules for Steel Ships 17

 3 Structural assessment 156
3.1 General
4 Machinery and systems 156
4.1 Position keeping
4.2 Sea inlets
5 Electrical installations and automations 156
5.1 Electrical power supply
6 Safety features 156
6.1 Fire safety
6.2 Breathing gas facilities
6.3 Ventilation

Section 7 Initial Inspection and Testing

1 General 157
1.1 Application
1.2 Non-permanent diving system
2 On-board testing 157
2.1 Diving installations

18 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 8
L IFTING U NITS

Section 1 General
1 General 161
1.1 Application
1.2 Scope
2 Lifting equipment 161
2.1 Certification of the lifting equipment
3 References 161
3.1 Acronyms
3.2 Definitions
4 Documents to be submitted 162
4.1 General
4.2 Lifting equipment documentation

Section 2 General Arrangement

1 General 164
1.1 Location of lifting appliances
1.2 Position of the crane during navigation

Section 3 Stability and Subdivision

1 General 165
1.1 Application
1.2 Definitions
1.3 Loading conditions
1.4 Trim and stability booklet
1.5 Model tests or direct calculations
1.6 Operational procedures against capsizing
1.7 Guidance on wind force
2 Intact stability 167
2.1 General stability criteria
2.2 Lifting operations conducted under environmental and operational limitations
2.3 Intact stability criteria in the event of sudden loss of the lifted load
3 Intact stability - alternative method 169
3.1 General
3.2 Alternative stability criteria
4 Additional intact stability criteria for crane overload test 169
4.1 General

July 2021 Bureau Veritas - Rules for Steel Ships 19

 5 Alternative damage stability for lifting operations for ships where
additional class notation SDS is assigned 170
5.1 Application
5.2 Data to be submitted
5.3 Extent of damage
5.4 Alternative damage stability criteria

Section 4 Structural Assessment

1 General 171
1.1 Application
2 Hull girder strength 171
2.1 Principles
2.2 Hull framing
2.3 Hull girder loads
3 Structural design principles 171
3.1 General
3.2 Crane pedestal
3.3 Mobile lifting equipment
3.4 Devices for equipment stowage
3.5 Connecting bolts
4 Materials and welding 172
4.1 Structural category and steel grades for the foundations of the lifting equipment
4.2 Welding
5 Design loads 172
5.1 General
5.2 Lifting loads
5.3 Environmental loads
5.4 Hull girder stress
6 Loading conditions 173
6.1 General
6.2 Load cases
7 Allowable stress 173
7.1 General
7.2 Criteria
7.3 Basic allowable stress factor
7.4 Material strength
7.5 Equivalent stress
8 Buckling 174
8.1 General
8.2 Buckling strength criteria
9 Fatigue 175
9.1 General

20 Bureau Veritas - Rules for Steel Ships July 2021

 Section 5 Machinery and Systems
1 General 176
1.1 Essential service
1.2 Hazardous areas
2 Position keeping 176
2.1 General
2.2 Dynamic positioning
3 Power supply 176
3.1 General
4 Lifting equipment controls 176
4.1 General
4.2 Overload prevention
4.3 Emergency system
4.4 Communication means

Section 6 Initial Inspection and Testing

1 General 177
1.1 Application
2 Onboard testing 177
2.1 Lifting installations

Section 7 Self-Elevating Ships

1 General 178
1.1 Application
1.2 Applicable rules and regulations
2 Classification principles 178
2.1 Classification limits
2.2 Design criteria statement
3 Definitions 179
3.1 Self-elevating ship
3.2 Modes of operation
3.3 Water levels, crest elevation and water depth
3.4 Configuration of a self-elevating unit in elevated position
4 Documents to be submitted 180
4.1 General
4.2 Operating manual
5 Structure design principles 181
5.1 General
6 Design conditions 181
6.1 General
6.2 Design conditions in elevated configuration
6.3 Transit conditions
6.4 Installation conditions

July 2021 Bureau Veritas - Rules for Steel Ships 21

 7 Structural analysis 181
7.1 Structural analysis in elevated position
7.2 Structural analysis in transit conditions and installations conditions
8 Jacking system 182
8.1 General
8.2 Electricity and automation
9 Fire and safety 182
9.1 Firefighting water supply
10 Construction survey 182
10.1 Self-elevating system

22 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 9
S EMI -S UBMERSIBLE C ARGO S HIPS

Section 1 General
1 General 185
1.1 Application
1.2 Scope
1.3 Definitions
2 Documents to be submitted 186
2.1 General
2.2 Submersion operating manual

Section 2 General Arrangement

1 General 188
1.1 Draft marks
2 Ballast system arrangement 188
2.1 General
2.2 Central ballast control station

Section 3 Stability, Subdivision and Load Line

1 General 189
1.1 Additional class notation SDS
1.2 Loading instrument
1.3 Stability verification in temporary submerged conditions
1.4 Submersion procedure
2 Loading conditions 189
2.1 Transit conditions
2.2 Temporary submerged conditions
3 Intact stability in transit conditions 189
3.1 General
3.2 Buoyancy of the cargo
4 Damage stability in transit conditions 190
4.1 General
4.2 Buoyancy of the cargo
4.3 Type B freeboard
4.4 Type B-60 and B-100 freeboard
5 Intact stability in temporary submerged conditions 191
5.1 Criteria

July 2021 Bureau Veritas - Rules for Steel Ships 23

 6 Damage stability in temporary submerged conditions 191
6.1 General
6.2 Extent of damage
6.3 Compartment permeability
6.4 Damage criteria
6.5 Intermediate stage of flooding
7 Temporary submersion 192
7.1 International Load Line Certificate
7.2 Reserve buoyancy
7.3 Watertight openings
7.4 Openings

Section 4 Hull Structure

1 General 193
1.1 Application
1.2 Internal ballast pressure when using overflow tanks
2 Loading conditions 193
2.1 General
3 Design loads 193
3.1 Vertical wave bending moments
3.2 Horizontal wave bending moments
3.3 Ship motions and accelerations
3.4 Vertical wave shear forces
3.5 Still water and inertial pressures
4 Hull girder strength 194
4.1 General
5 Hull scantlings 194
5.1 General
5.2 Structural models
6 Connection of the buoyancy casings 194
6.1 General
6.2 Design loads
6.3 Strength criteria
7 Fatigue strength assessment 194
7.1 General

Section 5 Machinery and Systems

1 General 195
1.1 Sea pressure
2 Ballast system 195
2.1 Failure modes and effects analysis
2.2 Failure modes
2.3 Definitions

24 Bureau Veritas - Rules for Steel Ships July 2021

 2.4 Safety principles
2.5 Air pipes
2.6 Overflow tanks
2.7 Valves and actuators
2.8 Pressurized ballast tanks
2.9 Control and monitoring

3 Scuppers and sanitary discharges 196

3.1 Arrangement of scuppers and sanitary discharges

Section 6 Electrical Installations and Controls

1 Emergency source of power 197
1.1 Essential service

2 Controls 197
2.1 Draft mark automatic gauges
2.2 Ballast tanks gauging system
2.3 Ballast valves monitoring
2.4 Communication means

Section 7 Safety Features

1 Fire safety 198
1.1 General
1.2 Fire hydrants

2 Means of escape 198

2.1 Transit conditions
2.2 Temporary submerged conditions

3 Life-saving appliances 198

3.1 Temporary submerged conditions

Section 8 Initial Inspection and Testing

1 General 199
1.1 Application

2 Commissioning 199
2.1 At quay
2.2 Sea trials

July 2021 Bureau Veritas - Rules for Steel Ships 25

C HAPTER 10
S TANDBY R ESCUE V ESSELS

Section 1 General
1 General 203
1.1 Application
1.2 Documents to be submitted

Section 2 Rescue Arrangement, Accommodation and Equipment

1 General 205
1.1 Wheelhouse
2 Rescue equipment and facilities 205
2.1 Rescue zone
2.2 Scrambling net
2.3 Retrieval device
2.4 Rescue hooks
2.5 Fast Rescue Craft (FRC)
2.6 Safety equipment
2.7 Helicopter winching area
3 Survivors spaces 206
3.1 General
3.2 Decontamination area
3.3 Reception area
3.4 Treatment room
3.5 Accommodations
3.6 Non-survivors
4 Medical equipment and supplies 206
4.1 Water
4.2 Meals
4.3 Sundries
4.4 Medical equipment

Section 3 Hull and Stability

1 Stability 207
1.1 General
1.2 Additional requirements for towing operations
1.3 Additional requirements for water spraying
2 Hull 207
2.1 Vessels intended for towing operations
2.2 Lifeboat towing

26 Bureau Veritas - Rules for Steel Ships July 2021

 Section 4 Machinery
1 General 208
1.1 Application
1.2 Ship propulsion and manoeuvrability
1.3 Exhaust pipes

Section 5 Electrical Installations

1 General 209
1.1 Electrical installations
1.2 Searchlight

Section 6 Fire Protection

1 General 210
1.1 Additional requirements for water spraying

July 2021 Bureau Veritas - Rules for Steel Ships 27

C HAPTER 11
A CCOMMODATION U NITS

Section 1 General
1 General 213

1.1 Application
1.2 Applicable rules
1.3 Definitions

2 Documents to be submitted 214

2.1 General

Section 2 Electrical Installations and Automation

1 Interaction with operational ships or units 215

1.1 Application
1.2 Emergency Shutdown

Section 3 Fire Protection, Detection and Extinction

1 Interaction with operational ships or units 216

1.1 Application
1.2 Structural integrity
1.3 Installation layout

Section 4 Specific Requirements for Ships Assigned with the Additional

Service Feature SPxxx-capable
1 General 217

1.1 Application
1.2 Documents to be submitted

2 Design review 217

2.1 Specific requirements

2.2 Stability assessment
2.3 Safe Return to Port

28 Bureau Veritas - Rules for Steel Ships July 2021

C HAPTER 12
P IPE L AYING U NITS

Section 1 General
1 General 221
1.1 Application
1.2 Scope
2 Pipe laying system 221
2.1 General
2.2 Certification of the pipe laying equipment
3 Documents to be submitted 222
3.1 General
3.2 Pipe laying equipment documentation

Section 2 Stability and Subdivision

1 General 223
1.1 Application
1.2 Loading conditions

Section 3 Structural assessment

1 General 224
1.1 Application
2 Hull girder strength 224
2.1 Principles
3 Materials and welding 224
3.1 Structural category and steel grades for the foundations of the pipe laying
equipment
4 Pipe laying equipment foundations 224
4.1 General
4.2 Connecting bolts

Section 4 Initial Inspection and Testing

1 General 225
1.1 Application
2 Onboard testing 225
2.1 Pipe laying installations

July 2021 Bureau Veritas - Rules for Steel Ships 29

30 Bureau Veritas - Rules for Steel Ships July 2021
 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 1

TUGS

SECTION 1 GENERAL

SECTION 2 STABILITY

SECTION 3 HULL STRUCTURE

SECTION 4 INTEGRATED TUG/BARGE COMBINATION

SECTION 5 TESTING

APPENDIX 1 BOLLARD PULL TRIALS

July 2021 Bureau Veritas - Rules for Steel Ships 31

32 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 1, Sec 1

SECTION 1 GENERAL

1 General • applicable requirements according to Tab 1 and specific

requirements for testing as detailed in Ch 1, Sec 5
1.1 Application • Ch 1, Sec 4 for tugs assigned with the additional service
feature barge combined.
1.1.1 Ships complying with the requirements of this Chap-
ter are eligible for the assignment of one of the following 2 Definitions
service notations:
• tug
2.1 Design bollard pull
• salvage tug
• escort tug 2.1.1 The design bollard pull TBP, in kN, is the maximum
as defined in Pt A, Ch 1, Sec 2, [4.7]. sustained towline force the tug is capable of generating at
These service notations are always completed by the addi- zero forward speed, to be initially specified by the Designer
tional service feature standardized design bollard pull = and to be verified by a full scale test, generally referred to as
[TBP /9,81] t, where the design Bollard Pull TBP is defined in bollard pull test (see Ch 1, Sec 5, [2.1.1]).
[2.1].
2.1.2 Where the value of the design bollard pull is not pro-
The service notation escort tug is always completed by the vided, the following default values may be used for prelimi-
following additional service features: nary design review:
• design maximum braking force = [TX,MAX /9,81] t • TBP = 0,204 N PS
• design maximum escort speed = [VMAX] kn for conventional tugs with propellers fitted with nozzles,
• design maximum steering force = [TY,MAX /9,81] t as described in Ch 1, Sec 3, [2.1.2]
where the design maximum values are defined in [2.7]. • TBP = 0,176 N PS
Ships which are likely to operate at sea within specific lim- for tractor tugs and ASD tugs with steerable propellers
its may, under certain conditions, be granted an operating fitted with nozzles, as described in Ch 1, Sec 3, [2.1.3]
area notation. For the definition of operating area notation, and Ch 1, Sec 3, [2.1.4] respectively.
reference is made to Pt A, Ch 1, Sec 2, [5.3].
where:
1.1.2 Ships dealt with in this Chapter are to comply with: N : Number of propellers
• Part A of the Rules PS : Maximum continuous power per propeller
• NR216 Materials and Welding shaft, in kW.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

L ≥ 90 m • Part B • NR566
Ship arrangement
L < 90 m • NR600 • NR566
• Part B • Part B
L ≥ 90 m
• Ch 1, Sec 3 • Ch 1, Sec 3
Hull
• NR600 • NR600
L < 90 m
• Ch 1, Sec 3 • Ch 1, Sec 3
• Part B • NR566
Stability
• Ch 1, Sec 2 • Ch 1, Sec 2
Machinery and cargo systems • Part C • NR566
Electrical installations • Part C • NR566
Automation • Part C • NR566
Fire protection, detection and extinction • Part C • NR566
• Article [3]
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

July 2021 Bureau Veritas - Rules for Steel Ships 33

Pt E, Ch 1, Sec 1

Figure 1 : Schematic overview of indirect towing modes (escort tug)

Direction of travel
of escorted ship

Drift angle
/
yaw angle
Townline
angle

Powered indirect mode

/
(indirect steering)
(Basic) indirect mode Combination mode
/
(indirect braking)

2.2 Reference towline force 2.6 Escort tugs indirect towing modes
2.2.1 The reference (quasi-static) towline force T, in kN, is 2.6.1 General
considered to represent: Escorting is considered to include active (emergency) steer-
• the design bollard pull TBP for service notations tug and ing, braking and otherwise controlling of the escorted ship
salvage tug, see [2.1] by the tug operating in indirect towing mode, whereby the
• the design maximum steady towline force TESC,MAX for ahead speed of the escorted ship is within a typical speed
service notation escort tug, see [2.7]. range of 6 to 10 knots.
Escort tugs may work in different indirect towing modes,
2.3 Design load depending on the required action towards the escorted ship
(e.g. steering, braking). The main indirect towing modes rel-
2.3.1 The design load DL, in kN, is the force taken into evant for escort tugs are schematically shown in Fig 1.
consideration for the strength assessment and testing of the
Where reference is made to “indirect steering” the objective
towing equipment and the associated supporting structures,
is to maximise the steering force in indirect towing mode.
and is to be taken as not less than:
DL = DAF TBP Where reference is made to “indirect braking” the objective
is to maximise the braking force in indirect towing mode.
where:
DAF : Dynamic amplification factor taking into con- 2.6.2 Indirect towing principle
sideration dynamic effects. In indirect towing mode, the towline force is resulting from
Reference values for the DAF are given in: the (quasi-static) equilibrium condition reached between
• for service notations tug and salvage tug: the forces and moments arising from the hydrodynamic lift
and drag forces acting on the hull and appendices of the tug
Ch 1, Sec 3, [2.7.2] advancing through the water at a drift angle relative to the
• for service notation escort tug: water flow, the thrust vector and the towline force.
Ch 1, Sec 3, [3.2.2]. Note 1: In direct towing mode the thrust is directly applied to gen-
erate the towline force, whereby hydrodynamic lift and drag forces
2.4 Winch brake holding load play no significant role.

2.4.1 The winch brake holding load BHL, in kN, is the 2.6.3 Various indirect towing modes
maximum towline force the towing winch can withstand a) In (basic) indirect mode the towline force is generated
without slipping of the (activated) brake, considering the primarily by the hydrodynamic forces acting on the hull
towline at the first inner layer. and skeg, with the thrust used solely to maintain the
desired drift angle (also referred to as yaw angle)
2.4.2 The BHL is a reference for the strength assessment
and testing of towing winches and associated towing fittings b) In powered indirect mode (indirect steering) the trans-
(e.g. fairlead, staple, gob-eye) as well as their supporting verse component of thrust is used to maintain the desired
structures. drift angle, while a significant longitudinal component of
thrust is applied in forward direction of the tug.
2.5 Towline breaking strength Compared to the (basic) indirect mode, the tug is oper-
ating more sideways of the escorted ship with a rela-
2.5.1 The towline breaking strength, in kN, is the tension tively large towline angle, generating a higher steering
required to cause failure of the towline (parting of the towline). force

34 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 1

c) In combination mode (indirect braking) the same princi- 2.7.3 The steady towline force TESC can be decomposed
ple as for the indirect steering mode is applied, except into a steering force TY and a braking force TX (see Fig 2):
that the longitudinal component of thrust is applied in • The steering force TY, in kN, is the transverse compo-
aftward rather than forward direction. nent of the steady towline force TESC with respect to the
Compared to the (basic) indirect mode, the tug is oper- escorted ship
ating more behind the escorted ship with a relatively • The braking force TX, in kN, is the longitudinal compo-
small towline angle, generating a higher braking force. nent of the steady towline force TESC with respect to the
escorted ship.
2.6.4 Specific considerations
2.7.4 The design maximum escort speed VMAX, in kn, is the
a) For indirect towing modes it is recommended to design highest escort speed V for which the escort tug is designed
the tug to generate high (indirect) towline forces with to perform escort operations, to be specified by the
minimal propulsion thrust, while respecting the limits Designer and not to be taken higher than 10 knots.
imposed by stability and strength considerations (towing
Note 1: For high powered escort tugs with a free running speed of
equipment, general hull structure).
more than 15 knots the Society may, on a case-by-case basis,
b) The propulsion engines are to ensure sufficient thrust for accept a design maximum escort speed of 12 knots.
manoeuvring the tug quickly for any drift angle (refer to 2.7.5 The following rated values of the above defined
angle β as defined in [2.7.2]). escort forces are to be specified by the designer:
c) In the case of loss of propulsion, the heeling moment • The rated steady towline force TESC,R, in kN, is the high-
due to the remaining forces is to lead to a safe equilib- est anticipated steady towline force TESC, as obtained
rium position of the tug with reduced heeling angle. from the evaluation of the escort forces for a particular
loading condition and escort speed, taking into account
the applicable stability and strength criteria
2.7 Escort forces and speed
• The rated steering force TY,R, in kN, is the highest antici-
2.7.1 The steady towline force during escorting, TESC, in kN, pated steering force TY, as obtained from the evaluation
of the escort forces for a particular loading condition
is the towline force associated with the considered (quasi-
and escort speed, taking into account the applicable sta-
static) equilibrium in indirect towing mode, excluding short
bility and strength criteria
time-duration dynamic effects, for a given loading condition
and escort speed V, see Fig 2. The steady towline force is • The rated maximum braking force TX,R, in kN, is the
applied by the tug on the stern of the escorted ship. highest anticipated braking force TX, as obtained from
the evaluation of the escort forces for a particular load-
2.7.2 The following angles are defined in relation to escort ing condition and escort speed, taking into account the
operations (see Fig 2): applicable stability and strength criteria.

• The towline angle α, in deg, is the angle between the 2.7.6 The following maximum values of the above defined
towline and the centreline of the escorted ship, and rated escort forces are to be specified by the designer:
• The drift angle β, in deg, is the angle between the • The design maximum steady towline force TESC,MAX, in
centreline of the tug and the centreline of the escorted kN, is the highest rated steady towline force TESC,R over
ship (also referred to as yaw angle). the applicable range of loading conditions and escort
speeds
Figure 2 : Typical escort configuration • The design maximum steering force TY,MAX, in kN, is the
highest rated steering force TY,R over the applicable
range of loading conditions and escort speeds
n
itio • The design maximum braking force TX,MAX, in kN, is the
pos
r ror highest rated braking force TX,R over the applicable
Mi range of loading conditions and escort speeds.

2.7.7 The matrix of rated steady towline forces TESC,R, steer-

ing forces TY,R and braking forces TX,R is to be initially speci-
Escorted ship fied by the Designer and to be verified by the Society on the
basis of the results of:
TX • full scale trials, or
• model testing, or
• a computer simulation program accepted by the Society.
TESC
TY
V 2.7.8 Full scale trials, where applicable, should be per-
formed in accordance with a procedure agreed with the
Tu
g Society prior to commencement of the trials and comply
with the requirements of Ch 1, Sec 5, [3.2].

July 2021 Bureau Veritas - Rules for Steel Ships 35

Pt E, Ch 1, Sec 1

2.7.9 Model testing, where applicable, should be per- 2.8.3 Fleet angle is the angle between the applied load
formed in accordance with a procedure agreed with the (towline force) and the towline as it is wound onto the
Society prior to commencement of the tests and comply winch drum (see Fig 3).
with the requirements of Ch 1, Sec 5, [3.2]. Special atten-
tion is to be paid to scale effects when processing the meas-
urement result to create predictions at full scale. 3 Fire safety
2.7.10 Computer simulation programs for predicting escort
performance are to comply with the requirements of Ch 1,
3.1 Suppression of fire
Sec 5, [3.1].
3.1.1 Fire pumps
2.8 Towing winch emergency release systems For tugs assigned with the operating area notation operating
within 5 miles from shore, the portable fire pump required
2.8.1 Emergency release system refers to the mechanism in NR566, Ch 4, Sec 5, [2.2.3] may be omitted.
and associated control arrangements that are used to
release the load on the towline in a controlled manner 3.1.2 Fixed fire-extinguishing system
under both normal and blackout conditions.
Tugs assigned with the operating area notation operating
2.8.2 Maximum design load is the maximum load that can within 5 miles from shore may considered as ships of less
be held by the winch as defined by the manufacturer (the than 12 m operating in coastal area or sheltered area
manufacturer’s rating). according to NR566, Ch 4, Sec 5, [4.2].

Figure 3 : Towline fleet angle

Fleet angle
Load

36 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 2

SECTION 2 STABILITY

1 Application 2.2 Stability booklet

2.2.1 The stability booklet for ships engaged in harbour,
1.1 coastal or ocean going towing operations and/or escort
operations is to contain additional information on:
1.1.1 The requirements of this Section apply as follows
depending on the ship service notation: • maximum bollard pull
• tug, mainly intended for towing services, are to comply • details on the towing arrangement, including location
with the requirements in Article [2] and type of the towing point(s) such as towing hook,
staple, fairlead or any other point serving that purpose
• salvage tug, having specific equipment for salvage ser-
vices, are to comply with the requirements in Article [2] • recommendations on the use of roll reduction systems
• escort tug, mainly intended for escort services such as • If any wire, etc. is included as part of the lightship
for steering, braking and otherwise controlling escorted weight, clear guidance on the quantity and size is to be
ships, are to comply with the requirements in Articles given
[2] and [3]. • maximum and minimum draught for towing and escort
operations
In addition, ships with the additional service feature barge
• instructions on the use of the quick-release device
combined are to comply with the applicable requirements
in Ch 1, Sec 4.
2.3 Intact stability
2 General requirements
2.3.1 The stability of the ship for the loading conditions in
2.1 Openings Pt B, Ch 3, App 2, [1.2.11] is to be in compliance with the
requirements in Pt B, Ch 3, Sec 2.
2.1.1 Openings which cannot be closed weathertight
2.3.2 Additional intact stability criteria
Openings in the hull, superstructures or deckhouses which
All the loading conditions reported in the trim and stability
cannot be closed weathertight are to be considered as
booklet which are intended for towing operations are also
unprotected openings and, consequently, as down-flooding
to be checked in order to investigate the ship’s capability to
points for the purpose of stability calculations (the lower
withstand the effect of the transverse heeling moments
edge of such openings is to be taken into account).
induced by:
2.1.2 Ventilation openings of machinery space and • the combined action of the towline force and the thrust
emergency generator room vector (self-tripping, see [2.3.3]),
It is recognised that for tugs, due to their size and arrange-
• the hydrodynamic resistance of the hull (tow-tripping,
ment, compliance with the requirements of ICLL Reg. 17(3)
see [2.3.4]).
for ventilators necessary to continuously supply the machin-
ery space and the emergency generator room may not be Figure 1 : Heeling and righting arms curves
practicable. Lesser heights of the coamings of these particu-
lar openings may be accepted if the openings: heeling / righting arm
GZ
• are positioned as close to the centreline and as high
above the deck as practicable in order to maximise the
A
down-flooding angle and to minimise exposure to green
water
• are provided with weathertight closing appliances in B
combination with suitable arrangements, such as sep- bH
arators fitted with drains
• are equipped with efficient protective louvers and mist
eliminators
• have a coaming height of not less than 900 mm above
the deck
• are considered as unprotected openings and, conse- 2.3.3 Self-tripping
quently, as down-flooding points for the purpose of sta- A tug may be considered as having sufficient stability to
bility calculations. withstand the self-tripping heeling moment if the following
condition is complied with (see Fig 1):

July 2021 Bureau Veritas - Rules for Steel Ships 37

Pt E, Ch 1, Sec 2

A≥ B Δ : Loading condition displacement, in tons

where: θ : Angle of heel, in degrees
A : Area, in m⋅rad, contained between the righting di : Longitudinal distance, in m, between the tow-
arm and the heeling arm curves, measured from ing point (fairlead, staple, towing hook or equiv-
the heeling angle θC to the heeling angle θD alent fitting) and the vertical centreline of the
propulsion unit or group of units i, as relevant
B : Area, in m.rad, contained between the heeling
for the considered towing situation
arm and the righting arm curves, measured from
zero heel (θ = 0) to the heeling angle θC LLL : Load line length, in m, defined in Pt B, Ch 1,
Sec 2, [3.2].
θC : Heeling angle of equilibrium, corresponding to
the first intersection between heeling and right- 2.3.4 Tow-tripping
ing arms curves
A tug may be considered as having sufficient stability to
θD : Heeling angle, to be taken as the lesser of: withstand the tow-tripping heeling moment if the first inter-
• heeling angle corresponding to the second section between the righting arm curve and the tow-tripping
intersection between heeling and righting heeling arm curve for tow-tripping occurs at an angle of
arm curves heel less than the angle of downflooding.
• the angle of downflooding. The tow-tripping heeling arm curve is to be calculated as
The self-tripping heeling arm curve is to be calculated as follows:
follows: 2
C 1 C 2 γV A p ( h cos θ – r sin θ + C 3 T )
b H = --------------------------------------------------------------------------------------
-
b H = Σb Hi 19, 62 Δ

where: where:
bHi : Heeling arm induced by one thruster or group C1 : Lateral traction coefficient, taken equal to:
of thrusters i, in m, calculated as follows: L
C 1 = 2, 8  ------s- – 0, 1
T BPi c i ( h i cos θ – r sin θ )  L LL 
b Hi = --------------------------------------------------------
-
9 ,81 Δ
without being taken lower than 0,1 and greater
TBPi : Amount of thrust, in kN, generated by one than 1
thruster or group of thrusters i. The sum of all Ls : Longitudinal distance, in m, from the aft end of
the individual thrusts is to be equal to the design LLL to the towing point
Bollard Pull, as defined in Ch 1, Sec 1, [2.1].
C2 : Angle of heel correction for C1, taken equal to:
hi : Vertical distance, in m, between the towing
θ
point (fairlead, staple, towing hook or equiva- C 2 =  --------- + 0, 5
lent fitting) and the horizontal centreline of the  3θ d 
propulsion unit or group of units i, as relevant
without being taken lower than 1
for the considered towing situation
θd : Angle to deck edge, in deg, taken equal to:
r : Transverse offset, in m, between the towing
point and the ship’s centerline.
θ d = atan  -----
2f
 B
The towing point is the location where the tow-
line force is applied to the ship (fairlead, staple, f : Freeboard amidships, in m
towing hook or equivalent fitting).
γ : Specific water density, in t/m3, to be taken equal
When the towing point is not at the center line, to 1,025
the most unfavourable tow line position is to be
V : Lateral velocity, in m/s, to be taken equal to
considered.
2,57 (5 knots)
ci : Coefficient to be taken equal to:
Ap : Lateral projected area, in m2, of the underwater
• c = 0,90 / (1 + di / LLL) for a group of 2 azi- hull
muthing thrusters, but is in no case to be
C3 : Distance from the center of Ap to the waterline
taken less than:
as a fraction of the draught related to the heel-
- 0,70 for ASD tugs towing over the stern ing angle, taken equal to:
and tractor tugs towing over the bow
θ
- 0,50 for ASD tugs towing over the bow C 3 =  ----- 0, 26 + 0, 3
 θ d
and tractor tugs towing over the stern,
respectively without being taken lower than 0,5 and greater
• c = 1 / (1 + di / LLL) for a single azimuthing than 0,83
thruster T : Loading condition draught, in m
• c = 0,50 for non-azimuth propulsion unit or h : Vertical distance, in m, from the waterline to the
group of units towing point.

38 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 2

3 Additional requirements for escort tugs 3.1.8 Criteria

An escort tug may be considered as having sufficient stabil-
ity to withstand the heeling moment arising from the tow-
3.1 Intact stability line, if the three following conditions are complied with:

3.1.1 All the loading conditions reported in the trim and A ≥ 1,25 B
stability booklet which are intended for escorting operations C ≥ 1,40 D
are also to be checked in order to investigate the tug's capa-
bility to withstand the effect of the transverse heeling θC ≤ 15°
moment induced by the combined action of the following where:
forces:
A : Righting arm curve area, in m⋅rad, measured
• hydrodynamic forces acting on the hull and appendices from the heeling angle θC to a heeling angle of
20° (see Fig 2)
• thrust forces
B : Heeling arm curve area, in m⋅rad, measured
• steady towline force. from the heeling angle θC to a heeling angle of
20° (see Fig 2)
3.1.2 Allowance is to be made for the anticipated type of
C : Righting arm curve area, in m⋅rad, measured
wire or rope on storage reels and wire on the winches when
from zero heel (θ = 0) to the heeling angle θD
calculating loading conditions.
(see Fig 3)
D : Heeling arm curve area, in m⋅rad, measured
from zero heel (θ = 0) to the heeling angle θD
3.1.3 The stability calculations are to be performed on the
basis of the highest anticipated heeling moment for the con- (see Fig 3)
sidered loading condition, which is to be obtained from the θC : Heeling angle of equilibrium, corresponding to
results of full scale tests, model tests, or, alternatively, the the first intersection between heeling arm and
results of a computer simulation program accepted by the righting arm curves, to be obtained when the
Society (refer to Ch 1, Sec 5, [3.1]). highest anticipated heeling moment resulting
from the steady towline force TESC as defined in
3.1.4 For each relevant loading condition the evaluation of Ch 1, Sec 1, Fig 2, is applied to the escort tug
the highest anticipated heeling moment is to be performed θD : Heeling angle, to be taken as the lesser of:
for the applicable range of speeds and towline angles, as
defined in the escort towing arrangement plan. As a mini- • the angle of downflooding
mum, the conditions corresponding to the design maximum • 40°
steering force TY,MAX, and design maximum braking force
• the heeling angle corresponding to the sec-
TX,MAX, as defined in Ch 1, Sec 1, [2.7], are to be included in
ond intersection between heeling and right-
the evaluation.
ing arms heeling and righting arm curves.

3.1.5 The highest anticipated heeling moment is to be

Figure 2 : Definition of the areas A and B
assumed constant for the purpose of the stability calculations.
heeling / righting arm
GZ
3.1.6 The value of the highest anticipated heeling moment
is to be specified by the Designer in the stability calcula-
tions. In addition, an arrangement drawing with the loca-
bH
tion of the towing points and propulsion units is to be
included in the stability booklet. In this drawing the longitu-
dinal and vertical distance, in m, from the towing point to A
the relevant centrelines of the propulsion units and the
baseline, respectively, are to be specified.
20 deg

3.1.7 Preliminary stability calculations on the basis of esti- heeling / righting arm
mated highest heeling moment and associated heeling arm GZ
values may be submitted for (preliminary) examination. If
after verification of the heeling arm values on the basis of
the results of escort performance trials, model tests or a
bH
computer simulation program accepted by the Society (refer
to Ch 1, Sec 5, [3.1]) the final values exceed the estimated
values, the stability calculations have to be updated for the B
final heeling moment and heeling arm values. It is recom-
mended to include a reasonable margin in the estimated
20 deg
values (on the basis of design experience).

July 2021 Bureau Veritas - Rules for Steel Ships 39

Pt E, Ch 1, Sec 2

Figure 3 : Definition of the areas C and D • The maximum escort speed VMAX (refer to Ch 1, Sec 1,
heeling / righting arm [2.7])
GZ
• A table with permissible values of heeling angle and
steady towline force as function of loading condition
and escort speed (based on the rated steering and brak-
ing forces as obtained from Ch 1, Sec 5, [3.1] or Ch 1,
bH Sec 5, [3.2], as applicable)
C
• Instructions to the master regarding the handling of the
escort tug and the associated towing equipment,
demonstrating the implementation of effective means to
limit the steady towline force and heeling angle within
heeling / righting arm the permissible limits and the use of the emergency
GZ release system.

Note 1: Adjustable audible or visible alarms, providing a warning

to the master when the heeling angle and/or steady towline force
exceeds the permissible value(s) applicable to the relevant loading
bH condition and escort speed, in combination with appropriate han-
D dling instructions are as effective means.

The table with permissible values of heeling angle and

steady towline force as function of loading condition and
escort speed is to be displayed in the wheelhouse next to
3.2 Stability booklet the control desk or another appropriate location.

3.2.1 Additional operating information is to be provided in

the stability booklet in relation to the design limitations
3.3 Inclinometer
related to the assignment of the service notation escort tug.
3.3.1 Escort tugs are to be equipped with a calibrated heel-
As a minimum, the following information is to be included:
ing angle measurement system (inclinometer).
• Design operating area and environmental conditions for
performing escort operations (refer to Pt A, Ch 1, Sec 2, The measured heeling angle is to be displayed in the wheel-
[4.7]) house next to the control desk or another appropriate location.

40 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 3

SECTION 3 HULL STRUCTURE

1 General 2.1.3 Tractor tugs

Tractor tugs are fitted with omnidirectional thrusters (typi-
cally two steerable propellers or Voith-Schneider type
1.1 Application cycloidal propulsion units), which are located forward of
the towing point (usually not more than 30% of the length
1.1.1 The requirements of this Section apply as follows from the forward end). A skeg or vertical fin is fitted aft.
depending on the ship service notation: Towing is performed over the stern with a towing winch
• tug, mainly intended for towing services, are to comply and/or towing hook.
with the requirements in Article [2] Tractor tugs may also be equipped to perform pushing oper-
• salvage tug, having specific equipment for salvage ser- ations.
vices, are to comply with the requirements in Articles
2.1.4 Azimuth stern drive tugs (ASD tugs)
[2] and [4]
Azimuth stern drive (ASD) tugs are fitted with multiple steer-
• escort tug, mainly intended for escort services such as able propellers located near the aft end. Typically, ASD tugs
for steering, braking and otherwise controlling escorted can perform towing operations over the bow with the for-
ships, are to comply with the requirements in Articles ward towing winch (towing operation similar to a tractor
[2] and [3]. tug) and over the stern with a towing hook and/or second
towing winch (towing operation similar to a conventional
In addition, ships with the additional service feature barge tug). In both cases the towing point is located forward of the
combined are to comply with the applicable requirements thrusters. ASD tugs may be fitted with a skeg, the size and
in Ch 1, Sec 4. location depending on the intended function.
ASD tugs may also be equipped to perform pushing opera-
1.2 Documents to be submitted tions.

1.2.1 In addition to the documentation requested in Part B, 2.1.5 Other design arrangements
the following documents are to be submitted for approval: Other tug design arrangements, having towing and propul-
sion configurations different from the design arrangements
• Description of the connection between the towing sys-
described in [2.1.1] to [2.1.4], have been developed and
tem (winch and hook) and the hull structure with indi-
built, and are to be considered by the Society on a case-by-
cation of the design loads.
case basis.
For tugs with combined aft and fore thrusters, every thruster
2 General requirements having the same longitudinal location is to be considered as
belonging to the same group of thrusters.
2.1 Typical design arrangements
2.2 Structure design principles
2.1.1 General
2.2.1 Bollards
In general, tugs are completely decked ships provided with
For tugs equipped for side towing, the relevant bollards are
an ample drift surface and, where intended for service out-
to be effectively fixed on the deck in way of side transverses
side sheltered areas, with a forecastle or half forecastle, or
and deck beams or bulkheads.
at least with a large sheer forward.
2.2.2 Fenders
2.1.2 Conventional tugs
A strong fender for the protection of the tug’s sides is to be
Conventional tugs have fixed single or multiple shaft fitted at deck level.
arrangement. The propeller(s) can be of fixed pitch or con-
Alternatively, loose side fenders may be fitted, provided that
trollable pitch type, normally fitted with Kort nozzle(s).
they are supported by vertical ordinary stiffeners extending
Steering is done by means of rudder(s) or steerable noz-
from the lightship waterline to the fenders themselves.
zle(s). The towing point is normally located slightly aft of
the centre of lateral resistance for towing over the stern with 2.2.3 Floors
a towing hook and/or towing winch.
Floors are to be arranged with a welded face plate in the
Conventional tugs may also be equipped to perform push- machinery space; elsewhere, floor flanging may be accepted
ing operations. as an alternative to the fitting of welded face plates.

July 2021 Bureau Veritas - Rules for Steel Ships 41

Pt E, Ch 1, Sec 3

2.2.4 Shaft tunnels 2.6 Anchoring and mooring equipment

For tugs having small depth, the shaft tunnel may be omit-
ted. In this case, access to the shaft line is to be given 2.6.1 Wire ropes
through the floor of the space above. Wire ropes may be used as an alternative to chain cables as
follows:

2.3 Hull scantlings a) Where L ≤ 40 m, chain cables may be replaced by wire

ropes of equal minimum breaking strength, which are to
2.3.1 General have:

The net scantlings of plating, ordinary stiffeners and primary • a length 1,5 times the required chain cable length,
supporting members are to be in accordance with the appli- and
cable requirements defined in Ch 1, Sec 1, considering a • a short length of chain cable between the wire rope
scantling draught T not less than 0,85 D for the calculation and the anchor, having a length equal to 12,5 m or
of hull girder loads and local loads. the distance from the anchor in the stowed position
to the winch, whichever is the lesser.
2.4 Other structures
b) Where 40 m < L ≤ 90 m, both chain cables may be
2.4.1 Machinery casings replaced by wire rope of equal minimum breaking
Exposed machinery casings are to be not less than 900 mm strength which are to have:
in height, measured from the upper surface of the deck, and • a length 1,5 times the required chain cable length,
provided with weathertight means of closure. and
In general, the longitudinal sides of the machinery casings • a minimum mass per unit length of 30% of the
are to be extended downwards by a deck girder to which required Grade 2 chain cable, and
the deck beams are to be connected. • a short length of chain cable between the wire rope
and the anchor, having a length equal to 12,5 m or
Side ordinary stiffeners are to be connected to the deck.
the distance from the anchor in the stowed position
Their spacing is to be not greater than 0,75 m.
to the winch, whichever is the lesser.
2.4.2 Emergency exits from machinery space 2.6.2 Number of anchors
Emergency exits from the machinery space to the upper The number of anchors depends on the service notation and
deck are to be located as high as possible above the water- optional operating area notation, the propulsion arrange-
line and in way of the ship’s centreline, so that they may be ment and the application of a fixed fire-fighting installation.
used even at extreme angles of heel. In general, the recommended number of anchors and chain
cables is shown in Tab 1.
Escape hatch coaming heights are to be not less than
600 mm above the upper surface of the deck. A reduction of the number of anchors and chain cables may
be accepted as depicted in Tab 1 if the following condi-
Escape hatch covers are to have hinges fitted such that the tions, based on redundancy principles, are complied with:
predominant direction of green sea will cause the cover to
close and are to be capable of being opened and closed • the tug is equipped with at least twin propulsion, of
weathertight from either side. which each main engine can maintain sufficient propul-
sion power to safely return to berth. For this purpose,
2.4.3 Height of hatchway coamings the main engines should be able to run self-supporting,
i.e. independent of generator sets intended for auxiliary
The height of the hatchway coamings is to be not less than power, unless these are able to run parallel and, in case
300 mm. Hatch covers are to be fitted with efficient secur- of black-out, have automatic starting and connecting to
ing devices. switchboard within 45 seconds
• a single failure, except fire, is not to cause total propul-
2.5 Rudder and bulwarks sion failure
• a fixed fire fighting installation is provided.
2.5.1 Rudder
For tugs, the rudder stock diameter is to be increased by 5% It may be considered by the tug builder and operator to
with respect to that calculated according to the applicable apply a spare anchor as an alternative to a second bower
requirement. anchor. In such case special provisions, such as a crane and
suitable storage space for the spare anchor, are to be pres-
ent on board and the weight and dimensions of the anchor
2.5.2 Bulwarks
are to be such that it can be handled swiftly. For tugs with
The bulwarks are to be sloped inboard to avoid distortions the operating area notation operating ≤ 4 h from a place of
likely to occur during contact. Their height may be reduced refuge, effectively operating in a fixed and limited area, the
where required by operational necessities. spare anchor may be stored ashore.

42 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 3

Table 1 : Number of anchors and chain cables

Number of anchor and chain cables

Service notation Operating area notation Reduced based on
General
redundancy principles (1)
tug operating within 5 miles from shore 1 0
tug operating ≤ 4 h from a place of refuge 2 1
tug − 2 2
salvage tug − 2 2
escort tug operating ≤ 4 h from a place of refuge 2 1
escort tug − 2 2
(1) As detailed in [2.6.2].

Table 2 : Design loads for equipments used for towing operations and supporting structures

Service notation Operating area notation TBP, in kN DL, in kN

TBP ≤ 200 2 TBP
tug operating within 5 miles from shore 200 < TBP < 800 [(2600 - TBP) / 1200] TBP
TBP ≥ 800 1,5 TBP
TBP ≤ 400 2,5 TBP
tug / salvage tug /
− 400 < TBP < 1000 [(3400 - TBP) / 1200] TBP
escort tug
TBP ≥ 1000 2 TBP
Note 1: The DL takes into consideration dynamic effects through the application of the dynamic amplification factor (DAF) (see also
Ch 1, Sec 1, [2.3]).

2.7 Towing equipment b) The in-board end of the towline is to be attached to the
winch drum with a weak link or similar arrangement
that is designed to release the towline at low load.
2.7.1 General
c) Towing winches are to be provided with an emergency
Towing winches, towing hooks and towline guiding fittings release system as described in [2.7.4].
(fairleads, staples, gob-eyes, towing pins, etc.) are normally d) Means are to be provided to prevent the fleet angle as
to be arranged in way of the tug's centerline, in such a posi- shown on Ch 1, Sec 1, Fig 3 from becoming great
tion as to minimise heeling moment exerted by the towline enough to inhibit operation of the emergency release
force. Effective means are to be provided to lead and system.
restrain the towline within the designed limits of its sweep. e) The dimensioning of the winch drum is to take into
account the rope bending specifications provided by the
Materials used in towing equipment are to comply with the towline manufacturer.
applicable class requirements for materials. Class certifi- f) Due consideration is to be given to the proper spooling
cates are required for the materials used for winch drums, of the towline on the winch drum, as well as preventing
drum shafts, winch brake components, winch supporting the towline to slip over the flanges of the drum.
frames, towing hooks and towline guiding fittings. g) Towing winches (in particular the components which
are exposed to the tension in the towline, such as the
2.7.2 Design load winch drums, drum shafts, brakes, support frame and
connection to the hull structure) shall be able to:
The design load DL to be considered for the strength assess- • sustain the DL, as specified in [2.7.2] without per-
ment of the towing equipment and the associated support- manent deformation, and
ing structures is given in Tab 2. • sustain the BHL, as defined Ch 1, Sec 1, [2.4], with-
out exceeding an equivalent stress level (based on
2.7.3 Towing winches Von Mises criterion) of 0,80 ReH.
• sustain the loads for the rated pull condition, as fore-
a) The winch brake shall normally act directly on the drum seen by the Designer, without exceeding an equiva-
and shall be operable in case of failure of the primary lent stress level (based on Von Mises criterion) of
power supply system (either manually or otherwise 0,40 ReH.
arranged). where:

July 2021 Bureau Veritas - Rules for Steel Ships 43

Pt E, Ch 1, Sec 3

ReH : Minimum specified yield stress of material, 7) The sources of energy required by item 6) are to be
in N/mm2 sufficient to achieve the most onerous of the follow-
rated pull: Winch maximum hauling in load at the first ing conditions (as applicable):
inner layer. • sufficient for at least three attempts to release the
h) Where deemed necessary by the Society, buckling towline (i.e. three activations of the emergency
and/or fatigue analysis, performed in accordance with a release system). Where the system provides
standard or code of practice recognised by the Society, energy for more than one winch it is to be suffi-
may be required to be submitted for information. cient for three activations of the most demanding
winch connected to it.
i) Towing winches may be equipped with an active pay-
out and haul-in system for automatic adjustment of tow- • Where the winch design is such that the drum
line. In that case the relevant requirements of [3.2.3] release mechanism requires continuous applica-
and Ch 1, Sec 5, [3.3]are to be complied with. tion of power (e.g. where the brake is applied by
spring tension and released using hydraulic or
j) It is recommended that the towing winch is fitted with
pneumatic power) sufficient power is to be pro-
equipment to continuously measure the tension in the
vided to operate the emergency release system
towline.
(e.g. hold the brake open and allow release of
In case a towline measurement system is installed on the towline) in the event of a blackout for a min-
board, the measured data are to be displayed in the imum of five minutes. This may be reduced to
wheelhouse next to the control desk or another appro- the time required for the full length of the tow-
priate location. line to feed off the winch drum at the load speci-
fied in item 5) if this is less than five minutes.
2.7.4 Emergency release system
a) Performance: b) Monitoring and control:
1) The emergency release system is to operate across 1) Emergency release operation is to be possible from
the full range of towline load, fleet angle and ship the bridge and from the winch control station on
heel angle under all normal and reasonably foresee- deck. The winch control station on deck is to be in a
able abnormal conditions (these may include, but safe location.
are not limited to, the following: vessel electrical A position in close proximity to the winch is not
failure, variable towline load (for example due to regarded as “safe location”, unless it is documented
heavy weather), etc.). that the position is at least protected against towline
2) The emergency release system is to be capable of break or winch failure.
operating with towline loads up to at least 100 per
2) The emergency release control is to be located
cent of the maximum design load.
close to an emergency stop button for winch opera-
3) The emergency release system is to function as tion, if provided, and both are to be clearly identifia-
quickly as is reasonably practicable and within a ble, clearly visible, easily accessible and positioned
maximum of three seconds after activation. to allow safe operability.
4) The emergency release system is to allow the winch 3) The emergency release function is to take priority
drum to rotate and the towline to pay out in a con- over any emergency stop function. Activation of the
trolled manner such that, when the emergency winch emergency stop from any location is not to
release system is activated, there is sufficient resist- inhibit operation of the emergency release system
ance to rotation to avoid uncontrolled unwinding of from any location.
the towline from the drum. Spinning (free, uncon-
trolled rotation) of the winch drum is to be avoided, 4) Emergency release system control buttons are to
as this could cause the towline to get stuck and disa- require positive action to cancel, the positive action
ble the release function of the winch. may be made at a different control position from the
one where the emergency release was activated. It is
5) Once the emergency release is activated, the tow-
always to be possible to cancel the emergency
line load required to rotate the winch drum is to be
release from the bridge regardless of the activation
no greater than:
location and without manual intervention on the
• the lesser of five tonnes or five per cent of the working deck.
maximum design load when two layers of tow-
line are on the drum, or 5) Controls for emergency use are to be protected
against accidental use.
• 15 per cent of the maximum design load where
it is demonstrated that this resistance to rotation 6) Indications are to be provided on the bridge for all
does not exceed 25 per cent of the force that will power supply and/or pressure levels related to the
result in listing sufficient for the immersion of the normal operation of the emergency release system.
lowest unprotected opening. Alarms are to activate automatically if any level falls
6) Emergency release of the towline is to be possible in outside of the limits within which the emergency
the event of a blackout. For this purpose, where release system is fully operational.
additional sources of energy are required, such The following emergency release system alarms and
sources are to comply with item 7) below. indications are to be provided on the bridge:

44 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 3

• Low fluid pressure in the control system exceeding an equivalent stress level (based on Von
• Low accumulator/ air pressure Mises criterion) of 0,80 ReH.

• Low battery voltage (separate alarm and indica- b) Towing hooks shall be provided with an emergency
tion not required where electrical power is sup- release system operable from a position on the bridge
plied from the tug's emergency batteries). with full view and control of the towing operation, as
well as at a location near the hook where the device can
7) Wherever practicable, control of the emergency be safely operated. Identical means of control for the
release system is to be provided by a hard-wired sys- emergency release systems shall be provided at each
tem, fully independent of programmable electronic control station and are to be protected against uninten-
systems. tional use.
8) Computer based systems that operate or may affect The force necessary to open the hook under load is to
the control of emergency release systems are to be not greater than 150 N.
meet the requirements for Category III systems (see
The applicable procedures for the emergency quick-
Pt C, Ch 3, Sec 3, [2.3]).
release device shall be communicated to the crew and
9) Components critical for the safe operation of the vital information shall be displayed next to the control
emergency release system are to be identified by the desk or another appropriate location.
manufacturer.
2.7.6 Towlines
c) General test requirements
a) The breaking strength of towlines is not to be less than
1) For each emergency release system or type thereof, the DL, as specified in [2.7.2].
the performance requirements of paragraph a) are to
be verified either at the manufacturer’s works or as In addition, the breaking strength of towlines used on a
part of the commissioning of the towing winch when towing winch is not to be less than the BHL of the asso-
it is installed on board. In any case, this test is to be ciated winch (see Ch 1, Sec 1, [2.4]).
witnessed by a Surveyor. Where verification solely b) The towline shall be protected from being damaged by
through testing is impracticable (e.g. due to health chafing and abrasion. To this end cargo rails, bulwarks,
and safety), testing may be combined with inspec- and other elements supporting the towline should be
tion, analysis or demonstration in agreement with sufficiently rounded with consideration to the bend
the Society. radius limit of the towline in order to ensure that the
2) The performance capabilities, as well as instructions towline breaking strength is maintained.
for operation, of the emergency release system are to c) It is recommended that the total length of the towline
be documented by the manufacturer and made applied on a towing winch is such that under normal
available on board the ship on which the winch has operation, at least half a layer remains on the drum. In
been installed. no case less than three turns shall remain on the drum in
3) Instructions for surveys of the emergency release under normal operation.
system are to be documented by the manufacturer,
2.7.7 Towline guiding fittings
agreed by the Society and made available on board
the ship on which the winch has been installed. a) Towline guiding fittings, such as fairleads, staples, gob-
eyes, towing pins, stern rollers and equivalent compo-
4) Where necessary for conducting the annual and nents which guide the towline, shall be able to sustain
special surveys of the winch, adequately sized the force exerted by the towline loaded under a tension
strong points are to be provided on deck. equal to the DL, as specified in [2.7.2], in the most unfa-
d) Installation trials vourable anticipated position of the towline without
exceeding the following stress level criteria:
1) The full functionality of the emergency release sys-
tem is to be tested as part of the shipboard commis- • Normal stress: σ ≤ 0,75 Rref
sioning trials to the satisfaction of the surveyor. • Shear stress: τ ≤ 0,47 Rref
Testing may be conducted either during a bollard
• Equivalent stress: σVM ≤ 0,85 Rref
pull test or by applying the towline load against a
strong point on the deck of the tug that is certified to where:
the appropriate load. Rref : Reference stress of the material, in N/mm2,
2) Where the performance of the winch in accordance normally to be taken as 235/k, but may be
with paragraph a) has previously been verified, the taken as ReH for fittings not made of welded
load applied for the installation trials is to be at least construction.
the lesser of 30% of the maximum design load or b) Towline guiding fittings used for guiding the towline
80% of vessel bollard pull. when towing on a towing winch shall be able to sustain
the force exerted by the towline loaded under a tension
2.7.5 Towing hooks equal to the BHL of the associated winch, as specified in
a) Towing hooks and their load carrying attachments (con- Ch 1, Sec 1, [2.4], in the most unfavourable anticipated
necting the towing hook to the hull structure) shall be position of the towline without exceeding the stress
able to sustain the DL, as specified in [2.7.2], without level criteria mentioned in a).

July 2021 Bureau Veritas - Rules for Steel Ships 45

Pt E, Ch 1, Sec 3

c) Where a towline guiding fitting (e.g. fairlead or guide eration, as it is understood that pushing operations (in
pin) has been designed for a specific Safe Working Load waves) are normally halted when bouncing starts taking
SWL, defined as the maximum static working load, the place (due to operational difficulties to keep position
fitting shall be able to sustain a force equal to 2 times within the pushing area of the assisted ship as well as to
the SWL without exceeding the stress level criteria men- control the associated impact type loads).
tioned in a). c) The design load DL to be considered for the strength
d) In case the yielding check of the towline guiding fittings assessment of the fender supporting structure may be
taken as follows:
is carried out by means of a three dimensional finite ele-
ment model, the permissible stress levels given above DL = 1,5 TBP
may be increased by 10 per cent (compared to a beam
where:
model).
TBP : Design bollard pull, as defined in Ch 1, Sec 1,
2.7.8 Supporting structures [2.1].
a) The supporting structures of towing equipment shall be The DL takes into consideration anticipated dynamic
able to sustain the load exerted on the supporting struc- effects through the application of the dynamic amplifi-
ture under the action of the towline loaded under a ten- cation factor (see also Ch 1, Sec 1, [2.3]), but not
sion equal to the DL, as specified in [2.7.2], in the most bouncing effects (see above).
unfavourable anticipated position of the towline, without
The fender supporting structure shall be able to sustain
exceeding the stress level criteria specified in [2.7.7]. the DL, as specified above, without exceeding the stress
b) Supporting structures of towing equipment engaged level criteria specified in [2.7.7].
when towing on a towing winch shall be able to sustain
the load exerted on the supporting structure under the 3 Additional requirements for escort tugs
action of the towline loaded under a tension equal to
the BHL of the associated winch, as specified in Ch 1,
3.1 Structural design principles
Sec 1, [2.4], in the most unfavourable anticipated posi-
tion of the towline without exceeding the stress level
3.1.1 Hull shape
criteria specified in [2.7.7].
The hull shape is to be such as to provide adequate hydro-
c) Where a towline guiding fitting has been designed for a dynamic lift and drag forces and to avoid excessive trim
specific Safe Working Load SWL, defined as the maxi- angles for large heeling angles.
mum static working load, the associated supporting
structure shall be able to sustain a force equal to 2 times 3.1.2 Bulwark
the SWL without exceeding the stress level criteria spec-
A bulwark is to be fitted all around the weather deck.
ified in [2.7.7].

d) In case the yielding check of the towing equipment sup- 3.2 Equipment for escort operations
porting structures is carried out by means of a three
dimensional finite element model, the permissible stress 3.2.1 General
levels given above may be increased by 10 per cent
(compared to a beam model). Towing winches and towline guiding fittings (fairleads, sta-
ples, etc.) used for escort services are normally to be
arranged in way of the tug's centreline, in such a position as
2.7.9 Fendering
to minimise heeling moment.
a) A robust and efficient fendering system is to be fitted in
Materials used in towing equipment are to comply with the
areas intended for pushing. The fendering system pur-
applicable class requirements for materials. Class certifi-
pose is to distribute the pushing force and limit its
cates are required for the materials used for winch drums,
dynamic component on the hull structure of both the
drum shafts, winch brake components, winch supporting
tug and the assisted ship. frames and towline guiding fittings.
b) For the purpose of this requirement, it is considered that
during pushing operations, the contact between the tug 3.2.2 Design load
and the assisted ship is maintained and that no bounc- The design load DL to be considered for the strength assess-
ing (e.g. under wave action) is taking place. Forces ment of the towing equipment used for escort services and
resulting from bouncing loads are not taken into consid- the associated supporting structures is given in Tab 3.

46 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 3

Table 3 : Design Loads for equipment used for escort operations and supporting structures

DL, in kN
TESC,MAX, in kN Escort tugs assigned with the operating area notation
General case
escort service limited to non-exposed waters
≤ 500 3 TESC,MAX 2,4 TESC,MAX
500 < TESC,MAX ≤ 1000 [(2000 - TESC,MAX) / 500] TESC,MAX [(2000 - TESC,MAX) / 625] TESC,MAX
> 1000 2 TESC,MAX 1,6 TESC,MAX
Note 1: The DL takes into consideration dynamic effects through the application of the Dynamic Amplification Factor (DAF) (see also
Ch 1, Sec 1, [2.3]).

3.2.3 Escort winches h) The dimensioning of the winch drum is to take into
a) The winch brake shall normally act directly on the drum account the rope bending specifications provided by the
and shall be operable in case of failure of the primary towline manufacturer.
power supply system (either manually or otherwise Due consideration is to be given to preventing the tow-
arranged). line to slip over the flanges of the drum.
b) Escort winches intended to be used in conditions where i) Escort winches (in particular the components which are
dynamic oscillations of the towline are likely to occur, exposed to the tension in the towline, such as the winch
such as in open sea areas or other areas exposed to drums, drum shafts, brakes, support frame and connec-
waves, are to be equipped with an active pay-out and tion to the hull structure) shall be able to:
haul-in system. • sustain the DL, as specified in [3.2.2] without per-
This system is to automatically and reliably pay-out the manent deformation, and
towline in a controlled manner when the towline force
• sustain the BHL, as defined in Ch 1, Sec 1, [2.4],
exceeds a pre-set (adjustable) level equal to 110 per
without exceeding an equivalent stress level (based
cent of the rated towline force TESC,R and, as the towline
on Von Mises criterion) of 0,80 ReH
force is reduced, actively haul-in the towline to prevent
slack-line events and maintain a pre-set or adjustable • sustain the loads for the rated pull condition, as fore-
towline force consistent with the rated towline force. seen by the Designer, without exceeding an equiva-
lent stress level (based on Von Mises criterion) of
Pay-out and haul-in speeds and pull capability shall be
0,40 ReH.
chosen taking into account the anticipated escort ser-
vices and the dynamic characteristics of the escort tug. where:
c) Escort operations in conditions where dynamic oscilla- ReH : Minimum specified yield stress of material,
tions of the towline are likely to occur may not be based in N/mm2
on the use of the brakes of the winch drum. rated pull: Winch maximum hauling in load at the first
d) Escort operations performed by escort tugs with the inner layer.
operating area notation escort service limited to non- j) Where deemed necessary by the Society, buckling
exposed waters and any escort operation in calm water and/or fatigue analysis, performed in accordance with a
conditions, such as in ports and sheltered (confined) standard or code of practice recognized by the Society,
waters, may be based on the use of the brakes of the may be required to be submitted for information.
winch drum. As a minimum, the winch brake holding
load BHL is to be equal to or greater than two times the 3.2.4 Towlines
maximum steady towline force TESC,MAX. a) The breaking strength of towlines used for escort ser-
e) Escort winches are to be fitted with equipment to con- vices is not to be less than the DL, as specified in
tinuously measure the tension in the towline. [3.2.2].
The measured data are to be displayed in the wheel- In addition, the breaking strength for towlines used for
house next to the control desk or another appropriate escort services on an escort winch is not to be less than
location. the BHL of the associated escort winch (see Ch 1, Sec 1,
f) The escort towing system is to be designed so as to ena- [2.4]).
ble the proper spooling of the towline on the winch b) The towline shall be protected from being damaged by
drum when hauling in. Generally this can be achieved chafing and abrasion. To this end cargo rails, bulwarks,
by a suitable design of the fairlead or staple guiding the and other elements supporting the towline should be
towline between the escort winch and the assisted ship. adequately rounded.
Where a spooling device is fitted, this device should be c) It is recommended that the total length of the towline
designed for the same Design Load and stress criteria as applied on a towing winch is such that under normal
the towline guiding fittings, see [3.2.5]. operation, at least half a layer remains on the drum. In
g) Winches are to be provided with an emergency release no case less than three turns shall remain on the drum in
system as defined in [2.7.4]. under normal operation.

July 2021 Bureau Veritas - Rules for Steel Ships 47

Pt E, Ch 1, Sec 3

3.2.5 Towline guiding fittings in [3.2.2], in the most unfavourable anticipated position
a) Towline guiding fittings used for escort services, such as of the towline, without exceeding the stress level criteria
fairleads, staples and equivalent components which specified in [2.7.7].
guide the towline, shall be able to sustain the force b) In addition, supporting structures of towing equipment
exerted by the towline loaded under a tension equal to used for escort services shall be able to sustain the load
the DL, as specified in [3.2.2], in the most unfavourable exerted on the supporting structure under the action of
anticipated position of the towline without exceeding the towline loaded under a tension equal to the BHL of
the stress level criteria specified in [2.7.7]. the associated winch, as specified in Ch 1, Sec 1, [2.4],
b) In addition, towline guiding fittings shall be able to sus- in the most unfavourable anticipated position of the
tain the force exerted by the towline loaded under a ten- towline without exceeding the stress level criteria speci-
sion equal to the BHL of the associated winch, as fied in [2.7.7].
specified in Ch 1, Sec 1, [2.4], in the most unfavourable c) Where a towline guiding fitting has been designed for a
anticipated position of the towline without exceeding specific safe working load SWL, defined as the maxi-
the stress level criteria specified in [2.7.7]. mum static working load, the associated supporting
c) Where a towline guiding fitting has been designed for a structure shall be able to sustain a force equal to 2 times
specific safe working load SWL, defined as the maxi- the SWL without exceeding the stress level criteria spec-
mum static working load, the fitting shall be able to sus- ified in [2.7.7].
tain a force equal to 2 times the SWL without exceeding
d) In case the yielding check of the towing equipment sup-
the stress level criteria specified in [2.7.7].
porting structures is carried out by means of a three
d) In case the yielding check of the towline guiding fittings dimensional finite element model, the permissible stress
is carried out by means of a three dimensional finite ele- levels given above may be increased by 10 per cent
ment model, the permissible stress levels given above (compared to a beam model).
may be increased by 10 per cent (compared to a beam
model).
4 Additional requirements for salvage tugs
3.2.6 Supporting structures
a) The supporting structures of towing equipment used for 4.1 Equipment
escort services shall be able to sustain the load exerted
on the supporting structure under the action of the tow- 4.1.1 Ships with the navigation notation salvage tug are to
line loaded under a tension equal to the DL, as specified be fitted with the additional equipment specified in Tab 4.

Table 4 : Additional equipment for salvage tugs

Arrangement or equipment Number of items

Fixed or movable drainage pumps having approximately the same capacity 2 or more pumps of total capacity ≥ 400 m3/h
(1) (2) (3)
Fire pumps each capable of throwing two simultaneous jets of water having a hori- 2 pumps, each having a capacity ≥ 60 m3/h
zontal reach not less than 30 m (4)
Breathing apparatuses for divers 2
Gas masks with filter 2
Cargo boom 1, with service load ≥ 1 t
Power operated winch capable of producing an adequate pull 1
Water stops to stop leaks of approximately 1 x 2 m 4
Complete set of equipment for flame cutting with at least 25 metres of flexible piping 1
Drain hoses at least 20 m per pump
Fire hoses 10
Connections for fire main at least 3
(1) For each pump fitted on board, a suction strainer and, in the case of non self-priming pumps, a foot valve, are also to be pro-
vided.
(2) Where portable pumps are used, they are to be capable of effectively operating even with transverse and longitudinal inclina-
tions up to 20°.
(3) These pumps are additional to the drain pumps intended for the drainage service of the ship.
(4) These pumps may be the same required for drainage purposes provided they have an adequate head.
(5) As an alternative, a compressor for recharging the oxygen tanks of divers may be provided together with two complete sets of
equipment for divers.
(6) Winding drums fitted on board are to be capable of housing wire ropes of suitable size and length not normally less than 350 m.

48 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 3

Arrangement or equipment Number of items

Power operated diver’s compressor, with associated equipment (5) 1
Additional towline equipment 1
Lamps for underwater operation 2
Floodlight of power ≥ 500 W 1
Working lamps 2
Winding drums with wire ropes see (6)
Electrical cables, each not less than 100 metres long and capable of supplying at 3
least 50 kW
Tackles with lifting capacity of 1 t 2
Tackles with lifting capacity of 3 t 2
Radar with a range not less than 24 nautical miles 1
Echo-sounding device with a range of 100 m 1
Hydraulic jackets with lifting capacity of 10 t 2
Hydraulic jackets with lifting capacity of 20 t 2
Portable electrical drill with a set of twist bits having diameters up to 20 mm 1
(1) For each pump fitted on board, a suction strainer and, in the case of non self-priming pumps, a foot valve, are also to be pro-
vided.
(2) Where portable pumps are used, they are to be capable of effectively operating even with transverse and longitudinal inclina-
tions up to 20°.
(3) These pumps are additional to the drain pumps intended for the drainage service of the ship.
(4) These pumps may be the same required for drainage purposes provided they have an adequate head.
(5) As an alternative, a compressor for recharging the oxygen tanks of divers may be provided together with two complete sets of
equipment for divers.
(6) Winding drums fitted on board are to be capable of housing wire ropes of suitable size and length not normally less than 350 m.

July 2021 Bureau Veritas - Rules for Steel Ships 49

Pt E, Ch 1, Sec 4

SECTION 4 INTEGRATED TUG/BARGE COMBINATION

Symbols

Ry : Minimum yield stress, in N/mm2, of the mate- 1.3 Removable connections

rial, to be taken equal to 235/k N/mm2, unless
otherwise specified 1.3.1 General

k : Material factor for steel, defined in Pt B, Ch 4, An integrated tug/barge combination is connected with
Sec 1, [2.3] removable connection if the tug and the barge can be dis-
connected in open sea. The disconnecting procedure is to
ReH : Yield stress, in N/mm2, of the steel used, and not be performed safely by one man and is to take less than
exceeding the lower of 0,7 Rm and 450 N/mm2 5 min. After disconnection in open sea, the tug is to be
arranged to tow the barge by hawser.
Rm : Minimum ultimate tensile stress, in N/mm2, of
the steel used. The procedure for disconnecting and reconnecting at sea
the integrated tug/barge combination is to be made availa-
ble for guidance to the Master.
1 General
1.3.2 Types of removable connections
The removable connection is classed in the two following
1.1 Application types:
• rigid connection, if no relative motion between the tug
1.1.1 General
and the barge is permitted
The requirements of this Section apply to the integrated • flexible connection, if relative motion between the tug
tug/barge combinations constituted by: and the barge is permitted (e.g. the tug is free to pitch
• a tug, to which the additional service feature barge with respect to the barge).
combined is assigned
1.3.3 Tug
• a barge, to which the additional service feature tug The tug is to have the capability of separating from the
combined is assigned barge and shifting to tow it by hawser.

and specify the criteria these combinations are to satisfy in

addition to those in: 1.4 Documents to be submitted

• Ch 1, Sec 3, [2], Ch 1, Sec 2, [2] and Ch 1, Sec 5, [2] 1.4.1 In addition to the documentation requested in Part B,
for the tug the following documents are to be submitted:
• Pt D, Ch 14, Sec 2 for the barge. • Structural arrangement of the fore part of the tug, show-
ing details of reinforcements in way of the connecting
1.1.2 When a series of barges may be operated in combi- point,
nation with a specific tug, the identification numbers of • Structural arrangement of the aft part of the barge,
such barges are to be indicated in the tug class certificate. showing details of reinforcements in way of the con-
necting point,
1.1.3 When a series of tugs may be operated in combina-
tion with a specific barge, the identification numbers of • Details of the connection system.
such tugs are to be indicated in the barge Certificate of
Classification. 2 General arrangement design

1.2 Permanent connections 2.1 Bulkhead arrangement

1.2.1 An integrated tug/barge combination is connected 2.1.1 Number and disposition of tug transverse
with permanent connection if the tug and the barge cannot watertight bulkheads
be disconnected in open sea. The connection is such that no The tug is to be fitted with transverse watertight bulkheads
relative motion between the tug and the barge is permitted. according to Pt B, Ch 2, Sec 1.

50 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 4

2.1.2 Number and disposition of barge transverse 3.4.2 Direct calculation

watertight bulkheads When deemed necessary by the Society, the wave hull girder
In applying the criteria in Pt B, Ch 2, Sec 1, [4], the barge is loads and the forces transmitted through the connection are
to be fitted at least with an aftermost transverse watertight to be obtained from a complete analysis of the integrated
bulkhead located forward of the connection area and tug/barge combination motion and acceleration in irregular
extended from side to side. waves, unless such data are available from similar ships.
The cargo spaces are to be separated from the other spaces These loads are to be obtained as the most probable the
not used for cargo by watertight bulkheads. integrated tug/barge combination, considered as a ship of
the size of the combination, may experience during its
2.1.3 Barge collision bulkhead
operating life for a probability level of 10-8. For this calcula-
The collision bulkhead of the barge is to be located at a dis-
tion, the wave statistics relevant to the area of navigation
tance, in m, from the fore end of L of not less than 0,05 LLLC
and/or worst weather condition expressed by the navigation
or 10 m, whichever is the lesser, and not more than 0,08
notation assigned to the integrated tug/barge combination
LLLB, where:
are to be taken into account. For unrestricted navigation,
LLLC : Ship’s length, in m, measured between the aft the wave statistics relevant to the North Atlantic are to be
and fore ends of L of the integrated tug/barge taken into account.
combination, taken at the fore and aft ends of
When the difference between the tug and the barge depths
the load line length
is not considered negligible by the Society, its effects are to
LLLB : Ship’s length, in m, measured between the aft be considered in evaluating the buoyancy force distribu-
and fore ends of L of the barge considered as an tions and the corresponding hull girder loads on the tug
individual ship, taken at the fore and aft ends of structures immediately aft of the connection section, for the
the load line length. different wave encountering conditions.

3 Integrated tug/barge combinations 3.5 Still water local loads

with permanent connection: stability,
3.5.1 The still water local loads are to be calculated accord-
freeboard, design loads, hull
ing to Pt B, Ch 5, Sec 5 for each loading condition and
scantlings and equipment draught of the integrated tug/barge combination. The draught
of the integrated tug/barge combination is to be taken not
3.1 Stability calculations less than 0,85 D, where D is the greater of the tug and the
barge depths and not greater than the draught of the barge.
3.1.1 The integrated tug/barge combination is to comply
with the applicable intact and, where additional notation
3.6 Wave local loads
SDS is requested, damage stability requirements in Part B,
Chapter 3 considering the integrated tug/barge combination 3.6.1 The wave local loads are to be calculated according
as a ship of the size of the combination. to Pt B, Ch 5, Sec 5, [2] considering the integrated tug/barge
combination as a ship of the size of the combination. The
3.2 Freeboard calculation draught of the integrated tug/barge combination is to be
taken not less than 0,85 D, where D is the greater of the tug
3.2.1 The freeboard is to be taken as the greatest of: and the barge depths and not greater than the draught of the
• the freeboard of the tug, considered as an individual ship barge.
• the freeboard of the barge, considered as an individual
ship 3.7 Hull girder strength
• the freeboard of the integrated tug/barge combination,
considered as a ship of the size of the combination. For 3.7.1 Strength check
the freeboard calculation the barge is to be considered The longitudinal strength is to comply with Part B, Chapter
as being manned. 6, where the hull girder loads are those defined in [3.3] and
[3.4].
3.3 Still water hull girder loads
3.7.2 Loading manual
3.3.1 The still water hull girder loads and the forces trans- The loading manual is to include the (cargo and ballast)
mitted through the connection are to be calculated for each loading conditions of the integrated tug/barge combination
loading condition considering the integrated tug/barge at sea and in port conditions on the basis of which the
combination as a ship of the size of the combination. approval of its hull structural scantlings is based.
The manual is to indicate the still water bending moment
3.4 Wave hull girder loads and shear force along the length of the integrated tug/barge
3.4.1 The wave hull girder loads and the forces transmitted combination as well as the permissible values at each hull
through the connection are to be calculated according to Pt section.
B, Ch 5, Sec 2 considering the integrated tug/barge combi- Information on loading and unloading sequences is to be
nation as a ship of the size of the combination. provided for guidance to the Master.

July 2021 Bureau Veritas - Rules for Steel Ships 51

Pt E, Ch 1, Sec 4

3.8 Scantlings of plating, ordinary stiffeners 4.4.2 Integrated tug/barge combination with
and primary supporting members removable flexible connection
For integrated tug/barge combinations with removable flexi-
3.8.1 The scantlings of plating, ordinary stiffeners and pri- ble connection, the effect of the degrees of freedom of the
mary supporting members are to be in accordance with Part connection on the wave hull girder loads in the combina-
B, Chapter 7 or NR600, as applicable, where the hull girder tion may be taken into account (e.g. free pitch of the tug
and local loads are those defined in [3.3] to [3.6]. with respect to the barge implies vertical bending moment
In any case, the scantlings of plating, ordinary stiffeners and equal to zero in the connection).
primary supporting members of the tug and the barge are to
be not less than those obtained according to Ch 1, Sec 3 4.5 Still water local loads
and Pt D, Ch 14, Sec 2 for the tug alone and the barge
alone, respectively. 4.5.1 The still water local loads are to be calculated
according to Pt B, Ch 5, Sec 5 or NR600, as applicable, for
3.9 Equipment each loading condition and draught of the integrated
tug/barge combination. The draught of the integrated
3.9.1 The equipment is to be in accordance with the tug/barge combination is to be taken not less than 0,85 D,
requirements in both where D is the greater of the tug and the barge depths and
• Ch 1, Sec 3, [2.6] for the tug, and not greater than the draught of the barge.
• Pt D, Ch 14, Sec 2, for the barge, considering the barge
as a ship of the size of the integrated tug/barge combi- 4.6 Wave local loads
nation.
4.6.1 The wave local loads are to be calculated according
to Pt B, Ch 5, Sec 5, [2] considering the integrated tug/barge
4 Integrated tug/barge combination combination as a ship of the size of the combination. The
with removable connection: draught of the integrated tug/barge combination is to be
stability, freeboard, design loads, taken not less than 0,85 D, where D is the greater of the tug
and the barge depths and not greater than the draught of the
hull scantlings and equipment barge.

4.1 Stability calculations 4.7 Hull girder strength

4.1.1 The integrated tug/barge combination is to comply
4.7.1 The longitudinal strength is to comply with Part B,
with the applicable intact stability requirement in Part B,
Chapter 6, where the hull girder loads are those defined in
Chapter 3, considering the integrated tug/barge combina-
[4.3] and [4.4].
tion as a ship of the size of the combination.
4.7.2 Loading manual
4.2 Freeboard calculation The loading manual is to include the items specified in
[3.7.2].
4.2.1 The freeboard is to be calculated for the tug and the
barge considered as individual ships.
4.8 Scantlings of plating, ordinary stiffeners
4.3 Still water hull girder loads and primary supporting members

4.3.1 General 4.8.1 Integrated tug/barge combinations with

removable rigid connection
The still water hull girder loads and the forces transmitted
For integrated tug/barge combinations with removable rigid
through the connection are to be calculated for each load-
connection, the scantlings of plating, ordinary stiffeners and
ing condition considering the integrated tug/barge combi-
primary supporting members are to be in accordance with
nation as a ship of the size of the combination.
Part B, Chapter 7 or NR600, as applicable, where the hull
4.3.2 Integrated tug/barge combination with girder and local loads are those defined in [4.3] to [4.6].
removable flexible connection In any case, the scantlings of plating, ordinary stiffeners and
For integrated tug/barge combinations with removable flexi- primary supporting members of the tug and the barge are to
ble connection, the effect of the degrees of freedom of the be not less than those obtained according to Ch 1, Sec 3, for
connection on the still water hull girder loads in the combi- the tug alone, and Pt D, Ch 14, Sec 2 for the barge alone.
nation may be taken into account (e.g. free pitch of the tug
with respect to the barge implies vertical bending moment 4.8.2 Integrated tug/barge combinations with
equal to zero in the connection). removable flexible connection
For integrated tug/barge combinations with removable flexi-
4.4 Wave hull girder loads ble connection, the scantlings of plating, ordinary stiffeners
and primary supporting members of the tug and the barge
4.4.1 The wave hull girder loads and the forces transmitted are to be not less than those obtained according to Ch 1,
through the connection are to be calculated according to Sec 3 and Pt D, Ch 14, Sec 2 for the tug alone and the barge
[3.4]. alone, respectively.

52 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 4

4.9 Equipment γR : Resistance partial safety factor, defined in Tab 1

γm : Material partial safety factor, defined in Tab 1.
4.9.1 The equipment is to be in accordance with [3.9.1].
Table 1 : Partial safety factors
5 Connection
Partial safety factors covering Partial safety
Symbol
5.1 General uncertainties regarding factor value
Still water hull girder loads γS1 1,00
5.1.1 The components of the connecting/disconnecting
system are to be fitted on the tug. Wave hull girder loads γW1 1,15

Where the connecting system is located on a tug super- Still water pressure γS2 1,00
structure, this is to be checked according to Pt B, Ch 8, Sec Wave pressure γW2 1,20
4 or NR600, as applicable. The efficiency of the structural
Material γm 1,02
connection between this superstructure and the underlying
hull structures is to be ensured. Resistance γR 1,25

5.1.2 The connecting system is to comply with the follow- 5.2.4 Yielding check of the structural elements of
ing requirements: the connection
• it is to be permanently locked in position, at sea, with The Von Mises equivalent stresses in the structural elements
remote indication and control on the bridge of the connection are to comply with the following formula:
• it is to remain locked in the event of damage to the con- RY
trol system. A local control is to be provided for ena- σ E ≤ ----------
γR γm
bling the disconnection from the coupler machinery
room. where:
σE : Von Mises equivalent stress, in N/mm2, to be
5.2 Scantlings obtained as a result of direct calculations
γR : Resistance partial safety factor, defined in Tab 1
5.2.1 General
The bow of the tug and the stern of the barge are to be rein- γm : Material partial safety factor, defined in Tab 1.
forced in order to withstand the connection forces.
5.2.5 Deflections
The structure reinforcements are to be continued in aft and
fore directions of the integrated tug/barge combination in Deflections of the structural elements in the connection are
order to transmit the connection forces to the hull structure to be obtained from direct calculations, to be carried out in
of the tug and the barge. accordance with [5.2.2] and submitted to the Society for
review.
5.2.2 Calculation of stresses in the connection Deflection and pre-loading of the connection, if any, are to
The stresses in the connection are to be obtained by means be considered in order to avoid hammering in the connec-
of direct calculations, where the connection forces are to be tion area.
obtained according to [3.3] and [3.4] or [4.3] and [4.4], as
applicable, and the partial safety factors specified in Tab 1
6 Other structures
are to be applied.
When calculating the stresses in the connection, pre-load-
6.1 Tug fore part
ing from locking devices, if any, is to be taken into account.
For notch type connections, the analysis of the barge wing 6.1.1 General
walls is to take into account the effects of bending moment, For integrated tug/barge combinations with permanent con-
shear force and torque. nection or removable rigid connection, the tug fore struc-
ture is to be aligned with the barge aft structure in way of
5.2.3 Shear check of the structural elements of the
the notch or the dock bottom.
connection
The shear stresses in the structural elements of the connec- 6.1.2 Scantlings
tion are to comply with the following formula:
The scantlings of the fore part of the tug are to be in accord-
RY ance with Part B, Chapter 7 or NR600, as applicable, con-
τ ≤ 0, 65 ----------
γR γm sidering the hull girder loads, the local loads and the
connection forces defined in [3.3] to [3.6] for integrated
where: tug/barge combinations with permanent connection or [4.3]
τ : Shear stress, in N/mm2, to be obtained as a to [4.6] for integrated tug/barge combinations with remova-
result of direct calculations ble connection.

July 2021 Bureau Veritas - Rules for Steel Ships 53

Pt E, Ch 1, Sec 4

6.2 Tug aft part 6.4.2 Scantlings

The scantlings of the aft part of the barge are to be in
6.2.1 Scantlings for integrated tug/barge accordance with Part B, Chapter 7 or NR600, as applicable,
combinations with permanent or removable considering the hull girder loads, the local loads and the
rigid connections
connection forces defined in [3.3] to [3.6] for integrated
The scantlings of the aft part of the tug are to be in accord- tug/barge combinations with permanent connection or [4.3]
ance with Pt B, Ch 8, Sec 2 or NR600, as applicable, con- to [4.6] for integrated tug/barge combinations with remova-
sidering this part as belonging to a ship of the size of the ble connection.
integrated tug/barge combination.

6.2.2 Scantlings for integrated tug/barge 7 Hull outfitting

combinations with removable flexible
connections
7.1 Rudder and steering gear
The scantlings of the aft part of the tug are to be in accord-
ance with Pt B, Ch 8, Sec 2 or NR600, as applicable, con- 7.1.1 The tug rudder and steering gear are to be in accord-
sidering the tug as an individual ship. ance with Pt B, Ch 9, Sec 1 and Pt C, Ch 1, Sec 11, respec-
tively, considering the maximum service speed (in ahead
6.3 Barge fore part and astern condition) of the tug as an individual ship and
the maximum service speed (in ahead and astern condition)
6.3.1 Scantlings for integrated tug/barge of the integrated tug/barge combination.
combinations with permanent or removable
rigid connections The characteristics and performance of the rudder and the
The scantlings of the fore part of the barge are to be in steering gear are to ensure the manoeuvrability of the inte-
accordance with Pt B, Ch 8, Sec 1 or NR600, as applicable, grated tug/barge combination.
considering this part as belonging to a ship of the size of the
integrated tug/barge combination. 8 Construction and testing
6.3.2 Scantlings for integrated tug/barge
combinations with removable flexible 8.1 Test of the disconnection procedure of
connections removable connection
The scantlings of the fore part of the barge are to be in
accordance with Pt B, Ch 8, Sec 1 or NR600, as applicable, 8.1.1 Tests are to be carried out in order to demonstrate the
considering the barge as an individual ship. capability of the tug to be safely disconnected from the
barge within 5 min by one man.
6.4 Barge aft part These tests may be performed in harbour. However, addi-
tional information is to be submitted to the Society in order
6.4.1 General to demonstrate the capability of the tug and the barge of
For integrated tug/barge combinations with permanent con- being safely disconnected and reconnected at sea. The
nection or removable rigid connection, the barge aft struc- operating procedure, indicating the maximum or pre-fixed
ture is to be aligned with the tug fore structure in way of the sea states, is to be made available for guidance to the Mas-
notch or the dock bottom. ter, as indicated in [1.3.1].

54 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 5

SECTION 5 TESTING

1 General Generally, load testing is to be conducted at a special facil-

ity equipped to generate the required line tension (e.g.
maker's premises) and to be witnessed by the Society.
1.1 Application
In case a towing winch is of conventional, proven design,
1.1.1 The requirements of this Section apply as follows for which load testing has been previously performed and
depending on the ship service notation: deemed acceptable by the Society, it is sufficient to perform
• tug, mainly intended for towing services, are to comply on board function testing in accordance with [2.2.2].
with the requirements in Article [2] Note 1: The Society may request the winch manufacturer to supply
records of the load tests performed.
• salvage tug, having specific equipment for salvage ser-
vices, are to comply with the requirements in Article [2] 2.2.2 Towing winches are to be function tested on board.
• escort tug, mainly intended for escort services such as The correct functioning of the winch brake, the load carry-
for steering, braking and otherwise controlling escorted ing winch components and the associated supporting struc-
ships, are to comply with the requirements in Articles ture is to be demonstrated at a towline force equal to the
[2] and [3]
design bollard pull, as defined in Ch 1, Sec 1, [2.1].
In addition, ships with the additional service feature barge Winch operating modes to be function tested include haul-
combined are to comply with the applicable requirements ing in and paying out of the towline, as well as braking.
in Ch 1, Sec 4.
Hydraulic and electrical systems shall be function tested on
board in accordance with the Society's requirements for
2 General requirements machinery and electrical systems.

2.1 Bollard Pull test 2.3 Towing hooks

2.1.1 The design bollard pull is to be verified by means of a 2.3.1 Towing hooks, including the associated emergency
bollard pull test performed in accordance with Ch 1, App 1. release systems, are normally to be load tested at the DL, as
defined in Ch 1, Sec 3, [2.7.2], unless complete calculation
2.1.2 For tugs capable of towing over the stern (ahead tow- verifying that the hook complies with the requirements in
ing) as well as over the bow (astern towing), the bollard pull Ch 1, Sec 3, [2.7.5] is submitted to the Society for informa-
test is to be performed for both.
tion and is deemed acceptable.
2.1.3 The measured Bollard Pull is to be not less than 3% Generally, load testing is to be conducted at a special facil-
lower and not more than 1% higher than the design bollard ity equipped to generate the required line tension (e.g.
pull specified in Pt A, Ch 1, Sec 2, [4.7], otherwise the maker's premises) and to be witnessed by the Society.
design bollard pull is to be amended accordingly.
In case a towing hook is of conventional, proven design, for
In case the measured pollard pull is more than 1% higher which load testing has been previously performed and
than the design bollard pull, it is to be demonstrated by the deemed acceptable by the Society, it is sufficient to perform
Designer that the applicable hull structure and stability on board function testing in accordance with [2.3.2].
requirements of this Chapter are complied with. Note 1: The Society may request the winch manufacturer to supply
records of the load tests performed.
2.1.4 The bollard pull test is to be carried out in the pres-
ence of a Surveyor of the Society. The test procedure loca- 2.3.2 Towing hooks are to be function tested on board. The
tion and conditions (see Ch 1, App 1, [3]) are to be agreed correct functioning of the hook and the associated support-
with the Society. ing structure is to be demonstrated at a towline force equal
to the design Bollard Pull, as defined Ch 1, Sec 1, [2.1].
2.2 Towing winches
2.4 Emergency release system
2.2.1 Towing winches, including the associated emergency
release systems are to be load tested at the DL, as defined in 2.4.1 For each emergency release system or type thereof,
Ch 1, Sec 3, [2.7.2], or at the BHL, as defined in Ch 1, Sec 1, the performance requirements of Ch 1, Sec 3, [2.7.4] are to
[2.4], whichever is the greatest, unless a complete calculation be verified either at the manufacturer's works or as part of
verifying that all the load bearing parts of the winch comply the commissioning of the towing winch when it is installed
with the requirements in Ch 1, Sec 3, [2.7.3] is submitted to on board. Where verification solely through testing is
the Society for information and is deemed acceptable. impracticable (e.g. due to health and safety), testing may be

July 2021 Bureau Veritas - Rules for Steel Ships 55

Pt E, Ch 1, Sec 5

combined with inspection, analysis or demonstration on a the rated values of the steering force TY,R and the braking
case-by-case basis. force TX,R:
• Rated steering force TY,R or steering force TY correspond-
2.4.2 The performance capabilities of the emergency
ing to rated braking force TX,R , as applicable
release system are to be documented and made available
on board the ship on which the winch has been installed. • Rated braking force TX,R or braking force TX correspond-
ing to rated steering force TY,R , as applicable
2.4.3 The full functionality of the emergency release system • Corresponding towline force TESC
is to be tested as part of the shipboard commissioning trials
• All corresponding forces acting in transverse direction
to the satisfaction of the surveyor. Testing may be conducted
(hydrodynamic, thrust and towline)
either during a Bollard Pull test or by applying the towline
load against a strong point on the deck of the tug that is cer- • Corresponding heeling angle
tified to the appropriate load. • Corresponding heeling moment
• Corresponding towline angle relative to the escorted
2.4.4 Where the performance of the winch in accordance ship (refer to α in Ch 1, Sec 1, [2.7.2])
with Ch 1, Sec 3, [2.7.4] has previously been verified, the
• Corresponding drift angle of the escort tug (refer to β in
load applied for the installation trials is not to be lower than
Ch 1, Sec 1, [2.7.2]).
30% of the BHL of the associated winch, as specified in Ch
1, Sec 1, [2.4]. Note 1: The highest anticipated values of the steering force, braking
force, towline force and heeling moment do not normally all occur
2.4.5 For novel or particular designs the emergency release in the same condition (defined by the position of escort tug relative
systems are also to be load tested with the towline at an to the escorted ship and the drift angle), although more than one
upward angle of 45 degrees with the horizontal plane at a parameter may have its highest value in a particular condition.
towline force of not less than 50 per cent of the design bol- Hence it is necessary to consider at least two conditions: one for
the highest anticipated steering force and one for the highest antic-
lard pull, as defined Ch 1, Sec 1, [2.1].
ipated braking force. In case the highest anticipated heeling
moment and/or towline force do not occur in either one of these
3 Additional requirements for escort tugs two conditions, the relevant conditions are to be added.

3.1.5 It is recommended that the results of the escort per-

3.1 Escort performance simulations formance simulations are presented in the form of diagrams
showing the envelope of the (steady state) combinations of
3.1.1 Where the highest anticipated heeling moment is steering and braking forces obtained from the simulations.
obtained from the results of a computer simulation pro- Such diagrams should cover the applicable escort speed
gram, the basic assumptions and theoretical models under- range, with a recommended step of 2 knots.
lying the software are to be presented in detail to the
Society. Items to be addressed include: 3.2 Escort performance trials
• hydrodynamic lift and drag computation (hull and
appendices) 3.2.1 Escort performance trials at full scale or model scale
may be carried out in order to obtain the characteristics of
• modelling of thrust forces escort tugs defined in Ch 1, Sec 1, [2.7].
• interaction effects between hull, skeg and (steerable)
3.2.2 The trials are to cover the applicable range of loading
propulsion units
conditions and escort speeds.
• flow separation effects
3.2.3 The following documents are to be submitted for
• water pile-up effects
information prior to testing:
• effects of waves and/or swell • Relevant loading conditions, defined by draught (or dis-
• dynamic effects before a steady state is reached (e.g. placement) and trim, for which the tug is designed to
during initiation and turning manoeuvres) and scaling perform escort services
effects (if any). • Applicable range of test speeds of the escorted ship: the
speed is defined as the relative speed with respect to the
3.1.2 A validation report, containing comparisons between sea, taking into account current effects
simulation results and full scale and/or model test results, is • Main propulsion characteristics, in particular power and
to be presented to the Society. maximum orientation angle of the rudder(s) (propellers);
• Preliminary calculation of the rated steering force TY,R,
3.1.3 A clear description of the input and output data is to
be provided, along with explanations on how the output rated braking force TX,R and rated steady towline force
data are obtained/calculated by the software. TESC,R as defined in Ch 1, Sec 1, [2.7], as well as the cor-
responding heeling moments and heeling angles, for the
3.1.4 As a minimum, for each relevant loading condition range of test speeds
(see Ch 1, Sec 2, [3.1.1]) the following set of results is to be • Calculation of the route deviation of the escorted ship
provided in tabular form as function of the escort speed for (for testing purposes the escorted ship is to be selected

56 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, Sec 5

so that the route deviation induced by the tug is kept function of the escort speed for the rated values of the steer-
reasonably small ing force TY,R and the braking force TX,R:
• Preliminary stability calculations for the above men- • Rated steering force TY,R or steering force TY correspond-
tioned conditions ing to rated braking force TX,R, as applicable
• Escort towing arrangement plan, including the load cell • Rated braking force TX,R or braking force TX correspond-
and specification of the components ing to rated steering force TY,R, as applicable
• Documentation relevant to the Bollard Pull test, see
• Corresponding towline force TESC,R
[2.1.1].
• Corresponding heeling angle
3.2.4 Prior to commencing the escort performance trials • Corresponding heeling moment
the following data are to be recorded:
• Corresponding towline angle relative to the escorted
• Wind speed and direction ship (refer to α in Ch 1, Sec 1, [2.7.2])
• Sea state, including significant wave height and peak • Corresponding drift angle of the escort tug (refer to β in
period Ch 1, Sec 1, [2.7.2]).
• Current speed and direction
Note 1: The highest anticipated values of the steering force, braking
• Water depth
force, towline force and heeling moment do not normally all occur
• Loading condition of the escort tug: draught (or dis- in the same condition (defined by the position of escort tug relative
placement) and trim to the escorted ship and the drift angle), although more than one
• Loading condition of the escorted ship. parameter may have its highest value in a particular condition.
Hence it is necessary to consider at least two conditions: one for
3.2.5 Testing is to be performed over the applicable range the highest anticipated steering force and one for the highest antic-
ipated braking force. In case the highest anticipated heeling
of towline angles as defined in the escort towing arrange-
moment and/or towline force do not occur in either one of these
ment plan. The length of the towline and the angle of the
two conditions, the relevant conditions are to be added.
towline with the horizontal plane are to represent a typical
operating condition. 3.2.10 For model testing, due consideration is to be paid to
scale effects for establishing the escort tug characteristics at
3.2.6 As a minimum, the following data is to be collected
full scale from the model test results.
during testing for post-processing and analysis:
• Towline force (tension) TESC
3.3 Escort equipment testing
• Towline angle α, as defined in Ch 1, Sec 1, [2.7.2]
• Drift angle β, as defined Ch 1, Sec 1, [2.7.2] 3.3.1 Load testing
• Heeling angle of the escort tug Escort winches, including the associated emergency release
• Towline length and angle of towline with the horizontal system are normally to be load tested at the DL, as defined
plane. in Ch 1, Sec 3, [3.2.2], or the BHL, as defined in Ch 1, Sec
1, [2.4], whichever is the greatest, unless a complete calcu-
3.2.7 It is also recommended to measure the following lation verifying that all the load bearing parts of the winch
data: comply with the requirements in Ch 1, Sec 3, [3.2.3] is sub-
mitted to the Society for information and is deemed accept-
• Power setting and orientation angle of rudder(s) (propel-
able.
lers) of the escort tug
• Time needed to make the tug swing from the equilibrium Generally, load testing is to be conducted at a special facil-
position to its mirror position (see Ch 1, Sec 1, Fig 2). ity equipped to generate the required line tension (e.g.
maker's premises) and to be witnessed by the Society.
3.2.8 For each combination of loading condition and test In case an escort winch is of conventional, proven design,
speed: for which load testing has been previously performed and
• The rated steering force TY,R and rated braking force TX,R deemed acceptable by the Society, it is sufficient to perform
are to be calculated on the basis of the corresponding on board function testing in accordance with [3.3.2].
measured steady towline force TESC and the associated Note 1: The Society may request the winch manufacturer to supply
measured towline angle, drift angle and the angle records of the load tests performed.
between the towline and the horizontal plane.
• The maximum heeling arm is to be calculated on the 3.3.2 Function testing
basis of the corresponding measured steady towline In general, the proper functioning of the towing equipment
force TESC, as defined in Ch 1, Sec 1, [2.7], the associ- used for escort services is to be verified by on board testing
ated measured heeling angle and the GZ curve applica- and to be witnessed by the Society. Function testing is to be
ble to the loading condition considered. performed both for normal operating conditions and in
accordance with the escort towing arrangement plan as
Note 1: The GZ curve is to be based on the escort tug in upright well as in emergency conditions (emergency release, failure
position before commencing the escort operation.
of main power supply). The safe operation of the escort
3.2.9 As a minimum, for each tested loading condition the winch from all control stations is to be demonstrated.
following set of results is to be provided in tabular form as Escort winches are to be function tested on board.

July 2021 Bureau Veritas - Rules for Steel Ships 57

Pt E, Ch 1, Sec 5

The correct functioning of the winch brake, the load carry- Winch operating modes to be function tested include haul-
ing winch components and the associated supporting struc- ing in and paying out of the towline, braking and the active
ture is to be demonstrated at a towline force equal to the pay-out and haul-in system when fitted (see Ch 1, Sec 3,
design Bollard Pull, as defined in Ch 1, Sec 1, [2.1]. [3.2.3]).
Hydraulic and electrical systems shall be function tested
The emergency release systems are to be function tested onboard in accordance with the Society's requirements for
according to [2.4]. machinery and electrical systems.

58 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, App 1

APPENDIX 1 BOLLARD PULL TRIALS

1 General 2.2 Bollard pull trial conditions

2.2.1 The vessel's bollard pull is the towing force provided

1.1 Purpose by the specified propulsors, recorded as being maintained
in a steady state condition for a duration of not less than 5
1.1.1 The purpose of this Appendix is to: minutes and performed at rated power as defined in [2.3.1]
at a speed through water of zero knots.
• ensure that the reported bollard pull figure represents
the realistic performance of the vessel that can be met in 2.2.2 The operating profile for the bollard pull trial condi-
service conditions at an acceptable level of accuracy, tion is to represent normal service conditions, such that suf-
irrespective of the specific conditions met during the ficient auxiliary power is available for normal and safe
execution of the bollard pull trial that are known to operation of the vessel.
affect the vessel's performance
2.2.3 Engine speed and brake power are to be measured
• facilitate a repeatable performance figure in accordance
simultaneously with towline force during the bollard pull
with clear definitions. trial and are to be reported on the test report (see [8]).

1.2 Application 2.2.4 Bollard pull trials conducted in hybrid mode,

whereby batteries or other supplementary power devices
are used to provide additional power for a limited period of
1.2.1 This Appendix applies to ships with multiple propul-
time, are to be separately listed as “Hybrid Bollard Pull
sors, with or without nozzles. (HBP)”, and have an associated time of validity for each
operational mode of such HBP.
1.2.2 This Appendix does not apply to the following ships:

• ships whereby propulsors are mounted under a large flat 2.3 Engine rating
bottom (e.g. specialised ships with multiple thrusters for
dynamic positioning operation) 2.3.1 The bollard pull trial is to be performed up to the
maximum power of the engines which is available in ser-
• single propulsor towing vessels. vice. Maximum power means:

a) For marine diesel and/or gas engines: The maximum

2 General requirements brake power that the engine can deliver in service, and
that corresponds to the power recorded during 100%
load testing at the Factory Acceptance Tests of the engine.
2.1 Bollard pull trial
b) For electric propulsion machines: Design power for nor-
2.1.1 A bollard pull trial is a full scale test with a vessel to mal service conditions defined for the electric motor,
determine the horizontal towline force which the main pro- specified on the motor name plate.
pulsion systems can generate at a vessel speed equal to zero c) For Hybrid propulsion systems (diesel or gas mechanical
knots. propulsion with electrical power take-in):
The bollard pull trial is to be executed in unrestricted and The sum of the power defined in item a) and item b)
calm water, without external influences such as wind and above for all propulsion machines.
current. One end of the towline is to be attached to a dedi-
cated towing point on the vessel (e.g. towing winch or d) In case the design power of the propeller is less than the
maximum power of the engine(s), the maximum power
hook) and the other end is to be attached to an external
is to be taken as the design power of the propeller.
strongpoint (fixed bollard ashore, seabed secured anchor or
otherwise). The towline force is to be measured by a cali-
2.3.2 The engine speed is to be within the Original Equip-
brated load cell which is normally fitted between the tow- ment Manufacturer (OEM) specified speed range, which is
line and the external strongpoint. The engine power at to be consistent with the type approval of the engine and
which the bollard pull trial is executed is to be measured the certification of the propulsion train (e.g. Torsional Vibra-
and reported in conjunction with the steady state line pull. tion Calculations).

July 2021 Bureau Veritas - Rules for Steel Ships 59

Pt E, Ch 1, App 1

Figure 1 : Schematic representation of towline force as a function of time during bollard pull trial

Towline force (t)

5 min

15 min

Time

2.3.3 The available output power has to match the condi- 3 Requirements for the trial site
tions stated in [2.2.2].

2.3.4 The propulsion and engine configuration used during 3.1 Water depth and radius
the bollard pull trial is to be stated on the certificate. This
includes a specification of the power generation systems 3.1.1 The minimum total water depth, which is to be main-
(output of engines / fuel cells / battery banks etc.), propul- tained at least in a radius of 2 times the ship's length around
sion motors (mechanical, electrical, hybrid) and propulsion the towing vessel, is 4 times the propeller immersion depth
systems (number of propellers, use of (retractable) thrusters (himm).
etc.) used during the bollard pull trial.
Figure 2 : Definition of propeller immersion depth and
2.4 Steady state phase ship to shore distance
Distance to shore > 50 x D
2.4.1 The steady state phase of the bollard pull trial is the
time interval during which a steady towline force is meas-
ured. The steady state phase represents the highest consecu-
tive 5 minute period, logged as per [4.4] during a 15 minute
trial under effectively constant trial conditions stated in this
Propeller
trial test procedure. The definition of the highest consecu- immersion
tive 5 minutes period is to be in accordance with [7.2]. depth himm

2.4.2 The 15 minute trial window starts after the initial

build up and subsidence in line tension of associated
dynamic effects, as shown in Fig 1. During this period only Water depth
> 4 x himm
small changes in steering angles associated with mainte-
nance of vessel position are permitted. Strong sway motions
are to be avoided.

2.4.3 In Hybrid mode (Diesel/Diesel-Electric power plus

that available from the batteries) the available battery power
for propulsion might decrease during the execution of the
bollard pull trial. In this case the reported bollard pull is to D = Propeller diameter
be defined by calculating the mean power and towline
force over a period of 5 minutes as minimum, and noted
down as a separate entry in the bollard pull certificate as 3.1.2 The propeller immersion depth is the distance
'Hybrid Bollard Pull (HBP)' with an associated maximum between the water surface and the centre of the propulsion
time for which that HBP rating is valid in service. The unit, as indicated in Fig 2. For propulsion systems with verti-
designed power availability duration is to be provided by cal axis, the centre line of the jet-stream is used, i.e. the
the designer of the propulsion system. middle of the blades as indicated in Fig 3.

60 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, App 1

Figure 3 : Definition of immersion depth and ship to shore distance for a propulsion system with vertical axis
Distance to shore > 50 x D

Propeller immersion
depth himm

D = propeller diameter

3.1.3 The water depth during the trial is to be recorded on 3.5 Waves
the bollard pull trial report.
3.5.1 The bollard pull trial is to be conducted in calm water
conditions as far as possible. In any case, the maximum sig-
3.2 Ship to shore distance nificant wave height encountered during the bollard pull
trial is not to exceed 0,5 m. No corrections for waves are to
3.2.1 The minimum distance between quay and centre of be applied.
the propeller closest to shore is 50 times the propeller diam-
eter to avoid water circulation affecting the bollard pull. 3.6 Wind

3.3 Current 3.6.1 Transverse wind may cause sway movements that
have to be compensated by applying rudder. This may
degrade vessel bollard pull performance. Wind speed dur-
3.3.1 The current speed is to be less than 0,5 knots from the ing the bollard pull trial is to be as low as possible but not
bow or sides. If the current is approaching the vessel from more than 10m/s (5 Beaufort scale).
the stern, the current is to be less than 0,3 knots. When the
bollard pull trial is performed with side current, the towing
vessel is to be allowed to shift position by letting it move 3.7 Outside temperature
with the current and not to steer against it, while maintain-
3.7.1 It is recommended to perform trials in non-tropic con-
ing heading relative to the towline. It is not allowed to fix
ditions (air temperature < 45°C, water temperature < 32°C)
the position of the towing vessel by cables, other vessels or
to avoid engine performance degradation. No corrections
other means. Bow thrusters may be used to hold position if
for environmental conditions are to be applied.
this does not negatively affect the power available for main
propulsion, see also [6.1.1]. Note 1: It is recommended to log relevant engine parameters dur-
ing the trials.

3.4 Water density 3.8 Towline

3.4.1 Water density is to be recorded on the bollard pull 3.8.1 A torsion-free towline (e.g. synthetic) is recom-
trial report. No corrections for water density are to be mended to ensure that the load cell measures, as intended,
applied. in direct tension.

Figure 4 : Positioning of the vessel during bollard pull trials

50 x D

D = propeller diameter

July 2021 Bureau Veritas - Rules for Steel Ships 61

Pt E, Ch 1, App 1

3.9 Vessel orientation relative to the quay g) When a load pin shackle is used, a centralising bobbin as
indicated in Fig 6 is to be used in order to ensure correct
3.9.1 The heading relative to the quay side (assuming solid alignment, in addition to additional shackles. The towline
quay sides) is to be chosen such that propeller wash can is not to be connected directly to the load shackle.
freely move without being re-directed in the direction of the
vessel. Towing is not to be done in enclosed harbours, as h) The load cell / load shackle and connected shackles are
recirculation is more likely to occur, resulting in unsteady not to touch the quayside edge or ground (see Fig 7) to
performance. Minimum line length, water depth and asso- avoid misalignment, bending and corresponding offsets
ciated radius are to be observed. Fig 4 presents examples of in measurements. The shackles denoted by 'Additional
acceptable and unacceptable vessel orientations relative to Shackles' in Fig 5 are allowed to touch the ground if not
the quay. possible otherwise.

i) The test is to be conducted at the same temperature as

4 Instrumentation during the calibration of the load cell, within a toler-
ance of ±10°C. If this condition cannot be fulfilled, the
4.1 Load cell load cell is to be certified to be suitable for the tempera-
ture during the trial.
4.1.1 The load cell is to be installed between the strong-
point and towline, either on board or on shore. The load j) The load cell is to be set to zero prior to the trial, when
cell is to have a digital output and be capable of sampling at the towline is not yet connected and free from any load.
a rate of 1 Hz or faster. After the trial, when the load cell is free from any load,
the reading is to be checked again.
4.1.2 To maximise accuracy the following conditions are to
be met: Figure 5 : Recommended load cell arrangement
a) The load cell calibration and certificate is not to be with spacer rings and additional shackles
older than 12 months and is to be provided with the
bollard pull certificate. The calibration procedure of the Spacer rings
load cell is to be in accordance with the requirements
stated in [4.1.3].
Loadcell
b) The load cell is to have an uncertainty in accordance
with an ISO 7500-1 Class 1 machine, which is to be
stated on the load cell calibration certificate. Additional shackles

c) When a steel stranded wire is used during the bollard

pull trial, the load cell is to be proven to be torsion
insensitive in accordance to the requirements in [4.1.4]. Figure 6 : Recommended load shackle arrange-
ment with centralising bobbin and shackles
d) Spacer rings are to be installed between load cell and
shackle ears as indicated in Fig 5 to avoid misalign-
ments during testing. Spacer rings are plastic rings spe-
Centralising
cially made to fill the gaps between shackle ears and bobbin
load cell, and thus centrally align the load cell.
e) Shackle pins are to be free from surface imperfections
such as dents or bend.
Load shackle
f) The towline is to be connected first to a shackle, which
is consecutively connected to a second shackle that Additional shackles
holds the load cell (see Fig 5).

Figure 7 : Load cell touching ground, causing bending moments and misalignment of the load cell

Loadcell

62 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, App 1

Figure 8 : Schematic of calibration procedure according to ISO 7500-1

120
100
80

 
% load

60
40
20
Rotate 180° Rotate 180°
0
a b c d e c d e c d
Time

4.1.3 Load cell calibration requirements 4.3 Power measurement

Load cells are to be calibrated according to ISO 7500-1
(“standard calibration”). The load cell is to be calibrated 4.3.1 Engine brake power is to be measured using a dedi-
with the same shackle pin diameter as it is used during bol- cated shaft torque / engine speed measurement system for
lard pull testing. If calibration is done on a horizontal cali- first and second ships of a series. Torque measurement sys-
bration machine, spacer rings are to be used to improve tems based on strain gauges are most common, but other
alignment. techniques, e.g. using optical deflection measurement, are
also allowed. Engine speed can be measured using an opti-
Fig 8 presents a schematic of the calibration procedure, cal or magnetic pickup sensor.
which consists of the following steps in chronological order:
a) pre-load to the maximum of the load cell's scale 4.3.2 The power measurement is to represent engine brake
power as tested during shop tests. For third and further of
b) pre-load to the maximum of the load cell's scale
series the engine control system can be used provided its
c) pre-load to the maximum of the load cell's scale accuracy has been verified based on the first two vessels of
d) stepwise load increase comprising at least five discrete a series. The dedicated shaft torsion/engine speed sensor
force levels at equal intervals between 20% and 100% reading is leading for the engine power.
of the maximum range of the scale
4.3.3 The uncertainty of the engine power measurement
e) rotation of the load cell by 180 degrees, around the X, Y should be according to ITTC standard 7.5-04-01-01.1 (total
or Z axis and a rotation of the shackle pins connected bias uncertainty +/-2%).
with the load cell by 30 degrees
4.3.4 Shaft material properties, i.e. the G-Modulus, are to
f) repetition of steps c- e for two more times.
be fully described and documented by the Shipbuilder. If no
For each discrete force, the arithmetic mean of the values certificate based on an actual shaft torsional test is availa-
obtained for each series of measurements is to be calcu- ble, a G-Modulus of 82400 N/mm2 is to be used for regular
lated. From these mean values, the relative accuracy error shaft steel.
and the relative repeatability error are to be calculated. The
preload runs are to be omitted. Figure 9 : Power measurement on a diesel direct
propulsion arrangement
4.1.4 Torsional insensitivity
When a steel stranded wire is used during the bollard pull
trial, the load cell is to be proven to be torsional insensitive
to a torsion value T, in kN.m, of at least: Shaft
power
T = C 1 ⋅ BP design ⋅ D line sensor

Where:
BPdesign : Vessel's design bollard pull at 100% engine
load, in kN
C1 : Towline wire torsion factor (c1 = 0,07 for 6/36 steel
stranded wires, unless documented otherwise) Figure 10 : Power measurement on a geared diesel
direct propulsion arrangement with PTO (declutched)
DLine : Diameter of the towline, in m.
The insensitivity of the load cell is to be proven by the load
cell manufacturer by means of systematic tests. When a
rotation resistant rope is used (e.g. some synthetic ropes),
this requirement is not applicable.

4.2 Engine speed measurement PTO PTO

4.2.1 The engine speed is to be continuously measured

using a pickup sensor or via the engine control system of the
engine's manufacturer and recorded digitally during the trial.

July 2021 Bureau Veritas - Rules for Steel Ships 63

Pt E, Ch 1, App 1

Figure 11 : Power measurement on a Note 1: The objective of the power measurement is to measure
Hybrid propulsion arrangement engine brake power. For ships with a diesel direct propulsion layout
(see Fig 9), the shaft power measurement system can be installed
ESS directly on the output shaft of the engine, as close to the engine as
possible to avoid shaft losses.
For ships with multiple engines coupled to a gearbox (see Fig 10),
where there is insufficient space between main engine and gearbox
to install a shaft power meter shaft power is to be measured on the
propeller shaft. If a PTO is installed, it is to be declutched or
unloaded. Auxiliaries connected to the gearbox or PTO that are
necessary for the normal operation of the engine such as cooling or
oil circulation pumps are to remain operational during the test. The
main engine brake power is to be calculated by calculating the
gearbox losses and adding them to the measured shaft power.
For ships with a hybrid propulsion system (see Fig 11), where both
an electric motor and combustion engine provide power to a single
shaft, the combined power is to be measured. Both the combustion
engine and PTI are not to run at a rating higher than 100% load.
M M For diesel electric ships (see Fig 12) the design power of the electric
motor is the limiting factor for power output. The brake power of
the electric motor is to be determined using a power measurement
system on the output shaft. If this is not possible, the power to the
electric motor is to be determined with a power spectrum analyser
or other means.

4.3.6 In case carbon shafts are used and no steel section is

available for the installation of a power measurement sys-
tem, the engine rating during the bollard pull trial is to be
Figure 12 : Power measurement on a
determined on a case by case basis with the parties
Diesel-Electric propulsion arrangement
involved. Without a direct measurement of the shaft brake
power, no power is to be reported on the trial certificate.

4.3.7 The power meter zero setting is to be done according

to its maker's instructions prior to the trials.

G G G G
4.4 Data logging
4.4.1 The readings of the towline force, engine speed and
shaft torque are to be recorded continuously and automati-
cally on a digital system with a sample frequency of at least
1 Hz in order to capture the natural fluctuations in the
forces. A higher sampling rate is recommended to identify
measurement errors and dynamic effects more clearly. Each
load cell reading is to be tagged with a time stamp and syn-
chronised with the power measurements on the vessel.

4.4.2 Measurement is to commence prior to the bollard

pull trial, so that the steady state phase and no-load reading
can be identified during post processing of the data.

4.4.3 The following data are to be recorded at the begin-

M M ning of the trial: Draft and trim, wind, waves, current, water
depth, water density, distance to quay, fuel quality, towline
diameter, length, and material. If conditions vary during the
test, the variances at completion of the trial are also to be
recorded.

4.3.5 If power cannot be measured directly on the engine's 5 Trial preparation

output shaft, it may be calculated by measuring power on
the propeller shaft and correcting for power losses between 5.1 Draught and trim
engine flywheel and measurement point. These losses are to
be confirmed by their respective manufacturer and stated in 5.1.1 The draught and trim of the towing vessel are to be
the trial report. Suggested measurement locations for vari- representative for typical service conditions and are to be
ous propulsion configurations are included in Note 1. stated on the certificate.

64 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, App 1

5.2 Propellers 6.2.2 During the test a log sheet is to be filled in. Minimum
reporting requirements are listed in Article [8].
5.2.1 The propellers used during the trial are to be the
same as used for service conditions. It is strongly recom- 7 Data analysis
mended to clean/polish the propellers immediately before
trials, as blade roughness and fouling negatively affects
thrust and power efficiency. 7.1 Validation of recorded data
7.1.1 The logged towline force is to be plotted on a time
5.3 Fuel scale and evaluated for measurement errors, outliers and to
identify the steady state period. The towline force is to have
5.3.1 The fuel used during the trial is to be representative a smooth, sinusoidal character as a function of the mass-
for the normal service operation of the vessel. The fuel type spring system behaviour of the towline and vessel. If the
and calorific value are to be stated on the certificate. data quality is poor, indicated by stepwise data, missing
data and large non-periodic fluctuations, the bollard pull
6 Trial execution trial is to be repeated.

6.1 General 7.2 Identification of steady state performance

6.1.1 During the trial a visual observation of the load cell 7.2.1 The determination of the highest consecutive 5 min-
reading on the bridge is recommended, so that the com- ute period of stationary performance is to be performed
mencement of the steady state phase can be judged. Mini- after the trial using the logged data. The calculation of the
mal sway motion is recommended to avoid performance average bollard pull over the 5 minute period is performed
drops. The use of a bow thruster is allowed to maintain using a normal arithmetic average over the selected period
position during the trial, when this does not affect the (using at least 300 consecutive data points). Clear outliers
power available to the main propulsion system. Stern side due to sensor errors are to be removed prior to calculation
thrusters are not to be used unless it is demonstrated that of the average. The average of the propulsion power and
they do not affect the inflow velocity. engine speed is to be determined over the same 5 minute
data period.
6.1.2 At least four power settings are to be tested between
25% and 100% load: maximum power in accordance with 8 Reporting
[2.3.1], 85%, 60% and 40% of the rated power are recom-
mended.
8.1 Trial report requirements
6.2 Steps to be performed 8.1.1 The bollard pull test certificate is to be accompanied
with a trial report. The report is to contain at least the fol-
6.2.1 The following steps are to be performed for the bol- lowing information:
lard pull trial:
• characteristics of the vessel, propulsion system and
a) Make sure the load cell, wireless indicator, test location main engines/propulsion motors, including Original
and environmental conditions are according to the Equipment manufacturer (OEM)-defined consecutive
requirements stated in this Appendix. periods of available maximum power
b) Tare the load cell (set to zero) prior to the test when the • the propulsion and engine configuration used during the
load cell and shackles are not yet connected. bollard pull trial. This includes a specification of the
c) Connect load cell and towline. Slowly put tension on power generation systems (output of engines / fuel cells /
the towline. Ensure correct alignment of the load cell battery banks etc.), propulsion motors (mechanical, elec-
and shackles. Re-align when necessary. trical, hybrid) and propulsion systems (number of propel-
lers, use of retractable thrusters etc.) used during the
d) Increase tension on the towline until the maximum
bollard pull trial
power, as defined in [2.3.1] is reached. Check power
rating using the engine shaft power meter. • used method of power measurement and used mechan-
ical/electrical efficiency if applicable
e) When the vessel has a stable position and heading and
• fuel characteristics
line fluctuations are constant, start a 15 minute run
recording the towline force, power and engine speed. • location, water depth and line length during the trial
f) Reduce power to other engine ratings (85%, 60% and • environmental characteristics: ambient temperature,
40% recommended). When the vessel is stable and line wave height, water density, wind and current speed and
fluctuations are constant, start measurement. The mini- direction relative to the vessel
mum measurement period is hereby 5 minutes. A longer • towline and load cell-shackle arrangement
period (15 min) is recommended to capture a more sta- • calibration certificate of load cell
ble performance. • log sheet with results of each 5 minute trial, including
g) Repeat steps b) to f) for the other direction of towing power, engine speed and line pull for all tested load
(stern / bow) if applicable. cases

July 2021 Bureau Veritas - Rules for Steel Ships 65

Pt E, Ch 1, App 1

• name and contact information for persons performing b) The maximum rated power of each prime mover can be
and witnessing the trial on behalf of shipyard, owner tested separately. For ships with combinator mode and
and main component manufacturers father/son arrangement, a temporary change in engine
• for re-evaluation trials at part-load operation: the origi- speed-pitch may be necessary to avoid overloading the
nal bollard pull - shaft power curve including the meas- engine when testing one engine per shaft.
ured points at part load, and the calculation method to c) The same propeller and nozzles as during the initial full
derive to the resulting extrapolated bollard pull at maxi- load bollard pull trial are in place.
mum power.
d) The propellers are re-conditioned (polished) to the same
condition as for the initial full load bollard pull trial
9 Part load bollard pull re-evaluation according to the relevant ISO propeller class or similar.
trials
e) The propeller nozzles have no surface damage and are
in the same condition as for the initial full load bollard
9.1 Application pull trial.
9.1.1 A new bollard pull trial is required: f) A bollard is available with a safe working load that
• for class renewal; or exceeds the power rating of each individual prime
mover, so that the maximum power of each prime
• in case of overhaul or alteration of the engines and/or mover can be safely tested. For example, for tugs with a
propulsion system. father/son engine arrangement, with two engines pro-
In those cases where a suitable bollard is unavailable, e.g. viding 60% / 40% of the total available power, the bol-
because the available bollard has an insufficient safe work- lard is to be strong enough to hold the bollard pull
ing load, bollard pull trials may be performed at reduced obtained at 60% of the total available power.
load. These trials are no substitute for full bollard pull trials,
but can be used to evaluate the validity of previous test 9.3.2 If the above conditions cannot be met, normal bol-
results performed at 100% load. This Article lists the prereq- lard pull trials according to Article [6] are to be performed.
uisites for such trials, the test and analysis procedure.
9.4 Step 1: Evaluation of engine power
9.2 Trial overview
9.4.1 The engine capability of each prime mover is deter-
9.2.1 A full-range bollard pull trial as described in [6] pro- mined by loading the engine up to 100% load in a bollard
vides a bollard pull versus shaft power performance curve pull setup (zero ship speed). The following procedure is to
over the complete power range. This curve is to be evalu- be followed:
ated in the performance re-evaluation trials at part load. The
performance re-evaluation is to be done in three steps: a) Tare the shaft power measurement system according to
manufacturer recommendations
• Step 1: The capabilities of the engines after overhaul are
evaluated, by testing each individual prime mover sepa- b) Make sure the test location and environmental condi-
rately at the highest power the engine can deliver (in tions are according to the requirements stated in this
compliance with [2.3]). The engine power is hereby Appendix
logged.
c) Slowly put tension on the towline
• Step 2: A bollard pull trial is performed at the maximum
safe working load of the bollard with all prime movers • for vessels with multiple prime movers per propeller:
in operation, but at part load. engage one prime mover per shaft. Operate both
• Step 3: The measured bollard pull is compared with the shafts for symmetric operation (see Fig 13, left
original performance curve of the vessel. If the measure- arrangement)
ment results are within ±3% the original curve, the origi- • for vessels with 2 propellers and two engines: disen-
nal curve is still valid and can be intersected at the gage one propulsion unit so only one propeller is in
combined maximum power measured in step 1. If the operation. The other propeller may weather vane or
deviations are larger the curve is to be shifted accordingly. stand still (see Fig 13, right arrangement)
• for vessels with multiple propellers: engage one
9.3 Prerequisites prime mover
9.3.1 Bollard Pull Performance Re-evaluation Trials are d) Increase power up to the power as stated in [2.3]
only valid when the following conditions are met:
e) Stabilise vessel and start a 5 minute power measure-
a) Bollard pull trials have been performed in the past where ment. Bollard pull is not measured. For ships with one
a minimum of 4 power settings have been tested between propeller in operation strong rudder usage may be nec-
25% and 100% rated power according to this Appendix, essary to stabilize vessel
whereby delivered power is measured using a dedicated
power measurement system on the drive shafts. f) Repeat step c) and d) to test the other prime movers

66 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 1, App 1

Figure 13 : Propulsion configurations for d) Engage all engines and propellers and increase power
individual engine performance testing until towline tension has reached maximum safe work-
ing load of bollard.
Disengaged

Disengaged
Active

Active
e) When the vessel is stable and line fluctuations are con-
stant, start a 15 minute run recording the bollard pull,
power and engine speed in accordance with the proce-
dure documented in [6].
f) Reduce power to 40% of the total available power.
Power
When the vessel is stable and line fluctuations are con-
measurement stant, start a new 15 minute run recording the bollard
systems
pull, power and engine speed.
g) Repeat above steps for astern operation if applicable.
h) Plot measurement results in the original propulsion effi-
ciency curve.
Steps a) to f) are to be performed in accordance with the
Disengaged

Active

normal procedures and environmental restrictions as docu-

mented in this Appendix.

9.6 Step 3: Re-evaluation of bollard pull

capability at available power
9.6.1 The offset between the measured data points and the
original performance is to be assessed through the towline
g) Calculate the total power capacity, PTotal, of the main pull ratio, αBP:
engines using: BP Evaluate
α BP = ---------------------
-
BP original
n
P Total =
 P ME ( i )
---------------------------
i=1 Where
η gear
BPEvaluate : Bollard pull-power performance curve obtained
Where: during re-evaluation trials, (see [9.5])
BPOriginal : Original Bollard pull-Power performance curve
PTotal : Total available power for all prime movers from full power trials.
combined
To obtain the bollard pull at PTotal either the original perfor-
PME : Engine power for each 'i' prime mover as mance curve is used, or the curve is first shifted:
obtained in step (d) and (e) a) if 0,97 < αBP < 1,03

ηgear : Gearbox efficiency (ηgear = 1 when there is the original BP-Power curve is used to intersect the new
bollard pull capability at PTotal, as shown in Fig 14
no gearbox between measurement system
and engine output shaft). The same gearbox b) if αBP > 1,03
efficiency as used during the new-build bol- it is to be demonstrated that the applicable hull structure
lard pull trials is to be used. and stability requirements are complied with
c) if αBP < 0,97
9.5 Step 2: Re-evaluation of propulsion efficiency the curve is shifted vertically by multiplying the curve
with αBP to match the data points, as depicted in Fig 15.
9.5.1 The propulsion efficiency curve (towline force versus If PTotal is more than the highest power rating from the origi-
shaft power) is to be evaluated at the maximum safe work- nal BP-trial, the bollard pull is determined from the highest
ing load of the bollard. The following procedure is to be fol- rating from the original BP-trial. No extrapolation beyond
lowed: the original curve is allowed.

a) Make sure the load cell, wireless indicator, test location For tests in ahead direction the curve for ahead trials is to be
and environmental conditions are according to the used; for astern trials the curve for astern direction.
requirements stated in this Appendix.
9.7 Presentation of results
b) Tare the load cell prior to the test when the load cell and
shackles are not yet connected. 9.7.1 The original Shaft power - Bollard pull curve includ-
ing its measurement points, and the method to derive to the
c) Ensure correct alignment of the load cell and shackles. resulting extrapolated bollard pull at rated power, is to be
Re-align when necessary. clearly documented.

July 2021 Bureau Veritas - Rules for Steel Ships 67

Pt E, Ch 1, App 1

Figure 14 : Procedure for estimating bollard pull at PTotal from part load trials

}
Bollard pull

Original BP-Power trial curve

Re-evaluation trial results
Intersected BP @ PTotal
PTotal

30% 40% 50% 60% 70% 80% 90% 100%

Engine power (% total rated power)

Figure 15 : Procedure for estimating bollard pull at PTotal when αBP < 0,97
Bollard pull

Original BP-Power trial curve

Re-valuation trial results
Shifted curve
PTotal Intersected BP @ PTotal

30% 40% 50% 60% 70% 80% 90% 100%

Engine power (% total rated power)

68 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 2

ANCHOR HANDLING VESSELS

SECTION 1 GENERAL

SECTION 2 GENERAL ARRANGEMENT

SECTION 3 STABILITY
SECTION 4 HULL STRUCTURE

SECTION 5 TESTING

July 2021 Bureau Veritas - Rules for Steel Ships 69

70 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 2, Sec 1

SECTION 1 GENERAL

1 General 1.2.4 Wire stopper (i.e. shark jaw, karm fork)

Deck equipment designed to temporary secure the inboard
end of the working line.
1.1 Application
1.2.5 Guide pin
1.1.1 Ships complying with the requirements of this Chap- Deck equipment guiding the working lines to the intended
ter are eligible for the assignment of the service notation sectors
anchor handling as defined in Pt A, Ch 1, Sec 2, [4.8.2].
1.2.6 Design bollard pull (BP)
1.1.2 Ships dealt with in this Chapter are to comply with: The design bollard pull TBP, in kN, is the maximum sus-
• Part A of the Rules tained towline force the vessel is capable of generating at
• NR216 Materials and Welding zero forward speed, as defined in Ch 1, Sec 1, [2.1.1].

• applicable requirements according to Tab 1 and specific 1.2.7 Safe working load (SWL)
requirements for testing as defined in Ch 2, Sec 5. Load to be specified by the applicant of each shipboard fit-
ting. Individual SWLs are to be marked on each concerned
1.2 Definitions fitting.

1.2.8 Loads on anchor handling winch

1.2.1 Anchor handling winch
• Rated line pull (RP): Maximum rope tension, in kN, that
Winch dedicated to anchor handling operations. the winch can haul at the relevant layer, in normal ser-
vice condition, when the drum rotates at its maximum
1.2.2 Wire
service speed. The rated line pull is defined for a spe-
A dedicated line (wire rope, synthetic rope or chain cable) cific reeled layer which is to be specified by the party
used for the handling of anchors by means of the anchor applying for classification. The reeled layer may be the
handling winch. first layer (in contact with the drum) or the outer layer.
• Brake holding load (BHL): Maximum rope tension, in
1.2.3 Stern roller
kN, with holding brake activated
A roller or similar equipment arranged at the aft boundary
• Rendering load (RL): Maximum rope tension, in kN, at
of the ship to launch and recover the anchors.
the drum exit when the drum just starts rotating in the
The stern roller is designed to adequately support the work- opposite direction of the applied driving torque with a
ing line during the launching/recovering of anchors. first layer of rope wound on the drum.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

• Part B • NR566
L ≥ 90 m
• Ch 2, Sec 2 • Ch 2, Sec 2
Ship arrangement
• NR600 • NR566
L < 90 m
• Ch 2, Sec 2 • Ch 2, Sec 2
• Part B • Part B
L ≥ 90 m
Hull • Ch 2, Sec 4 • Ch 2, Sec 4
L < 90 m • NR600 • NR600
• Part B • NR566
Stability
• Ch 2, Sec 3 • Ch 2, Sec 3
Machinery and cargo systems • Part C • NR566
Electrical installations • Part C • NR566
Automation • Part C • NR566
Fire protection, detection and extinction • Part C • NR566
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

July 2021 Bureau Veritas - Rules for Steel Ships 71

Pt E, Ch 2, Sec 2

SECTION 2 GENERAL ARRANGEMENT

1 General arranged within the forecastle. Any access to the machinery

space from the exposed cargo deck should be provided
with two weathertight closures.
1.1 Access to machinery space and spaces
below the exposed cargo deck Access to spaces below the exposed cargo deck should be
from a position within or above the superstructure deck.
1.1.1 Access to the machinery space excluding emergency Other arrangement may be considered by the Society on a
access and removal hatches, should, if possible, be case by case basis

72 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 2, Sec 3

SECTION 3 STABILITY

1 General TWz : Vertical component of the wire tension causing

the ship to trim: TWz = TW sinβ
1.1 Assumptions TWy : Horizontal component of the wire tension caus-
ing the ship to heel: TWy = TW sin α cos β
1.1.1 During anchor handling, the wire comes from the
anchor handling winch and is controlled by the guide pins α : Horizontal angle between the centreline and
and connected, over the stern roller, to the lifted item (see the vector at which the wire tension is applied
Fig 1). to the ship in the upright position, positive out-
board.
1.1.2 For vessels used for anchor handling while their tow- β : Vertical angle between the waterplane and the
ing capacity and/or the traction power of their winches vector at which the wire tension is applied to
is/are already in action, calculations are to be made show- the ship, positive downwards. β is to be taken at
ing the maximum acceptable tension to which the vessel is
the maximum heeling moment angle as tan−1(y /
able to be exposed.
(h ⋅ sin α), but not less than cos−1(1,5 TBp / TW ⋅
cos α), using consistent units.
Figure 1 : Schematic definition of equipment
TBP : Design bollard pull as defined in Ch 2, Sec 1,
Stern roller
[1.2.6]
Wire stopper

y : Torque arm, in m, of the vertical component TWz

Anchor handling (see Fig 3 and Fig 4).
Guide pins Wire winch
y is equal to the transverse distance from the
vessel centreline to the outboard point at which
1.1.3 The compliance with the relevant stability criteria are the wire tension is applied to the ship and is
to be made for each set of towing pins and its associated obtained by the formula:
permissible line tensions, including any physical element or
arrangement that can restrict the line movement y = y0 + x tanα
Moreover, the loading conditions defined in Pt B, Ch 3, App y is not to be taken greater than B/2 and may be
2, [1.2.12] are to be checked regarding the stability criteria limited to a physical restriction of the transverse
defined in [1.6] when applying the design tension Tw, for wire movement. Cargo rails, cranes, A-frames
the tow pin set nearest to centreline, as a minimum for the may be considered as physical restrictions.
lowest α equal to 5 degrees. y0 : Transverse distance, in m, between the vessel
Allowance is to be made for the anticipated weight of cargo centreline and the inner part of the guide pin or
on and below deck, chain in lockers, anticipated type of any physical restriction of the transverse wire
wire or rope on storage reels and wire on the winches when movement
calculating loading conditions.
x : Longitudinal distance, in m, between the stern
and the guide pin or any physical restriction of
1.2 Definitions the transverse wire movement

1.2.1 The tension TW in the wire, its vertical component

Figure 2 : Tension and position of wire
TWz and its horizontal component TWy , as well as the angles
α and β defining the wire position are shown in Fig 2,
where:
TWy
TW : Permissible tension in the wire, in t, which can
be applied to the ship as loaded while working
through a specified tow pin set, at each α, for
which all stability criteria can be met. TW
should in no circumstance be taken as greater TWz
than TD.
TW
TD : Design maximum wire tension, to be taken as
the maximum winch wire pull or maximum
static winch brake holding force, whichever is
greater. wire

July 2021 Bureau Veritas - Rules for Steel Ships 73

Pt E, Ch 2, Sec 3

Figure 3 : Vessel with single pair of guide pins Figure 4 : Vessel with double pair of guide pins

y0 y y0 y

x
x

h : Torque arm, in m, of the horizontal component

TWy
1.3 Heeling moment
h is equal to the vertical distance from the cen-
tre of the main propulsion propeller or of the
1.3.1 The most unfavourable conditions for transverse ten-
stern side propellers, whichever is deeper (see
sion are to be considered for the calculations.
Fig 5), to either:
Calculations are to be made for the maximum acceptable • the uppermost part of the guide pins
wire tension TW allowing the vessel to fulfil the require- • a point on a line defined between the high-
ments of [1.6] during anchor handling operations. est point of the winch pay-out and the top of
the stern or any physical restriction of the
The heeling arm bh is to be calculated, in m, as the total transverse wire movement.
effect of the horizontal and vertical transverse components In case of azimuth thrusters, h is to be measured
TWy and TWz of wire tension TW , as follows: from the centre of the deepest drive (see Fig 6)
D : Displacement of the considered loading condi-
cos θ cos θ
b h = T W ( h sin α cos β + y sin β ) ------------ = ( T Wy ⋅ h + T Wz ⋅ y ) ------------ tion, in t, including the vertical component TWz
D D
of the towing force
where: θ : Angle of heel, in deg.

Figure 5 : Vessel with stern side propellers and a fixed propulsion propeller
SB guide pin
PS guide pin
TWy

TWz
h

Figure 6 : Vessel with azimuth thrusters and a moveable propulsion propeller

SB guide pin
PS guide pin
TWy

TWz

74 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 2, Sec 3

1.4 Permissible tension a) The residual area between the righting lever curve and
the heeling arm curve calculated in accordance with
1.4.1 The permissible tension TW as function of α can be [1.3.1] should not be less than 0,070 metre-radians. The
calculated by direct stability calculations, provided that the area is determined from the first intersection of the two
following are met: curves to the second intersection or the angle of down-
flooding, θf, whichever is less.
• the heeling lever is to be taken as defined in [1.3] for
each α b) The maximum residual righting lever GZ between the
righting lever curve and the heeling arm curve calculated
• the stability criteria defined in [1.6] is to be met in accordance with [1.3.1] should be at least 0,2 m.
• α is not to be taken less than 5 degrees, except as per- c) The maximum heeling angle is to be limited to one of
mitted by [1.4.2] the following angles, whichever occurs first (see Fig 7):
• Intervals of α are not to be more than 5 degrees, except • heeling angle equivalent to GZ value equal to 50%
that larger intervals may be accepted, provided that the of GZmax
permissible tension is limited to the higher α by forming
working sectors. • angle of deck immersion

• 15°.
1.4.2 For the case of a planned operation to retrieve a stuck
anchor in which the ship is on station above the anchor and
the ship has low or no speed, α may be taken as less than 5 Figure 7 : Heeling and righting arm curves
degrees.

1.5 Calculation of stability curves

GZmax

1.5.1 Curves (or tables) of the permissible tension as a

1/2 GZmax

function of permissible KG (or GM) are to be provided for

bh
the draught (or displacement) and trim values covering the
intended anchor handling operations. The curves (or tables)
are to be developed under the following assumptions: 15°
Heeling Angle of deck
angle immersion
• the maximum allowable KG from the approved stability
booklet
d) A minimum freeboard at stern, on centreline, of at least
• information of permissible tension curve or table for 0,005L should be maintained in all operating condi-
each set of towing pins, including any physical element tions, with a displacement D, as defined in [1.3.1]. In
or arrangement that can restrict the line movement as the case of anchor retrieval operation, a lower minimum
function of the stability limiting curve are to be included freeboard may be accepted provided that due consider-
ation has been given to this in the operation plan.
• where desirable, a permissible tension curve or table is
to be provided for any specific loading condition e) Loading conditions other than the most unfavourable
ones and associated with anchor handling operations
• the draught (or displacement), trim and KG (or GM) to
need to be calculated in the same way as described in
be taken into consideration are those before application
item a), taking into account the prevailing practice with
of the tension
regards to loads on deck and winch reels.
• where tables are provided that divide the operational,
Generally, when calculating the trim and the righting arm
cautionary and stop work zones (see [1.7.2]), the limit-
curve, the vertical component of the towing force is added
ing angles associated with physical features of the stern,
as a weight in the loading condition located at the centre-
including the roller, may be used to define the bounda-
line and at the stern of the vessel (normally the stern roller).
ries between the operational and cautionary zones.

1.6 Intact stability 1.7 Information to be displayed

1.7.1 Information stating the maximum allowed tension in

1.6.1 The stability of the vessel, for the loading conditions
included in Pt B, Ch 3, App 2, [1.2.11], is to be in compli- the wire, as well as the corresponding angle α, in accord-
ance with the requirements of Pt B, Ch 3, Sec 2. ance with the calculations performed for each loading con-
dition, are to be communicated to the vessel's crew and
For all loading condition intended for anchor handling displayed next to the control desk or at any location where
operations, the vessel is to comply with the following crite- the navigator on duty can easily see the information from
ria, under the assumptions set out in [1.1]: his command post.

July 2021 Bureau Veritas - Rules for Steel Ships 75

Pt E, Ch 2, Sec 3

The displayed information is to be under the form of dia- Figure 9 : Example of permissible tension
grams, prepared so that the master can easily determine the sector diagram
maximum tension that can be applied to the vessel, as a
function of the angle α, for a given value of trim and dis- 250 t
0° 10°
20°

placement (or draught), so as to satisfy the stability criteria Tw = 30°

246 t
(see Fig 9). 200 t 40°

50°
1.7.2 The results are to be given in tables (see Tab 2 com- 150 t

pleted by Fig 8) and diagrams (see Fig 9) showing the maxi- 60°

mum tension (corresponding to the maximum acceptable 100 t

70°
heeling moment) as a function of angle α, provided for the
draught (or displacement) and trim values covering the 50 t
80°

intended anchor handling operations (values before appli-

cation of the tension), as well as the operational zones 90°
50 t 100 t 150 t 200 t 250 t
defined as follows:

• an “operational zone” in which normal operations up to

the permissible tension are to occur

• a “cautionary zone” where operations may be reduced

or halted to assess the ship’s options to return to the
1.8 Stability booklet
operational zone: the cautionary zone is to be not less
than an angle of 10 degrees unless information in Tab 1 1.8.1 The following information is to be included in the sta-
provides otherwise. bility booklet in addition to the information required in Pt B,
Ch 3, App 2:
• a “stop work zone” in which the operation is to be • maximum bollard pull, winch pull capacity and brake
stopped, for which, in normal operations, the “caution- holding force
ary zone”/“stop work zone” boundary is not to exceed • details on the anchor handling arrangement such as
45 degrees or the point at which the wise rises above location of the fastening point of the wire, type and
the deck. Notwithstanding this, due consideration may arrangement of towing pins, stern roller, all points or
be given to different operations from typical anchor elements where the tension is applied to the ship
handling operations where the planned operation • identification of critical downflooding openings
ensures the safety of the ship • guidance on the permissible tensions for each mode of
operation and for each set of towing pins, including any
1.7.3 Definitions of permissible tensions and zones based physical element or arrangement that can restrict the
wire movement, as function of all relevant stability crite-
on the availability of tension monitoring and onboard stabil-
ria
ity instrument are provided in Tab 1.
• recommendations on the use of roll reduction systems
• additional informations defined in [1.7].
Figure 8 : Example of the operational, cautionary and
stop work zones illustration 1.9 Stability instrument
1.9.1 A stability instrument may be used for determining
the permissible tension and checking compliance with rele-
vant stability criteria.
Two types of stability instrument may be used on board.
• either a software checking the intended or actual ten-
sion on the basis of the permissible tension curves, or
• a software performing direct stability calculations to
check compliance with the relevant criteria, for a given
loading condition (before application of the tension
force), a given tension and a given wire position
(defined by angles α and β)
The procedure to be followed, as well as the list of technical
Operational Cautionary Stop
details to be sent in order to obtain loading instrument
approval, are given in Pt B, Ch 10, Sec 2, [4].

76 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 2, Sec 3

Table 1 : Definition of permissible tensions and zones

Availability of tension monitoring and onboard stability instrument

Tension monitoring is available but Both tension monitoring and
Tension monitoring is not available
no stability instrument is available stability instrument are available
Permissible Design maximum line tension, TW, in the operational TW as described in stability book- TW as calculated by the stability
tension TW zone let, operational planning guide- instrument for the actual loading
lines, or specific operational plan condition
Permissible • First α is to be 5° • Tables may be prepared for dif- Tables or curves provided in the
table • The only permissible tension is the design maxi- ferent values of draft, trim, KG stability booklet may be used
mum wire tension, TD or GM, or specific predefined where TW, throughout the non
• Figures in the table will be TD for α which loading conditions specific operational zone,
TW ≥ TD • Values in the tables are to exceeds the maximum antici-
• The cautionary zone would include positions range from α = 0° to α = 90° pated wire tension; otherwise,
where TD > TW ≥ maximum winch wire pull • A table is to identify TW at crit- tables or curves calculated for
ical points and is to be pro- the actual loading condition
• The stop work zone is every other position where
vided for each set of towing must be developed
TW < maximum winch wire pull. If criteria is not
fulfilled at α = 5°, anchor handling is not to be pins
performed without winch information
Zones • The operational zone is to be defined as the sec- • The zones may be developed based on normal operational prac-
tor between the two outboard α values for which tices contained in the operational planning guidelines, e.g. the
TW ≥ TD operational zone on the stern roller, cautionary zone for not more
• The cautionary zone is to be defined as the sector than 15° past the stern roller and the stop work zone otherwise or
between the α at which TW = TD and the α at developed for a specific operation where the outboard α values at
which TW = maximum winch wire pull which TW = maximum anticipated wire tension minus 10° defines
• The stop work zone is to cover every other posi- the operational zone, if α is greater than 20°
tions. The definition of the sectors is to be docu- • If this α is less than 20°, the operational zone is defined as the
mented in the stability booklet, the operational sector between half the outboard α values at which TW = maxi-
planning guidelines, or the specific operational mum anticipated wire tension
plan • In each case, the cautionary zone is defined between the limit of
• The sector diagram may be prepared for multiple the operational zone and the α value at which TW = maximum
loading conditions anticipated wire tension
• If the limiting α is less than 5° anchor handling • In each case, the operational zone must be identified for the
operations should not be performed without anticipated wire tension
winch modifications

July 2021 Bureau Veritas - Rules for Steel Ships 77

 Table 2 : Example of permissible wire tension table

78
Table of permissible wire tension Tw (in tonnes) (Rated line pull = 600 t; Brake holding load = 700 t)
Wire horizontal angle α (deg)
0 10 20 30 45 60 90
Pt E, Ch 2, Sec 3

Trim (m) −0,5 0 0,5 −0,5 0 0,5 −0,5 0 0,5 −0,5 0 0,5 −0,5 0 0,5 −0,5 0 0,5 −0,5 0 0,5
Wire between the centerline guide pins
700 700 700 700 700 690 625 580 540 460 460 435 290 290 290 190 190 190 165 165 165
Draft = 4,8 m
Operational zone Operational zone Operational zone Operational zone Cautionary zone Stop zone Stop zone
700 700 700 700 700 690 655 600 550 430 485 435 285 285 310 190 180 200 170 165 170
Draft = 5,8 m
Operational zone Operational zone Operational zone Operational zone Cautionary zone Stop zone Stop zone
700 635 520 700 635 520 645 575 510 550 485 415 355 355 305 230 240 220 200 205 200
Draft = 6,8 m
Operational zone Operational zone Operational zone Operational zone Cautionary zone Stop zone Stop zone
Wire between the outer guide pins
545 500 465 480 435 405 385 380 350 300 300 300 215 215 215 170 170 170 165 165 165
Draft = 4,8 m
NA Operational zone Cautionary zone Stop zone Stop zone Stop zone Stop zone
575 520 465 500 455 405 360 390 350 275 300 300 220 210 240 180 175 190 170 165 170
Draft = 5,8 m
NA Operational zone Cautionary zone Stop zone Stop zone Stop zone Stop zone
555 480 410 500 435 370 440 385 330 365 340 295 260 270 235 210 215 200 200 205 200
Draft = 6,8 m
NA Operational zone Cautionary zone Stop zone Stop zone Stop zone Stop zone
Note 1:

Bureau Veritas - Rules for Steel Ships

• Trim is negative by the bow. Interpolate between drafts only. For intermediate trim values, use lower permissible tension.
• Table is for planning and monitoring anchor handling operation. Specific loading conditions may be required for each anchor move.
• Trim should be minimized or by bow for anchor moves where high wire tensions are expected.
• Wire horizontal angle is relative to vessel’s centerline. For intermediate angle values, use the higher table value.
Note 2:
• NA indicates where the angle of tow wire is not geometrically possible (i.e. at centerline in the case of wire going through outer guide pins). Permissible tensions are provided for ref-
erence only.
• If wire angle falls into the “Cautionary zone” and the wire tension exceeds the permissible value, corrective actions are required.
• If wire angle falls into the “Stop zone” and the wire tension exceeds the permissible value, operations are to be stopped and tension in the line is to be reduced.
• If planned wire tension exceeds the permissible values of the “Operational zone”, additional calculations are required. Operations should not be planned for high angles.
Note 3: Vessel loading must be in accordance with the approved stability booklet and include assumed margins.

July 2021
 Pt E, Ch 2, Sec 4

SECTION 4 HULL STRUCTURE

1 Documentation The listed plans are to be construction plans complete with

all the dimensions and are to contain full indication on the
1.1 Documents to be submitted type of materials employed.

1.1.1 In addition to the documentation requested in Part B, Plans of equipment which are type-approved by the Society
the plans and documents listed in Tab 1 are to be submitted need not be submitted, provided the types and model num-
as applicable. bers are made available.

Table 1 : Documents to be submitted

No. I / A (1) Document

General arrangement showing:
- detail arrangement of anchor handling deck equipment (wire stopper, guide pins, etc.)
- typical arrangement of cargo on deck (anchors, wires, chain cables, etc.)
- chain lockers used for mooring deployment
1 I - anchor handling/towing winch
- tugger winches
- stern roller, including lateral limits on both ends
- lifting appliances, if any
- typical paths of lines between winches and stern roller, showing the limit line sectors
Design information of deck winches, including:
- detailed drawing of winches
- maximum rated line pull (RP), and the reeled layer for which the rated line pull is defined
- brake holding load (BHL), and the reeled layer for which the rated line pull is defined
2 I - rendering load (RL)
- specification of emergency quick release system including response time and intended remaining holding force
after release
- strength calculation of the drum with flanges, shafts with coupling, framework and brakes
- minimum guaranteed breaking strength of the wire
Design information of wire stopper, including:
3 I - safe working load (SWL)
- emergency release capabilities in normal and dead ship conditions
Design information of guide pins, including:
4 I - safe working load (SWL)
- emergency release capabilities in normal and dead ship conditions
5 I Safe working load (SWL) of stern roller
6 I Design bollard pull (TBP)
7 I Maximum weight of anchors on deck
8 I Maximum weight of wire/chain cable stored on deck
9 I Operational manual
10 A Detailed drawing of wire stopper
11 A Detailed drawing of guide pins
12 A Detailed drawing of stern roller
13 A Deck reinforcements in way of deck equipment, including foundations and supports
14 I/A Loading manual, if relevant (see [2.2])
(1) A : For approval
I : For information.

July 2021 Bureau Veritas - Rules for Steel Ships 79

Pt E, Ch 2, Sec 4

2 General requirements • In case the yielding check of the structure is carried out
by means of a three-dimensional finite element model,
these permissible stress levels may be increased by 10
2.1 Deck equipment per cent.
2.1.1 It is the Designer's responsibility to check the consist- • Where necessary, buckling strength is to be checked.
ency of strength capacity of the deck equipment (stern Strength of the deck structure is to be checked considering:
roller, wire stopper, guide pins) in relation to the perfor-
mance of the winch. • in way of anchor handling winch, including welds:
design load DL as defined in [2.3], with the following
assumptions:
2.2 Loading manual
- wire considered at the most unfavourable layer of
2.2.1 For ships greater than 90 m in length, the loading the drum, in general
manual is to include a loading condition corresponding to - direction of wire cable taken in the most unfavoura-
the chain lockers being fully loaded and winches fully ble direction allowed by the anchor handling equip-
loaded with the heaviest anticipated line type. ment.
• in way of anchor handling deck equipment other than
2.3 Design loads winches (i.e. guide pins, wire stopper), including welds:
design load DL as defined in [2.3], exerted in the most
2.3.1 The design loads DL defined below are to be taken unfavourable directions, with the most severe vertical
not less than the maximum value of the tension in the wire location.
(or chain cable) during anchor handling resulting from the
stability analysis. • in way of stern roller, including welds:
design load DL as defined in [2.3], considering an
Local strength of deck structure is to be based on the follow-
anchor hanging underwater below the stern roller at a
ing design loads:
negative angle of 30° with respect to a vertical axis (see
• in way of anchor handling winch: Fig 1).
DL = max (1,5 TBP; 1,5 RP; BHL) • in way of handling and/or lifting appliances, if any,
• in way of guide pins: including welds:
DL = max (2 SWL; 1,5 RP; BHL) the maximum dynamic reactions exerted by lifting
appliance pedestal, according to the lifting appliance
• in way of wire stopper:
certification.
DL = max (2 SWL; 1,5 RP; BHL)
• in way of stern roller: Figure 1 : Angle of hanged anchor
DL = max (2 SWL;1,5 RP; BHL) with respect to vertical axis

Strength of anchor handling winch is to be based on the two

following design loads DL:
Roller
• case 1: DL = max (1,5 TBP; 1,5 RP)
• case 2: DL = BHL as defined in Ch 2, Sec 1, [1.2]. Winch
Strength of deck equipment (guide pins, wire stopper, stern
roller) is to be based on the same design loads as those con-
sidered for the deck foundations.

30°
2.4 Deck structure
2.4.1 Local reinforcements are to be provided in way of
2.5 Anchor handling winch
deck areas subjected to concentrated loads.
The strength checking required in [2.5], [2.6] and [2.7] are 2.5.1 The combined stress is not to exceed the following
to be based on the following criteria: permissible stress depending on the design load, for both
• Stress level in the deck structure is not to exceed the fol- cases defined in [2.3]:
lowing permissible stresses: • for case 1: σVM ≤ Re
- normal stress: σ ≤ 0,75 Ry • for case 2: σVM ≤ 0,9 Re
- shear stress: τ ≤ 0,47 Ry where:
- equivalent stress: σVM ≤ 0,85 Ry Re : Minimum specified yield stress of material, in
where: N/mm2
Ry : Minimum yield stress, in N/mm2, of the The emergency quick-release system is to be designed to:
material, to be taken equal to 235/k unless • allow drum release in all operational modes, including
otherwise specified. emergency mode, in the shortest possible delay

80 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 2, Sec 4

• be activated locally at the winch and from a position at anchor hanging underwater below the stern roller at a nega-
the bridge with full view and control of the operation tive angle of 30° with respect to a vertical axis (see Fig 1).
• operate even in dead ship condition For strength purposes, design load DL as defined in [2.3] is
• be protected against unintentional operation. to be considered in any transverse position on the stern
roller, as allowed by the actual locations of the guide pins
A winch intended for functions of anchor handling and tow- and the anchor handling deck equipment.
ing is to meet both the requirements of Ch 1, Sec 3, [2.7] The bending, shearing and combined stresses are not to
and the requirements above. exceed the following permissible stresses:
Strength is to be checked on the basis of the calculations • normal stress: σ ≤ 0,75 Re
submitted, in particular the components which are exposed • shear stress: τ ≤ 0,47 Re
to the tension in the towline, such as the winch drums,
drum shafts, brakes and support frame. • equivalent stress: σVM ≤ 0,85 Re
Where necessary, buckling strength is to be checked.
2.6 Anchor handling deck equipment other
than winches 2.8 Wire
2.6.1 Strength of the deck equipment used for anchor han- 2.8.1 The minimum breaking strength of the wire is not to
dling, including guide pins and wire stopper, is to be be less than the design load DL defined in [2.3] for the
checked under the maximum load on the wire equal to anchor handling winch.
design load DL as defined in [2.3], exerted in the most unfa- The towline is to be protected from being damaged by chaf-
vourable directions, with the most severe vertical location. ing and abrasion. To this end, cargo rails, bulwarks, and all
Stress levels in the deck structure in way of anchor handling the elements supporting the towline are to be adequately
deck equipment are not to exceed the following permissible rounded.
stresses: Strength of the wire attachment on the winch is to allow
• normal stress: σ ≤ 0,75 Re breaking in case the line is to be run out. Under normal oper-
ation, at least 3 turns of wire on the drum are considered.
• shear stress: τ ≤ 0,47 Re
• equivalent stress: σVM ≤ 0,85 Re
2.9 Anchor handling arrangements
In case the yielding check of the structures is carried out by
2.9.1 Stop pins or other design features meant to impede
means of a three-dimensional finite element model, these
the movement of the wire further outboard are to be
permissible stress levels may be increased by 10 per cent.
installed
Where necessary, buckling strength is to be checked.
2.9.2 The working deck is to be marked with contrasting
2.7 Stern roller colours or other identifiers such as guide pins, stop pins or
similar easily identifiable points that identify operational
2.7.1 The structure of the stern roller is to be checked zones for the line to aid operator observation.
under design load DL as defined in [2.3], considering an

July 2021 Bureau Veritas - Rules for Steel Ships 81

Pt E, Ch 2, Sec 5

SECTION 5 TESTING

1 General • arrangement of the towline sectors and the towline

paths, as shown on the arrangement drawing
1.1 Load test • functioning under the normal operation modes
• functioning under the emergency operation modes,
1.1.1 Load test is to be performed at the manufacturer including the emergency release and the dead ship
workshop, for hoisting operation, and witnessed by the operations.
Society.
In particular, the emergency quick-release systems are to be
1.1.2 Winches are to be tested at design load DL, as function tested at the design bollard pull TBP.
defined in Ch 2, Sec 4, [2.3]. However, in case the winch is
not of novel or particular design, it is sufficient to perform
load test at the design bollard pull TBP. In this case, it may
1.3 Operational tests
be performed on board during commissioning trials and is 1.3.1 Prior to anchor handling operation, operational tests
to be witnessed by the Society. are to be performed by the crew in order to ensure the satis-
factory operation of the winches and deck equipment, in
1.2 Functional test particular the emergency quick-release system, as requested
by the operational manual.
1.2.1 The tests are performed to check the proper:
• operation of the equipment within the specified limita- 1.3.2 Records of the operational tests are to be kept on
tions board and made available to the Society upon request.

82 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 3

SUPPLY VESSELS

SECTION 1 GENERAL

SECTION 2 GENERAL ARRANGEMENT

SECTION 3 STABILITY
SECTION 4 HULL STRUCTURE

SECTION 5 MACHINERY AND CARGO SYSTEMS

SECTION 6 ELECTRICAL INSTALLATIONS, INSTRUMENTATION AND

AUTOMATION

SECTION 7 FIRE PREVENTION, PROTECTION AND EXTINCTION

July 2021 Bureau Veritas - Rules for Steel Ships 83

84 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 3, Sec 1

SECTION 1 GENERAL

1 General • OSV Code − Code of safe practice for the carriage of

cargoes and persons by offshore supply vessels adopted
by IMO Resolution A.863(20), as amended by Resolu-
1.1 Application tion MSC 237(82).
1.1.1 The present Chapter applies to ships defined as per • Offshore Supply Vessel Guidelines − Guidelines for the
[1.5.30] and [1.5.41], hereafter referred to as OSV(s). design and construction of offshore supply vessels
OSV(s) means: adopted by IMO Resolution A.469(XII), as amended by
Resolutions MSC 235(82) and MSC 335(90).
• well-stimulation vessels, and/or
• ships which are primarily engaged in the transport of • IBC Code − IMO International Code for the Construc-
stores, materials and equipment, including: tion and Equipment of Ships carrying Dangerous Chem-
icals in Bulk, as amended.
• oil products with a flashpoint greater than 60°C,
and/or • OSV Chemical Code − IMO OSV Chemical Code for
• hazardous and noxious liquid substances, the transport and handling of hazardous and noxious
liquid substances in bulk on Offshore Support Vessels
to, from and between offshore installations. adopted by IMO Resolution A.1122(30).
Attention is drawn to the Owner that compliance of this
Chapter for a ship intended to carry oil product with a flash- 1.2.2 The present Chapter does not cover Chapter 13 and
point equal to or less than 60°C is submitted to prior agree- Chapter 15 of the OSV Chemical Code (with the exception
ment by the Administration considering this ship as an OSV of sections 15.5.4 and 15.5.5) which are outside the scope
and not as an oil tanker, in particular regarding the statutory of classification.
regulations dealing with the ship general arrangement.
1.3 Classification notations
1.1.2 Carriage of oil products
The requirements of the present Chapter regarding the car-
1.3.1 Service notation supply
riage of oil products are to be in compliance with MARPOL
Annex I, Regulation 2.2. Ships complying with the requirements of this Chapter are
3
Note 1: When intended to carry less than 200 m of non-flamma-
eligible for the assignment of the service notation supply, as
ble oil products only, supply vessels need not to comply with the defined in Pt A, Ch 1, Sec 2, [4.9.10].
specific requirements for the carriage of oil products.
Where applicable, the service notation supply is to be com-
1.1.3 Carriage of heated cargoes pleted by the additional service feature HNLS (as defined in
[1.3.2]) and/or WELLSTIM (as defined in [1.3.3])
For OSVs intended to carry cargoes heated at a temperature
of 90°C or more, the design of the cargo tanks is subject to
1.3.2 Additional service feature HNLS
special consideration.
Ships granted with the service notation supply and intended
1.1.4 Carriage of hazardous and noxious goods in to carry the following products:
packaged form
The provisions in this Chapter do not regulate the transport • products which are listed in chapters 17 or 18 of the IBC
of hazardous and noxious goods in packaged form. Code and the latest edition of the MEPC.2/Circular (Pro-
visional categorization of liquid substances in accord-
1.1.5 Equivalents to the OSV Chemical Code ance with MARPOL Annex II and the IBC Code) and
their related references to chapters 15 and 19; and/or
The IMO OSV Chemical Code chapter 1 paragraph 1.3 may
allow equivalents to the provision of the Code. In the scope • oil-based/water-based mud containing mixtures of prod-
of the assignment of the additional service feature HNLS ucts listed in chapters 17 and 18 of the IBC Code and
and/or WELLSTIM defined in [1.3], these equivalent provi- the MEPC.2/Circular; and/or
sions are to be transmitted to the Society for review.
• liquid carbon dioxide (high purity and reclaimed qual-
ity) and liquid nitrogen; and/or
1.2 IMO regulations
• contaminated backloads (see [1.5.4]),
1.2.1 The requirements of the present Chapter are generally
consistent with the following International Maritime Organ- are to be assigned with the additional service feature HNLS
isation (IMO) regulations: completed, where applicable, by:

July 2021 Bureau Veritas - Rules for Steel Ships 85

Pt E, Ch 3, Sec 1

one or several of the following notations subject to the 1.5 Definitions

products listed hereabove are considered:
-FP≤60°C when the ship may carry products with a flash 1.5.1 Acids
point equal to or less than 60°C. Products are deemed to be acids when in Chapter 17 of IBC
-toxic when the ship may carry toxic products (see Code, or the latest edition of the MEPC.2/Circ., paragraph
[1.5.39]) 15.11 is assigned in column o.
-acids when the ship may carry acids (see [1.5.1])
-LG when the ship may carry liquid carbon dioxide 1.5.2 Accommodation spaces
and/or liquid nitrogen Accommodation spaces are those spaces used for public
spaces, corridors, lavatories, cabins, offices, hospitals, cine-
1.3.3 Additional service feature WELLSTIM mas, games and hobbies rooms, barber shops, pantries con-
The additional service feature WELLSTIM may be assigned taining no cooking appliances and similar spaces.
to ships granted with the service notation supply when
intended to carry products used in a blending (see [1.5.5]) 1.5.3 Administration
or production process dedicated to the search and exploita-
Administration means the Government of the State whose
tion of seabed mineral resources, this process being
flag the vessel is entitled to fly.
installed on-board to facilitate such operations.
Where applicable, the additional service feature WELLSTIM 1.5.4 Backload
is to be completed by one or several of the following nota-
tions: -FP≤60°C, -toxic, -acids and -LG as defined in Backload means contaminated bulk liquids, taken on board
a vessel offshore, for transport either back to shore or to
[1.3.2].
alternate offshore site.

1.4 Applicable rules 1.5.5 Blending additives

1.4.1 Ships dealt with in this Chapter are to comply with: Blending additives means small amounts of liquid sub-
stances used during blending of products or production
• Part A of the Rules
processes of cargoes for use in the search and exploitation
• NR216 Materials and Welding of seabed mineral resources on board vessels used to facili-
• applicable requirements according to Tab 1. tate such operations.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

• Part B • NR566 (2)
L ≥ 65 or 90 m (1)
• Ch 3, Sec 2 • Ch 3, Sec 2
Ship arrangement
• NR600 • NR566 (2)
L < 65 or 90 m (1)
• Ch 3, Sec 2 • Ch 3, Sec 2
• Part B • Part B
L ≥ 65 or 90 m (1)
• Ch 3, Sec 4 • Ch 3, Sec 4
Hull
• NR600 • NR600
L < 65 or 90 m (1)
• Ch 3, Sec 4 • Ch 3, Sec 4
• Part B • Part B
Stability
• Ch 3, Sec 3 • Ch 3, Sec 3
• Part C • NR566 (2)
Machinery and cargo systems
• Ch 3, Sec 5 • Ch 3, Sec 5
• Part C • NR566 (2)
Electrical installations and automation
• Ch 3, Sec 6 • Ch 3, Sec 6
Fire protection, detection and extinction • Part C • NR566 (2)
• Ch 3, Sec 7 • Ch 3, Sec 7
(1) Refer to the scope of application of NR600.
(2) For ships granted with HNLS and/or WELLSTIM service features, the limit of 500 GT does not apply for the specific require-
ments associated to these service features
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT.
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.
Note 2: For ships granted with HNLS and/or WELLSTIM service features, in case of conflict, requirements mentioned in this Chapter
shall prevail

86 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 1

1.5.6 Cargo area openings for pressure release provided to permit the
Cargo area is that part of the offshore support vessel where: flow of small volumes of gas or vapour mixtures
caused by thermal variation;
a) a pollution hazard only substance having a flashpoint
exceeding 60°C and not defined as toxic, is likely to be 3) areas on open deck, or semi-enclosed spaces on
present and includes cargo tanks, portable tanks used as open deck above and in the vicinity of any cargo gas
deck cargo tanks, slop tanks, cargo pump-rooms, outlet intended for the passage of large volumes of
pump-rooms adjacent to cargo tanks and enclosed gas or vapour mixture during cargo loading, within a
spaces in which pipes containing cargoes are located. vertical cylinder of unlimited height and 10 m radius
Areas on open deck are not considered part of the centred upon the centre of the outlet, and within a
cargo area. hemisphere of 10 m radius below the outlet;
4) areas on open deck, or semi-enclosed spaces on
b) a safety hazard substance having a flashpoint exceeding
deck, within 3m of cargo pump-room entrances,
60°C and not defined as a toxic, is likely to be present
cargo pump-room ventilation inlet, openings into
and includes cargo tanks, portable tanks used as deck
cofferdams;
cargo tanks, slop tanks, cargo pump-rooms, pump-
rooms adjacent to cargo tanks, hold spaces in which 5) areas on the open deck within spillage coamings sur-
independent tanks are located, cofferdams surrounding rounding cargo manifold valves and 3 m beyond
integral tanks, enclosed spaces in which pipes contain- these, up to a height of 2.4m above the deck;
ing cargoes are located and the following deck areas: 6) compartments for cargo hoses; and
1) within 3 m of cargo tank installed on deck or porta- 7) within the hose landing area.
ble tanks used as deck cargo tanks;
1.5.7 Cargo control station
2) areas on open deck, or semi-enclosed spaces on
deck, within 3 m of any cargo tank access outlet; Cargo control station means a location that is manned dur-
ing cargo transfer operations for the purpose of directing or
3) areas on open deck over an integral tank without an controlling the loading or unloading of cargo.
overlaying cofferdam plus the open deck area
extending transversely and longitudinally for a dis- 1.5.8 Cargo pump-room
tance of 3 m beyond each side of the tank; Cargo pump-room is a space containing pumps and their
4) areas on open deck, or semi-enclosed spaces on accessories for the handling of the products.
deck, within 3 m of cargo manifold valve, cargo
1.5.9 Cargo tank
valve, cargo pipe flange, except spaces within the 3
m zone that are separated by an enclosed bulkhead Cargo tank is the envelope designed to contain the cargo.
to the minimum height as given in item 6);
1.5.10 Cofferdam
5) areas on open deck, or semi-enclosed spaces on Cofferdam is the isolating space between two adjacent steel
open deck above and in the vicinity of any cargo bulkheads or decks. This space may be a void space or a
tank vent outlet intended for the passage of large ballast space.
volumes of vapour mixture during cargo loading,
within a vertical cylinder of unlimited height and 3 1.5.11 Control stations
m radius upon the centre of the outlet, and within a Control stations are those spaces in which vessels' radio or
hemisphere of 3 m radius below the outlet; main navigating equipment or the emergency source of
6) areas on the open deck within spillage coamings sur- power is located or where the fire-recording or fire-control
rounding cargo manifold valves and 3 m beyond equipment is centralized. This does not include special fire-
these, up to a height of 2.4 m above the deck; and control equipment which can be most practically located in
the cargo area.
7) compartments for cargo hoses.
1.5.12 Dangerous goods
c) a substance having a flashpoint not exceeding 60°C, or
defined as toxic or vapours of such cargo, is likely to be Dangerous goods mean the substances, materials and arti-
present and includes cargo tanks, portable tanks used as cles covered by the IMDG Code.
deck cargo tanks, slop tanks, cargo pump-rooms, IMDG Code means the International Maritime Dangerous
pump-rooms adjacent to cargo tanks, hold spaces in Goods Code (resolution MSC.122(75), as amended)
which independent tanks are located, cofferdams sur-
rounding integral tanks, enclosed spaces in which pipes 1.5.13 Deck spread
containing cargoes are located and the following deck Deck spread means portable tanks, piping, equipment, pro-
areas: cessing equipment and control stations secured to the ves-
sel by permanent means and used in the operation of the
1) within 3 m of cargo tank installed on deck or porta-
vessel.
ble tanks used as deck cargo tanks;
2) areas on open deck, or semi-enclosed spaces on 1.5.14 Density
deck, within 4.5 m of gas or vapour outlet, cargo Density is the ratio of the mass to the volume of a product,
manifold valve, cargo valve, cargo pipe flange, expressed in terms of kilograms per cubic metre. This
cargo pump-room ventilation outlets and cargo tank applies to liquids, gases and vapours.

July 2021 Bureau Veritas - Rules for Steel Ships 87

Pt E, Ch 3, Sec 1

1.5.15 Flammable liquid the same manner and by the same loads which stress the
A flammable liquid is any liquid having a flashpoint (closed contiguous hull structure and which is normally essential to
cup test) not exceeding 60°C determined by an approved the structural completeness of the ship's hull.
flashpoint apparatus.
1.5.26 IGC Code
Note 1: A liquid heated within 15°C of its flashpoint is also consid-
ered as a flammable liquid. International Gas Carrier Code (IGC Code) means the Inter-
national Code for the Construction and Equipment of Ships
1.5.16 Flashpoint Carrying Liquefied Gases in Bulk (resolution MSC.5(48), as
Flashpoint is the temperature in degrees Celsius at which a amended).
product will give off enough flammable vapour to be
ignited. Values given in the Chapter are those for a “closed 1.5.27 MARPOL
cup test” determined by an approved flashpoint apparatus. MARPOL means the International Convention for the Pre-
vention of Pollution from Ships, 1973, as modified by the
1.5.17 Fuel oil Protocol of 1978 relating thereto, as amended.
Fuel oil means any oil used as fuel in connection with the
propulsion and auxiliary machinery of the ship on which 1.5.28 Noxious liquid substance
such oil is carried. Noxious liquid substance means any substance indicated in
the Pollution Category column of chapter 17 or 18 of the
1.5.18 Gravity tank International Bulk Chemical Code, or the current
Gravity tank means a tank having a design pressure not MEPC.2/Circular or provisionally assessed under the
greater than 0,07 MPa gauge at the top of the tank. A gravity requirements of regulation 6.3 of MARPOL Annex II as fall-
tank may be independent or integral. A gravity tank should ing into categories X, Y or Z.
be constructed and tested according to recognized stand-
ards, taking account of the temperature of carriage and rela- 1.5.29 Offshore portable tank
tive density of the cargo. Offshore portable tank means a portable tank specially
designed for repeated use for transport of dangerous goods
1.5.19 Gas-safe area to, from and between offshore facilities. An offshore porta-
Gas-safe area is an area which is not defined as hazardous. ble tank is designed and constructed in accordance with the
Guidelines for the approval of containers handled in open
1.5.20 Hazardous area
seas (MSC/Circ.860)
Hazardous area is an area in which an explosive atmos-
phere is or may be expected to be present in quantities such 1.5.30 Offshore support vessels
as to require special precautions for the construction, instal- Offshore support vessels (OSVs) are:
lation and use of electrical apparatus.
a) multi-mission vessels which are primarily engaged in the
1.5.21 Hold space transport of stores, materials and equipment to and from
Hold space is the space enclosed by the vessels' structure in mobile offshore drilling units, fixed and floating plat-
which an independent cargo tank is situated. forms and other similar offshore installations; or
b) multi-mission vessels, including well-stimulation vessels,
1.5.22 Hose landing area but excluding mobile offshore drilling units, derrick
Hose landing area means an area on the main deck, except barges, pipe-laying barges and floating accommodation
those in compartments for cargo hoses, where cargo hoses units, which are otherwise primarily engaged in support-
of substances having a flashpoint not exceeding 60°C ing the work of offshore installations.
and/or defined as toxic are located during cargo transfer.
1.5.31 Oil product
1.5.23 Independent
Oil product means petroleum in any form including crude
Independent means that a piping or venting system, for oil, sludge, oil refuse and refined products (other than the
example, is in no way connected to another system and that petrochemicals which are subject to the provisions of
there are no provisions available for the potential connec- Annex II of MARPOL 73/78, as amended) and excludes fuel
tion to other systems. oil as defined in [1.5.17].
1.5.24 Independent tank 1.5.32 Open deck
Independent tank means a cargo containment envelope Open deck is defined as an open or semi-enclosed space on
which is not contiguous with, or part of, the hull structure. cargo deck or inside of the cargo rail. Semi-enclosed spaces
An independent tank is built and installed so as to eliminate are those spaces that either:
whenever possible (or in any event to minimize) its stressing
a) are open at two ends; or
as a result of stressing or motion of the adjacent hull struc-
ture. An independent tank is not essential to the structural b) have an opening at one end, and are provided with
completeness of the ship’s hull. adequate natural ventilation effective over their entire
length through permanent openings distributed in the
1.5.25 Integral tank side plating or deckhead or from above, the openings
Integral tank means a cargo containment envelope which having a total area of at least 10% of the total area of
forms part of the ship's hull and which may be stressed in the space sides.

88 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 1

1.5.33 Pollution hazard only substance 1.5.38 SOLAS

Pollution hazard only substance means a substance having
SOLAS means the International Convention for the Safety of
an entry only of “P” in column d in chapter 17 of the IBC
Life at Sea, 1974, as amended.
Code.

1.5.34 Portable tank 1.5.39 Toxic products

Portable tank means a multimodal tank used for the trans-
Products are deemed to be toxic when in Chapter 17 of IBC
port of dangerous goods.
Code, or the latest edition of the MEPC.2/Circ., paragraph
1.5.35 Pump-room 15.12 is assigned in column o.
Pump-room is a space, located in the cargo area, containing
pumps and their accessories for the handling of ballast and 1.5.40 Void space
oil fuel.
Void space is an enclosed space in the cargo area external
1.5.36 Safety hazard substance to a cargo tank, other than a hold space, ballast space, oil
Safety hazard substance means a substance having an entry fuel tank, cargo pump-room, pump-room, or any space in
of “S” or “S/P” in column d in chapter 17 of the Interna- normal use by personnel.
tional Bulk Chemical Code.
1.5.41 Well-stimulation vessel
1.5.37 Separate
Separate means that a cargo piping system or cargo vent Well-stimulation vessel means an offshore support vessel
system, for example, is not connected to another cargo pip- with specialized equipment and industrial personnel that
ing or cargo vent system. deliver products and services directly into a well-head.
The separation may be achieved by the use of design or
operational methods. Operational methods are not to be 2 Documents to be submitted
used within a cargo tank and are to consist of one of the fol-
lowing types:
• removing of spool pieces or valves and blanking of pipe 2.1 General
ends
• arrangement of two spectacle flanges in series, with pro- 2.1.1 The documents listed in Tab 2 are to be provided in
visions of detecting leakage into the pipe between the addition to the documents listed in the applicable rules
two spectacle flanges. specified in [1.4].

Table 2 : Documents to be submitted

No. Documents to be submitted I/A (1)

Hull
1.1 General arrangement I
1.2 Access arrangement A
1.3 Arrangement of entrances, air inlets and openings to accommodation service, machinery spaces and control stations A
Capacity plan with clear indications of:
• cargo tanks with nature and density of cargoes and indicating whether the product is flammable
1.4 I
• fuel oil tanks
• cofferdams adjacent to cargo tanks
1.5 Stowage of deck cargoes and lashing arrangement with location of lashing points and indication of design load I
1.6 Connection of the cargo tanks with the hull structure A
1.7 Structural reinforcements in way of load transmitting elements, such as winches, rollers, lifting appliances A
Machinery
2.1 Diagram of cargo piping system A
2.2 Diagram of cargo tank venting system A
2.3 Diagram of the cargo tank level gauging with overfill safety arrangement A
2.4 Diagram of the bilge and ballast system serving spaces within the cargo area A
2.5 Diagram of the bilge and ballast system serving spaces outside the cargo area A
(1) A: For approval; I: For information.
(2) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation sys-
tems.

July 2021 Bureau Veritas - Rules for Steel Ships 89

Pt E, Ch 3, Sec 1

No. Documents to be submitted I/A (1)

General layout of the cargo pump room with details of:
• Bulkhead penetrations
2.6 • Flammable vapours detections system A
• Bilge level monitoring devices
• Ventilation.
2.7 Diagram of the cargo heating system, if any A
2.8 Diagram of inert gas system with details of the inert gas plant, if any A
Diagram showing deck tank arrangements:
• portable tank information and details I
2.9 • sea fastening arrangement and calculations A
• deck arrangement and pipeline drawings A
• material safety data sheets of carried products I
Electrical installations (2)
3.1 Plan of hazardous area including location of all electrical equipment A
3.2 Document giving details of types of cables and safety characteristics of the electrical equipment installed in hazard-
A
ous area
Fire safety
4.1 Fire extinguishing system in cargo area A
4.2 Specification of fixed means of vapour detection A
(1) A: For approval; I: For information.
(2) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation sys-
tems.

90 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 2

SECTION 2 GENERAL ARRANGEMENT

1 Compartment arrangement f) Openings in the shell plating below the bulkhead deck:
Requirements mentioned in:
1.1 General • Pt B, Ch 8, Sec 10, [2], Pt B, Ch 8, Sec 10, [3] and
Pt B, Ch 8, Sec 10, [4], and
1.1.1 Watertight integrity
• Pt C, Ch 1, Sec 10, [8]
The machinery spaces and other working and living spaces are to be referred to, taking into account Ch 3, Sec 5,
in the hull should be separated from the other compart- [1.5.1].
ments by watertight bulkheads.
1.2.2 Location of cargo tanks
1.1.2 Afterpeak bulkhead
Requirements mentioned in OSV Chemical Code Chapter
An afterpeak bulkhead should be fitted and made watertight 2, section 2.9.1 are to be referred to.
up to the freeboard deck. The afterpeak bulkhead may,
however, be stepped below the freeboard deck, provided 1.2.3 Cargo segregation
the degree of safety of the supply vessel as regards subdivi-
sion is not thereby diminished. Requirements mentioned in OSV Chemical Code
Chapter 3, section 3.1.1, 3.1.2.1, 3.1.2.2, 3.1.6 and 3.1.7
are to be referred to.
1.1.3 Location of cargo tanks
All cargo tanks are to be located aft of the collision bulk- 1.2.4 Accommodation, service space and control
head and forward of the aft peak. stations
Requirements mentioned in OSV Chemical Code Chapter
1.2 Additional requirements for ships 3, section 3.2 are to be referred to.
granted with HNLS and/or WELLSTIM
additional service features 1.3 Compartment arrangement in way of oil
product cargo tanks
1.2.1 With reference to OSV Chemical Code Chapter 2,
section 2.1.5, the following requirements are, in particular, 1.3.1 Ships carrying oil products with a flashpoint
to be complied with: more than 60°C
A cargo tank carrying exclusively oil products having a
a) Double bottoms:
flashpoint exceeding 60°C (closed cup test) are to be segre-
Requirements mentioned in Pt B, Ch 2, Sec 2, [3], are to gated from accommodation spaces, drinking water and
be referred to. stores for human consumption by means of a cofferdam,
void space, cargo pump-room, fuel oil tank, or other similar
b) Collision bulkhead: space. On-deck stowage of independent tanks or installa-
tion of independent tanks in otherwise empty hold spaces is
Requirements mentioned in Pt B, Ch 2, Sec 1, [3] are to
to be considered as satisfactory.
be referred to.

c) After peak, machinery space and stern tubes: 1.3.2 Length of cargo tanks
The length of each cargo tank shall not exceed 10 metres or
Requirements mentioned in Pt B, Ch 2, Sec 1, [4] are to
one of the values of Tab 1, as applicable, whichever is the
be referred to.
greater.
d) Height of transverse watertight bulkheads other than Note 1: When the aggregate capacity of oil tanks is less than 200
collision bulkhead and after peak bulkhead: m3, this requirements might not be applied.

Requirements mentioned in Pt B, Ch 2, Sec 1, [5] are to

1.3.3 Slop tanks
be referred to.
Requirements mentioned in Pt D, Ch 7, Sec 2, [3.5.1] and
e) Openings in watertight bulkheads and internal decks: Pt D, Ch 7, Sec 2, [3.6] are to be applied.
Requirements mentioned in Pt B, Ch 2, Sec 1, [6.2] and Note 1: When aggregate capacity of oil tanks does not exceed
Pt B, Ch 2, Sec 1, [6.3] are to be referred to. 1000 m3, these requirements might not be applied.

July 2021 Bureau Veritas - Rules for Steel Ships 91

Pt E, Ch 3, Sec 2

Table 1 : Length of cargo tanks

Longitudinal bulkhead Type of cargo tank bi /B (1) Centreline bulkhead Length (m)
No bulkhead - - - (0,5 bi /B + 0,1) L (2)
Centreline bulkhead - - - (0,25 bi /B + 0,15) L
Wing cargo tank - - 0,2 L
if bi /B > 1/5 - 0,2 L
Two or more bulkheads
Centre cargo tank No (0,5 bi /B + 0,1) L
if bi /B < 1/5
Yes (0,25 bi /B + 0,15) L
(1) Where bi is the minimum distance from the side of the supply vessel to the outer longitudinal bulkhead of the tank in question
measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard.
(2) Not to exceed 0,2 L.

2 Arrangement and access to spaces 2.2 Additional requirements for ships

granted with HNLS and/or WELLSTIM
additional service features
2.1 Access arrangement in way of cargo
tanks for oil products 2.2.1 Access to spaces in the cargo area
Requirements mentioned in OSV Chemical Code Chapter
2.1.1 Direct access from open deck 3, section 3.3 are to be referred to.
Supply vessels are to be provided with the following:
2.2.2 Additional requirements for ships granted
a) Access to cargo tanks is to be direct from the open deck with notations -FP≤60°C or -acids or -toxic
and such as to ensure their complete inspection except In addition to the requirements mentioned in [2.2.1], the
for access to cargo tanks in double-bottoms that may be following apply:
through a cargo pump-room, pump-room, deep coffer-
dam, pipe tunnel or similar dry compartments, provided a) For cargo tanks segregation, requirements mentioned in
that the ventilation of these spaces complies with Ch 3, OSV Chemical Code Chapter 4, sections 4.1.2 and
Sec 5, [6.1.1]. 4.1.3, are to be referred to.
b) For the location of openings into accommodation, pas-
b) Access to cargo pumps does not need to be from the
sageways, service and machinery spaces and control
open deck provided that the access is independent of
stations in relation to cargo piping and cargo vent sys-
watertight doors.
tems, requirements mentioned in OSV Chemical Code
Chapter 4, section 4.1.7 are to be referred to.
2.1.2 Dimension of access openings
c) For access to cargo tanks, cofferdams, void spaces,
The following requirements are applicable for all the spaces cargo pump-room, pump-room, empty tank, or other
referred to in [2.1.1]: spaces adjacent to cargo tanks, requirements mentioned
in OSV Chemical Code Chapter 4, section 4.1.8 are to
a) For access through horizontal openings, hatches or
be referred to.
manholes, the dimensions are to be sufficient to allow a
person wearing a self-contained air-breathing apparatus d) High walkways should not be located within the cargo
and protective equipment to ascend or descend any lad- area. Requirements mentioned in OSV Chemical Code
der without obstruction and also to provide a clear Chapter 4, section 4.1.9 are to be referred to.
opening to facilitate the hoisting of an injured person
from the bottom of the space. The minimum clear open- 2.2.3 Additional requirements for ships granted
ing is no to be less than 600 mm by 600 mm. with notation -FP≤60°C
In addition to the requirements mentioned in [2.2.1] and
b) For access through vertical openings, or manholes pro-
[2.2.2], for location of entrances, openings into accommo-
viding passage through the length and breath of the
dation, service and machinery spaces and control stations,
space, the minimum clear opening is not to be less than
requirements mentioned in OSV Chemical Code Chapter 4,
600 mm by 800 mm at a height of not more than 600
section 4.2.2 are to be referred to.
mm from the bottom shell plating unless gratings or
other footholds are provided.
2.2.4 Additional requirements for ships granted
c) Smaller dimensions may be approved by the Society in with notation -acids
special circumstances, if the ability to traverse such In addition to the requirements mentioned in [2.2.1] and
openings or to remove an injured person can be proved [2.2.2], the special requirements mentioned in the IBC
to the satisfaction of the Society. Code Chapter 15, section 15.11 are to be referred to.

92 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 2

2.2.5 Additional requirements for ships granted Warning plates are to be fitted on access doors to accom-
with notation -toxic modation and service spaces facing the cargo area indicat-
In addition to the requirements mentioned in [2.2.1] and ing that the doors and sidescuttles mentioned above are to
[2.2.2], the following apply: be kept closed during cargo handling operations.
a) The special requirements mentioned in the IBC Code
Chapter 15, section 15.12 are to be referred to. 3.1.3 Freeing ports

b) For location of entrances, openings into accommoda- The area of freeing ports is to be increased by 50% with
tion, passageways, service and machinery spaces and respect to that determined according to Pt B, Ch 8, Sec 10,
control stations, requirements mentioned in OSV Chem- [6] or NR566, as applicable.
ical Code Chapter 4, sections 4.3.2, 4.3.3, 4.3.4, 4.3.5 For ships operating in areas where icing is likely to occur,
and 4.3.6, are to be referred to. shutters may not be fitted.
c) For marking of cargo deck areas, requirements men-
tioned in OSV Chemical Code Chapter 15, section 3.1.4 Freeing ports through box-bulwarks
15.5.5 are to be referred to. Where box-bulwarks the upper level of which extends to
the forecastle deck are fitted in way of the loading area, the
3 Arrangement for hull and forecastle freeing ports are to pass through these box-bulwarks and
their area is to be increased to take account of the height of
openings the bulwarks.

3.1 General 3.1.5 Access to the machinery space and spaces

below the exposed cargo deck
3.1.1 Sidescuttles and windows Access to the machinery space excluding emergency access
Sidescuttles and windows of opening type are, in general, and removal hatches, should, if possible, be arranged within
accepted only in unexposed areas of the deckhouses the forecastle. Any access to the machinery space from the
located immediately above the forecastle and the areas exposed cargo deck should be provided with two weather-
above. tight closures.
3.1.2 Sidescuttles of gas-safe areas facing Access to spaces below the exposed cargo deck should be
hazardous areas from a position within or above the superstructure deck.
Sidescuttles of gas-safe areas facing hazardous areas, Other arrangement may be considered by the Society on a
excluding those of non-opening type, are to be capable of case by case basis.
ensuring an efficient gas-tight closure.

July 2021 Bureau Veritas - Rules for Steel Ships 93

Pt E, Ch 3, Sec 3

SECTION 3 STABILITY

1 General 2.1.2 Alternative stability criteria

The following equivalent criteria are recommended where
the ship's characteristics render compliance with Pt B, Ch 3,
1.1 Application Sec 2, [2.1] impracticable:
1.1.1 Every decked OSV of 24 metres and over is to comply • the area, in m⋅rad, under the curve of righting levers
with the provisions of present Section. (GZ curve) may not be less than 0,070 up to an angle of
15° when the maximum righting lever (GZ) occurs at
Note 1: The requirements of this Section are based on IMO Off- 15° and 0,055 up to an angle of 30° when the maxi-
shore Supply Vessel Guidelines amended by MSC 335(90).
mum righting lever (GZ) occurs at 30° or above. Where
the maximum righting lever (GZ) occurs at angles of
between 15° and 30°, the corresponding area “A”, in
1.1.2 The intact and damage stability of an OSV of less m⋅rad, under the righting lever curve is to be:
than 24 metres in length should be to the satisfaction of the
A = 0 ,055 + 0 ,001 ⋅ ( 30° – θ max )
Society.
where θmax is the angle of heel, in degrees, at which the
righting lever curve reaches its maximum
1.2 Relaxation
• the area, in m⋅rad, under the righting lever curve (GZ
1.2.1 Unless specified in [1.3], relaxation in the require- curve) between the angles of heel of 30° and 40°, or
ments of the present Section may be permitted by the Soci- between 30° and θf if this angle is less than 40°, may not
ety for ships granted with navigation notation coastal area, be less than 0,03, where θf is defined in Pt B, Ch 3, Sec
provided the operating conditions are such as to render 2, [2.1.2]
compliance with these requirements unreasonable or • the righting lever (GZ), in m, is to be at least 0,20 at an
unnecessary. angle of heel equal to or greater than 30°
• the maximum righting lever (GZ) is to occur at an angle
1.3 Additional requirements for ships of heel not less than 15°
granted with HNLS and/or WELLSTIM • the initial transverse metacentric height (GM), in m,
additional service features may not be less than 0,15 m.

1.3.1 No relaxation in the requirements of the present Sec- 2.1.3 Additional criteria
tion shall be accepted for ships assigned with the additional A minimum freeboard at the stern of at least 0,005 L is to be
service features HNLS and/or WELLSTIM. maintained in all operating conditions.

1.3.2 In addition to the requirements mentioned in this 2.1.4 Factors of influence

Section, the provisions of OSV Chemical Code Chapter 2, The stability criteria mentioned in [2.1.1] and [2.1.2] are
section 2.1, are to be applied. minimum values; no maximum values are recommended. It
Note 1: With reference to OSV Chemical Code Chapter 2, section
is advisable to avoid excessive values, since these might lead
2.1.2, the stability of ships other than those carrying cargoes con- to acceleration forces which could be prejudicial to the ves-
taining mixtures and individual products indicated in chapter 17 of sel, its complement, its equipment and the safe carriage of
the IBC Code and the latest edition of the MEPC.2/Circular will be cargo.
subject to special consideration. Where anti-rolling devices are installed, the stability criteria
indicated in [2.1.1] and [2.1.2] are to be maintained when
2 Intact stability the devices are in operation.

2.1.5 Assumptions for calculating loading

2.1 General conditions
If a vessel is fitted with cargo tanks, the fully loaded condi-
2.1.1 General stability criteria tions of Pt B, Ch 3, App 2, [1.2.13] are to be modified,
The intact stability for the loading conditions defined in Pt assuming first the cargo tanks full and then the cargo tanks
B, Ch 3, App 2, [1.2.1] and Pt B, Ch 3, App 2, [1.2.13] with empty.
the assumptions in [2.1.5], is to be in compliance with the If in any loading condition water ballast is necessary, addi-
requirements of Pt B, Ch 3, Sec 2, [2.1] or, as an alternative, tional diagrams are to be calculated, taking into account the
with the requirements of [2.1.2]. The additional criteria of water ballast, the quantity and disposition of which are to
[2.1.3] are also to be complied with. be stated in the stability information.

94 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 3

In all cases when deck cargo is carried, a realistic stowage For a vessel with length (L) from 80 m to 100 m, a trans-
weight is to be assumed and stated in the stability informa- verse watertight bulkhead extending from the vessel's side
tion, including the height of the cargo and its centre of grav- to a distance inboard of B/20 or more (but not less than
ity. 760 mm) at the level of the summer load line joining longi-
Where pipes are carried on deck, a quantity of trapped tudinal watertight bulkheads may be considered as a trans-
water equal to a certain percentage of the net volume of the verse watertight bulkhead for the purpose of the damage
pipe deck cargoes is to be assumed in and around the calculations.
pipes. The net volume is to be taken as the internal volume Where a transverse watertight bulkhead is located within
of the pipes, plus the volume between the pipes. This per- the transverse extent of assumed damage and is stepped in
centage is 30 if the freeboard amidships is equal to or less way of a double bottom or side tank by more than 3,05 m,
than 0,015 L and 10 if the freeboard amidships is equal to the double bottom or side tank adjacent to the stepped por-
or greater than 0,03 L. For intermediate values of the free- tion of the bulkhead is to be considered as flooded simulta-
board amidships, the percentage may be obtained by linear neously.
interpolation. In assessing the quantity of trapped water, the If the distance between adjacent transverse watertight bulk-
Society may take into account positive or negative sheer aft, heads or the distance between the transverse planes passing
actual trim and area of operation. through the nearest stepped portions of the bulkheads is
A vessel, when engaged in towing operations, may not carry less than the longitudinal extent of damage given in [3.1.2],
deck cargo, except that a limited amount, properly secured, only one of these bulkheads should be regarded as effective
which would neither endanger the safe working of the crew for the purpose of the damage assumptions described in
nor impede the proper functioning of the towing equip- Tab 1.
ment, may be accepted.
Allowance is to be made for the anticipated type of wire or
rope on storage reels and wire on the winches when calcu- Table 1 : Extent of damage
lating loading conditions.
Longitudinal Transverse Vertical
Ship length
2.2 Additional requirements for ships extent extent (1) extent (2)
granted with HNLS and/or WELLSTIM L ≥ 80 m 1/3 L2/3 B/20, or
760 mm (3)
additional service features Full depth
43 < L <80 m 3L/100 + 3
760 mm
2.2.1 Requirements mentioned in the OSV Chemical Code L ≤ 43 m L/10
Chapter 2, section 2.2, are to be referred to. In any case,
(1) Measured inboard from the side of the vessel perpen-
requirements mentioned in the OSV Chemical Code shall dicularly to the centreline at the level of the summer
prevail. load waterline.
(2) From the underside of the cargo deck, or the continua-
3 Damage stability tion thereof.
(3) Whichever is the greater.
3.1 Damage stability when the additional
3.1.4 Progressive flooding
class notation SDS is assigned
If pipes, ducts or tunnels are situated within the assumed
3.1.1 General extent of damage, arrangements are to be made to ensure
Taking into account, as initial conditions before flooding, that progressive flooding cannot thereby extend to compart-
the standard loading conditions as referred to in Pt B, Ch 3, ments other than those assumed to be floodable for each
App 2, [1.2.1] and Pt B, Ch 3, App 2, [1.2.13], the vessel is case of damage. The progressive flooding is to be consid-
to comply with the damage stability criteria as specified in ered in accordance with Pt B, Ch 3, Sec 3, [3.3].
[3.1.8].
3.1.5 Minor damage
3.1.2 Damage dimensions If damage of a lesser extent than that specified in [3.1.2]
The assumed extent of damage of supply vessels is to be as results in a more severe condition, such lesser extent is to be
indicated in Tab 1. assumed.
The extent of damage is to occur anywhere in the vessel’s
length between any transverse watertight bulkhead. 3.1.6 Permeability
The permeability of spaces assumed to be damaged is to be
as indicated in Tab 2.
3.1.3 Consideration of transverse watertight
bulkheads for flooding 3.1.7 Survival requirements
For a vessel with length (L) less than 80 m, a transverse Compliance with the requirements of [3.1.8] is to be con-
watertight bulkhead extending from the vessel's side to a firmed by calculations which take into consideration the
distance inboard of 760 mm or more at the level of the sum- design characteristics of the vessel, the arrangements, con-
mer load line joining longitudinal watertight bulkheads may figuration and permeability of the damaged compartments
be considered as a transverse watertight bulkhead for the and the distribution, specific gravities and free surface effect
purpose of the damage calculations. of liquids.

July 2021 Bureau Veritas - Rules for Steel Ships 95

Pt E, Ch 3, Sec 3

Table 2 : Values of permeability included as a floodable space in calculations for damage

stability. Within this range, immersion of any of the open-
ings referred to in item a) and any other openings capa-
Spaces Permeability ble of being closed weathertight may be authorized.
Appropriated for stores 0,60
Note 1: “other openings capable of being closed weathertight” do
Occupied by accommodation 0,95 not include ventilators that have to remain open to supply air
Occupied by machinery 0,85 to the engine room or emergency generator room for the effec-
tive operation of the ship.
Void spaces, empty tanks 0,95
Intended for dry cargo 0,95 d) The stability is to be sufficient during intermediate stages
Intended for liquids (1) of flooding. In this regard, the Society applies the same
criteria relevant to the final stage of flooding also during
(1) The permeability of tanks is to be consistent with the
amount of liquid carried. the intermediate stages of flooding.

3.1.9 Additional requirements for ships granted

3.1.8 Damage stability criteria
with HNLS and/or WELLSTIM additional
a) The final waterline, taking into account sinkage, heel service features
and trim, is to be below the lower edge of any opening Requirements mentioned in the OSV Chemical Code sec-
through which progressive flooding may take place. The tions 2.4, 2.5, 2.6, 2.7 and 2.8. are to be referred to. In any
progressive flooding is to be considered in accordance case, requirements mentioned in the OSV Chemical Code
with Pt B, Ch 3, Sec 3, [3.3]. shall prevail.
b) In the final stage of flooding, the angle of heel due to Requirements mentioned in section 2.9.2 of the OSV
unsymmetrical flooding may not exceed 15°. This angle Chemical Code are to be applied regarding the protrusion
may be increased up to 17° if no deck immersion of suction wells installed inside cargo tanks for IBC Code
occurs. ship types 2 and 3 products when affected compartments
are determined flooded after a damage
c) The stability in the final stage of flooding is to be investi-
gated and may be regarded as sufficient if the righting For the application of these requirements, Tab 3 is to be
lever curve has at least a range of 20° beyond the posi- used to consider together:
tion of equilibrium in association with a maximum resid-
ual righting lever of at least 100 mm within this range. • ship type according to the quantity of products carried
Unprotected openings may not become immersed at an • damage assumptions
angle of heel within the prescribed minimum range of
residual stability unless the space in question has been • standard of damage.

Table 3 : Damage stability assumptions for ships granted with HNLS and/or WELLSTIM additional service features

Quantity of product carried,

with reference to IBC Code Ship
Stability
length
type 1 type 2 + type 3
• should be assumed to sustain damage described in section 2.6.2 of the OSV Chemical
Code anywhere along the length between transverse watertight bulkheads, and
> 100 m
• should also comply with SOLAS regulations II-1/6 to II-1/7-3 (probabilistic damage
≤ 150 m3 < 800 m3 stability standard for a cargo ship).
should be assumed to sustain damage described in section 2.6.2 of the OSV Chemical
≤ 100 m
Code anywhere along the length between transverse watertight bulkheads.
• should be assumed to sustain damage described in section 2.6.2 of the OSV Chemical
Code anywhere along the length, and
≥ 800 m3 > 100 m
• should also comply with SOLAS regulations II-1/6 to II-1/7-3 (probabilistic damage
≤ 150 m3 and stability standard for a cargo ship).
≤ 1200 m3
should be assumed to sustain damage described in section 2.6.2 of the OSV Chemical
≤ 100 m
Code anywhere along the length.
should be assumed to sustain damage described in section 2.6.1 of the OSV Chemical
> 100 m
Code anywhere along the length.
≤ 150 m3 > 1200 m3 should be assumed to sustain damage described in section 2.6.1 of the OSV Chemical
≤ 100 m Code anywhere along the length except involving bulkheads bounding a machinery space
of category A.
any should be assumed to sustain damage described in section 2.6.1 of the OSV Chemical
> 150 m3 any quantity
length Code anywhere along the length.

96 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 4

SECTION 4 HULL STRUCTURE

Symbols

k : Material factor for steel, defined in Pt B, Ch 4, 1.4 Structure of cement tanks and mud
Sec 1, [2.3] compartments
s : Length, in m, of the shorter side of the plate
panel. 1.4.1 Cargo tanks and hoppers intended to carry mud or
cement are to be supported by structures which distribute
the acting forces as evenly as possible on several primary
1 Structure design principles supporting members.

1.1 General 1.5 Additional requirements for ships

granted with HNLS and/or WELLSTIM
1.1.1 For ships greater than 24 m in length, it is recom- additional service features
mended that a double skin is provided to reinforce the pro-
tection of the main compartments in the event of contact
1.5.1 Suction wells installed inside cargo tanks
with pontoons or platform piles.
When considering the size of suction wells installed inside
the cargo tank, requirements of the OSV Chemical Code,
1.2 Side structure exposed to bumping
Chapter 2, section 2.9.2 are to be referred to.
1.2.1 Longitudinally framed side
1.5.2 Portable tanks used as deck tanks
In the whole area where the side of the ship is exposed to
bumping, distribution frames are to be provided at mid- a) Requirements mentioned in OSV Chemical Code Chap-
span, consisting of an intercostal web of the same height as ter 5, section 5.2.2 are to be referred to regarding the
the ordinary stiffeners, with a continuous face plate. allowable designs of these tanks.

Within reinforced areas, scallop welding for all side ordi- b) Requirements mentioned in OSV Chemical Code Chap-
nary stiffeners is forbidden. ter 17, section 17.4.2 are to be referred to regarding the
securing of the portable tanks to the deck.
1.2.2 Transversely framed side
In the whole area where the side of the ship is exposed to 1.6 Additional requirements for ships
bumping, a distribution stringer is to be fitted at mid-span, granted with notation -acids
consisting of an intercostal web of the same height as the
ordinary stiffeners, with a continuous face plate. 1.6.1 In addition to the requirements mentioned in [1.5],
the following apply:
Side frames are to be fitted with brackets at ends.
a) The requirements in section 15.11 of the IBC Code are
Within reinforced areas, scallop welding for all side ordi-
to be applied.
nary stiffeners is forbidden.
b) For acid spill protection, requirements mentioned in
1.2.3 Fenders OSV Chemical Code Chapter 4, sections 4.4.2 and
Efficient fenders, adequately supported by structural mem- 4.4.6 are to be referred to.
bers, are to be fitted on the side, including the forecastle, on
the full length of the areas exposed to contact. 2 Design loads

1.3 Deck structure 2.1 Dry uniform cargoes

1.3.1 Local reinforcements are to be fitted in way of spe-
2.1.1 Still water and inertial pressures
cific areas which are subject to concentrated loads.
The still water and inertial pressures transmitted to the struc-
1.3.2 Exposed decks carrying heavy cargoes or pipes are to ture of the upper deck intended to carry loads are to be
provide protection and means of fastening for the cargo, obtained, in kN/m2, as specified in Pt B, Ch 5, Sec 6, [4],
e.g. inside bulwarks, guide members, lashing points, etc. where the value of pS is to be taken not less than 24 kN/m2.

July 2021 Bureau Veritas - Rules for Steel Ships 97

Pt E, Ch 3, Sec 4

3 Hull scantlings 3.3.2 Cement tanks and mud compartments

The net scantlings of the primary supporting members of
3.1 Plating cement tanks and mud compartments are to be calculated
taking into account high stresses resulting from vertical and
3.1.1 Minimum net thickness horizontal accelerations due to rolling and pitching.

The net thickness of the side and upper deck plating is to be Secondary moments due to the tendency of materials to tip
not less than the values given in Tab 1. over are to be considered by the Society on a case-by-case
basis.
Table 1 : Minimum net thickness of the side and
upper deck plating
4 Other structure
Plating Minimum net thickness, in mm
Side below freeboard deck The greater of: 4.1 Aft part
• 2,1 + 0,031 L k0,5 + 4,5 s
• 8 k0,5 4.1.1 Rollers
Side between freeboard The greater of: At the transom, local reinforcements are to be fitted in way
deck and strength deck • 2,1 + 0,013 L k0,5 + 4,5 s of rollers and other special equipment intended for cargo
• 8 k0,5 handling.
Upper deck 7,0
4.1.2 Structures in way of rollers

3.1.2 Strength deck plating The structures in way of the stern rollers and those of the
adjacent deck are considered by the Society on a case-by-
Within the cargo area, the thickness of strength deck plating
case basis, taking into account the relevant loads which are
is to be increased by 1,5 mm with respect to that deter-
to be specified by the Designer.
mined according to Pt B, Ch 7, Sec 1.
However, the above increase in thickness by 1,5 mm may 4.1.3 Propeller protection
be omitted provided all the following conditions are ful-
It is recommended that devices should be fitted to protect
filled:
the propellers from submerged cables.
a) Wooden planking provide an efficient protection of the
deck at the satisfaction of the society.
4.2 Superstructures and deckhouses
b) The welding of the steel fittings securing the wood pro-
tection is performed before coating application. 4.2.1 Forecastle
c) Full coating application is applied after item b) above. The forecastle length may not exceed 0,3 to 0,4 times the
length L.
3.2 Ordinary stiffeners
4.2.2 Deckhouses
3.2.1 Longitudinally framed side exposed to Due to their location at the forward end of the supply ves-
bumping sel, deckhouses are to be reduced to essentials and special
In the whole area where the side of the supply vessel is care is to be taken so that their scantlings and connections
exposed to bumping, the section modulus of ordinary stiff- are sufficient to support wave loads.
eners is to be increased by 15% with respect to that deter-
mined according to Pt B, Ch 7, Sec 2. 4.2.3 Minimum net thicknesses
The net thickness of forecastle aft end plating and of plating
3.2.2 Transversely framed side exposed to bumping of deckhouses located on the forecastle deck is to be not
In the whole area where the side of the supply vessel is less than the values given in Tab 2.
exposed to bumping, the section modulus of ordinary stiff-
eners, i.e. side, ‘tweendeck and superstructure frames, is to Table 2 : Plating of forecastle aft end and
be increased by 25% with respect to that determined of deckhouses located on the forecastle deck
according to Pt B, Ch 7, Sec 2.
Minimum net thickness,
Structure Plating
3.3 Primary supporting members in mm
Forecastle aft end 1,04 (5 + 0,01 L)
3.3.1 Distribution stringers
Deckhouses located front 1,44 (4 + 0,01 L)
The section modulus of the distribution stringer required in on the forecastle
sides 1,31 (4 + 0,01 L)
[1.2.2] is to be at least twice that calculated in [3.2.2] for deck
ordinary stiffeners. aft end 1,22 (4 + 0,01 L)

98 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 4

4.2.4 Ordinary stiffeners 5.2 Bulwarks

The net section modulus of ordinary stiffeners of the fore-
castle aft end and of deckhouses located on the forecastle 5.2.1 Plating
deck is to be not less than the values obtained from Tab 3. In the case of a high bulwark, fitted with a face plate of
large cross-sectional area, which contributes to the longitu-
Ordinary stiffeners of the front of deckhouses located on the
dinal strength, the thickness of the plating contributing to
forecastle deck are to be fitted with brackets at their ends.
the longitudinal strength is to be not less than the value
Those of side and aft end bulkheads of deckhouses located
obtained according to Pt B, Ch 7, Sec 1.
on the forecastle deck are to be welded to decks at their
ends. 5.2.2 Stays
The bulwark stays are to be strongly built with an attach-
Table 3 : Ordinary stiffeners of forecastle aft end and
ment to the deck reinforced to take account of accidental
of deckhouses located on the forecastle deck
shifting of deck cargo (e.g. pipes).
Ordinary Net section modulus,
Structure
stiffeners on in cm3 5.3 Equipment
Forecastle aft end plating 3 times the value cal- 5.3.1 Mooring lines
culated according to
Deckhouses front plating The mooring lines are given as a guidance, but are not
Pt B, Ch 8, Sec 4, [4]
located on the required as a condition of classification.
forecastle deck sides plating 0,75 times that of the
The length of mooring lines may be calculated according to
forecastle ‘tweendeck
aft end plating frames
Pt B, Ch 9, App 2, [2].
However, in the case of OSVs provided with devices ena-
4.3 Structure of cargo tanks bling ample manoeuvring characteristics (e.g. supply ves-
sels provided with two or more propellers, athwartship
4.3.1 Scantling of cargo tanks is to be in compliance with thrust propellers, etc.), the length of mooring lines, in m,
the provisions of Pt B, Ch 5, Sec 6 and Part B, Chapter 7. may be reduced to (L + 20).
Refer to Ch 3, Sec 5, [3] to Ch 3, Sec 5, [6] for design
5.3.2 Chain locker
details.
Chain lockers are to be arranged as gas-safe areas. Hull
penetrations for chain cables and mooring lines are to be
5 Hull outfitting arranged outside the hazardous areas specified in Ch 3, Sec
1, [1.5.20].
5.1 Rudders
5.3.3 Means of quick release
5.1.1 Rudder stock scantlings A vessel engaged in towing operations is to be provided
The rudder stock diameter is to be increased by 5% with with means for quick release of the towline.
respect to that determined according to Pt B, Ch 9, Sec 1, Vessels provided with towing winch systems are also to be
[4]. provided with means of quick release.

July 2021 Bureau Veritas - Rules for Steel Ships 99

Pt E, Ch 3, Sec 5

SECTION 5 MACHINERY AND CARGO SYSTEMS

1 Machinery systems b) For bilge pumping systems serving spaces where car-
goes or residues of cargoes may occur, requirements
mentioned in OSV Chemical Code Chapter 4, section
1.1 Cargo heating systems
4.1.6 are to be referred to.
1.1.1 Where provided, any cargo tank heating system is to c) For air intakes and openings into accommodation, pas-
comply with the provisions of Pt D, Ch 7, Sec 4, [2.6] sageways, service and machinery spaces and control
With reference to Ch 3, Sec 1, [1.5.15], particular attention stations in relation to cargo piping and cargo vent sys-
to be provided to the maximum heating temperature of tems, requirements mentioned in OSV Chemical Code
cargo tanks intended for the carriage of oil products. Chapter 4, section 4.1.7 are to be referred to.

1.2 Exhaust pipes 1.7 Additional requirements for ships granted

with notation -FP≤60°C
1.2.1 Exhaust outlets from diesel engines are to be pro-
vided with spark arresters. 1.7.1 In addition to the requirements mentioned in [1.5]
and [1.6], for air inlets and openings to accommodation,
1.3 Inert gas system service and machinery spaces and control stations, require-
ments mentioned in OSV Chemical Code Chapter 4, sec-
1.3.1 Where provided, nitrogen/inert gas systems fitted on the tion 4.2.2 are to be referred to.
ship are to comply with the provision of Pt D, Ch 8, Sec 9, [2].

1.8 Additional requirements for ships granted

1.4 Other machinery systems
with notation -toxic
1.4.1 Fuel oil, lubricating oil tanks, foam forming liquid
tanks, oil dispersant tanks and similar tanks which are 1.8.1 In addition to the requirements mentioned in [1.5]
located inside the cargo area may be served by pumps and [1.6], the following apply:
located outside the cargo area, provided that the piping is a) The special requirements mentioned in the IBC Code
directly connected to the associated pump and does not run Chapter 15, section 15.12 are to be referred to.
through cargo tanks.
b) For air inlets and openings to accommodation, service
and machinery spaces and control stations, require-
1.5 Additional requirements for ships ments mentioned in OSV Chemical Code Chapter 4,
granted with HNLS and/or WELLSTIM sections 4.3.2, 4.3.3 and 4.3.4 are to be referred to.
additional service features
1.5.1 Non cargo discharges below the freeboard
1.9 Additional requirements for ships granted
deck with notation -acids
Requirements mentioned in Pt C, Ch 1, Sec 10, [8] and
OSV Chemical Code section 2.3 are to be referred. 1.9.1 In addition to the requirements mentioned in [1.5]
and [1.6], the following apply:
1.5.2 Pumps, ballast lines and vent lines serving a) For detection of leakage of cargo in adjacent spaces,
ballast tanks requirements mentioned in IBC Code Chapter 15, sec-
Requirements mentioned in OSV Chemical Code, Chapter tion 15.11.7 are to be referred to.
3, section 3.1.5 are to be referred to.
b) For cargo pump room bilge pumping and drainage,
requirements mentioned in IBC Code Chapter 15, sec-
1.6 Additional requirements for ships granted tion 15.11.8 are to be referred to.
with notations -FP≤60°C and/or -acids
and/or -toxic
2 Cargo piping design
1.6.1 In addition to the requirements mentioned in [1.5],
the following apply: 2.1 Cargo separation
a) For discharge and filling arrangements for ballast or
fresh water sited immediately adjacent to cargo tanks 2.1.1 For cargo handling, a pumping and piping system
certified for products or residues of products, require- independent from the other pumping and piping systems on
ments mentioned in OSV Chemical Code Chapter 4, board is to be provided.
section 4.1.5 are to be referred to.

100 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 5

2.1.2 The piping system serving the non-flammable oil 2.4.6 Mechanical ventilation in the cargo area
product cargo tanks may be connected to the fuel oil pump- Requirements mentioned in the OSV Chemical Code Chap-
ing system in engine room, provided that: ter 10 are to be referred to.
• there are suitable means of separation between the Note 1: Attention is drawn on the specific requirements to be
branches serving the tanks dedicated for the cargo oil applied as mentioned in the OSV Chemical Code sections 10.1.1,
product tanks and the branches serving the fuel oil tanks 10.1.2 and 10.1.3.
• mixing the two different kinds of oils does not jeopard- Note 2: Attention is drawn on the specific requirements to be
ize the intended use of neither the fuel oil nor the cargo. applied mentioned in the OSV Chemical Code Chapter 10, section
10.3 for spaces normally not entered.

2.2 Design and materials 2.4.7 Pollution prevention - no discharge to the sea
Requirements mentioned in the OSV Chemical Code Chap-
2.2.1 Unless otherwise specified, materials for construction
ter 12, section 12.2 are to be referred to.
of tanks, piping, fittings and pumps are to be in accordance
with Pt D, Ch 7, Sec 4, [3.3.2].
2.5 Additional requirements for ships granted
2.2.2 Unless otherwise specified, cargo piping is to be with notations -FP≤60°C and/or -acids
designed and constructed according to Pt D, Ch 7, Sec 4, and/or -toxic
[3.3.1].
2.5.1 In addition to the requirements mentioned in [2.4],
2.3 Piping arrangement for cargo piping location, requirements mentioned in OSV
Chemical Code Chapter 4, section 4.1.4 are to be referred
2.3.1 The following requirements apply: to.

a) Cargo piping conveying non-flammable oil products,

need not be located entirely within the cargo area pro- 3 Cargo tanks
vided that the separation requirements for accommoda-
tion spaces, drinking water and stores for human 3.1 Cargo oil tanks
consumption are observed.
b) Control of discharge of oil products is to comply with Pt 3.1.1 Integral and independent gravity tanks are to be con-
D, Ch 7, Sec 4, [5.3]. structed and tested according to recognised standards tak-
ing into account the carriage temperature and the cargo
Note 1: This requirement might not be applied when aggregate relative density.
capacity does not exceed 1000 m3.

3.2 Additional requirements for ships

2.4 Additional requirements for ships granted with HNLS and/or WELLSTIM
granted with HNLS and/or WELLSTIM additional service features
additional service features
3.2.1 Tank type requirements for individual
2.4.1 Segregation of cargo products
Requirements mentioned in OSV Chemical Code Chapter 3, Requirements mentioned in OSV Chemical Code Chapter 5,
sections 3.1.2.2, 3.1.3 and 3.1.4, are to be referred to. section 5.2.1 are to be referred to.

2.4.2 Piping scantling, fabrication, joining details, 3.2.2 Carriage of contaminated backloads
flange connections and testing
Requirements mentioned in OSV Chemical Code Chapter 16,
Requirements mentioned in OSV Chemical Code Chapter 6, section 16.4.2.1 are to be referred to.
sections 6.1, 6.2, 6.3 and 6.4, are to be referred to.

2.4.3 Piping arrangements 4 Cargo pumping system

Requirements mentioned in OSV Chemical Code Chapter 6,
section 6.5, are to be referred to. 4.1 General

2.4.4 Cargo transfer control system 4.1.1 The delivery side of cargo pumps is to be fitted with
relief valves discharging back to the suction side of the
Requirements mentioned in OSV Chemical Code Chapter 6,
pumps (bypass) in closed circuit. Such relief valves may be
section 6.6, are to be referred to.
omitted in the case of centrifugal pumps with a maximum
delivery pressure not exceeding the design pressure of the
2.4.5 Ship’s cargo hoses piping, with the delivery valve closed.
Requirements mentioned in OSV Chemical Code Chapter 6,
section 6.7, are to be referred to. 4.1.2 Cargo pumps are to be monitored as required in Tab 1.

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Pt E, Ch 3, Sec 5

Table 1 : Monitoring of cargo pumps

Equipment - parameter Alarm Indication Comments

Pump - discharge pressure L Local • on the pump (1), or
• next to the unloading control station
Pump casing - temperature (2) H visual and audible, in cargo control room or pump control station
Bearings - temperature (2) H visual and audible, in cargo control room or pump control station
Bulkhead shaft gland - temperature (2) H visual and audible, in cargo control room or pump control station
(1) And next to the driving machine if located in a separate compartment.
(2) Not required for supply vessels intended to carry pollution hazard only substances having a flashpoint above 60°C or oil prod-
ucts having a flashpoint above 60°C only.

5 Cargo tank fittings 5.3.2 Cargo tank venting

Requirements mentioned in OSV Chemical Code Chapter 7,
5.1 Level gauging systems and overflow are to be referred to.
control
5.3.3 Venting of tanks carrying contaminated
backloads
5.1.1 Cargo oil tanks
Requirements mentioned in OSV Chemical Code Chapter 16,
For the cargo tanks intended to carry oil products having a section 16.4.2.2.1 are to be referred to.
flashpoint above 60°C, the gauging systems may be of the
open type provided that the relevant provisions of Pt C, Ch 5.3.4 Cargo tank indicators and overflow control
1, Sec 10, [9] and Pt C, Ch 1 Sec 10, [11] are complied
with. Requirements mentioned in OSV Chemical Code Chapter 11,
sections 11.1, 11.2 and 11.3 are to be referred to.
Each cargo tank is to be fitted with a level gauging system in
compliance with Pt D, Ch 7, Sec 4, [4.4] and an overflow
control system in compliance with Pt D, Ch 7, Sec 4, [4.5]. 5.4 Additional requirements for ships
granted with notation -toxic

5.4.1 In addition to the requirements mentioned in [5.3],

5.2 Cargo tank venting systems the following apply:

5.2.1 General a) Special requirements in the section 15.12 of the IBC

Code Chapter 15 apply.
Cargo tanks are to be provided with a venting system appro-
priate to the cargo being carried and these systems shall be b) For set point of the pressure vacuum valves, require-
independent of the air pipes and venting systems of all other ments mentioned in OSV Chemical Code Chapter 4,
compartments of the ship. section 4.3.7 are to be referred to.

c) For alarms for pressure indication at cargo control sta-

5.2.2 Cargo oil tanks tion and cargo area, requirements mentioned in OSV
The following requirements apply: Chemical Code Chapter 15, section 15.4.4 are to be
referred to.
a) general provisions of Pt C, Ch 1, Sec 10, [9] and Pt C,
Ch 1, Sec 10, [11] are to be complied with
5.5 Additional requirements for ships
b) tank venting systems are to open to the atmosphere at a granted with notation -acids
height of at least 760 mm above the weather deck

c) tanks may be fitted with venting systems of the open 5.5.1 In addition to the requirements mentioned in [5.3],
type provided with a flame screen. the following apply:

a) For spray shields, requirements mentioned in OSV

5.3 Additional requirements for ships Chemical Code Chapter 4, section 4.4.3 are to be
referred to.
granted with HNLS and/or WELLSTIM
additional service features b) For loading manifolds (portable shield covers and drain-
age arrangements), requirements mentioned in OSV
5.3.1 Separated venting systems Chemical Code, section 4.4.4 are to be referred to.

Requirements mentioned in OSV Chemical Code Chapter 3, c) For drainage arrangements, requirements mentioned in
section 3.1.2.3] are to be referred to. OSV Chemical Code section 4.4.5 are to be referred to.

102 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 5

6 Mechanical ventilation in the cargo 8 Additional requirements for carriage

area of liquid carbon dioxide and liquid
nitrogen
6.1 Cargo pump-room ventilation
8.1 Ships granted with notation -LG
6.1.1 Ships carrying oil products
8.1.1 General
a) Cargo pump rooms are to be mechanically ventilated.
The number of changes of air is to be at least 20 per The provisions of this Article does not consider the carriage
hour, based upon the gross volume of the space. of other liquefied gases listed in chapter 19 of the IGC
Code. When carriage of such liquefied gases are consid-
b) Ventilation intakes are to be so arranged as to minimize ered, this is to be handled on a case by case basis, referring
the possibility of recycling hazardous vapours from ven- to the OSV Chemical Code Chapter 18, section 18.12.
tilation discharge openings.
The Society may allow adjustments to specific requirements
c) Ventilation ducts are not to be led through gas-safe in the IGC Code regarding the cargo containment, materials
spaces, cargo tanks or slop tanks. of construction, vent system for cargo containment and
cargo transfer, taking into account existing industry stand-
6.2 Additional requirements for ships ards and practices, if it is as least as effective as that
required by the IGC Code. In any case, these adjustments, if
granted with HNLS and/or WELLSTIM any, are to be submitted to the Administration.
additional service features
8.1.2 Location of cargo tanks and ship survivability
6.2.1 Mechanical ventilation in the cargo area
Requirements mentioned in the OSV Chemical Code Chapter
Requirements mentioned in the OSV Chemical Code Chap- 18, section 18.1.4 are to be referred to.
ter 10 are to be referred to.
8.1.3 Carriage requirements
Note 1: Attention is drawn on the specific requirements to be
applied mentioned in the OSV Chemical Code, sections 10.1.1, Requirements mentioned in the OSV Chemical Code Chapter
10.1.2 and 10.1.3. 18, section 18.1.5 are to be referred to.
Note 2: Attention is drawn on the specific requirements to be
applied mentioned in the OSV Chemical Code Chapter 10, section 8.1.4 Accommodation, service and machinery
10.3 for spaces normally not entered. spaces an control stations
Requirements mentioned in the OSV Chemical Code Chapter
18, section 18.2 are to be referred to.
7 Discharging and loading of portable
tanks on board 8.1.5 Cargo containment
Requirements mentioned in the OSV Chemical Code Chapter
7.1 Ships granted with additional service 18, section 18.3 are to be referred to.
features HNLS and/or WELLSTIM Note 1: Attention is drawn to the specific requirement related to
liquid nitrogen
7.1.1 Type of tank and quantity limitations
8.1.6 Materials of construction
Requirements mentioned in the OSV Chemical Code Chap-
ter 17, section 17.2 are to be referred to. Requirements mentioned in the OSV Chemical Code Chapter
18, section 18.4 are to be referred to.
Note 1: When the product transported is not included in the list of
products in Ch 3, Sec 1, [1.3.2], attention is drawn on requirements 8.1.7 Vent system for cargo containment
in OSV Chemical Code Chapter 17, section 17.2.2: carriage of
such product is to be accepted by the Society and the quantity of Requirements mentioned in the OSV Chemical Code Chapter
such product able to be carried is limited. 18, section 18.5 are to be referred to.

7.1.2 Arrangement of deck spread 8.1.8 Cargo transfer

Requirements mentioned in the OSV Chemical Code Chapter
Requirements mentioned in the OSV Chemical Code Chap-
18, section 18.6 are to be referred to.
ter 17, section 17.3 are to be referred to.
Arrangement of the deck spread are to be submitted, refer- 8.1.9 Vapour detection
ring to the OSV Chemical Code Appendix 3, sections 4.1, Requirements mentioned in the OSV Chemical Code Chapter
4.2 and attachments 3, 4, 5 and 6. 18, section 18.7 are to be referred to.

7.1.3 Portable tanks used as deck tanks 8.1.10 Gauging and level detection
Requirements mentioned in the OSV Chemical Code Chap- Requirements mentioned in the OSV Chemical Code
ter 17, sections 17.4.4 and 17.4.6 are to be referred to. Chapter 18, section 18.8 are to be referred to.

July 2021 Bureau Veritas - Rules for Steel Ships 103

Pt E, Ch 3, Sec 5

8.1.11 Emergency shutdown system 8.1.12 Carriage on open deck

Requirements mentioned in the OSV Chemical Code Requirements mentioned in the OSV Chemical Code
Chapter 18, section 18.9 are to be referred to. Chapter 18, section 18.11 are to be referred to.

104 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 3, Sec 6

SECTION 6 ELECTRICAL INSTALLATIONS,

INSTRUMENTATION AND AUTOMATION

1 Hazardous location and types of 2.1.2 Remote control for loading and unloading
equipment Requirements mentioned in OSV Chemical Code
Chapter 11, section 11.1.2 are to be referred to.
1.1 General
2.2 Additional requirements for ships granted
1.1.1 OSVs are to comply with the requirements of Pt D, with notations -FP≤60°C and/or -toxic
Ch 7, Sec 5.

1.1.2 Electrical equipment, cables and wiring shall not be 2.2.1 In addition to the requirements mentioned in [2.1],
installed in the hazardous location unless it conforms to IEC for vapour detection, requirements mentioned in OSV
60092-502. Chemical Code Chapter 11, section 11.4 are to be referred
to.

2 Additional requirements for ships

2.3 Additional requirements for ships
granted with HNLS and/or
granted with notation -acid
WELLSTIM additional service
features 2.3.1 In addition to the requirements mentioned in [2.1],
the following apply:
2.1 General a) For hydrogen risk, requirements mentioned in IBC Code
Chapter 15, section 15.11.5 are to be referred to.
2.1.1 Requirements mentioned in OSV Chemical Code
Chapter 8 are to be referred to. b) For detection of leakage of cargo in adjacent spaces,
Note 1: Specific attention should be drawn on the requirements requirements mentioned in IBC Code Chapter 15, sec-
mentioned in OSV Chemical Code, section 8.1.7. tion 15.11.7 are to be referred to.

July 2021 Bureau Veritas - Rules for Steel Ships 105

Pt E, Ch 3, Sec 7

SECTION 7 FIRE PREVENTION, PROTECTION AND

EXTINCTION

1 General 3.2 Ships granted with additional service

features HNLS and/or WELLSTIM
1.1 Application 3.2.1 Requirements mentioned in OSV Chemical Code
Chapter 9 are to be referred to.
1.1.1 Unless otherwise specified, this Section applies to
Note 1: OSV Chemical Code Chapter 9 requirements are referring
ships intended to carry products as mentioned in Ch 3, Sec
both to SOLAS II-2 and the IBC Code Chapter 17. Attention is
1, [1.1]
drawn on the OSV Chemical Code Chapter 9, [9.2] and [9.3] that
provide specific requirements for the cargo pump-rooms and the
1.1.2 For ships intended to carry only liquid identified as cargo area.
non-flammable and not covered by the OSV Chemical
Note 2: Attention is drawn on the OSV Chemical Code Chapter 9,
Code, the fire-fighting requirements are to be to the satisfac- sections 9.1.2, 9.1.3 and 9.1.4 about relaxation of requirements for
tion of the Society. ships carrying non-flammable and/or having a flashpoint equal or
greater than 60°C.
2 Fire prevention and protection
4 Personnel protection
2.1 Ships granted with additional service
features HNLS and/or WELLSTIM 4.1 Ships carrying oil products
4.1.1 Fire-fighters outfits
2.1.1 For ships granted with notation -FP≤60°C, with refer-
ence to OSV Chemical Code Chapter 4, section 4.2.2, Two additional fire-fighters outfits are to be provided.
doors to spaces not having access to accommodation, ser-
vice and machinery spaces and control stations, such as 4.2 Ships granted with additional service
cargo control stations and store-rooms, may be permitted features HNLS and/or WELLSTIM
within the deck area mentioned in OSV Chemical Code
Chapter 1, Section 1.2.7.3, provided the boundaries of the 4.2.1 General
spaces are insulated to A-60 standard. Requirements mentioned in OSV Chemical Code Chapter 14,
sections 14.1, 14.2, 14.3 and 14.4 are to be referred to.
3 Fire fighting 4.2.2 Carriage of contaminated backloads
Requirements mentioned in OSV Chemical Code Chapter 16,
3.1 Ships carrying oil product section 16.4.2.2, are to be referred to.

3.1.1 For ships of more than or equal to 500 GT, the 4.3 Additional requirements for ships
requirements in Part C, Chapter 4 as they would apply to granted with notation -LG
cargo ships of 2000 tons gross tonnage and over, are to be
complied with. 4.3.1 In addition to the requirements mentioned in [4.2]
in addition, the following requirements apply: requirements mentioned in OSV Chemical Code Chapter
18, section 18.10, and consequently, in OSV Chemical
• Pt C, Ch 4, Sec 6, [1.2.4], item d) Code Chapter 14, sections 14.3 and 14.4 are to be referred
• Pt D, Ch 7, Sec 6, [3.2] and Pt D, Ch 7, Sec 6, [3.3]. to.

106 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 4

FIRE FIGHTING SHIPS

SECTION 1 GENERAL

SECTION 2 HULL AND STABILITY

SECTION 3 MACHINERY AND SYSTEMS

SECTION 4 FIRE PROTECTION AND EXTINCTION

July 2021 Bureau Veritas - Rules for Steel Ships 107

108 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 4, Sec 1

SECTION 1 GENERAL

1 General 1.1.2 Ships dealt with in this Chapter are to comply with:
• Part A of the Rules
1.1 Application • NR216 Materials and Welding
• applicable requirements according to Tab 1.
1.1.1 Ships complying with the requirements of this Chap-
ter are eligible for the assignment of the service notation
fire-fighting, as defined in Pt A, Ch 1, Sec 2, [4.8.3].

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

L ≥ 90 m • Part B • NR566
Ship arrangement
L < 90 m • NR600 • NR566
• Part B • Part B
L ≥ 90 m
Hull • Ch 4, Sec 2 • Ch 4, Sec 2
L < 90 m • NR600 • NR600
• Part B • NR566
Stability
• Ch 4, Sec 2 • Ch 4, Sec 2
• Part C • NR566
Machinery and cargo systems
• Ch 4, Sec 3 • Ch 4, Sec 3
Electrical installations • Part C • NR566
Automation • Part C • NR566
• Part C • NR566
Fire protection, detection and extinction
• Ch 4, Sec 4 • Ch 4, Sec 4
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT.
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

July 2021 Bureau Veritas - Rules for Steel Ships 109

Pt E, Ch 4, Sec 2

SECTION 2 HULL AND STABILITY

1 Stability S : Thrust, in kN, relevant to manoeuvring

thruster(s), if applicable (see Fig 2)
1.1 Intact stability e : Vertical distance, in m, between the manoeu-
vring thruster axis and keel (see Fig 2)
1.1.1 General Δ : Displacement, in t, relevant to the loading con-
The stability of the ship for the loading conditions defined dition under consideration
in Pt B, Ch 3, App 2, [1.2.11] is to be in compliance with
T : Draught, in m, corresponding to Δ (see Fig 2).
the requirements in Pt B, Ch 3, Sec 2.

1.1.2 Additional criteria 2 Structure design principles

The loading conditions reported in the trim and stability 2.1 Hull structure
booklet, with the exception of lightship, are also to be
checked in order to investigate the ship’s capability to sup- 2.1.1 The strengthening of the structure of the ships, where
port the effect of the reaction force of the water jet in the necessary to withstand the forces imposed by the fire-extin-
beam direction due to the monitors fitted on board. guishing systems when operating at their maximum capac-
A fire-fighting ship may be considered as having sufficient ity in all possible directions of use, are to be considered by
the Society on a case-by-case basis.
stability, according to the effect of the reaction force of the
water jet in the beam direction due to the monitors fitted on
board, if the heeling angle of static equilibrium θ0, corre- 2.2 Water and foam monitors
sponding to the first intersection between heeling and right-
ing arms (see Fig 1), is less than 5°. 2.2.1 The seatings of the monitors are to be of adequate
strength for all modes of operation.
The heeling arm may be calculated as follows:
Σ ⋅ Ri ⋅ hi + S ⋅ ( T ⁄ 2 – e )
b h = -----------------------------------------------------------
9 ,81 ⋅ Δ
- ⋅ cos θ 3 Other structures
where:
3.1 Arrangement for hull and superstructure
bh : Heeling arm, in m, relevant to the reaction force openings
of the water jet of the monitors fitted on board,
and to the effect of transversal manoeuvring 3.1.1 Deadlights and shutters are to be provided as
thrusters. The monitors are assumed to be ori- requested by Ch 4, Sec 4, [2.2.1].
ented in beam direction parallel to the sea sur-
face, so as to consider the most severe situation
Ri : Reaction force, in kN, of the water jet of each
Figure 2 : Reaction force of water jet in the beam
monitor fitted on board (see Fig 2) direction due to monitors
hi : Vertical distance, in m, between the location of
R1
each monitor and half draught (see Fig 2)

Figure 1 : Heeling and righting arm curves

heeling and
righting arms
h1

GZ

bh
e

Go heeling
angle

110 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 4, Sec 3

SECTION 3 MACHINERY AND SYSTEMS

1 General 2 Design of machinery systems

1.1 Application
2.1 Manoeuvrability
1.1.1
a) This Section provides, for ships having the service nota- 2.1.1 General
tions fire-fighting E, fire-fighting 1, fire-fighting 2, and
a) The ratios between the main ship dimensions and the
fire-fighting 3, specific requirements for:
power of propulsion engines and of engines driving side
• machinery systems thrusters are to be adequate and such as to ensure an
• fire-fighting systems installed on board the ship and effective manoeuvrability during fire-fighting opera-
intended for fighting of external fires. tions.
b) The requirements related to the self-protection water- b) The side thrusters and the main propulsion system are to
spraying systems fitted to fire-fighting ships having the be capable of maintaining the ship in position in still
additional service feature water spraying are given in water and of withstanding the reaction forces of the
Ch 4, Sec 4. water monitors even in the most unfavourable combina-
tion of operating conditions of such monitors, without
1.2 Documents to be submitted requiring more than 80% of the above propulsive
power, to prevent engine overload.
1.2.1 The documents listed in Tab 1 are to be submitted.

Table 1 : Documents to be submitted

No. Description of the document (1) I/A (2)

1 General arrangement showing the disposition of all fire-fighting equipment I
Details of all fire-fighting equipment such as pumps and monitors, including their capacity, range and trajec-
2 A
tory of delivery
3 Schematic diagram of the water fire-fighting system A
4 Plan of the water monitor seating arrangements A
5 Diagram of local control and remote control system for water monitors A
6 Schematic diagram of the fixed foam fire-extinguishing system A
7 Plan of the foam monitor seating arrangements (3) A
8 Diagram of local control and remote control system for foam monitors (3) A
9 Specification and plan showing the location of fire-fighter's outfits and the location and capacity of the air
A
compressor
10 Particulars of the means of keeping the ship in position during fire-fighting operations A
11 Calculation of the required fuel oil capacity according to [2.2.1] (4) I
12 Operating manual I
(1) Diagrams are also to include, where applicable:
• the (local and remote) control and monitoring systems and automation systems
• the instructions for the operation and maintenance of the piping system concerned (for information).
(2) A : For approval
I : For information.
(3) For ships having the service notation fire-fighting 3.
(4) For ships having one of the following service notations: fire-fighting 1, fire-fighting 2, fire-fighting 3.

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Pt E, Ch 4, Sec 3

2.1.2 Power control system

An operating control system of the power supplied by the 3.3 Design and construction of piping systems
engines is to be provided, including:
• an alarm device operating at 80% of the maximum pro- 3.3.1 General
pulsive power available in free navigation, and Fire-fighting piping systems are to comply with the provi-
• an automatic reduction of power on reaching 100% of sions of Pt C, Ch 1, Sec 10.
the above propulsive power,
3.3.2 Sea suctions
to prevent engine overload.
a) Sea suctions for fire-fighting pumps are not to be used
Note 1: Such operating control system may not be required, at the dis-
cretion of the Society, in cases where the installed power is redundant. for other purposes.
b) Sea suctions and associated sea chests are to be so
2.2 Fuel oil capacity arranged as to ensure a continuous and sufficient water
supply to the fire-fighting pumps, not adversely affected
2.2.1 All ships are to have fuel oil tanks whose capacity is to by the ship motion or by water flow to or from bow
be sufficient for continuous fighting of fires whilst all the water thrusters, side thrusters, azimuth thrusters or main pro-
monitors are operating for a period of time not less than: pellers.
• 24 hours in the case of ships having the service notation c) Sea suctions are to be located as low as practicable to
fire-fighting 1 avoid:
• 96 hours in the case of ships having the service notation • clogging due to debris or ice
fire-fighting 2 or fire-fighting 3. • oil intake from the surface of the sea.
This capacity is to be additional to that provided for the nor- d) Sea water inlets are to be fitted with strainers having a
mal operation of the ship (propulsion, etc.). free passage area of at least twice that of the sea suction
Note 1: The determination of such required capacity is the respon- valve. Efficient means are to be provided for clearing the
sibility of the Designer. strainers.

2.3 Scuppers 3.3.3 Pumps

a) Means are to be provided to avoid overheating of the
2.3.1 When the ship is protected by a water-spraying sys-
fire-fighting pumps when they operate at low delivery
tem, suitable scuppers or freeing ports are to be provided to
rates.
ensure efficient drainage of water accumulating on deck
surfaces when such system is in operation. b) The starting of fire-fighting pumps when sea water inlet
valves are closed is either to be prevented by an inter-
lock system or to trigger an audible and visual alarm.
3 General requirements for fire-fighting
c) It is to be demonstrated that the available net positive
systems suction head is more than 1m above the net positive
suction head leading to pump cavitation, i.e. NPSHA -
3.1 General 1m water column > NPSHR.
3.1.1 This Article applies to both water fire-extinguishing
3.3.4 Valves
systems and fixed foam fire-extinguishing systems.
a) If their nominal diameter exceeds 450 mm, sea water
3.2 Independence of pumping and piping suction valves and water delivery valves are to be pro-
vided with a power actuation system as well as a man-
systems
ual operation device.
3.2.1 The pumps and piping system serving the water and b) The sea water suction valve and water delivery valve
foam monitors are not to be used for other services except and pump prime movers are to be operable from the
for the water-spraying system referred to in Ch 4, Sec 4 and same position.
the hose connections required for the portable fire-fighting
equipment referred to in [6.2]. 3.3.5 Protection against corrosion
Means are to be provided to ensure adequate protection
3.2.2 Where the water or foam monitor pumps are also
against:
used for the water-spraying system referred to in Ch 4, Sec 4
or for the hose connections required for the portable fire- • internal corrosion, for all piping from sea water inlets to
fighting equipment referred to in [6.2]: water monitors
• it is to be possible to segregate each system from the • external corrosion, for the lengths of piping exposed to
others by means of valves, so that each system can be the weather.
operated independently or simultaneously with the oth-
ers, and 3.3.6 Piping arrangement
• the pump capacity is sufficient to serve all systems Suction lines are to be as short and straight as practicable.
simultaneously.

112 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 4, Sec 3

3.4 Monitors 3.5.5 Marking

All control and shut-off devices are to be clearly marked,
3.4.1 Design of monitors both locally and in the control station.
a) Monitors are to be of an approved type.
b) Monitors are to be of robust construction and capable of 4 Water fire-fighting system
withstanding the reaction forces of the water jet.
4.1 Characteristics
3.5 Monitor control
4.1.1
3.5.1 General
a) For ships having the service notation fire-fighting 1, fire-
Water monitors and foam monitors are to be operated and fighting 2 or fire-fighting 3, the number of pumps and
controlled with a remote control system located in a com- monitors and their characteristics are to be in accord-
mon control station having adequate overall visibility. ance with the requirements given in Tab 2.
b) For ships having the service notation fire-fighting E, the
3.5.2 Manual control characteristics of the water fire-fighting system will be
In addition to the remote control system, a local manual con- given special consideration by the Society.
trol is to be arranged for each monitor. It is to be possible to:
• disconnect the local manual control from the control 4.2 Monitors
station
• disconnect the remote control system, from a position 4.2.1 Monitors are to be so arranged as to allow an easy
close to each monitor, to allow the operation with the horizontal movement of at least 90° equally divided about
local manual control. the centreline of the ship. The allowed vertical angular
movement is to be such that the height of throw required in
Tab 2 can be achieved.
3.5.3 Valve control
The valve control is to be designed so as to prevent pressure 4.2.2 The monitors are to be located such that the water jet
hammering. is free from obstacles, including ship’s structure and equip-
ment.
3.5.4 Control system
a) The control system is to comply with the relevant provi- 4.2.3 The monitors are to be capable of throwing a contin-
sions of Pt C, Ch 3, Sec 1 and Pt C, Ch 3, Sec 2. uous full water jet without significant pulsations and com-
pacted in such a way as to be concentrated on a limited
b) The control system is to be designed with a redundancy surface.
level such that lost function can be restored within 10
minutes.
4.2.4 At least two monitors are to be equipped with a
c) In the case of a hydraulic or pneumatic control system, device to make the dispersion of the water jet (spray jet)
the control power units are to be duplicated. possible.

Table 2 : Number of pumps and monitors and their characteristics

Service notations
Required characteristics
fire-fighting 1 fire-fighting 2 fire-fighting 3
minimum number of water monitors 2 3 4 4
minimum discharge rate per monitor (m3/h) 1200 2400 1800 2400
minimum number of fire-fighting pumps 1 2 2
3
minimum total pump capacity (m /h) (1) 2400 7200 9600
length of throw of each monitor (m) (2) (4) 120 150 150
height of throw of each monitor (m) (3) (4) 45 70 70
(1) Where the water monitor pumps are also used for the self-protection water-spraying system and / or the hose connections for
portable fire-fighting, their capacity is to be sufficient to ensure the simultaneous operation of the three systems at the required
performances.
(2) Measured horizontally from the monitor outlet to the mean impact area.
(3) Measured vertically from the sea level, the mean impact area being at a distance of at least 70 m from the nearest part of the
ship.
(4) The length and height of throw are to be capable of being achieved with the required number of monitors operating simultane-
ously in the same direction.

July 2021 Bureau Veritas - Rules for Steel Ships 113

Pt E, Ch 4, Sec 3

4.3 Piping 6 Portable fire-fighting equipment

4.3.1 The maximum design water velocity is not normally
to exceed 4 m/s in the piping between pumps and water
6.1 Portable high expansion foam generator
monitors. Higher velocity may however be accepted on a
6.1.1 Ships having the service notation fire-fighting 2 or
case-by-case basis and provided the concerned pipe length
fire-fighting 3 are to be equipped with a portable high
remains as short as possible.
expansion foam generator having a foam capacity not less
than 100 m3/min for fighting of external fires.
5 Fixed foam fire-extinguishing system
6.1.2 The total capacity of foam concentrate is to be suffi-
cient for 30 min of continuous foam production. The foam
5.1 General concentrate is to be stored in portable tanks of about 20
litres capacity.
5.1.1 Ships having the service notation fire-fighting ship 3
are to be equipped with a fixed low expansion foam moni-
tor system complying with the provisions of [3] and with 6.2 Hydrants and fire hoses
those of this Article.
6.2.1 Hydrants
5.1.2 Ships having the service notation fire-fighting 1, fire-
a) Hydrants are to be provided in accordance with Tab 3.
fighting 2 or fire-fighting E are not required to be equipped
with a fixed low expansion foam monitor system. When b) At least half of the required hydrants are to be arranged
provided however, such system is to comply with the provi- on the main weather deck.
sions of [3] and with those of this Article, except that some
c) Where hydrants are fed by the pumps serving the moni-
relaxations in these provisions may be accepted by the
tor supply lines, provision is to be made to reduce the
Society.
water pressure at the hydrants to a value permitting safe
handling of the hose and the nozzle by one man.
5.2 Characteristics
Table 3 : Number of hydrants
5.2.1 Foam expansion ratio
fire-fighting E fire-fighting 1 fire-fighting 2 fire-fighting 3
The foam expansion ratio is not to exceed 12.
4 4 8 8 at
at each side at each side at each side each side (1)
5.2.2 Foam monitors
(1) May be increased to 10 hydrants at each side, depend-
a) The ship is to be fitted with two foam monitors, each
ing on the ship’s length.
having a foam solution capacity not less than 300 m3/h.
b) The height of throw is to be at least 50 m above the sea 6.2.2 Fire hose boxes
level, when both monitors are in operation at the maxi-
a) At least one box containing fire hoses is to be provided
mum foam production rate.
for every two hydrants.
b) Each box is to contain two fire hoses complete with
5.2.3 Foam concentrate capacity
dual-purpose (spray/jet) nozzles.
Sufficient foam concentrate is to be available for at least 30
min of simultaneous operation of both monitors at maxi-
6.2.3 Fire hoses
mum capacity.
a) Fire hoses and associated nozzles are to be of a type
approved by the Society.
5.3 Arrangement
b) Fire hoses are to be of 45 to 70 mm in diameter and
generally are to be 20 m in length.
5.3.1 Foam generating system
The foam generating system is to be of a fixed type with sep-
arate foam concentrate tank, foam-mixing units and piping 7 Fire-fighter's outfits
to the monitors.
7.1 Number and characteristics
5.3.2 Pumps
The pumps of the water monitor system may be used for 7.1.1 The ship is to be fitted with fire-fighter's outfits in
supplying water to the foam monitor system. In such case, it accordance with Tab 4.
may be necessary to reduce the pump water delivery pres- Note 1: The number of fire-fighter's outfits required in Tab 4 is the
sure to ensure correct water pressure for maximum foam minimum total number of fire-fighter's outfits on-board. Fire-
generation. fighter's outfits provided for compliance with e.g. SOLAS II-2/10
may also be counted in this number.

114 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 4, Sec 3

Table 4 : Number of fire-fighter's outfits • machinery systems

fire-fighting E fire-fighting 1 fire-fighting 2 fire-fighting 3 • fire-fighting systems.

4 4 8 8 They supplement those required in Part C, Chapter 1 for
machinery systems.
7.1.2 The air breathing apparatuses, protective clothing
and electric safety lamps constituting parts of fire-fighter's
outfits are to be of a type approved by the Society. 8.2 Workshop tests

7.1.3 Breathing apparatuses are to be of the self-contained 8.2.1 Tests for material
type. They are to have a capacity of at least 1200 litres of
a) Materials used for the housing of fire-fighting pumps are
free air.
to be subjected to a tensile test at ambient temperature
At least one spare air bottle is to be provided for each appa- according to the relevant provisions of NR216 Materials
ratus. and Welding.
7.1.4 The fire-fighter's outfits are to be stored in a safe posi- b) Materials used for pipes, valves and other accessories
tion readily accessible from the open deck. are to be tested in accordance with the provisions of Pt
C, Ch 1, Sec 10, [20.4].
7.2 Compressed air system for breathing
apparatuses 8.2.2 Hydrostatic testing
After completion of manufacture and before installation on
7.2.1 General board, pipes, valves, accessories and pump housings are to
Ships are to be equipped with a high pressure air compres- be submitted to a hydrostatic test in accordance with the
sor complete with all fittings necessary for refilling the bot- provisions of Pt C, Ch 1, Sec 10, [20.5].
tles of air breathing apparatuses. The compressor is to be
located in a suitable sheltered location.
8.3 On board tests
7.2.2 Capacity
The capacity of the compressor is to be sufficient to allow 8.3.1 Fixed fire-fighting systems
the refilling of the bottles of all air breathing apparatuses in a) After assembly on board, the water fire-fighting system
no more than 30 min. and the fixed foam fire-extinguishing system are to be
checked for leakage at normal operating pressure.
7.2.3 Accessories
a) The air suction of the compressor is to be fitted with a b) The water fire-fighting system and fixed foam fire-extin-
suitable filter. guishing system are to undergo an operational test on
board the ship, to check their characteristics and perfor-
b) The delivery of the compressor is to be fitted with oil
mances.
separators and filters capable of preventing passage of
oil droplets or vapours to the air bottles.
8.3.2 Propulsion and manoeuvring systems
a) A test is to be performed to check the manoeuvring
8 Testing capability of the ship.

8.1 General b) The capability of the side thrusters and of the main pro-
pulsion system to maintain the ship in position with all
8.1.1 The provisions of this Article are related to the work- water monitors in service without requiring more than
shop and on board tests to be carried out for: 80% of the propulsive power is to be demonstrated.

July 2021 Bureau Veritas - Rules for Steel Ships 115

Pt E, Ch 4, Sec 4

SECTION 4 FIRE PROTECTION AND EXTINCTION

1 General • aluminium may be accepted as an alternative to steel.

No additional fire insulation is required in this case.
1.1 Application Note 1: The allowable arrangements for the external boundaries of
fire-fighting ships are summarized in Tab 2 below in order to ease
1.1.1 This Section provides, for ships having the service the reading.
notations fire-fighting 1, fire-fighting 2 and fire-fighting 3,
specific requirements for:
Table 2 : summary of additional requirements for
• fire protection
external boundaries
• self-protection water-spraying system.

These requirements supplement those given in Part C, Chap- Material of

fire-fighting 2 or
ter 4. the external fire-fighting 1
fire-fighting 3
boundaries
1.1.2 For ships having the service notation fire-fighting E, Additional requirement:
fire protection arrangements will be given special consider-
• A-60 insulation, or
ation by the Society. No additional
Steel • Self-protection water-
spraying system com- requirement
1.2 Documents to be submitted plying with the provi-
sions of [3]
1.2.1 The documents listed in Tab 1 are to be submitted for
approval. Additional requirement:
Aluminium Self-protection water-spraying system comply-
ing with the provisions of [3]
Table 1 : Documents to be submitted
2.2 Deadlights and shutters
No. Description of the document I/A (1)
2.2.1 On ships for which the additional service feature
1 Plan showing the structural fire division,
water spraying is not assigned, steel deadlights or external
including doors and other closing devices of A
steel shutters are to be provided on all windows, sidescut-
openings in A and B class divisions
tles and navigation lights, except for the windows of the
2 Fire test reports for insulating materials I navigating bridge.
3 Schematic diagram of the fixed self-protec-
A
tion water-spraying system
(1) A: For approval; I: For information 3 Self-protection water-spraying
system
2 Fire protection of exposed surfaces
3.1 General
2.1 Structural fire protection
3.1.1 The provisions of this Article apply to the self-protec-
2.1.1 On ships having the service notation fire-fighting 1, tion water-spraying systems fitted to ships having the addi-
all exterior boundaries above the lightest operating water- tional service feature water spraying. They supplement
line, including superstructures and exposed decks, are to be those given in Pt C, Ch 4, Sec 15, [6].
of steel and are to be internally insulated so as to form A-60
class divisions.
3.2 Capacity
2.1.2 On ships having the service notation fire-fighting 2 or 3.2.1 The capacity of the self-protection water-spraying sys-
fire-fighting 3, all exterior boundaries are to be of steel but tem is to be not less than 10 l/min for each square metre of
they need not be insulated. protected area. In the case of surfaces which are internally
insulated, such as to constitute A-60 class divisions, a lower
2.1.3 On ships granted with the additional service feature capacity may be accepted, provided it is not less than 5
water spraying: l/min for each square metre of protected area.
• the provisions of [2.1.1] need not apply, and

116 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 4, Sec 4

3.3 Arrangement
3.3.1 Areas to be protected 3.4.2 Capacity of the pumps
The fixed self-protection water-spraying system is to provide a) The pumps of the self-protection water-spraying system
protection for all vertical areas of the hull and superstruc- are to have a capacity sufficient to spray water at the
tures as well as monitor foundations and other fire-fighting required pressure from all spray nozzles of the system.
arrangements, and is to be fitted in such a way as not to
impair the necessary visibility from the wheelhouse and b) Where the pumps serving the self-protection water-
from the station for remote control of water monitors, also spraying systems are also used for another service, their
during operation of spray nozzles. capacity is to be sufficient to ensure the simultaneous
operation of both systems at the required performances.

3.3.2 Sections
The fixed self-protection water-spraying system may be
3.5 Piping system and spray nozzles
divided into sections so that it is possible to isolate sections
covering surfaces which are not exposed to radiant heat. 3.5.1 General
Pipes are to be designed and manufactured according to the
3.3.3 Spray nozzles requirements of Pt C, Ch 1, Sec 10.
The number and location of spray nozzles are to be suitable
to spread the sprayed water uniformly on areas to be pro-
tected. 3.5.2 Protection against corrosion
Steel pipes are to be protected against corrosion, both inter-
nally and externally, by means of galvanising or equivalent
3.4 Pumps method.

3.4.1 Use of pumps serving other systems

The following pumps may be used for the self-protection 3.5.3 Drainage cocks
water-spraying system:
Suitable drainage cocks are to be arranged and precautions
• fire pumps referred to in Pt C, Ch 4, Sec 6, [1.3] are to be taken in order to prevent clogging of spray nozzles
• water monitor system pumps referred to in Sec 4, [4]. by impurities contained in pipes, nozzles, valves and
In this case, a shut-off valve is to be provided to segregate pumps.
the systems concerned.

July 2021 Bureau Veritas - Rules for Steel Ships 117

Pt E, Ch 4, Sec 4

118 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 5

OIL RECOVERY SHIPS

SECTION 1 GENERAL

SECTION 2 HULL AND STABILITY

SECTION 3 MACHINERY AND SYSTEMS

SECTION 4 ELECTRICAL INSTALLATIONS

SECTION 5 FIRE PROTECTION, DETECTION AND EXTINCTION

July 2021 Bureau Veritas - Rules for Steel Ships 119

120 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 5, Sec 1

SECTION 1 GENERAL

1 General 1.1.4 Additional service feature SECOND-LINE

The additional service feature SECOND-LINE may be
assigned to the ships designed and equipped to recover pol-
1.1 Application luted water in the event of spills of oils which have, at the
time of recovery, a flash point exceeding 60°C (closed cup
1.1.1 Ships complying with the requirements of this Rule test).
Note are eligible for the assignment of service notation oil
This service feature is not to be assigned to oil recovery
recovery as defined in Pt A, Ch 1, Sec 2, [4.8.4]. ships carrying heated recovered oils within 15°C of their
flash point.
1.1.2 Ships dealt with in this Chapter are to comply with:

• Part A of the Rules 1.2 Definitions

• NR216 Materials and Welding 1.2.1 Oil recovery ship
• applicable requirements according to Tab 1. An oil recovery ship is a ship specially equipped with a
fixed installation and/or a mobile equipment for the
1.1.3 Additional service feature OILTREAT removal of oil from the sea surface and its retention on
board, carriage and subsequent unloading.
The additional service feature OILTREAT may be assigned
to the ships designed and equipped to recover polluted 1.2.2 Recovered oil
water which is subjected to a chemical and/or a physical
Recovered oil is the top layers of polluted water collected
treatment, in order to separate the oil from the polluted by means of skimmers, rotating disk, floating pumps or
water. The separated oil is to be stored and transported in equivalent systems together with sweeping arms, booms or
dedicated tanks. similar devices.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Ships less than 500 GT

• Ch 5, Sec 2 • Ch 5, Sec 2
L ≥ 65 or 90 m (1)
• Part B • NR566
Ship arrangement
• Ch 5, Sec 2
L < 65 or 90 m (1) • NR600
• NR566
• Ch 5, Sec 2 • Ch 5, Sec 2
L ≥ 65 or 90 m (1)
Hull • Part B • Part B
L < 65 or 90 m (1) • NR600 • NR600
• Ch 5, Sec 2 • Ch 5, Sec 2
Stability
• Part B • NR566
• Ch 5, Sec 3 • Ch 5, Sec 3
Machinery and cargo systems
• Part C • NR566
• Ch 5, Sec 4 • Ch 5, Sec 4
Electrical installations
• Part C • NR566
Automation • Part C • NR566
• Ch 5, Sec 5 • Ch 5, Sec 5
Fire protection, detection and extinction
• Part C • NR566
(1) Refer to the scope of application of NR600.
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT.
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

July 2021 Bureau Veritas - Rules for Steel Ships 121

Pt E, Ch 5, Sec 1

1.2.3 Oil recovery tank hold spaces in which independent tanks are located, and
An oil recovery tank is a tank intended for the retention and the following deck areas:
the transportation of recovered oil. • the deck area above the oil recovery tanks
For ships assigned with the additional service feature OIL- • the deck area extending transversely and longitudinally
TREAT, the oil recovery tanks may be classified in two dif- from the oil recovery tanks over a distance of 3 m, when
ferent categories: the rule length is greater than 50 m.
• those intended for the retention of oil removed and sep- Note 1: Oil recovery area definition is not applicable to oil recov-
arated from sea water, also named accumulation tanks ery ships assigned with the additional service feature SECOND-
• those intended for the retention of polluted water only, LINE.
also named settling tanks.
1.2.6 Hazardous areas
1.2.4 Oil recovery pump room The hazardous areas are the areas in which an explosive
An oil recovery pump room is a space containing the pumps atmosphere is, or may be, expected to be present in quanti-
and their accessories for the handling of recovered oil. ties such as to require special precautions for the construc-
tion, installation and use of electrical apparatus.
1.2.5 Oil recovery area
The oil recovery area is the part of the ship that contains the 1.2.7 Gas-safe areas
oil recovery tanks, oil recovery pumps rooms, cofferdams, The gas-safe areas are the gas areas which are not defined
ballast or void spaces surrounding the integral tanks and as hazardous.

122 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 5, Sec 2

SECTION 2 HULL AND STABILITY

1 General segregation requirements for accommodations, control

stations, drinking water and stores for human consump-
tion are observed.
1.1 Documents to be submitted
1.1.1 In addition to the documentation requested in Part B, 1.2.2 Accommodation, control station, service and
the documents listed in Tab 1 are to be submitted. machinery spaces

a) Accommodation or service spaces, control stations or

machinery spaces category A are to be located outside
1.2 General arrangement the oil recovery area.
1.2.1 Tank arrangement Note 1: When, instead of a cofferdam, boundaries between oil
a) Oil recovery tanks are to be separated from machinery recovery tanks and machinery spaces of category A are built as
spaces category A, propeller shaft tunnels, dry cargo described in the second paragraph of [1.2.1], item a), the
spaces, accommodations, control stations and service machinery spaces of category A may be located within the oil
recovery area.
spaces and from drinking water and stores for human
consumption by means of a cofferdam or equivalent b) Unless they are spaced at least 7 m away from the oil
space. Fuel oil tanks, tanks for ballast water, tanks for
recovery area entrances, air inlets and openings to
liquids used for oil treatment, tanks for anti-pollution
accommodation, service and machinery spaces cate-
liquids, storerooms for oil removal equipment and
gory A and control stations should not face the oil
pump-rooms are considered as spaces equivalent to a
cofferdam. recovery area. Doors to spaces not having access to
accommodation, service and machinery spaces and
When this cofferdam is impracticable, oil recovery
control stations, such as oil recovery control stations,
tanks adjacent to the engine room may be accepted pro-
storerooms or equipment rooms, may be permitted by
vided that:
the Society within the 7 m zone specified above, pro-
• boundary bulkheads are accessible for inspection vided the boundaries of the spaces are insulated to A-60
• the boundary bulkheads are fitted continuously standard.
through joining structure to the top of the tank,
where full penetration welding is to be carried out c) When the additional service feature SECOND-LINE is
• the tanks are to be pressure tested at each renewal assigned, the arrangement referred to in items a) and b)
survey. may be disregarded.
b) Oil recovery tanks are to be located abaft the collision
bulkhead. 1.2.3 Access

c) For ships non-exclusively dedicated to oil recovery a) Access hatches (at least 600 mm x 600 mm of clear
operations, the ship may use the following tanks as oil opening) within the oil recovery area are to be direct
recovery tanks: from the open deck. Such access should be suitable for
• tanks covered by the service notation supply, if cleaning and gas-freeing.
designed for a cargo mass density of, at least,
1,025 t/m3 b) For ships assigned with the additional service feature
SECOND-LINE, the following requirements may apply
• water ballast tanks
instead of item a):
• fuel oil tanks
• hoppers spaces. • Access to oil recovery tanks is to be direct from the
open deck and such as to ensure their complete
In all cases, the tanks and their associated equipment
inspection, except for access to cargo tanks in dou-
and piping are to comply with all the requirements for
oil recovery tanks. ble bottoms that may be through a cargo pump-
room, pump-room, deep cofferdam, pipe tunnel or
Fresh water tanks and tanks with a complex inner struc-
similar dry compartment, provided the ventilation of
ture that can lead to obstruction can not be part of the
these spaces complies with Ch 5, Sec 5, [2.2]
oil recovery tanks.
d) Oil recovery ships assigned with the additional service • Access to oil recovery pump rooms does not need to
feature SECOND-LINE do no need to comply with the be from the open deck, provided the access is inde-
arrangements referred to in item a), provided that the pendent of watertight doors.

July 2021 Bureau Veritas - Rules for Steel Ships 123

Pt E, Ch 5, Sec 2

Table 1 : Documents to be submitted

Status of the
No. Description of the document
review (1)
1 General arrangement A
2 General arrangement of access and openings A
Procedure and limiting conditions for recovering oil, oil recovery transfer, tank cleaning, gas freeing and bal-
3 I
lasting
4 Specification of the oil removal operational test I
General plan showing the location of tanks intended for the retention of oily residues and systems for their
5 I
treatment
6 Plan of the system for treatment of oily residues and specification of all relevant apparatuses I
7 Supporting structures of the system for treatment of oily residues A
8 Operating manual I
(1) A : For approval
I : For information.

1.2.4 Oil recovery tank construction 3 Hull scantlings

a) A cargo density of 1,025 t/m3 is to be considered for cal-
culating the internal pressures and forces in cargo tanks
3.1 Additional loads
according to Pt B, Ch 5, Sec 6 or NR600 as applicable.
b) All tank openings and connections to the tank are to ter- 3.1.1 For the checking of structures supporting oil recovery
minate above the weather deck and should be located equipment, the reactions induced by this equipment during
in the tops of the tanks. oil recovery operations may be calculated assuming that the
c) The structural design of the tanks should take into oil recovery operations take place in moderate sea condi-
account the carriage temperature, and additional tions (accelerations reduced by 10%).
strength calculation may be required in case of risk of
sloshing induced loads. 3.1.2 If lifting appliances are used during oil recovery oper-
ations, the scantling of their supporting structures is to be
2 Stability checked according to Pt B, Ch 1, Sec 1, [1.2].

3.1.3 In case of oil collected in movable tanks fitted on the

2.1 Intact stability weather deck, the resulting reactions to be considered for
deck scantling are to be calculated, as a rule, according to
2.1.1 General
Pt B, Ch 5, Sec 6 or NR600 as applicable.
In addition to the standard loading conditions specified in
Pt B, Ch 3, App 2, [1.2.1], the following loading cases are to
be included in the trim and stability booklet for ships 4 Construction and testing
assigned with the service notation oil recovery:
• ship in the fully loaded departure to the oil recovery 4.1 Testing
spot having all the oil recovery equipment installed on
board 4.1.1 Oil removal equipment
• ship in the worst anticipated operating during oil recov-
Tests are to be carried out according to a specification sub-
ery operation; the worst operating condition regarding
mitted by the interested Party, in order to check the proper
free surface effects when the equipment is fitted in the
operation of the oil recovery equipment.
most unfavourable condition (for example, swiping arm
extended). These tests may be performed during dock and sea trials.

124 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 5, Sec 3

SECTION 3 MACHINERY AND SYSTEMS

1 General 3.2 Arrangement of piping systems

3.2.1
1.1 Documents to be submitted a) Piping systems for handling recovered oil are not to pass
through:
1.1.1 The documents listed in Tab 1 are to be submitted.
• accommodation spaces
• service spaces
2 Machinery installation and piping • control stations
system other than oil recovery • machinery spaces of category A except for ship
system assigned with the additional service feature SEC-
OND-LINE.

2.1 Sea water cooling system b) Pumping and piping systems intended for recovered oil
are to be independent from the other pumping and pip-
ing systems of the ship, except in the following cases:
2.1.1 One of the suctions serving the sea water cooling sys-
tem (see Pt C, Ch 1, Sec 10, [10.7.1]) is to be located in the • If sections of the cargo system covered by the ser-
lower part of the hull. vice notation supply or if fuel oil tanks are used,
means are to be provided to isolate the oil recovery
system from any other system from which it may be
2.2 Water fire-extinguishing system connected. The connection between the cargo sys-
tem and the recovered oil transfer piping may con-
2.2.1 Sea suctions serving the fire water pumps are to be sist of movable pipe sections.
located as low as possible. • If water ballast tanks are used as oil recovery tanks
when the ship is in oil recovery mode, the water bal-
last piping is to be blanked-off at the nearest posi-
2.3 Exhaust gas systems
tion at the tank before starting the oil recovery
operation. The connection between the oil recovery
2.3.1 piping and the water ballast tanks is to be done by
means of detachable spool pieces.
a) Exhaust lines from engines, gas turbines, boilers and
incinerators are to be led outside any hazardous area (as c) Piping intended for recovered oil and located below the
defined in Ch 5, Sec 4) above the deck and are to be fit- main deck may run from the tank it serves and penetrate
ted with a spark arrester. The spark arrester is not tank bulkheads or boundaries common to longitudinally
required if the ship is assigned with the additional ser- or transversely adjacent oil recovery tanks, ballast tanks,
vice feature SECOND-LINE. empty tanks, pump-rooms or oil recovery pump-rooms,
provided that inside the tank it serves it is fitted with a
b) Where the distance between the exhaust lines of stop-valve operable from the weather deck.
engines and the hazardous areas is less than 3 m, the
As an alternative, where an oil recovery tank is adjacent
ducts are to be fitted in a position:
to an oil recovery pump-room, the stop valve operable
• near the waterline, if cooled by water injection, or from the weather deck may be situated on the tank bulk-
head on the oil recovery pump-room side, provided an
• below the waterline, in the other cases. additional valve is fitted between the bulkhead valve
and the oil recovery pump.

3 Pumping system, piping system and A totally enclosed hydraulically operated valve located
outside the oil recovery tank may also be accepted, pro-
pump-rooms intended for recovered oil vided that the valve is:
• fitted on the bulkhead of the oil recovery tank it
3.1 Design of pumping and piping systems serves
• suitably protected against mechanical damage
3.1.1 General • fitted at a distance from the shell as required for
The provisions of Pt D, Ch 7, Sec 4, [3] and Pt C, Ch 1, Sec damage protection, and
10 are to be complied with, as far as applicable. • operable from the weather deck.

July 2021 Bureau Veritas - Rules for Steel Ships 125

Pt E, Ch 5, Sec 3

d) Transfer of recovered oil through hatches (by means of c) For ventilation of oil recovery transfer pump-rooms, see
flexible hoses or movable piping) is not permitted Ch 5, Sec 5, [2].
except if the additional service feature SECOND-LINE is d) Oil recovery pump-rooms are to have no direct commu-
assigned. nication with machinery spaces of category A, except
when the ship is assigned with the additional service
3.3 Oil recovery pumps feature SECOND-LINE.

3.3.1 4 Oil recovery tank fittings

a) Oil recovery pumps are to comply with the require-
ments of cargo pumps for oil tanker, flash point > 60°C 4.1 Vent pipes
(see Pt D, Ch 7, Sec 4, [3.2]).
4.1.1
b) Oil recovery pumps are to be capable of being remotely
shutdown from a location which is manned during oil a) Vent pipes of oil recovery tanks are to lead to the open
recovery operations and from at least one other location at least 2,4 m above the weather deck.
outside the oil recovery area. b) Vent pipes are to be located at a distance of at least
5,0 m measured horizontally from the nearest air intake
c) If an oil recovery pump serves more than one tank, a
or opening to accommodations, control stations, service
stop valve is to be fitted in the line of each tank.
and machinery spaces of category A and other gas-safe
d) For ships non exclusively dedicated to oil recovery spaces and from ignition sources.
operation, the use of portable pumps or pumps serving c) Openings of vent pipes are to be directed to open deck
cargo systems may be permitted, subject to special con- and fitted with:
sideration by the Society.
• flameproof wire gauze made of corrosion resistant
material easily removable for cleaning, and
3.4 Oil recovery pump-rooms • closing appliances complying with the provisions of
Pt C, Ch 1, Sec 10, [9.1]
3.4.1
d) For ships non exclusively dedicated to oil recovery
a) Pump-rooms containing the pumps for handling the operations, portable vent pipes may be accepted.
recovered oil are to be provided with a fixed fire-extin-
guishing system suitable for machinery spaces of cate- 4.2 Level gauging and overfilling control
gory A except if the ship is assigned with the additional
service feature SECOND-LINE. 4.2.1 Level gauging
b) Means are to be provided to deal with drainage and any Oil recovery tanks are to be fitted with sounding pipes or
possible leakage from oil recovery pumps and valves in other level gauging devices of a type approved by the Society.
the oil recovery pump-room. Bilge pumping arrange-
4.2.2 Overfilling control
ment is to be situated entirely within the oil recovery
area. The bilge system is to be operable from outside the a) Oil recovery tanks are to be fitted with a high level
oil recovery pump-room. Oil recovery pumps may also alarm or an overflow control system except if the oil
be used provided they are connected to the oil recovery recovery tank is an open hopper space.
pump-room bilge piping through a shut-off valve and a b) The high level alarm is to be of a type approved by the
non-return valve arranged in series. Society and is to give an audible and visual alarm.

Table 1 : Documents to be submitted

Status of the
No. Description of the document (1)
review (2)
1 General plan of the system for oil recovery and specification of all relevant apparatuses I
2 Schematic arrangement of recovered oil piping and pumping systems A
3 Tank venting arrangement A
4 Diagram of the bilge and ballast systems serving the spaces located in the oil recovery area A
Specification of the anti-explosion devices (crankcase explosion relief valves, spark arresters)
5 A
provided for diesel engines
6 Location and arrangement of sea chests for engine cooling and fire-fighting purposes A
7 Diagram of the oil recovery cargo tank level gauging system with overfilling safety arrangement A
8 Diagram of the cargo heating system, where applicable A
(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems.
(2) A : For approval
I : For information.

126 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 5, Sec 3

5 Heating systems • means for locating the oil/water interface in the oil
recovery tanks are to be provided
5.1 • discharges of processed water from the separating pro-
cess are to take place above waterline for visual control
5.1.1 Heating systems fitted to oil recovery tanks are to
comply with the provisions of Pt D, Ch 7, Sec 4, [2.6]. • if chemical additives are added, the coating of the oil
recovery tanks is to be compatible. The Shipyard is
responsible for providing compatibility information to
6 Additional requirements
the ship operator and/or the master

6.1 Ships assigned with the additional • adequate means are to be provided for cleaning the oil
service feature OILTREAT recovery tanks.

6.1.1 When the separating system designed to reduce the 6.1.2 Other types of separating system (e.g. gravity type
oil content in the water being discharged into the sea is of a coalescing, centrifugal separator, …) are to be reviewed on
gravity type (single or in series): a case-by-case basis.

July 2021 Bureau Veritas - Rules for Steel Ships 127

Pt E, Ch 5, Sec 4

SECTION 4 ELECTRICAL INSTALLATIONS

1 General d) isolating transformers or other adequate means, to be

provided if the distribution system is extended to areas
remote from the machinery space.
1.1 Application
2.1.4 In insulated distribution systems, no current carrying
1.1.1 The requirements in this Section apply, in addition to part is to be earthed, other than:
those contained in Part C, Chapter 2.
a) through an insulation level monitoring device
1.2 Documentation to be submitted b) through components used for the suppression of inter-
ference in radio circuits.
1.2.1 In addition to the documentation requested in Pt C,
Ch 2, Sec 1, [2.1.1], the documents listed in Tab 1 are to be
2.2 Earth detection
submitted.
2.2.1 The devices intended to continuously monitor the
2 Design requirements insulation level of all distribution systems are also to moni-
tor all circuits, other than intrinsically safe circuits, con-
nected to apparatus in hazardous areas or passing through
2.1 System of supply
such areas. An audible and visual alarm is to be given, at a
2.1.1 The following systems of generation and distribution manned position, in the event of an abnormally low level of
of electrical energy are acceptable: insulation.

a) Direct current:
3 Hazardous locations and types of
• two-wire insulated
equipment
b) Alternating current:
• single-phase, two-wire insulated 3.1 Electrical equipment permitted in
• three-phase, three-wire insulated. hazardous areas
2.1.2 Earthed systems with hull return are not permitted, with 3.1.1 In order to facilitate the selection of appropriate elec-
the following exceptions to the satisfaction of the Society: trical apparatus and the design of suitable electrical installa-
a) impressed current cathodic protective systems tion, hazardous areas are classified in zones (zone 0, zone 1
and zone 2), according to Pt C, Ch 2, Sec 1, [3.24.3]. The
b) limited and locally earthed systems, such as starting and different spaces are to be classified according to Tab 2 or
ignition systems of internal combustion engines, pro- Tab 3, as applicable.
vided that any possible resulting current does not flow
directly through any hazardous area The types of electrical equipment permitted, depending on
the zone where they are installed, are specified in Pt C, Ch
c) insulation level monitoring devices, provided that the 2, Sec 3, [10].
circulation current of the devices does not exceed
30 mA under the most unfavourable conditions. 3.1.2 The explosion group and temperature class of electri-
cal equipment of a certified safe type are to be at least IIA
2.1.3 Earthed systems without hull return are not permitted, and T3.
with the following exceptions:
a) earthed intrinsically safe circuits and the following other 3.2 Additional requirements for machinery
systems to the satisfaction of the Society; installations in hazardous areas
b) power supplies, control circuits and instrumentation cir-
cuits in non-hazardous areas where technical or safety 3.2.1 Hazardous areas are not to contain:
reasons preclude the use of a system with no connec- • internal combustion engines
tion to earth, provided the current in the hull is limited
to not more than 5 A in both normal and fault condi- • steam turbines and steam piping with a steam tempera-
tions; or ture in excess of 200°C

c) earthed systems, provided that any possible resulting • other piping systems and heat exchangers with a surface
hull current does not flow directly through any hazard- temperature exceeding 200°
ous area; or • any other source of ignition.

128 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 5, Sec 4

3.3 Openings, access and ventilation conditions b) access doors are:

affecting the extent of hazardous areas
1) of a self-closing type and arranged to swing into the
3.3.1 There are normally not to be access doors or other safer space, so that they are kept closed by the over-
openings between a safe space, such as accommodation or pressure, with the self-closing device capable of
service spaces, machinery spaces, control stations and simi- shutting the doors against an inclination of 3,5°
lar spaces, and a hazardous area. opposing closure, without hold-back hooks keeping
Access (other than access between oil recovery pump- them in an open position, or
rooms and machinery spaces category A) may, however, be
accepted between such spaces and hazardous areas, pro- 2) gas-tight, kept closed during oil recovery operation
vided that: until gas freeing is carried out, and provided with a
a) safe spaces are fitted with forced ventilation in order to warning plate (suitable instructions are given in the
maintain an overpressure therein oil recovery manual).

Table 1 : Documents to be submitted

Status of the
No. Description of the document
review (1)
1 Plan of hazardous areas and location of electrical equipment A
2 Document giving details of types of cables and safety characteristics of the equipment installed in hazardous A
areas
(1) A : For approval

Table 2 : Oil recovery ships - Space descriptions and hazardous area zones

Hazardous Spaces
area No. Description
Zone 0 1 Oil recovery tanks, pipes and equipment containing the recovered oil
Zone 1 2 Areas on open deck or semi-enclosed spaces on open deck within 3 m of any oil recovery tank outlet, oil
recovery manifold valve, oil recovery valve, oil recovery pipe flange, oil recovery hatches
Zone 1 3 Cofferdams and enclosed or semi-enclosed spaces adjacent to or immediately above oil recovery tank which do
not contain pipes, valves or other equipment for the handling of recovered oil unless separated by gas-tight
boundaries and fitted with forced ventilation capable of giving at least 20 air changes per hour. An alarm on the
navigation bridge is to be provided to indicate any loss of the required ventilation capacity. The alarm is to be
initiated by fall-out of starter relay fan motor
Zone 1 4 For open hopper dredgers operating as oil recovery ships: the area above the hopper extended to the maxi-
mum breath of the ship with an unlimited height
Zone 1 5 Oil recovery pump-rooms
Zone 2 6 Enclosed or semi-enclosed spaces for the storage of floating pumps, associated hoses and equipment for the
handling of recovered oil unless acceptable means are provided to drain or empty the equipment after com-
pletion of oil recovery operation
Zone 2 7 Double bottoms or duct keels located under oil recovery tanks unless separated by gas-tight boundaries and
fitted with forced ventilation capable of giving at least 20 air changes per hour. An alarm on the navigation
bridge is be provided to indicate any loss of the required ventilation capacity. The alarm is to be initiated by
fall-out of starter relay fan motor
Zone 2 8 Enclosed or semi-enclosed spaces containing pipes, valves or other equipment for the handling of recovered
oil unless made of entirely welded construction except for necessary flanged connections to valves, expan-
sion joints, spool pieces and similar fittings or where required for coating, lining, fabrication, inspection or
maintenance
Zone 2 9 Enclosed or semi-enclosed spaces containing pipes, valves or other equipment for the handling of recovered oil
unless separated by gas-tight boundaries and fitted with forced ventilation capable of giving at least 20 air
changes per hour. An alarm on the navigation bridge is to be provided to indicate any loss of the required venti-
lation capacity. The alarm is to be initiated by fall-out of starter relay fan motor.
Zone 2 10 Areas on open deck over all oil recovery tanks up to a height of 2,4 m above the deck

Table 3 : Oil recovery ships, second-line - Space descriptions and hazardous area zones

Hazardous Spaces
area No. Description
Zone 2 1 Oil recovery tanks, any pipe work of pressure relief or other venting system for oil recovery tanks, pipes and
equipment containing recovered oil

July 2021 Bureau Veritas - Rules for Steel Ships 129

Pt E, Ch 5, Sec 5

SECTION 5 FIRE PROTECTION, DETECTION AND EXTINCTION

1 General 2.2.6 The ventilation system is to be capable of being con-

trolled from outside the oil recovery pump-room.

1.1 Documents to be submitted 2.2.7 Provision is to be made to ventilate such spaces prior
to entering the compartment and operating the equipment
1.1.1 The documents listed in Tab 1 are to be submitted for and a warning notice requiring the use of such a ventilation
approval. is to be placed outside the compartment.

2 Mechanical ventilation in the oil 2.2.8 Ventilation ducts are not to lead through accommo-
dations, service and machinery spaces or other similar
recovery area spaces.

2.1 General 2.3 Ventilation of enclosed spaces normally

entered during oil recovery operation
2.1.1 Spaces considered as hazardous are to have a ventila-
tion system independent from those serving gas-safe spaces. other than recovery oil pump rooms

2.3.1 Enclosed spaces normally entered within the oil

2.2 Ventilation of recovered oil pump rooms recovery area are to be provided with a mechanical ventila-
tion system of the extraction type capable of giving at least
2.2.1 Oil recovery pump rooms are to be provided with a 8 air changes per hour.
mechanical ventilation system of the extraction type capa-
ble of giving at least 20 air changes per hour. 2.3.2 Ventilation intakes are to be located at a distance of
not less than 3,0 m from the ventilation outlets of oil recov-
2.2.2 Ventilation intakes are to be so arranged as to mini- ery pump-rooms.
mise the possibility of recycling hazardous vapours from
ventilation discharge openings.
3 Fire protection and fighting
2.2.3 Ventilation exhaust ducts are to discharge upwards to
a safe area on the weather deck in locations at least 3,0 m
3.1 Vapor detector
from any ventilation intake and opening to accommoda-
tions, service and machinery spaces, control stations and
3.1.1 At least one portable gas detection instrument capa-
other spaces outside the oil recovery area.
ble of measuring flammable vapour concentrations in air
and an equipment for oil flashpoint measurements are to be
2.2.4 Protection screens of not more than 13 mm square
provided on board.
mesh are to be fitted on ventilation duct intakes and outlets.
Alternatively, instead of a portable gas detection instrument,
2.2.5 Ventilation fans are to be of non-sparking construc- a fixed system may be accepted provided that the sample is
tion as per Pt C, Ch 4, Sec 1, [3.28]. drawn from a point within 6,0 m from the waterline.

Table 1 : Documents to be submitted

Status of the
No. Description of the document (1)
review (2)
Diagram of mechanical and natural ventilation with indication of inlets and outlets serving:
• spaces within the oil recovery area
1 A
• machinery spaces
• accommodation spaces
2 Specification of flammable gas detectors and flash point measurement equipment A
3 Drawing and specification of the fixed, if any, or movable fire-fighting system A
(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation sys-
tems.
(2) A : For approval.

130 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 5, Sec 5

3.2 Structural fire protection lower fire rating because they are protected by the fixed
water-spraying system mentioned in [3.2.1], windows and
3.2.1 Unless they are located at least 7,0 m from the near- sidescuttles are to be fitted with inside covers of steel or
est oil recovery area, exterior boundaries of the superstruc- other equivalent material having a thickness equal to the
tures and deckhouses enclosing accommodations and bulkhead in which they are fitted. Where they are not of the
including any overhanging decks which support such fixed type, they are to be such as to ensure an efficient gas-
accommodations are to be insulated to A-60 standard for tight closure.
the whole of the portions which face the oil recovery areas
up to the underside of the navigation bridge deck and for a 3.2.3 Ships assigned with the additional service feature
distance of 3,0 m aft or forward of such areas. SECOND-LINE do not need to comply with [3.2.1] and
Alternatively to A-60 insulation, a fixed water-spraying sys- [3.2.2].
tem capable of delivering water at a rate of 10 l/m2/min may
be accepted. This system is to comply with the require- 3.3 Fire-fighting
ments listed in Ch 4, Sec 4, [3], except that the only pro-
tected area is to be the exterior boundaries of the 3.3.1 For the protection of the oil recovery area, the follow-
superstructures and deckhouses enclosing accommodations ing fire-fighting equipment is to be provided near the work-
and including any overhanging decks which support such ing area:
accommodations facing the oil recovery area. • two dry powder fire extinguishers, each with a capacity
3.2.2 Windows and sidescuttles fitted within 7,0 m from of at least 50 kg or equivalent
the nearest oil recovery area are to have the same fire integ- • at least one portable foam extinguishing applicator
rity as the bulkhead in which they are fitted. If they have a complying with Pt C, Ch 4, Sec 15, [3.2.2].

July 2021 Bureau Veritas - Rules for Steel Ships 131

Pt E, Ch 5, Sec 5

132 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 6

CABLE-LAYING SHIPS

SECTION 1 GENERAL

SECTION 2 HULL AND STABILITY

SECTION 3 MACHINERY AND SYSTEMS

SECTION 4 FIRE PROTECTION

July 2021 Bureau Veritas - Rules for Steel Ships 133

134 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 6, Sec 1

SECTION 1 GENERAL

1 General 1.1.2 Ships dealt with in this Chapter are to comply with:
• Part A of the Rules
1.1 Application • NR216 Materials and Welding
• applicable requirements according to Tab 1.
1.1.1 Ships complying with the requirements of this Chap-
ter are eligible for the assignment of the service notation
cable laying, as defined in Pt A, Ch 1, Sec 2, [4.9.8].

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

L ≥ 65 or 90 m (1) • Part B • NR566
Ship arrangement
L < 65 or 90 m (1) • NR600 • NR566
• Ch 6, Sec 2 • Ch 6, Sec 2
L ≥ 65 or 90 m (1)
Hull • Part B • Part B
L < 65 or 90 m (1) • NR600 • NR600
• Ch 6, Sec 2 • Ch 6, Sec 2
Stability
• Part B • NR566
• Ch 6, Sec 3 • Ch 6, Sec 3
Machinery and cargo systems
• Part C • NR566
Electrical installations • Part C • NR566
Automation • Part C • NR566
• Ch 6, Sec 4 • Ch 6, Sec 4
Fire protection, detection and extinction
• Part C • NR566
(1) Refer to the scope of application of NR600.
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

July 2021 Bureau Veritas - Rules for Steel Ships 135

Pt E, Ch 6, Sec 2

SECTION 2 HULL AND STABILITY

1 General 2.2 Damage stability for ships where the

notation SDS has been required
1.1 Application
2.2.1 Application
1.1.1 The requirements of this Section apply to ships fitted, The requirements of this item apply to cable laying ships
in general, with one or more continuous decks, suitable carrying less than 240 persons.
holds for the carriage of cables and superstructures extend- Damage stability criteria for cable laying ships carrying 240
ing for most of the ship’s length. persons and more are to be considered by the Society on a
The main characteristics of the ship may vary according to case-by-case basis.
the service primarily performed which may be as follows:
2.2.2 General
• laying (and possibly burying) submarine cables on the
sea bed Cable laying ships are to comply with the survival require-
ments specified in Pt B, Ch 3, App 3, where the required
• hauling and repairing submarine cables.
index R is to be considered as follows inTab 1 and calcu-
lated according to [2.2.3].

1.2 Documents to be submitted

Table 1 : Index R
1.2.1 In addition to the documentation requested in Part B,
the following documents are to be submitted for approval: Number of persons: Nb Index R
• Structural reinforcements in way of load transmitting
Nb ≤ 60 0,8 R
elements, such as foundations and fastenings of the
equipment to the ship structures. Linear interpolation between
60 < Nb < 240
0,8 R and R (1)
(1) The required index is equal to R for Nb = 240
2 Stability
2.2.3 Calculation of the required index
5000
2.1 Intact stability R = 1 – -------------------------------------------------
L S + 2, 5N + 15225
2.1.1 General where:
The stability, the freeboard and the metacentric radius or N = N 1 + 2N 2
roll period are to be such as to ensure:
N1 : Number of persons for whom lifeboats are pro-
• satisfactory seakeeping performance in working condi-
tions vided
• a steady working platform in order to facilitate the per- N2 : Number of persons the ship is permittted to
formance of cable laying and/or repair operations. carry in excess of N1.
Where the conditions of service are such that compliance
Anti-roll tanks or bilge keels of adequate size may be fitted with R on the basis of N = N1 + 2 N2 is impracticable and
to meet the above requirements.
where the Society considers that a suitable reduced degree
of hazard exists, a lesser value of N may be taken, but in no
case less than N = N1 + N2. The reduced value of N is also
2.1.2 Tanks intended for liquid consumable
to be subject to the agreement of the flag administration.
Special attention is to be paid to the arrangement of tanks
intended to contain liquid consumables in order to prevent
weight variations during service resulting in excessive
changes in the ship’s trim. 3 Hull scantlings

3.1 Cable tanks

2.1.3 Intact stability criteria
The stability of the ship for the loading conditions in Pt B, Ch 3.1.1 The net scantlings of cable tanks are to be obtained
3, App 2, [1.2.1] and for the (departure and arrival) loading through direct calculations to be carried out according to Pt
conditions corresponding to the maximum draught is to be B, Ch 7, App 1, where the still water and wave loads are to
in compliance with the requirements in Pt B, Ch 3, Sec 2. be calculated for the most severe condition of use.

136 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 6, Sec 2

3.2 Connection of the machinery and equip-

ment with the hull structure
5 Hull outfitting
3.2.1 The net scantlings of the structures in way of the con-
nection between the hull structure and the machinery and
5.1 Equipment
equipment, constituting the laying or hauling line for sub-
marine cables, are to be obtained through direct calculation 5.1.1 Hawse pipes
to be carried out according to Pt B, Ch 7, App 1, based on Hawse pipes are to be integrated into the hull structure in
the service loads of such machinery and equipment, as such a way that anchors do not interfere with the cable lay-
specified by the Designer. ing.
In calculating these above service loads, the Designer is to
take into account the inertial loads induced by ship motions
in the most severe condition of use. 5.1.2 Sheaves
Where there is a risk that, in rough sea conditions, sheaves
4 Other structures are subjected to wave impact loads, special solutions such
as the provision of retractable type sheaves may be adopted.
4.1 Fore part
4.1.1 In general, a high freeboard is needed in the forward
area, where most repair work is carried out, in order to pro-
vide adequate safety and protection against sea waves.

July 2021 Bureau Veritas - Rules for Steel Ships 137

Pt E, Ch 6, Sec 3

SECTION 3 MACHINERY AND SYSTEMS

1 General 2 Arrangements for cable laying,

hauling and repair
1.1 Propulsion and manoeuvrability
2.1 Typical machinery and equipment of
1.1.1 The main propulsion systems of cable laying and/or cable laying ships
repair ships are to be capable of:
2.1.1 Cable laying ships, in relation to the special service to
a) maintaining an adequate speed during the transit condi- be performed, are generally to be provided with the follow-
tion ing machinery and equipment:
a) a main windlass for cable hauling or laying, which gen-
b) ensuring a satisfactory manoeuvrability at the speed
erally consists of a drum with a horizontal axis (the sur-
assumed by the Designer for the performance of cable
face of which is formed by a series of timed conveyors
laying and/or repair operations.
which fleet the cable axially across the face of the drum)
housing the repeaters fitted throughout the cable length
1.2 Documents to be submitted without damaging them (see Fig 1 (a))
b) a linear tensioner working in conjunction with the main
1.2.1 Tab 1 lists the documents which are to be submitted windlass and fitted between it and the cable tank, which
for information. maintains the due tension of the cable in relation to the
cable type so as to allow effective cable hauling or lay-
Table 1 : Documents to be submitted ing. In order to permit the passage of repeaters, the ten-
sioner may be of the type having either a series of
double opposed rubber tyres (see Fig 1 (b)) or pressure-
No. Document compensated opposed tracks (see Fig 1 (c)).
1 General arrangement of the cable laying equipment c) a dynamometer, normally fitted between the main wind-
Design loads on all components of the cable laying lass and the bow and stern sheaves, which continuously
2
equipment transferred to the ship structure measures the force required to displace the cable under
Structural plans of seating components of the cable tension
laying equipment, including gears, pressure vessels, d) one or more cable transporters, used to move the cable
3
hydraulic systems, etc., as applicable, including from the tank(s) and the tensioner.
details of the deck connection
All the above machinery and equipment form the “cable
Specification of the cable-laying equipment opera- laying or hauling line”. More than one line may be fitted on
4
tion test board in the case of special service requirements.

Figure 1 : Cable handling machinery

(a) (b) (c)

Fleeting cable drum Rubber tyre tensioner Track linear tensioner

138 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 6, Sec 3

2.2 Design of cable handling machinery and 2.4.5 Running tests

equipment a) Running tests of each individual piece of equipment are
to be carried out whenever possible at the Manufac-
2.2.1 The scantlings of components of machinery and turer’s works; as an alternative, the above tests may be
equipment listed in [2.1] and, more generally, of any other performed on board during the trials required after
machinery and/or equipment to be used for the laying, installation of machinery.
hauling or repair of submarine cables are outside the scope b) On completion and subject to the result of the above
of classification. tests, the inspection of components may be required,
with dismantling where deemed necessary by the Sur-
2.3 Safety veyor in charge of the testing.

2.3.1 The requirements of this Chapter are based on the 3 On board trials
assumption that during cable handling all necessary safety
measures are taken, due consideration being given to risks 3.1 Ship trials
connected with the use of machinery and equipment dealt
with in [2.1] and that such machinery and equipment are 3.1.1
properly used by skilled personnel. a) Upon completion of construction, in addition to con-
ventional sea trials, specific tests may be required at the
2.4 Testing of cable handling machinery and Society’s discretion in relation to the particular service
equipment for which the ship is intended or the particular charac-
teristics of machinery and equipment fitted on board
2.4.1 General and according to a test specification submitted by the
interested party.
Machinery covered by [2.1] is to be tested in compliance
b) In particular, as far as propulsion and steering systems
with the following requirements, with the exception of
are concerned, tests may be required to check the
prime movers and “hydraulic accumulator” type pressure
manoeuvring capability and the speed of the ship whilst
vessels, which are to be tested in compliance with the
operating with only directional propellers or active rud-
applicable requirements of the various Sections of the
ders or a combination thereof.
Rules.
c) In the case of ships mainly intended for repair of subma-
2.4.2 Testing of materials and components of the rine cables, a check of manoeuvring capability whilst
machinery running astern or a complete overturning trial may be
required to be carried out using the rudder, active rud-
a) In general, testing is required for materials intended for
ders or side thrusters only.
shafts, gearing, pressure parts of pumps and hydraulic
motors, and plates of foundations of welded construc- d) In the case of ships provided with a dynamic positioning
tion. system, tests to check the capability of holding the
desired position or heading are requested.
b) As far as mechanical tests of materials are concerned,
internal shop testing certificates submitted by the Manu- 3.2 Equipment trials
facturer may be accepted by the Society at its discretion;
in such cases, testing operations witnessed by the Surveyor 3.2.1
may be limited to visual external inspection associated,
a) As far as arrangements for the cable laying, hauling
where necessary, with non-destructive examinations and
and/or repair lines are concerned, tests are to be carried
hardness tests.
out to verify the proper operation of all relevant machin-
ery and equipment, by means of the actual hauling and
2.4.3 Hydrostatic tests
laying of submarine cables, plain or with repeaters, at
Pressure parts are to be subjected to hydrostatic tests in different ship speeds and, if necessary, in different sea
accordance with the applicable requirements. and weather conditions.
b) Special attention is to be paid during such tests so as to
2.4.4 Tests on electrical components prevent cables being forced to reach their minimum
The tests required in Part C, Chapter 2 of the Rules are to be allowed bending radius, both inside and outside the
carried out as applicable. ship.

July 2021 Bureau Veritas - Rules for Steel Ships 139

Pt E, Ch 6, Sec 4

SECTION 4 FIRE PROTECTION

1 Cable tanks

1.1 Means for fire fighting

1.1.1 Depending on any special requirements of the Manu-
facturers of cables, cable tanks may also be required to be
protected by a fixed pressure water-spraying or automatic
sprinkler fire-extinguishing system.

140 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 7

DIVING SUPPORT VESSELS

SECTION 1 GENERAL

SECTION 2 GENERAL ARRANGEMENT

SECTION 3 STRUCTURAL ASSESSMENT

SECTION 4 MACHINERY AND SYSTEMS

SECTION 5 SAFETY FEATURES

SECTION 6 SPECIFIC REQUIREMENTS FOR SHIPS ASSIGNED WITH THE

SERVICE NOTATION DIVING SUPPORT-CAPABLE

SECTION 7 INITIAL INSPECTION AND TESTING

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SECTION 1 GENERAL

1 General 1.1.2 One of the following additional service features is to

be added to service notations diving support-integrated and
diving support-portable:
1.1 Application • DD when the diving system installed onboard is a deep
diving system (or saturation system) as defined in
1.1.1 Ships intended to support diving operations and com- [2.1.2]
plying with the present Chapter are eligible for the assign- • SD when the diving system installed onboard is a shal-
ment of one of the following service notations as defined in low diving system (or surface supplied diving system) as
Pt A, Ch 1, Sec 2, [4.8.5]: defined in [2.1.1].
• diving support-integrated when the vessel is fitted with Note 1: Bounce diving system as defined in [2.1.3] are considered
permanently installed diving systems as a shallow diving system for the purpose of this Chapter.

• diving support-portable, when the vessel is fitted with a 1.1.3 The present Chapter does not apply to the classifica-
non-permanent diving system which is installed and tion of diving systems which are covered by NR610, as
operational detailed in [2.2].

• diving support-capable, when the vessel is able to be 1.1.4 Ships dealt with in this Chapter are to comply with:
fitted with a non-permanent diving system and the div- • Part A of the Rules
ing equipment is not installed.
• NR216 Materials and Welding
Note 1: For non-permanent diving systems, the service notation • applicable requirements according to Tab 1 and specific
diving support-capable is to be replaced by diving support-porta- requirements for initial inspection and testing as per Ch 7,
ble before conducting any diving operations (see Ch 7, Sec 6). Sec 7.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

• Part B • NR566
L ≥ 65 or 90 m (1)
• Ch 7, Sec 2 (2) • Ch 7, Sec 2 (2)
Ship arrangement
• NR600 • NR566
L < 65 or 90 m (1)
• Ch 7, Sec 2 (2) • Ch 7, Sec 2 (2)
Stability • Part B • NR566

• Part B • Part B
L ≥ 65 or 90 m (1)
• Ch 7, Sec 3 (2) • Ch 7, Sec 3 (2)
Structural assessment
• NR600 • NR600
L < 65 or 90 m (1)
• Ch 7, Sec 3 (2) • Ch 7, Sec 3 (2)

• Part C • NR566
Machinery and systems
• Ch 7, Sec 4 (2) • Ch 7, Sec 4 (2)

• Part C • NR566
Electrical installations and automation
• Ch 7, Sec 4 (2) • Ch 7, Sec 4 (2)

• Part C • NR566
Safety features
• Ch 7, Sec 5 (2) • Ch 7, Sec 5 (2)
(1) Refer to the scope of application of NR600.
(2) Or Ch 7, Sec 6 if the service notation diving support-capable is assigned.
Note 1:
NR566 : Hull Arrangement, Stability and Systems for Ships less than 500 GT.
NR600 : Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

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1.2 Scope Table 2 : List of diving equipment

1.2.1 The present Chapter addresses the requirements Deep Shallow

regarding the installations on the supporting ship providing Items
diving diving
the diving system with auxiliary functions such as: fire
safety, electrical power supply, communication means, Submersible compression chamber
X
(closed diving bell)
breathing gas storage, ventilation, structural foundations,
station keeping capabilities, etc. Wet diving bell or diver basket X
Deck decompression chamber X X
1.2.2 The present Chapter includes the provisions of IMO
Code of Safety for Diving Systems as applicable to the inter- Deck decompression chamber control
X X
face between the diving system and the supporting ship. panel
Hyperbaric evacuation system X
Note 1: Attention is drawn to the fact that IMO Code of Safety for
Diving Systems also covers the diving system itself. Breathing supply system X X
These requirements are reproduced in Italic type. In repro- Handling systems for the diving bell X X
ducing the text, the word “Administration” is replaced by Diving control stand X X
the word “Society”.
Clamping and under pressure transfer
X
system
2 Diving system Devices for controlling the atmosphere X X
Devices for the recovery and the
2.1 Description X X
purification of breathing gases
Means of production of hot water X X
2.1.1 Shallow or surface supplied diving system
A surface supplied diving system is a system where inter- 2.2 Classification of the diving system
ventions by divers are performed at such depth and dura-
tions that the descent onto the seabed, the work and the 2.2.1 The diving system is to be classed and compliant with
decompression are carried out in the water (without resort- NR 610 Rules for the Classification of Diving Systems, or
ing to the use of a closed diving bell). with the rules of a recognized Classification Society.
The breathing gas is supplied from the supporting vessel As an alternative, a recognized diving system certificate
through an umbilical. may be accepted, subject to the Society agreement.
The breathing gas may be: 2.2.2 Classification of the diving support ship and classifi-
• pure compressed air, or cation of the diving system are independent.
• mixed gas with enriched oxygen or helium.
3 References
The surface supplied diving installation generally includes
as the case may be:
3.1 Acronyms
• means of getting into water
3.1.1 The following acronyms are used:
• means to recover the divers
DDC : Deck decompression chamber (see [3.2.5])
• a decompression chamber
HRU : Hyperbaric rescue unit (see [3.2.11])
• means adapted to the diving method used.
LARS : Launch and recovery system (see [3.2.12])
2.1.2 Deep or saturation diving system MSW : Metres of sea water (see [3.2.15])
A saturation diving system is a system where the divers live SDC : Submersible diving chamber (see [3.2.4])
in a pressurized environment which may be maintained for SPHL : Self-propelled hyperbaric lifeboat (see [3.2.11]).
several days or weeks. Divers are generally decompressed to
surface pressure only once, at the end of their tour of duty.
3.2 Definitions
2.1.3 Bounce diving system 3.2.1 Bottle
For the purpose of the present Chapter, a bounce diving sys- Pressure container for the storage and transport of gases
tem, as defined in [3.2.2], is considered as a shallow diving under pressure. Also called gas cylinders.
system.
3.2.2 Bounce diving system
2.1.4 Components of the diving system A bounce diving system is a system using a closed diving
Diving systems generally include, but are not limited to, the bell and where the divers are decompressed on-board in a
items listed in Tab 2. deck decompression chamber after each dive.

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3.2.3 Breathing gas 3.2.12 Launch and recovery system (LARS)

All gases and mixtures of gases which are used for breathing Plant and equipment necessary for raising, lowering and
during diving operations. transporting the diving bell, and/or diving basket, between
the work location and the surface compression chamber.
3.2.4 Closed diving bell / submersible diving
chamber 3.2.13 Life support system
Manned underwater compression chamber, including its fit- Gas supply, breathing gas system, decompression equip-
ted equipment, for transfer of diving personnel under pres- ment, environmental control system and equipment
sure between the work location and the deck chambers. required to provide a safe environment for the diving crew
Also known as a personnel transfer capsule (PTC) or sub- in the diving bell and the surface compression chamber
mersible compression chamber or submersible diving under all ranges of pressure and conditions they may be
chamber (SDC). exposed to during diving operations.

3.2.5 Deck decompression chamber (DDC) 3.2.14 Maximum operating depth

Pressure vessel for human occupancy which does not go Depth in metres of seawater equivalent to the maximum
under water and may be used as a living chamber during pressure for which the diving system is designed to operate.
saturation diving, diver decompression or treatment of
decompression illness. Also called compression chamber, 3.2.15 Metres of sea water (MSW)
recompression chamber, deck chamber or surface compres- Metres of sea water are sometimes used to express a water
sion chamber. depth equivalent to a pressure. For the purpose of the
design and testing of pressure vessels, the values in MSW
3.2.6 Depth are to be converted into pressure units.
Water depth or equivalent pressure to which the diver is
exposed at any time during a dive or inside a surface com- 3.2.16 Portable diving systems
pression chamber or a diving bell. Portable equipment not remaining onboard but installed
periodically for the purpose of specific works related to div-
3.2.7 Diving basket ing.
Man-riding equipment used for transfer of diving personnel
at ambient sea pressure between the work location and the 3.2.17 Pressure vessel
diving support ship. Container capable of withstanding an internal maximum
working pressure greater than or equal to 1 bar.
3.2.8 Hazardous areas
Those locations in which an explosive gas-air mixture is: 3.2.18 Umbilical
• continuously present, or present for long periods (zone Link between the diving support ship and the diving bell, or
0) link between the diving bell and divers
• likely to occur in normal operation (zone 1) It may contain surveillance, communication and power
supply cables, breathing gas and hot water hoses.
• not likely to occur and, if it happens, only existing for a
short time (zone 2). 3.2.19 Wet diving bell / open diving bell
3.2.9 Hyperbaric evacuation system (HES) Bell with a closed top section, capable of containing a dry
The whole plant and equipment necessary for the evacua- gaseous atmosphere to provide a refuge for the divers. It is
tion of divers in saturation from a deck decompression not a pressure vessel. Also called an open bell.
chamber to the Hyperbaric Reception Facility (HRF) where
decompression can be carried out. The main components 3.3 Reference rules and regulations
of a hyperbaric evacuation system include the Hyperbaric
Rescue Unit (HRU), its handling system, the Hyperbaric 3.3.1 The requirements of the present Chapter are generally
Reception Facility and the evacuation procedures. consistent with the following rules and regulations:
• IMO - Code of Safety for Diving System:
3.2.10 Hyperbaric reception facility (HRF) IMO - Code of Safety for Diving Systems means the
Normally a shore based facility (but could be installed off- Code of Safety adopted by IMO Resolution A.831(19),
shore) which is capable of accepting a HRU and mating it as amended.
to a decompression chamber such that the evacuated occu-
• IMO - Guidelines and Specifications for Hyperbaric
pants can be transferred into that chamber and safely
Evacuation Systems:
decompressed.
IMO Guidelines and Specifications for Hyperbaric Evac-
3.2.11 Hyperbaric rescue unit (HRU) uation Systems adopted by Resolution A.692(17).
Floating unit used to evacuate divers under pressure safely • IMCA publications:
from a ship or a floating structure to a location where International Marine Contractors Association (IMCA) is
decompression can be carried out. the editor of various publications providing guidelines
It may be a Hyperbaric Rescue Chamber (HRC) or a Self- for commercial diving and dynamic positioning opera-
Propelled Hyperbaric Lifeboat (SPHL). Also known as tions. The following IMCA publications are referenced
Hyperbaric Evacuation Unit (HEU). within the present Chapter:

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- IMCA D 014 - IMCA international code of practice 4.2 Diving system documentation
for offshore diving
4.2.1 Specification
- IMCA D 018 - Code of practice on the initial and
periodic examination, testing and certification of The diving system specification is to include:
diving plant and equipment • the description of the system
- IMCA D 039 - FMEA guide for diving systems • a design basis including:
- IMCA D 052 - Guidance on hyperbaric evacuation - maximum operating depth (and equivalent design
systems pressure)
- maximum operating time
- IMCA AODC 055 - Protection of water intake points
for diver safety. - maximum number of divers in water and in the DDC
- maximum time of occupancy expected in the DDC
4 Documents to be submitted - maximum operational wave height
- minimum and maximum sea and air temperature
4.1 General - safety concept.
• the list of diving equipment with reference and name of
4.1.1 The documents listed in Tab 3 are to be submitted. the manufacturer.

Table 3 : Documents to be submitted

No. Documents to be submitted I/A (1)

Diving system documentation (2):
• diving system certificates
• specification (see [4.2.1])
• operating manual (see [4.2.2])
1 I
• equipment and certificate register (see [4.2.3])
• service record book (see [4.2.4])
• FMEA (see [4.2.5]) and critical spare parts list
• planned maintenance system (see [4.2.6])
General arrangement of the ship showing the diving system arrangement and including the:
• locations of equipment
2 • location of breathing gas storage A
• hazardous zone and hazardous substances locations
• interface with the piping arrangement, electrical installations, etc.
Structural assessment
3 Structural arrangement showing the interface between diving equipment and hull structure A
4 Description of the seafastening, if any I
Electrical installations
5 General arrangement showing location of electrical installations I
6 Description of electrical arrangement principles, failure scenarios, redundancy principles, emergency arrangement, I
etc.
7 Single line distribution diagram and detailed diagram of the whole installation A
8 General arrangement of the diving control room A
9 Descriptions and details of any communication means as required by the Rules, including single line diagram A
10 Description and details of the lighting arrangement around the diving system A
Safety features
11 Fire protection documentation with definition of the spaces which enclose or surround the diving system items and A
details of the passive fire protection
12 Fire-fighting equipment details A
13 Fire detection and alarm equipment details A
14 Breathing gas arrangement details, including piping diagram A
15 General arrangement showing the hyperbaric evacuation means A
(1) A : For approval
I : For information.
(2) Except when not available in case of service notation diving support-capable.

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4.2.2 Operating manual built projects or when a portable diving system is to be

The manufacturer of the diving equipment is to provide an installed on-board.
operating manual with detailed information on the method
The FMEA should identify the critical components for which
to use the decompression system.
spare parts should be provided.
• the user instructions to operate the system
• operational limitations It is recommended to update the FMEA for each modifica-
tion of the diving system.
• evacuation procedure
Note 1: A guidance to conduct to FMEA is proposed in the docu-
4.2.3 Equipment and certificate register ment IMCA D039 - FMEA guide for diving systems.
An equipment and certificate register as defined in IMCA
D014 is to be kept on-board. 4.2.6 Planned maintenance system (PMS)
A planned maintenance system (PMS), as defined in IMCA
4.2.4 Service record book
D 018, should be submitted to the Society.
The Owner is to establish and maintain a service record
book of the diving system which is to be submitted to the The PMS should include the requirements for the periodic
Society for in-service inspections. examinations and testing.
The service record book is to contain all service and main- The PMS should ensure the traceability of the maintenance
tenance operations. works carried out and the routine replacement of the compo-
The service record book is to be available on-board. nents on the diving plant.

4.2.5 Failure modes and effects analysis (FMEA) The PMS is to include the identification markings of the div-
A failure modes and effects analysis (FMEA) of the diving ing equipment.
installation is to be conducted at an early stage of the new

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SECTION 2 GENERAL ARRANGEMENT

1 General arrangement

1.1 Diving system arrangements 1.4 Breathing gas storage

1.1.1 The diving system and breathing gas facilities should 1.4.1 Particular requirements apply to the storage of the
be arranged in spaces or locations which are adequately breathing gas, as specified in Ch 7, Sec 5.
ventilated and provided with suitable electric lighting.
1.5 Location of deck decompression chamber

1.1.2 When any part of the diving system is sited on open 1.5.1 It is recommended to install deck decompression
chambers in the longitudinal direction to limit the effect of
deck, particular consideration should be given to providing
rolling motion on the divers.
reasonable protection from the sea, icing, heat or any dam-
age which may result from other activities on board the ship
or floating structure.
1.5.2 The deck decompression chamber of a surface sup-
plied diving system is to be close to the location where the
diver is getting out of the water and and easily accessible
1.1.3 Diving systems are not to be located closed to ventila-
without any trip hazards.
tion outlets and exhausts from machinery spaces or galleys.

Note 1: In general, a minimum distance of 6 metres between venti-

1.6 Diving operations
lation outlets or exhausts defined above, and diving system ventila-
tion inlets is considered sufficient.
1.6.1 The diving system is to be located in such a way that
diving operations are not affected by thrusters, propellers or
mooring lines.
1.1.4 The diving system arrangement is to comply with the
safety features requirements in Ch 7, Sec 5.

1.6.2 The diving operation arrangement should ensure that

1.2 Machinery spaces all deployed umbilicals are physically prevented from com-
ing into contact with any hazard such as thrusters or seawa-
1.2.1 The diving system and breathing gas storage facilities ter inlets.
shall not be located in machinery spaces if the machinery is
not associated with the diving system.

2 Access arrangement
1.3 Hazardous areas
2.1 General
1.3.1 As far as practicable, diving systems should not be
located in hazardous areas. 2.1.1 There is to be a sufficient level of access available
around the diving system in order to allow operational per-
sonnel to safely and efficiently carry out their duties.
1.3.2 Where, due to the requirements of diving operations,
the diving equipment is located in hazardous areas zone 1
or zone 2, it has to comply with the requirements for such 2.2 Means of evacuation
equipment in hazardous areas, as defined Part C, Chapter 4
2.2.1 An hyperbaric evacuation system is to be provided
1.3.3 In any case, diving equipment are not permitted in for units granted with the additional service feature DD, as
hazardous areas designated as zone 0. specified in Ch 7, Sec 5.

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SECTION 3 STRUCTURAL ASSESSMENT

1 Diving equipment foundations 1.2 Design loads

1.2.1 The deadweight and the maximum operational loads
1.1 General of the diving equipment are to be provided (maximum num-
ber of persons, stores and equipment).
1.1.1 Provision should be made to ensure that the diving
system and auxiliary equipment are securely fastened to the 1.2.2 The design loads of pressure vessels for human occu-
ship or floating structure and that adjacent equipment is pancy are to be especially considered if hydro testing is to
similarly secured. Consideration should be given to the rela- be made onboard.
tive movement between the components of the system. In
addition, the fastening arrangements should be able to meet
any required survival conditions of the ship or floating struc-
1.3 Allowable deflection
ture. 1.3.1 The deflection of the deck in way of the deck decom-
pression chamber are to be within the allowable limits set
by the equipment manufacturer, if any.
1.1.2 Diving equipment are to be permanently secured to
the ship primary structure by means of welding or bolting.
Normally, a lashing arrangement is considered as not suffi- 2 Launching system foundations
cient.
2.1 General
1.1.3 The fastening arrangement of the pressure vessel has
to allow volume variations due to internal pressure varia- 2.1.1 The foundations of the launching appliance are to
tions. comply with Pt B, Ch 1, Sec 1, [1.2].

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SECTION 4 MACHINERY AND SYSTEMS

1 Sea inlets 3 Electrical installations

1.1 General 3.1 General

1.1.1 Special considerations are to govern the design of sea 3.1.1 All electrical equipment and installations, including
inlets fitted in the hull of the ship, in order to protect the power supply arrangements, should be designed for the
divers and the unit seawater systems. environment in which they will operate in order to minimize
Note 1: Recommendations are provided in IMCA AODC 055. the risk of fire, explosion, electrical shock and emission of
toxic gases to personnel, as well as galvanic corrosion of the
1.1.2 Water current in the immediate vicinity of the sea deck decompression chamber or diving bell.
inlet is not to exceed 0,5 m/sec.

3.1.2 Electrical installations of the diving system are to be

1.1.3 The mesh or aperture size of any protective structure considered as secondary essential services according to Pt
is to be such as to prevent any part of the diver or his equip- C, Ch 2, Sec 1.
ment from being drawn into the intake.
3.1.3 Main and automatic emergency lightings are to be
provided in spaces containing diving equipment.
1.1.4 The maximum mesh size, or the maximum size of
any opening if not a mesh-type construction, is not to
exceed an area of 400 cm2, equivalent to a square of 20 cm 3.1.4 Electrical wires are to be separated from piping instal-
x 20 cm or a rectangle of 28 cm x 14 cm. lations carrying breathing gas.

2 Position keeping 3.2 Electrical power supply

2.1 General 3.2.1 In the event of failure of the main source of electrical
power supply to the diving system, an independent source
2.1.1 Ships covered by the present Chapter are to be able of electrical power is to be available for the safe termination
to safely maintain their position during diving operations. of the diving operation. It is admissible to use the unit's
This may be achieved with a passive mooring or a dynamic emergency source of electrical power as an emergency
positioning system complying with [2.2]. source of electrical power if it has sufficient electrical power
capacity to supply the diving system and the emergency
2.2 Dynamic positioning load for the vessel at the same time.

2.2.1 When a diving support unit is fitted with a dynamic

positioning system used during diving operations, the 3.2.2 The alternative source of electrical power is to be
dynamic positioning system is to comply with IMO class 2 located outside the machinery casings to ensure its func-
requirements. tioning in the event of fire or other casualty causing failure
In this case, the diving support unit is to be granted with the to the main electrical installation.
additional class notation DYNAPOS AM/AT, completed by
one of the following symbols:
3.2.3 As a minimum, the emergency source of power is to
• R, when the dynamic positioning is provided with
be of sufficient capacity to supply:
redundancy means. In this case, IMO class 2 equipment
is to be used. • the life support system (analysis and regeneration)
• RS, when, in addition to symbol R, the redundancy is • the emergency communication system
achieved using two systems or alternative means of per- • the emergency lighting in the deck decompression
forming a function physically separated. In this case, chamber, the diving bell and the diving control room
IMO class 3 equipment is to be used. • the LARS
• the handling system required for emergency launching
of the means of hyperbaric evacuation
2.2.2 The dynamic positioning control stand and the diving
• the emergency systems in the diving control room.
control room are to have 2-way communication means and
a manually operated alarm.

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3.2.4 The emergency source of power is to be capable of • the diving bell

supplying the systems specified in [3.2.3] for a period in • each compartment of the deck decompression chamber
compliance with the National Authorities’ regulations, as
• the handling system operating position
relevant, and in any case not less than 18 hours.
• the dynamic positioning control stand
• the bridge
3.2.5 When switching from the main source of power to • the hyperbaric evacuation system launch point
the emergency source of power, an audible and visible
alarm is to be actuated in the diving control room with the • inside the hyperbaric evacuation system.
indication of the source of power connected.
4.2.2 Alternative means of communication with divers in
the deck decompression chamber and submersible com-
4 Diving control station pression chamber should be available in case of emergency.

4.1 General
4.2.3 Each deck decompression chamber and submersible
4.1.1 The diving system should be so arranged as to ensure compression chamber should be connected to a speech
that centralized control of the safe operation of the system unscrambler when used with gas systems, including helium.
can be maintained under all weather conditions.

4.1.2 The diving control station is to provide control of div- 5 Diver heating system
ing operations and of hyperbaric chambers.
These functions may be separated in 2 distinct control 5.1 Oil fired heaters
rooms with suitable means of communication.
5.1.1 When diver heating system includes oil fired heaters,
they are to be located such that they present no risk to the
4.2 Communication and relocation system
dive system in the event of fire.
4.2.1 The communication system should be arranged for
5.1.2 The local tank is to be fitted with an overflow system
direct 2-way communication between the diving control
with a capacity greater than the filling supply system (i.e.
station(s) and:
capable of allowing a rate of overflow greater than the fill-
• the deck decompression chamber control stand, when ing rate).
relevant
• the divers in water 5.1.3 The overflow system is to dump to a safe area.

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SECTION 5 SAFETY FEATURES

1 Fire safety 1.4 Fire-fighting equipment

1.4.1 Interior spaces containing diving equipment such as

1.1 Personnel protection deck compression chambers, submersible compression
chambers, breathing gas storage, compressors and control
1.1.1 As a minimum, the following fire protection equip-
stands are to be provided with a suitable fixed fire-extin-
ment is to be provided in the diving control room for all
guishing system.
persons required for the safe operation of the diving equip-
ment, in addition to individual equipment required by the
SOLAS Convention:
1.4.2 The fixed fire-extinguishing system is to be a water
• emergency breathing masks spraying system manually actuated and complying with the
• fire-fighter's outfits. IMO International Code for Fire Safety Systems (FSS Code)
for machinery space of category A.
1.2 Structural fire protection
1.4.3 An equivalent gas fire-extinguishing system using a
1.2.1 All materials and equipment used in connection with non-toxic gas as specified in the FSS Code may be provided
the diving system should be, as far as practicable, of fire- subject to the Society approval.
retardant type in order to minimize the risk of fire and
sources of ignition.
1.4.4 When pressure vessels (including gas cylinders) are
1.2.2 Enclosed spaces in which the diving system or its situated in enclosed spaces, a manually actuated water
auxiliary equipment is located are to be provided with spray system having an application rate of 10 litres per min-
structural fire protection A-60 with adjacent spaces. ute per square metre of the horizontal projected area is to
These enclosed spaces may be subdivided into several com- be provided to cool and protect such pressure vessels in the
partments containing diving equipment and separated with event of an external fire.
A-0 bulkheads.
Alternative means using water mist may be provided subject
to the Society approval.
1.2.3 Doors located in bulkheads forming boundaries with
adjacent spaces are to be of self-closing type.
1.4.5 Means for cooling windows of pressure vessels for
human occupancy are to be provided.
1.2.4 Piping and cables included in the diving system are
to be routed in ducts having the same fire protection than
the space containing the diving equipment.
1.4.6 When pressure vessels are situated on open decks,
fire hoses may be considered as providing the necessary
protection.
1.3 Detection and alarm
1.3.1 Interior spaces containing diving equipment such as 1.4.7 Portable fire extinguishers of approved types and
deck decompression chambers, submersible compression designs are to be distributed throughout the space contain-
chambers, gas storage, compressors and control stands are ing the diving system.
to be provided with an automatic fire detection and alarm
system.
1.4.8 One of the portable fire-extinguishers is to be stowed
near the entrance to that space.
1.3.2 The fire detection and alarm system referred to in
[1.3.1] is to be independent of those of the other spaces.
1.4.9 Spare charges for portable fire-extinguishers are to be
provided on board as specified below:
1.3.3 The fire detection panel is to be located in the ship
control station and repeated in the engine control room and • 100% for the first ten fire-extinguishers
diving control station(s). • 50% for the remaining fire-extinguishers installed in the
enclosed space.

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2 Breathing gas system

2.2.6 All high-pressure piping is to be protected against
2.1 Storage on board mechanical damage.
Note 1: Generally piping is considered under high pressure
2.1.1 Breathing gas storage and associated equipment
between cylinders or compressors and pressure reducing devices.
should not be located in a machinery space not associated
with the diving system.
2.2.7 Piping carrying breathing gas is to be kept away from
electrical cables.
2.1.2 As a rule, breathing gas should be stored on an open
deck.

2.3 Oxygen installation

2.1.3 If the breathing gas is located in an enclosed space,
the following is to be provided: 2.3.1 A recognized standard is to be applied for the design
• a forced ventilation system as defined in [3] of the oxygen installation and submitted to the Society for
approval.
• a type approved continuous monitoring system of the
oxygen content in the ambient air 2.3.2 Any material used in a plant which is intended to
• a type approved audio-visible oxygen alarm (low-high) carry oxygen is to be compatible with oxygen at working
is to be installed at a manned control station pressure and flow rate.
• any relief valve or bursting disc is to be piped to dump
overboard and not into the enclosed space
• the enclosed space is to be gas-tight 2.3.3 The use of high-pressure oxygen piping is to be mini-
mized by the fitting of pressure reducing devices, as close as
• if lighting is provided in the enclosed space containing
practicable to the storage cylinders.
the breathing gas, it is to be of an approved safe type for
operation in the gases likely to be encountered
• signboards as defined in [2.5]. 2.3.4 Means of protection against overpressure are to be
provided in accordance with Pt C, Ch 1, Sec 10, [2]

2.1.4 Breathing gas should not be stored near flammable 2.3.5 Hoses for oxygen are to be of fire-retardant construc-
substances. tion and type-approved.

2.1.5 Any gas mixture containing more than 25% oxygen 2.3.6 Any materials used in a plant which is intended to
by volume will need to be handled like pure oxygen. carry oxygen is to be cleaned of hydrocarbons and debris to
avoid explosions. Formal cleaning procedures for such
equipment are to be developed and implemented.
2.2 Piping
2.2.1 Piping containing breathing gas under high pressure 2.4 Colour code
is not to be arranged inside the accommodation spaces,
machinery spaces or hazardous areas. 2.4.1 For piping systems and gas storage bottles/pressure
vessels, the colour codes defined in Tab 1 are to be used.
In addition, each bottle/pressure vessel is to be marked with
2.2.2 Piping systems containing flammable substances are the name and symbol of the gases it contains. The marking
not to be arranged in the same area as piping systems con- and colour coding of the gas storage bottles is to be visible
taining breathing gas. from the valve end.

2.2.3 Flexible hoses, except for umbilicals, should be Table 1 : Colour code
reduced to a minimum.
Name Symbol Colour code

2.2.4 Exhaust lines should be fitted with an anti-suction Oxygen O2 white

device on the inlet side. Nitrogen N2 black
Air Air white and black
2.2.5 Gases vented from the diving system should be Carbon dioxide CO2 grey
vented into the open air away from sources of ignition, per- Helium He brown
sonnel or any area where the presence of those gases could
be hazardous. Oxygen-helium mix gas O2-He white and brown

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Pt E, Ch 7, Sec 5

2.5 Signboards 4 Means of evacuation of the divers in

saturation
2.5.1 As a minimum, the following signboards are to be
displayed in the storage room containing breathing gas: 4.1 Application
• NO SMOKING 4.1.1 Ships having the additional service feature DD are to
• diagram of the breathing gas plant. be provided with an hyperbaric evacuation system.

4.2 Hyperbaric evacuation system

4.2.1 An evacuation system is to be provided having suffi-
3 Ventilation cient capacity to evacuate all divers under pressure in the
event of the ship having to be abandoned.

3.1 General
4.2.2 The hyperbaric evacuation system is to comply with
the IMO “Guidelines and Specifications for Hyperbaric
3.1.1 Enclosed spaces containing the diving equipment are
Evacuation Systems”, adopted by resolution A.692(17).
to have a forced ventilation with a rate of 8 air changes per
hour with an independent system. The air intake is to be
located in a non-hazardous area.
4.3 Launching arrangement
4.3.1 The hyperbaric evacuation system launching arrange-
ment is to be manufactured, inspected and tested according
3.1.2 Ventilation fans are to be of non-sparking construc-
to SOLAS and IMO International Life-Saving Appliances
tion complying with Pt C, Ch 4, Sec 1.
Code (LSA Code) requirements, as far as practicable.

154 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 7, Sec 6

SECTION 6 SPECIFIC REQUIREMENTS FOR SHIPS ASSIGNED

WITH THE SERVICE NOTATION DIVING SUPPORT-
CAPABLE

1 General 1.1.4 The service notation diving support-capable apply

when the diving system is not installed on board.
1.1 Application 1.1.5 When the diving system is installed on board and
before diving operations, the service notation diving sup-
1.1.1 The present Section provides requirements for ships port-portable is to be activated in replacement of diving
intended to be fitted with non-permanent diving systems. support-capable, as detailed in [1.3].
1.1.2 Ships complying with the present Section are eligible
for the assignment of the service notation diving support- 1.2 Documents to be submitted
capable defined in Ch 7, Sec 1, [1.1.1].
1.2.1 General
1.1.3 Provisions and margins for the diving system are to be The documents listed in Tab 1 are to be provided, as a min-
considered in the design of the supporting ship. The docu- imum. Any additional information deemed necessary may
ments to be submitted are listed in [1.2]. be required by the Society.

Table 1 : Documents to be submitted

No. Documents to be submitted I/A (1)

1.1 Diving operational restrictions (Maximum MSW, limiting environmental conditions, …) I
Provisional characteristics of the diving system:
• list of equipment
• mass estimated
1.2 I
• overall dimensions and arrangement
• electrical consumers list
• quantity of divers
General arrangement of the ship showing the provisions for diving system arrangement and including the:
• locations of equipment
1.3 • location of breathing gas storage A
• hazardous zones and hazardous substances locations
• interface with the piping arrangements, electrical installations, etc.
1.4 Description of the interface between the diving system and the supporting ship as detailed in [1.2.2] I
Structural assessment
2.1 Structural arrangement showing the interface between diving equipment and hull structure A
Electrical installations
3.1 Description of electrical arrangement principles, when relevant I
3.2 Electrical balance of the ship considering the diving system A
Safety features
Fire protection documentation with definition of the spaces which enclose or surround the diving system
4.1 A
items and details of the passive fire protection, when relevant (2)
4.2 Fire-fighting equipment details A
4.3 Fire detection and alarm equipment details, when relevant A
4.4 Breathing gas arrangement details including piping diagram, when relevant A
(1) A : For approval
I : For information.
(2) Not applicable to open deck

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Pt E, Ch 7, Sec 6

1.2.2 Description of the interface between the 3 Structural assessment

diving system and the supporting ship
A description of the interface with the supporting ship is to 3.1 General
be provided, including the modifications to be made on the
ship where necessary. 3.1.1 Requirements of Ch 7, Sec 3 are to be complied with,
The description is to include: based on the provisional characteristics of the diving equip-
ment.
• the electrical power supply
• the fresh water supply 4 Machinery and systems
• the sea water supply
• the means for fire fighting, when provided by the ship 4.1 Position keeping
• the means of communication and alarms between the
4.1.1 Requirements of Ch 7, Sec 4, [2] are to be complied
bridge of the ship and:
with.
- the diving control station,
- the life support control station, 4.2 Sea inlets
- the LARS control stand.
4.2.1 Relevant requirements of Ch 7, Sec 4, [1] are to be
complied with.
1.3 Activation of service notation diving
support-portable 5 Electrical installations and
1.3.1 Before any diving operation being conducted, the automations
service notation diving support-portable is to be activated.
For this purpose, the following requirements are to be com- 5.1 Electrical power supply
plied with:
5.1.1 When the electrical power is supplied by the support-
• documents defined in Ch 7, Sec 1, [4] are to be submit-
ing ship, applicable requirements of Ch 7, Sec 4, [3] are to
ted for information or approval, including a recognized
be complied with.
certificate of the diving system, as per Ch 7, Sec 1, [2]
• a survey of the diving system is to be conducted after
the installation of the diving equipment on board, as
6 Safety features
defined in Ch 7, Sec 7, [1.2].
6.1 Fire safety
1.3.2 When the requirements of [1.3.1] are fulfilled, the
class certificate of the supporting ship is re-issued with the 6.1.1 When a part of the diving system is located in an
service notation diving support-portable, in replacement of enclosed space inside the supporting ship, applicable
diving support-capable. requirements of Ch 7, Sec 5, [1] are to be complied with.
Note 1: Normally, a minimum of 4 weeks is to be scheduled
between the submission of the documents to the Society and the 6.2 Breathing gas facilities
diving operations.
6.2.1 Applicable requirements of Ch 7, Sec 5, [2] are to be
complied with, based on the provisional characteristics of
2 General arrangement the diving system.

2.1 General 6.3 Ventilation

2.1.1 Applicable requirements of Ch 7, Sec 2 are to be 6.3.1 When a part of the diving system is located in an
complied with, based on the provisional characteristics of enclosed space inside the supporting ship, applicable
the diving system. requirements of Ch 7, Sec 5, [3] are to be complied with.

156 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 7, Sec 7

SECTION 7 INITIAL INSPECTION AND TESTING

1 General a) Verification of the presence on-board of the following

documents:

1.1 Application • Diving system specification, as defined in Ch 7, Sec

1, [4.2.1]
1.1.1 The present Section provides requirements for initial • Operating manual, as defined in Ch 7, Sec 1, [4.2.2]
inspection and testing of the diving equipment when first • Equipment and certificate register, as defined in Ch 7,
installed on-board or after re-installation on a supporting ship. Sec 1, [4.2.3]

1.1.2 Upon the installation of the diving system on-board • Planned maintenance system, as defined in Ch 7,
and in addition to conventional sea trials, specific inspec- Sec 1, [4.2.6].
tion and testing in relation to the particular service for b) Verification of the structural arrangement and scantling
which the ship is intended are required. of the foundations of pressure vessels and bell handling
system
1.1.3 These tests are to be conducted according to an
inspection and testing specification to be submitted to the c) Verification of the sea fastening arrangement of the div-
Society by the party applying for classification. ing equipment. If the sea fastening requires any welded
fixtures then there is to be Non Destructive Testing
The Society is to be duly informed of the time and place of reports available confirming these welds were satisfac-
the commissioning tests of the diving system. torily tested

1.1.4 The commissioning procedures of the diving system d) Functional testing of the main source of electrical
should be approved by the certifying authority of the diving power, emergency source of electrical power and
system. switching from one to the other. Verification of the satis-
factory operation of the alarms and indications

1.1.5 The inspection and testing requirements of the pres- e) General examination of the electrical cabling
ent Section are provided as a minimum and in addition to
f) Functional testing of the main and alternative two-way
the requirements of the rules or standards referred to in the
communication system at the dive location, i.e.
diving system certificate.
between divers, chambers, control rooms, launch point
Any additional testing may be required to the satisfaction of and other important locations
the attending Surveyor.
g) Testing of the breathing gas installations:
1) general examination of the storage of the gas cylinders
1.1.6 The Factory Acceptance Tests (FAT) of the diving 2) verification of cleanliness of the breathing gas piping
equipment are not in the scope of the present Chapter. system according to the approved procedure

1.2 Non-permanent diving system 3) testing of the gas-tightness of all sealing devices of
the enclosed spaces for breathing gas storage
1.2.1 Non-permanent diving systems should meet inspec-
tion and testing requirements defined in [2] after each 4) confirmation of the proper operation of the forced
installation on-board. ventilation of the enclosed spaces for gas storage
5) verification of the means for the protection against
1.2.2 Upon satisfactory completion of [1.2.1], the service overpressure of the oxygen installation
notation diving support-portable may be activated as
defined in Ch 7, Sec 6, [1.3]. 6) verification of the alarms of oxygen-measuring
equipment

2 On-board testing 7) verification of the signboards in the area containing

the gas cylinders.
h) General examination of the automatic fire detection and
2.1 Diving installations
alarm system
2.1.1 The inspection and testing of the diving installation i) Verification of the suitable fixed fire-extinguishing system
should include, as a minimum: intended for interior spaces containing diving equipment

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Pt E, Ch 7, Sec 7

j) Confirmation that the fire fighters' outfits, including their l) General examination of the visible parts of the items
self-contained compressed air breathing apparatus, two- forming the structural fire protection, such as bulkheads,
way portable communication apparatus and emergency decks, doors and trunks, due attention being given to
breathing mask, are complete and in good condition their integrity and that of the insulating material.
and that the cylinders, including the spare cylinders, of
any required self-contained breathing apparatus are
suitably charged 2.1.2 As a rule, all the connections between the supporting
k) Functional testing of the self closing systems of the ship and the diving installation are to be presented for
doors located in the bulkheads forming boundaries with examination by the Surveyor.
the adjacent spaces

158 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 8

LIFTING UNITS

SECTION 1 GENERAL

SECTION 2 GENERAL ARRANGEMENT

SECTION 3 STABILITY AND SUBDIVISION

SECTION 4 STRUCTURAL ASSESSMENT

SECTION 5 MACHINERY AND SYSTEMS

SECTION 6 INITIAL INSPECTION AND TESTING

SECTION 7 SELF-ELEVATING SHIPS

July 2021 Bureau Veritas - Rules for Steel Ships 159

160 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 8, Sec 1

SECTION 1 GENERAL

1 General means, station keeping capabilities etc.), the stability criteria

for lifting operations and the requirements for the structural
assessment of the foundations of the lifting equipment.
1.1 Application
1.2.2 Specific requirements for ships fitted with legs for
1.1.1 Ships complying with the present Chapter are eligible
self-elevating purposes are also addressed in Ch 8, Sec 7.
for the assignment of the service notation lifting as defined
in Pt A, Ch 1, Sec 2, [4.9.6].
2 Lifting equipment
1.1.2 Ships dealt with in this Chapter are to comply with:
• Part A of the Rules 2.1 Certification of the lifting equipment
• NR216 Materials and Welding
• applicable requirements according to Tab 1 and specific 2.1.1 The lifting equipment is to be certified and included
requirements for initial inspection and testing as within the scope of classification by assigning to the lifting
detailed in Ch 8, Sec 6. unit the additional class notation ALM or OHS, as defined
in Pt A, Ch 1, Sec 2, [6.12] and Pt A, Ch 1, Sec 2, [6.14.33]
1.1.3 The lifting appliance is to be certified as required in respectively.
[2.1].

1.1.4 Ships fitted with legs for self-elevating purposes 3 References

When the vessel is fitted with legs for self-elevating pur-
pose, the additional service feature self-elevating is to be 3.1 Acronyms
assigned in accordance with Pt A, Ch 1, Sec 2, [4.9] and the
requirements of Ch 8, Sec 7 are to be complied with. 3.1.1 The following acronyms are used:
DAF : Dynamic amplification factor (see [3.2.1])
1.2 Scope MBL : Minimum breaking load (see [3.2.4])
RP : Rated line pull (see [3.2.6])
1.2.1 The present Chapter addresses the requirements regard-
ing the installations on the ship providing the lifting equip- SWL : Safe working load (see [3.2.7])
ment with auxiliary functions (power supply, communication WLL : Working load limit (see [3.2.9]).

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

• Part B • NR566
L ≥ 65 or 90 m (1)
• Ch 8, Sec 2 • Ch 8, Sec 2
Ship arrangement
• NR600 • NR566
L < 65 or 90 m (1)
• Ch 8, Sec 2 • Ch 8, Sec 2
• Part B • NR566
Stability
• Ch 8, Sec 3 • Ch 8, Sec 3
• Part B • Part B
L ≥ 65 or 90 m (1)
• Ch 8, Sec 4 • Ch 8, Sec 4
Structural assessment
• NR600 • NR600
L < 65 or 90 m (1)
• Ch 8, Sec 4 • Ch 8, Sec 4
• Part C • NR566
Machinery and systems
• Ch 8, Sec 5 • Ch 8, Sec 5
• Part C • NR566
Electrical installations and automation
• Ch 8, Sec 5 • Ch 8, Sec 5
Fire protection, detection and extinction • Part C • NR566
(1) Refer to the scope of application of NR600.
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT.
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

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Pt E, Ch 8, Sec 1

3.2 Definitions 4 Documents to be submitted

3.2.1 Dynamic amplification factor (DAF) 4.1 General

The dynamic amplification factor (DAF) is applied on the
4.1.1 The documents listed in Tab 2 are to be provided, as
static hook load to account for the effect of the external
a minimum.
forces due to vessel motions and accelerations, the self
motion of the lifting appliance, and the dynamic effects due
to lifting in water in case of subsea lifting. 4.2 Lifting equipment documentation

4.2.1 Operating manual

3.2.2 Geometrical limit
The operating manual is to contain the user documentation
The geometrical limit is the configuration of the lifting required by the technical standard the lifting equipment is
appliance for which the SWL is defined. complying to.

It is possible to specify several SWL corresponding to differ- In particular, the operating manual is to contain full infor-
mation concerning:
ent geometrical limits.
• the crane utilization chart, taking into account the sta-
3.2.3 Handling system bility and structural limitations for each relevant wind
and sea state
A handling system means any system intended to lifting or • all limitations during normal and emergency operations:
pulling of a load.
- maximum wind and sea state
3.2.4 Minimum breaking load (MBL) - maximum heel and trim
- design temperature
The minimum breaking load of chain, wire ropes and fibre
ropes are provided by the manufacturer in accordance with - braking systems
NR216 Marerails and Welding. • the description of the equipment
• the design technical standard
3.2.5 Nominal pulling load
• the mass and location of centre of gravity of the main
The nominal pulling load of a handling system is defined as components of the lifting equipment
the maximum load which may be pulled by the system in a • all safety devices, including overload protection system,
safe manner, in kN. when relevant

When the handling system is a lifting appliance, the nomi- • the description of the motion compensation system,
nal pulling load is equivalent to the Safe Working Load. when relevant
• the user instructions to operate, erect, dismantle and
3.2.6 Rated line pull (RP) transport the system
• the factory acceptance tests specification
The rated line pull (RP) of a winch is the maximum rope
tension, in kN, that the winch can haul at the relevant layer, • the inspection and testing programme of the equipment
in normal service condition, when the drum rotates at its when installed on-board
maximum service speed. • the testing specification of the emergency lowering sys-
tem for personnel transfer, when relevant
3.2.7 Safe working load (SWL) • the diagrams of electrical, hydraulic and pneumatic sys-
tems and equipment
The safe working load (SWL), in kN, is defined as the maxi-
mum static load which may be lifted vertically by the appli- • the materials used in construction, welding procedures
ance under normal use and within its geometrical limits. and extent of non-destructive testing
Note 1: The party applying for classification may also refer to the IMO
MODU Code Chapter 12 for the description of the manual content.
3.2.8 Static Load

The static load, in kN, corresponds to the sum of the static 4.2.2 Calculation notes
mass of the lifted cargo and its rigging, times the gravity Calculation notes including the items listed below are to be
acceleration. provided for information:
• loading conditions and design loads applied on the lift-
3.2.9 Working load limit (WLL) ing equipment
The working load limit (WLL), in kN, is defined as the maxi- • loads lowering in the foundations
mum load that a lifting accessory (loose gear) is certified to • structural assessment of the connecting bolts between
withstand under normal use and in a given configuration. the lifting equipment and its foundations.

162 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 8, Sec 1

Table 2 : Documents to be submitted

No. Documents to be submitted I/A (1)

1 Lifting operational restrictions (lifting diagram, limiting environmental conditions, …) I
Lifting appliance documentation:
2 • operating manual (see [4.2.1]) I
• calculation notes (see [4.2.2])
3 General arrangement of the ship showing the lifting equipment position during transit and lifting operations A
4 General arrangement of the lifting equipment showing the control stations I
Stability
5 Loading conditions during transit and lifting operations A
6 Trim and stability booklet as defined in Ch 8, Sec 3 A
Structural assessment
7 Structural arrangement showing the foundations of the lifting equipment and the hull structure reinforcements A
8 Scantlings and steel grades of the connecting bolts between the lifting equipment and its foundations I
9 Structural arrangement of the supporting and locking devices used for transit conditions A
10 Material specification of the foundations of the lifting equipment A
11 Cargo securing manual and lashing arrangement (2) A
12 Welding procedure, welding book of the foundation A
Machinery
13 Ballast system diagram when counter ballast is used A
14 Description of the hydraulic installations of the lifting equipment A
Electrical installations
15 General arrangement showing location of electrical installations of the lifting equipment I
Description of electrical arrangement principles, failure scenarios, redundancy principles, emergency arrangement,
16 I
etc.
17 Description of the power supply and control systems of the lifting equipment A
(1) A : For approval
I : For information.
(2) For mobile lifting appliance

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Pt E, Ch 8, Sec 2

SECTION 2 GENERAL ARRANGEMENT

1 General

1.1 Location of lifting appliances 1.2 Position of the crane during navigation

1.1.1 Lifting appliances should be so located and protected 1.2.1 When the lifting appliance is a crane, it is to be possi-
as to reduce to a minimum any danger to personnel, due ble and to secure it during transit.
regard being paid to moving parts or other hazards. Ade-
quate provisions should be made to facilitate cleaning,
inspection and maintenance.

164 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 8, Sec 3

SECTION 3 STABILITY AND SUBDIVISION

Symbols

LCG : Longitudinal centre of gravity ered exposed. In general, waters that are not exposed are
TCG : Transversal centre of gravity calm stretches of water, i.e. estuaries, roadsteads, bays,
lagoons; where the wind fetch is six nautical miles or less.
VCG : Vertical centre of gravity. Note 1: Wind fetch is an unobstructed horizontal distance over
which the wind can travel over water in a straight direction.
1 General
1.3 Loading conditions
1.1 Application
1.3.1 The stability criteria stated in this Section shall be satis-
fied for all loading conditions intended for lifting and with the
1.1.1 The provisions of this Section are to be applied to
hook load at the most unfavourable positions. For each loading
operations involving the lifting of the ship's own structures
or for lifts in which the maximum heeling moment due to condition, the weight and centre of gravity of the load being
lifted, the lifting appliance, and counter ballast, if any, should
the lift is greater than that given in the following:
be included. The most unfavourable position may be obtained
from the load chart and is chosen at the position where the
M L = 0, 67 ⋅ Δ ⋅ GM ⋅  ---
f
 B total of the transverse and vertical moment is the greatest.
Additional loading conditions corresponding to various boom
Where: positions and counter ballast with different filling level, if appli-
ML : Threshold value for the heeling moment, in t.m, cable, may need to be checked.
induced by the lifting equipment and load in the
lifting equipment.
1.3.2 In lifting operations involving a lifting appliance such
GM : Initial metacentric height, in m, with free surface as a crane, derrick, sheerlegs or any other similar lifting
correction, including the effect of the lifting device:
equipment and load in the lifting equipment. • the magnitude of the lifted load (PL) shall be the maxi-
f : Minimum freeboard, in m, measured from the mum allowed static load at a given outreach of the lift-
upper side of the weather deck to the waterline. ing appliance
B : Moulded breadth of the ship, in m. • the transverse distance (y) is the transverse distance
between the point at which the vertical load is applied
Δ : Displacement of the ship, including the lift load,
to the lifting appliance and the ship centreline in the
in t.
upright position
The stability criteria of this Section also apply to ships which • the vertical height of the load (KGload) is taken as the ver-
are engaged in lifting operations where no transverse heel- tical distance from the point at which the vertical load is
ing moment is induced and the increase of the ship's verti- applied to the lifting appliance to the baseline in the
cal centre of gravity (VCG) due to the lifted weight is greater upright position
than 1%.
• the change of centre of gravity of the lifting appliance(s)
The calculations are to be completed at the most unfavoura- need to be taken into account.
ble loading conditions for which the lifting equipment shall
be used. 1.3.3 In lifting operations not involving a lifting appliance
consisting of a crane, derrick, sheerlegs, a-frame or similar,
which involve lifting of fully or partially submerged objects
1.1.2 This Section provides additional stability criteria to be over rollers or strong points at or near a deck-level:
met during lifting operations in exposed or in non-exposed
• the magnitude of the lifted load (PL) shall be the winch
waters.
brake holding load
• the transverse distance (y) is the transverse distance
1.2 Definitions between the point at which the vertical load is applied to
the ship and the ship centreline in the upright position
1.2.1 Exposed/non-exposed waters
• the vertical height of the load (KGload) is taken as the ver-
For the purpose of this Section, waters that are not exposed tical distance from the point at which the vertical load is
are those where the environmental impact on the lifting applied to the ship to the baseline in the upright position.
operation is negligible. Otherwise, waters are to be consid-

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Pt E, Ch 8, Sec 3

1.3.4 Allowance is to be made for the anticipated type of n) the lifting appliance load, radius, boom angle limit table,
wire or rope on storage reels and wire on the winches when including identification of offlead and sidelead angle
calculating loading conditions. limits and slewing angle range limits and reference to
the ship's centreline.
1.4 Trim and stability booklet o) a table that relates the ship trim and heel to the load,
radius, slewing angle and limits, and the offlead and
1.4.1 Loading conditions reflecting the operational limita- sidelead limits.
tions of the ship, while engaged in lifting shall be included
p) procedures for calculating the offlead and sidelead
in the stability booklet.
angles and the ship VCG with the load applied.
Use of counter ballast, if applicable, shall be clearly docu-
q) if installed, data associated with a Load Moment Indica-
mented, and the adequacy of the ships stability in the event
tor system and metrics included in the system.
of the sudden loss of the hook load shall be demonstrated.
r) if lifting appliance (crane) offlead and sidelead deter-
mine the maximum ship equilibrium angle, the stability
1.4.2 The following information is to be included in the trim booklet should include a note identifying the lifting
and stability booklet in addition to the information required appliance as the stability limiting factor during lifting
in Part B, Chapter 3: operations.
a) Maximum heeling moment for each direction of s) information regarding the deployment of (stability) pon-
lift/inclination as a function of the counter-ballast heel- toons to assist a lifting operation, if fitted.
ing moment, if used, the draught, and vertical centre of The information listed above may be included in other ship
gravity. specific documentation on board the ship. In that case, a
b) Where fixed counter ballast is used the following infor- reference to these documents shall be included in the stabil-
mation shall be included: ity booklet.
• mass of the fixed counter ballast
• centre of gravity (LCG, TCG, VCG) of the fixed coun- 1.5 Model tests or direct calculations
ter ballast.
1.5.1 Model tests or direct calculations, performed in
c) Loading conditions over the range of draughts for which accordance with a methodology acceptable to the Society,
lifting operations may be conducted with the maximum that demonstrate the survivability of the ship after sudden
vertical load of the lift. Where applicable, righting lever loss of hook load, may be allowed as an alternative to com-
curves for both before and after load drop should be plying with the requirements of [2.3] or [3.2.3], provided
presented for each loading condition. that:
d) Limitations on cranes operation including permissible • the effects of wind and waves are taken into account,
heel angles. and
e) operational limitations, such as: • the maximum dynamic roll amplitude of the ship after
loss of load will not cause immersion of unprotected
• maximum safe working load (SWL)
openings.
• maximum radius of operation of all derricks and lift-
ing appliances
• maximum load moment 1.6 Operational procedures against
• environmental condition affecting the stability of the capsizing
ship.
1.6.1 Ships should avoid resonant roll conditions when
f) Instructions related to normal operations, including use engaged in lifting operations.
of counter-ballast.
g) Instructions such as ballasting/de-ballasting procedures
to righting the ship following an accidental load drop. 1.7 Guidance on wind force
h) identification of critical down-flooding openings. 1.7.1 The curves of wind heeling moments may be drawn
i) recommendations on the use of roll reduction systems. for wind forces calculated by the following formula:
j) drawing of the crane showing the weight and centre of F = 0,5 CS CH P V² A
gravity, including heel/trim limitations established by the where:
crane manufacturer. F : Wind force, in N
k) a crane load chart, with appropriate de-ratings for wave CS : Shape coefficient depending on the shape of the
height. structural member exposed to the wind (refer to
l) Load chart for lifting operations covering the range of Tab 1)
operational draughts related to lifting and including a CH : Height coefficient depending on the height
summary of the stability results. above sea level of the structural member
m) A crane specification manual provided by the manufac- exposed to wind (refer to Tab 2)
turer shall be submitted separately for information. P : Air specific mass (1,222 kg/m3)

166 Bureau Veritas - Rules for Steel Ships July 2021

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V : Wind speed, in m/s Table 2 : Height coefficient CH

A : Projected area of the exposed surface of the
structural member in either the upright or the Height above sea level, in m CH
heeled condition, in m2.
0 - 15,3 1,00
1.7.2 Wind forces are to be considered in the transversal 15,3 - 30,5 1,10
direction relative to the ship axis and the value of the wind
30,5 - 46,0 1,20
speed is to be taken as follows:
46,0 - 61,0 1,30
a) In general, a minimum wind speed of 10 m/s (20 knots)
is to be used for normal working conditions. 61,0 - 76,0 1,37

b) When the ship is limited in operation, the maximum 76,0 - 91,5 1,43
wind velocity is to be clearly stated in the crane utiliza- 91,5 - 106,5 1,48
tion manual. 106,5 - 122,0 1,52

1.7.3 In calculating the projected areas to the vertical 122,0 - 137,0 1,56
plane, the area of surfaces exposed to wind due to heel or 137,0 - 152,5 1,60
trim such as under decks surfaces, etc., are to be included
152,5 - 167,5 1,63
using the appropriate shape factor. Open truss work may be
approximated by taking 30% of the projected block area of 167,5 - 183,0 1,67
both the front and back section, i.e., 60% of the projected 183,0 - 198,0 1,70
area of one side. In the case of columns, the projected areas
198,0 - 213,5 1,72
of all columns is to be included.
213,5 - 228,5 1,75
1.7.4 The lever for the wind heeling moment is to be taken
228,5 - 244,0 1,77
vertically from the centre of the lateral resistance or, if avail-
able, the centre of hydrodynamic pressure, of the underwa- 244,0 - 259,0 1,79
ter body to the centre of pressure of the areas subject to above 259 1,80
wind loading. When the installation is fitted with dynamic
positioning system, the thrusters effect in [1.7.7] is to be
considered.
2 Intact stability

1.7.5 The curve of wind heeling moments may be assumed 2.1 General stability criteria
to vary as the cosine function of ship heel (see Fig 1).
2.1.1 The stability criteria included herein, or the criteria
1.7.6 Wind heeling moments derived from wind tunnel contained in [2.2], [2.3] or [3], as applicable, is to be satis-
tests on a representative model of the ship may be consid- fied for all loading conditions intended for lifting with the
ered as alternatives to the method given in [1.7.1] to lifting appliance and its load at the most unfavourable posi-
[1.7.5]. Such heeling moment determination is to include tions.
lift and drag effects at various applicable heel angles.
For the purpose of this Section, the lifting appliance, its
1.7.7 Thrusters effect load(s) and their centre of gravity (COG) should be included
in the displacement and centre of gravity of the ship, in
When deemed necessary, for ships on which dynamic posi-
which case no external heeling moment/heeling lever is
tioning is installed, the thrusters negative effect on stability
applied.
is to be taken into account.
2.1.2 For the loading conditions stated in [1.3], the follow-
Table 1 : Shape coefficient Cs ing intact stability criteria are to be complied with:

Shape CS a) the equilibrium heeling angle ϕ1 shall not be greater

than the maximum static heeling angle for which the
Spherical 0,40
lifting device is designed and which has been consid-
Cylindrical 0,50 ered in the approval of the loading gear.
Large flat surface (hull, deckhouse, smooth 1,00
b) during lifting operations in non-exposed waters, the
underdeck areas)
minimum distance between the water level and the
Drilling derrick 1,25 highest continuous deck enclosing the watertight hull,
Wires 1,20 taking into account trim and heel at any position along
the length of the ship, shall not be less than 0,50 m.
Exposed beams and girders under deck 1,30
Small parts 1,40 c) during lifting operations in exposed waters, the residual
freeboard shall not be less than 1,00 m or 75% of the
Isolated shapes (crane, beam, etc.) 1,50
highest significant wave height HS, in (m), encountered
Clustered deckhouses or similar structures 1,10 during the operation, whichever is greater.

July 2021 Bureau Veritas - Rules for Steel Ships 167

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2.2 Lifting operations conducted under envi- 2.3 Intact stability criteria in the event of
ronmental and operational limitations sudden loss of the lifted load
2.2.1 For lifting conditions carried out within clearly 2.3.1 A ship engaged in a lifting operation and using coun-
defined limitations set forth in a), the intact criteria set forth ter ballasting should be able to withstand the sudden loss of
in b) may be applied instead of the criteria included in [2.1]: the hook load, considering the most unfavourable point at
a) The limits of the environmental conditions should spec- which the hook load may be applied to the ship (i.e. largest
ify at least the following: heeling moment).
• the maximum significant wave height In this case, the following intact stability criteria are to be
• the maximum wind speed (1 minute sustained at 10 complied with in addition to those in [2.1] and [2.2].
m above sea level), see guidance in [1.7]
2.3.2 For this purpose, the area on the side of the ship
The limits of the operational conditions should specify at
opposite to the lift (Area 2) is to be greater than the residual
least the following:
area on the side of the lift (Area 1), as shown in Fig 2, by an
• the maximum duration of the lift amount given by the following:
• limitations in ship speed • Area 2 > 1,4 × Area 1, for lifting operations in waters
• limitations in traffic/traffic control that are exposed
b) The following stability criteria apply with the lifted load • Area 2 > 1,0 × Area 1, for lifting operations in waters
is at the most unfavourable position: that are not exposed
• the corner of the highest continuous deck enclosing Where:
the watertight hull shall not be submerged
GZ1 : Net righting lever (GZ) curve for the condition
• A RL ≥ 1, 40 × A HL
before loss of crane load, corrected for crane
Where: heeling moment and for the righting moment
ARL : The area under the net righting lever provided by the counter ballast if applicable.
curve, corrected for crane heeling GZ2 : Net righting lever (GZ) curve for the condition
moment and for the righting moment after loss of crane load, corrected for the trans-
provided by the counter ballast, if appli- verse moment provided by the counter ballast if
cable, extending from the angle ϕ1 to the applicable.
angle ϕ2, see Fig 1
ϕe2 : The angle of static equilibrium after loss of crane
AHL : The area below the wind heeling lever load.
curve due to the wind force applied to
the ship at the maximum wind speed ϕf : The angle of down-flooding or the heel angle
specified in a), see Fig 1 corresponding to the second intersection
between heeling and righting arm curves,
ϕ1 : Equilibrium heeling angle
whichever is less.
ϕ2 : The lesser between the angle of down
The term “net righting lever” means that the calculation of
flooding (ϕF), the angle of vanishing sta-
the GZ curve includes the ship's true transverse centre of
bility (ϕR), and the second intersection
gravity as function of the angle of heel.
of the righting lever curve with the wind
heeling lever curve. Note 1: When, after the loss of the lifted load, the ship still heels to
the same side, there is no need to comply with above criteria.
c) The area under the net righting lever curve from the
equilibrium heel angle, ϕ1, to the down flooding angle,
ϕF, or 20°, whichever is less, shall be at least 0,03 m rad. Figure 2 : Righting moment curve after sudden
loss of load
Figure 1 : Intact criteria under Environmental and
Moment

Operational limitations
Righting GZ2
moment
Moment

Wind heeling Downflooding

moment angle
GZ1
A1
Second
intercept f A2

Angle of inclination

e2
1 2 R Angle of
inclination
ARL AHL

168 Bureau Veritas - Rules for Steel Ships July 2021

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3 Intact stability - alternative method 3.2.3 For application of the criteria contained in [2.3]
involving the sudden loss of load of the lift in which coun-
ter-ballast is used, the heeling levers that include the coun-
3.1 General ter-ballast should be calculated using the following formulae
(see Fig 3):
3.1.1 The criteria in this Article may be applied to a ship
engaged in a lifting operation, as an alternative to the crite- ( P L ⋅ y – CBM )
CHL 1 = ------------------------------------
- cos ϕ
ria in [2.1] to [2.3], as applicable. Δ
For the purpose of this section and the alternative stability CBM ⋅ cos ϕ
CBHL 2 = -------------------------------
criteria set out in [3.2], the lifted load which causes the ship Δ – PL
to heel is translated for the purpose of stability calculation Where:
to a heeling moment/heeling lever which is applied on the
CBM : the heeling moment, in t.m, due to the counter-
righting lever curve of the ship.
ballast
CHL1 : combined heeling lever, in m, due to the load of
3.1.2 The heeling moment applied to the ship due to a lift the lift and the counter-ballast heeling moment
and the associated heeling lever should be calculated using at the displacement corresponding to the ship
the following formulae: with the load of the lift
HM ϕ = P L ⋅ y ⋅ cos ϕ CBHL2 : heeling lever, in m, due to the counter-ballast
heeling moment at the displacement corre-
HL ϕ = HM ϕ ⁄ Δ sponding to the ship without the load of the lift.
where: For this purpose, the area on the side of the ship opposite
HMϕ : heeling moment, in t.m, due to the lift at ϕ from the lift (Area 2) in Fig 3 should be greater than the
residual area on the side of the lift (Area 1) by an amount
PL : vertical load, in t, of the lift, as defined in [1.4.2]
given by the following:
y : transverse distance, in m, of the lift, metres, as Area 2 − Area 1 > K
defined in [1.4.2]
where
ϕ : angle of heel
• K = 0,037 m.rad, for a lifting operation in waters that are
HLϕ : heeling lever, in m, due to the lift at ϕ exposed, and
Δ : displacement, in t, of the ship with the load of • K = 0,0 m.rad, for a lifting operation in waters that are
the lift. not exposed.

Figure 3 : Alternative criteria - sudden loss of load

3.2 Alternative stability criteria
Righting arm

GZ2
3.2.1 The equilibrium heel angle ϕe referred to in this Arti- GZ(1)
cle means the angle of first intersection between the righting GZ(2)
f
lever curve and the heeling lever curve.
A1
CHL1
3.2.2 During the lifting operation, the following stability cri-
teria apply:
A2 Angle of heel
a) the residual righting area below the righting lever and
CBHL2
above the heeling lever curve between ϕe and the lesser
of 40° or the angle of the maximum residual righting
lever should not be less than: Angle of static equilibrium
due to the combined hook
load and counterballast
• 0,080 m rad, if lifting operations are performed in heeling moments
waters that are exposed, or
• 0,053 m rad, if lifting operations are performed in
waters that are not exposed. 4 Additional intact stability criteria for
b) in addition, the equilibrium angle is to be limited to the crane overload test
lesser of the following:
• 10 degrees 4.1 General
• the angle of immersion of the highest continuous 4.1.1 Intact stability check during crane overload testing
deck enclosing the watertight hull may be deemed necessary.
• the lifting appliance allowable value of trim/heel As guidance, ships which have onboard cranes of signifi-
(data to be derived from sidelead and offlead allow- cant size compared to the ship general particulars or/and in
able values obtained from manufacturer). case the intact stability particulars during normal crane
operations are deemed marginal, the residual intact stability

July 2021 Bureau Veritas - Rules for Steel Ships 169

Pt E, Ch 8, Sec 3

during crane overload test is to be checked and is in princi- 5.3 Extent of damage
ple not to be less than that required by [2.1] and [2.3] as
applicable. 5.3.1 The following extent of damage is to be assumed to
occur between effective watertight bulkheads:
a) vertical extent: from the baseline upwards without limit
5 Alternative damage stability for
b) horizontal penetration measured inboard from the side
lifting operations for ships where of the ship perpendicularly to the centre line at the sum-
additional class notation SDS is mer load waterline level: 1,5 m.
assigned
5.3.2 The distance between effective watertight bulkheads
or their nearest stepped portions which are positioned
5.1 Application within the assumed extent of horizontal penetration are not
to be less than 3 m; where there is a lesser distance, one or
5.1.1 The damage stability criteria specified in this Article more of the adjacent bulkheads are to be disregarded.
may apply to ships operating within a field such as a wind-
farm and within the limiting conditions as defined in 5.3.3 Where damage of a lesser extent than defined in
[5.1.2], in lieu of the damage stability criteria applicable as [5.3.1] results in a more severe condition, such lesser extent
per Pt B, Ch 3, Sec 3, subject to Society agreement. is to be assumed.

5.1.2 These alternative damage stability criteria may be

applied when the following conditions are satisfied: 5.3.4 All piping, ventilation systems, trunks, etc., within the
extent of damage referred to in [5.3.1] are to be assumed to
• the ship is operating in an area subject to fully con- be damaged. Positive means of closure are to be provided at
trolled traffic (e.g. wind farm) watertight boundaries to prevent the progressive flooding of
other spaces which are not managed.
• maximum wave significant height and wind speed is
limited
5.4 Alternative damage stability criteria
5.2 Data to be submitted
5.4.1 The following stability criteria in the final stage of
flooding are to be complied with:
5.2.1 The following data are to be submitted:
• The final waterline is to be below the lower edge of any
• limits of the environmental conditions: opening through which progressive flooding may occur.
• The equilibrium heeling angle is to be less than 15
• the maximum significant wave height degrees, or 17 degrees if no deck immersion occurs
• the maximum wind speed (1 minute sustained at 10 • the righting lever curve is to have a range of positive sta-
m above sea level) bility of at least 16° and the GZ max is not to be less
than 0.12 m within this range
• limits of the operational conditions:
• unprotected openings are not to become immersed
• the maximum duration of the lift within the prescribed minimum range of positive stabil-
ity unless the space in question has been included as a
• limitations in ship speed floodable space in calculations for damage stability.
• limitations in traffic/traffic control

170 Bureau Veritas - Rules for Steel Ships July 2021

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SECTION 4 STRUCTURAL ASSESSMENT

1 General 3.1.2 The foundations means the structural elements per-

manently connected by welding to the hull (for instance
crane pedestals, masts, derrick seatings, etc...) to the exclu-
1.1 Application sion of the cranes themselves, derrick booms, ropes, rigging
accessories, slewing rings and, generally, any dismountable
1.1.1 This Section provides requirements for the structural
parts.
assessment of the foundations of the lifting equipment, the
devices for stowage during transit and the connecting bolts
between the lifting equipment and the foundations. 3.2 Crane pedestal
1.1.2 In addition, when the lifting operations are inducing 3.2.1 In general, crane pedestal is to be continuous through
significant hull girder stresses, the hull girder loads due to the deck.
the lifting operations are to be considered in the hull scant-
ling verification, as specified in Article [2]. In this case, the pedestal is to be checked against through
thickness stress in accordance with Pt B, Ch 4, Sec 1, [2.7].
2 Hull girder strength

2.1 Principles 3.2.2 If the pedestal is interrupted on deck, the continuous

deck plate is to be made of grade Z steel quality in way of
2.1.1 The hull girder strength is to be checked in accord- the crane pedestal.
ance with Pt B, Ch 6, Sec 2 with the loads due to lifting
operations defined in [2.3].
3.3 Mobile lifting equipment

2.2 Hull framing 3.3.1 When the lifting equipment is fastened on deck with
a lashing arrangement, the description of the sea fastening
2.2.1 In general, ships performing lifting operations are to is to be submitted.
be longitudinally framed.
3.3.2 A cargo securing manual, as defined in NI 429,
Guidelines for the Preparation of the Cargo Securing Man-
2.3 Hull girder loads ual, is to be submitted.

2.3.1 Still water loads

3.4 Devices for equipment stowage
The still water bending moment and shear forces due to lift-
ing operations are to be added to the moment and shear
3.4.1 The structure of the locking device used for the stow-
forces due to the ship weight distribution.
age of the lifting equipment during transit is to comply with
the relevant provisions of Part B.
2.3.2 Wave loads
The wave hull girder loads are to be considered with the Environmental loads during transit are to be considered.
environmental conditions corresponding to the operational
limitations of the lifting equipment, as defined in [5.4.3]. 3.4.2 The hull is to be strengthened in way of the crane
stowage device.
2.3.3 Torsional moment
When deemed necessary, the hull girder strength is to be
3.5 Connecting bolts
checked against still water torsional moments induced by
lifting operations.
3.5.1 The arrangement and scantling of the connecting
bolts between the lifting equipment and the foundations are
3 Structural design principles to comply with a recognized standard.

3.1 General 3.5.2 The manufacture, steel grades and installation of

bolts and nuts used for the connection of the lifting equip-
3.1.1 The foundations of the lifting equipment are consid- ment on the foundation are to comply with a recognized
ered as integral part of hull. standard.

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4 Materials and welding b) ship motions and accelerations.

The dynamic amplification factors are to be based on the
4.1 Structural category and steel grades for technical standard used for the certification of the lifting
the foundations of the lifting equipment equipment.
Additional requirements applicable to subsea lifting are to
4.1.1 The steel grade of the structural elements of the foun- be complied with, when relevant.
dation is to comply with Pt B, Ch 4, Sec 1, taking into
account the structural categories given in Tab 1. 5.2.4 Boom configuration
The design loads are to be applied at the most unfavourable
Table 1 : Guidance for structural categories positions of the crane boom within the geometrical limits of
the crane utilisation chart.
Category / Class Structural elements
Secondary / Class I crane resting support 5.3 Environmental loads
Primary / Class II crane pedestal and its foundation 5.3.1 The environmental loads include:
insert plate of deck plating in way of • wind loads acting on the crane and the lifted cargo, as
Special / Class III
crane pedestal specified in [5.3.2]
• the ship acceleration and motion corresponding to the
4.2 Welding allowable sea state for a given operation (DAF) as
defined in [5.2.3]
4.2.1 As a rule, full penetration welding is to be provided
between crane pedestal and deck plate. • the hull girder wave loads corresponding to the allowa-
ble sea state for a given operational limitation, as speci-
fied in [5.4.3].

5 Design loads 5.3.2 Wind loads

The wind velocity to consider for structural assessment of
5.1 General the foundation are given in Tab 2.
Note 1: the design wind velocity corresponds to an average veloc-
5.1.1 The design loads defined in [5.2] to [5.4] are to be ity over 1 minute and taken at 10 m above sea level.
provided by the interested party. The wind loads acting on the lifted cargo are also to be con-
sidered.
5.2 Lifting loads
Table 2 : Wind velocity
5.2.1 Vertical loads
As a minimum, the following vertical loads, referring to the Condition of operation Wind velocity
coordinate system of the ship, are to be considered: 51,5 m/s
Transit
• the maximum static load equal to the Safe Working
Load (SWL) in calm sea, within the geometrical limits of 20 m/s or from lifting equipment
the crane utilisation chart operating manual, whichever is
Operating
the greatest
• the maximum dynamic hoisting loads equal to the max-
imum Dynamic Amplification Factor (DAF) times the
SWL associated with the most severe sea state allowed, 5.4 Hull girder stress
within the geometrical limits of the crane utilisation
chart 5.4.1 General
• the maximum holding load corresponding to either the The stresses in the longitudinal members of the lifting
maximum brake capacity or the overload release value equipment foundations due to hull girder loads are to be
Note 1: The foundation of the lifting equipment is to withstand the considered.
design overload value referred to in the rules for certification
applicable to the lifting equipment. 5.4.2 Still water loads
• the overload test value of the lifting equipment. The still water hull girder loads corresponding to the lifting
operations considered are to be evaluated.
5.2.2 Horizontal loads
Horizontal loads, referring to the coordinate system of the 5.4.3 Wave loads
ship, due to lifting operations are to be accounted for in the The wave hull girder loads corresponding to the maximum
structural assessment of the foundation. sea state defined in the operational limitations of the lifting
equipment are to be obtained through an hydrodynamic
5.2.3 Dynamic amplification factor analysis.
Dynamic amplification factors are applied on static loads to When an hydrodynamic analysis is not performed, the hull
account for the effect of: girder stresses are to be evaluated through assumptions to
a) lifting equipment self-motions be defined in agreement with the Society.

172 Bureau Veritas - Rules for Steel Ships July 2021

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Table 3 : Guidance for the design loading conditions

Design loads Basic allowable

Loading condition Load case Environmental load
hoisting load Hull girder loads stress factor (1)

Transit Design none still water + wave extreme situation (2)

Operating - static Static SWL still water only none α = 0,6
Operating - dynamic Design SWL x DAF still water + wave operating conditions α = 0,8
Accidental situation Accidental Maximum holding load still water + wave accidental situation α = 1,0
Testing condition Testing Overload test still water only none α = 0,9
(1) Factor α is given in this Table as an indication of safety level for each design loading condition.
(2) Structural assessment is to comply with Part B, Chapter 7.

6 Loading conditions 7 Allowable stress

6.1 General 7.1 General

6.1.1 The loading conditions and associated design loads 7.1.1 For lifting conditions, the foundations of the lifting
to be considered for the calculation of the foundations are equipment are to comply with allowable stress criteria
given in Tab 3 for guidance purpose. defined in the present Article.

6.2 Load cases

6.2.1 The foundations of the lifting appliance and the stow- 7.1.2 Allowable stress for transit conditions are to be taken
age device are to be designed for at least the load cases as per the rules applicable to the hull in Part B.
defined in [6.2.2] to [6.2.5].
7.2 Criteria

6.2.2 Load cases 1 “static” (still water) 7.2.1 The equivalent stress σc is not to exceed the allowa-
These load cases refer to the most unfavourable combina- ble stress σa, for the loading condition considered, accord-
tions of the fixed and operational loads. ing to the following formula:
The most severe arrangement of operational loads, in par- σc ≤ σa
ticular with respect to moving equipment and dynamic
operational loads, is to be considered. where:

For these load cases no environmental load is taken into σa : Allowable stress, given by:
account. σa = 1,1 α Rf
6.2.3 Load cases 2 “design” (with environment) α : Basic allowable stress factor defined in [7.3].
These load cases refer to the most unfavourable combina- Rf : Material reference stress defined in [7.4]
tions of the fixed, operational and environmental loads,
including: σc : Equivalent stress defined in [7.5].
• the extreme (severe storm) environmental loads with
7.2.2 When the stresses are obtained through a fine mesh
fixed and associated operational loads
Finite Element Model, the Society may give consideration to
• environmental loads specified by the Operating Manual small hot spot areas not satisfying above stress criteria, pro-
as constituting limits for a condition of operation of the viding that the following criteria are fulfilled:
unit or for the operation of a particular equipment or
• The Von Mises stress σVM at the centroid of elements of a
system, with corresponding fixed and operational loads.
peak stress region of no more than 2t x 2t, with t being
6.2.4 Load cases 3 “accidental” the thickness of the elements, is to comply with the fol-
lowing criteria:
The accidental loads are to be combined with the fixed,
operational and associated environmental loads corre- σVM ≤ 1,3 α Rf
sponding to the nature of each accidental load.
• outside the peak stress region of 2t x 2t, the Von Mises
6.2.5 Load cases 4 “testing” stress is to comply with [7.2.1]
Testing loads are to be considered for the design of structures • a plastic stress redistribution should be demonstrated to
being tested and of the structures supporting the items to be the satisfaction of the Society or obvious from engineer-
tested, and also, as necessary, for design of overall structure. ing judgement.

July 2021 Bureau Veritas - Rules for Steel Ships 173

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7.3 Basic allowable stress factor • the Von Mises equivalent stress, obtained from the fol-
lowing formula:
7.3.1 The basic allowable stress factor α is to be taken as
2 2 2
follows: σ VM = σ 1 + σ 2 – σ 1 σ 2 + 3τ 12
a) In general:
The stresses in the element under study, include the effects
• for load case 1 (“static”): ........................... α = 0,6 of both overall and local loads.
• for load case 2 (“design”): ......................... α = 0,8
• for load case 3 (“accidental”): ................... α = 1,0 8 Buckling
b) For specific calculations:
• for load case 4 (“testing”): ......................... α = 0,9 8.1 General
Note 1: The definitions of the above load cases are provided in
[6.2]. 8.1.1 As possible, the risk of instability (buckling) of struc-
tural elements is to be avoided or minimised by adequate
structural arrangement (e.g. by avoiding large unstiffened
7.4 Material strength
panels or members with high slenderness, by the proper ori-
7.4.1 The reference stress of material, Rf, is defined by: entation of stiffeners with respect to direction of compres-
sive stresses, etc.) and by detailing (e.g. by providing lateral
restraint by tripping brackets, or additional members).
R f = min R eG , ---------
R
 1, 2 
8.1.2 The buckling strength of structural elements is to be
where:
ascertained considering the most unfavourable combina-
ReG : Minimum specified yield stress of the material tions of loads likely to occur, with respect to possible modes
R : Tensile strength of the material. of failure.

7.4.2 For hull steels, as defined in NR216 Materials and 8.1.3 For unstiffened or ring-stiffened cylindrical shells,
Welding, Rf is equal to the minimum specified yield both local buckling and overall buckling modes are to be
strength of steel. considered for buckling strength assessment.

7.4.3 For light alloy materials (aluminium), when used in non- 8.1.4 For stiffened panels, buckling check is to be per-
welded constructions, Rf is to be defined taking into account formed in accordance with NI615 Buckling Assessment of
the material properties in the specified condition of delivery. Plated Structures.
For welded aluminium, Rf is to be taken based on ReG in the
The buckling of tubular members is to be checked accord-
annealed condition (refer to NR216 Materials and Welding).
ing to recognized codes or standards.

7.5 Equivalent stress

8.2 Buckling strength criteria
7.5.1 For uniaxial stress condition (e.g. obtained by beam
calculation), the following stress components are to be cal- 8.2.1 The buckling strength of structural elements is to be
culated: ascertained for the effect of stresses resulting from:
• the normal stress σ1 in the direction of the beam axis • compression induced by axial loads
• the shear stress τ12 in the direction of the local loads • compression induced by bending in flanges and web of
applied to the beam members
• the Von Mises equivalent stress, obtained from the fol- • shear
lowing formula:
• external pressure
2 2
σ VM = σ 1 + 3τ 12
• localised compression loads.
Above stresses are the result of the addition of overall
stresses and grillage stresses. 8.2.2 The buckling capacity of structural elements for each
failure mode is to be evaluated following recognised tech-
7.5.2 For biaxial stress condition (e.g. obtained by finite niques, taking into account:
element calculation with plate elements), the following • potential overall and local failure mode(s)
stress components are to be calculated at the centroid of the
mid-plane layer of each element: • due allowance for the manufacturing and/or construc-
tion tolerances and residual stresses
• the normal stresses σ1 and σ2 in the directions of the ele-
ment co-ordinate system axes • interaction of buckling with yielding
• the shear stress τ12 with respect to the element co-ordi- • when relevant, the interaction between overall and
nate system axes local buckling.

174 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 8, Sec 4

8.2.3 A structural element is considered to have an accept- 9 Fatigue

able buckling capacity if its buckling utilisation factor η sat-
isfies the following criterion:
9.1 General
η ≤ ηALL
9.1.1 Structural details located between the connection
with: flange with the lifting equipment and the strength deck are
to be checked in accordance with NI611 Guidelines for
ηALL = α
fatigue assessment of steel ships and offshore units.
α : Basic allowable stress factor defined in [7.3.1].
9.1.2 The justification of the long term distribution of fluc-
The buckling utilisation factor η of the structural member is tuating stress is to be provided.
defined as the highest value of the ratio between the Note 1: In the absence of data on loading conditions, assumptions
applied loads and the corresponding ultimate capacity or may be taken from a recognized standard, e.g. API SPEC 2C Speci-
buckling strength obtained for the different buckling modes. fication for Offshore Pedestal-mounted Cranes.

July 2021 Bureau Veritas - Rules for Steel Ships 175

Pt E, Ch 8, Sec 5

SECTION 5 MACHINERY AND SYSTEMS

1 General 3 Power supply

1.1 Essential service 3.1 General

3.1.1 When the ship main power plant is used to supply

1.1.1 Electrical installations related to the lifting equipment
the lifting equipment, it shall have sufficient power to run
are to be considered as essential services according to Part C, simultaneously:
Chapter 2.
• the lifting equipment at its maximum rated load and
nominal hook velocity
1.2 Hazardous areas • the essential services

1.2.1 As far as practicable, electrical installations intended • the dynamic positioning system, when relevant
for the lifting equipment should not be located in hazardous • the ballast system, when relevant.
areas.

1.2.2 Where, due to the operational requirements, some elec- 3.1.2 The description of the power supply is to be submitted.
trical equipment is located in hazardous areas zone 1 or zone
2, it has to comply with the requirements for such equipment
4 Lifting equipment controls
in hazardous areas, as defined in Pt C, Ch 2, Sec 1.

4.1 General
2 Position keeping
4.1.1 The commands on the lifting equipment operating
position are to comply with NR526 or another recognized
2.1 General standard.

2.1.1 Vessels granted with the service notation lifting are to

4.2 Overload prevention
be able to safely maintain their position during lifting opera-
tions. This may be achieved with a passive mooring or a 4.2.1 Each lifting appliance should be fitted, to the satisfac-
dynamic positioning system in accordance with [2.2]. tion of the Society, with a safety device to give the operator a
continuous indication of hook load and rated load for each
radius. The indicator should give a clear and continuous
2.2 Dynamic positioning
warning when approaching the rated capacity of the crane.

2.2.1 When the unit is fitted with a dynamic positioning

system, it may be assigned the additional class notation
DYNAPOS defined in Part A of the classification rules used 4.3 Emergency system
for the supporting unit.
4.3.1 Emergency lowering system and emergency stops are
In this case, lifting units are to be granted with the addi- to comply with the requirements of the NR526 Certification
tional class notation DYNAPOS AM/AT, completed by one of lifting appliances onboard ships and offshore units, or
of the following symbols: another recognized standard.

• R, when the dynamic positioning is provided with

4.4 Communication means
redundancy means. In this case, IMO class 2 equipment
is to be used. 4.4.1 The communication system is to be arranged for
direct 2-way communication between the lifting equipment
• RS, when, in addition to symbol R, the redundancy is
operating position and:
achieved using two systems or alternative means of per-
forming a function physically separated. In this case, • the bridge or command centre of the supporting unit
IMO class 3 equipment is to be used. • the dynamic positioning control stand.

176 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 8, Sec 6

SECTION 6 INITIAL INSPECTION AND TESTING

1 General 2 Onboard testing

1.1 Application 2.1 Lifting installations

1.1.1 The present Section provides requirements for inspec- 2.1.1 Before putting into service, the inspection and testing
tion and testing of the lifting installations when first installed of the lifting equipment is to include, as a minimum:
onboard or after re-installation.
a) Verification of the presence onboard of the operating
1.1.2 The inspection and testing requirements of the pres- manual as defined in Ch 8, Sec 1.
ent Section are provided as a minimum and in addition to b) Inspection of the structural arrangement and scantling of
the requirements of the rules or standards referred to in the the foundations of the lifting equipment
lifting equipment certificate.
c) General examination of the electrical cabling
Any additional testing may be required to the satisfaction of
the attending Surveyor. d) Functional testing of the main and alternative two-way
communication system at the lifting operating position.
e) Testing of the hydraulic installations
1.1.3 These tests are to be conducted according to an
f) Load tests in accordance with the rules and standards
inspection and testing specification which is to be submit-
referred to in the lifting equipment certificate:
ted to the Society by the interested party.
The Society is to be duly informed of the time and place of • Functional tests
the commissioning tests of the lifting equipment. • Overload tests.

1.1.4 The specification of the commissioning tests of the 2.1.2 As a rule, all the connections between the supporting
lifting equipment should be approved by the certifying unit and the lifting equipment are to be presented for exam-
authority of the equipment. ination by the Surveyor.

July 2021 Bureau Veritas - Rules for Steel Ships 177

Pt E, Ch 8, Sec 7

SECTION 7 SELF-ELEVATING SHIPS

1 General 1.2.3 The attention is drawn to certain national or interna-

tional regulations that may be required by the Administration.
Note 1: e.g. IMO MODU Code (IMO Resolution A.1023(26) -
1.1 Application
Code for the construction and equipment of mobile offshore drill-
1.1.1 The present Section is applicable to ships or barges ing unit) applicable to self-elevating units.
fitted with legs and capable of being lowered to the sea bed
and of raising the hull above the sea level, hereafter defined 2 Classification principles
as self-elevating ships (see [3.1]).
The present Section addresses the requirements regarding 2.1 Classification limits
structural assessment of the hull in elevated position, the
elevating system and the specific fire safety features. 2.1.1 Site conditions
It is incumbent to the owner or operator:
1.1.2 Self-elevating ships complying with the requirements of • to perform the necessary investigations, including envi-
this Section are eligible for the assignment of the additional ronmental and geotechnical surveys, prior to operating
service feature self elevating to complete the service notations the unit at a given site
assigned to the ship as defined in Pt A, Ch 1, Sec 2, [4.9].
• to ascertain that the actual conditions met at the contem-
1.1.3 The Party applying for classification is to provide the plated operating site remain on the safety side when com-
most unfavourable environmental conditions for which the pared to the design data and assumptions (particularly
self-elevating ship is designed, as stipulated in [6]. These those listed in the design criteria statement, as defined in
conditions are to be reported in the Design Criteria State- [2.2]). Such site assessment is not part of the classification.
ment defined in [2.2].
Classification does not cover the following items:
All changes of the stipulated environmental conditions are
• assessment of sea bottom conditions and geotechnical
to be submitted to the examination of the Society and the
investigations
design criteria statement may be modified accordingly after
approval of the design for the new conditions and, if appli- • prediction of footing penetration during preloading
cable, execution of the necessary reinforcements. • the stability of the foundation after preloading
• assessment of the possible sea floor movement.
1.2 Applicable rules and regulations
2.1.2 Operating procedures
1.2.1 In addition to the requirements that ships are to com- Classification does not cover the procedures to be used for the
ply with for granting a service notation defined in Pt A, Ch unit positioning, leg jacking (lowering or elevating), preload-
1, Sec 2, [4.9], ships assigned with the additional service ing, jetting and other procedures related to operations.
feature self elevating are to comply with:
It is the responsibility of the owner operator to ascertain that
• the requirements for hull structure listed in [1.2.2], tak- the said procedures and their implementation satisfy the design
ing into account the specific structural requirements for criteria of the ship and the design of the related equipment.
elevated position
• the requirements for machinery, electrical installations, 2.2 Design criteria statement
and automation listed in [1.2.2], taking into account the
specific requirements for jacking system 2.2.1 Classification is based upon the design data or
• the requirements for fire safety listed in Article [9]. assumptions specified by the party applying for classification
in accordance with [1.1.3].
1.2.2 Self-elevating ships are to comply with the relevant A design criteria statement is to list the service(s) performed
requirements of NR534, as specified in: by the ship and the design conditions and other assump-
• Article [5] for structure design principles tions on the basis of which class is assigned.
• Article [6] for design and environmental conditions The design criteria statement is issued by the Society, based on
• Article [7] for structural analysis, in elevated position the information provided by the party applying for classification.
(see [7.1]) or transit and installations conditions (see The design criteria statement is to be incorporated in the
[7.2]) operating manual (see [4.2]).
• Article [8] for jacking system
2.2.2 The description of the most unfavourable environ-
• Article [10] for construction survey.
mental conditions for which the ship is designed to operate
Note 1: NR534 Rules for the classification of self elevating units - in elevated position, as defined in [1.1.3] is to be included
jackups and liftboats, as amended. in the design criteria statement as per Article [6].

178 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 8, Sec 7

Figure 1 : Self-elevating ship

Bracings

Chord

Leg length
reserve

Jackhouse

Hull

Wave crest
Storm surge clearance
Air gap
Crest
elevation
Maximum Still Water Level (SWL)
Highest Astronomical Tide (HAT)
Mean Water Level (MWL)
Lowest Astronomical Tide (LAT)

Leg

Sea bed

Leg penetration Spudcan

3 Definitions • transit mode: the ship moves from one location to

another within the appropriate limits the ship is
designed to
3.1 Self-elevating ship
• installation mode: period when the ship is firstly lower-
3.1.1 A self-elevating ship is a ship or a barge fitted with ing legs to the sea bed, secondly elevating hull at the
legs and capable of being lowered to the sea bed and of required elevation above the sea level, and then
raising the hull above the sea level (see Fig 1). preloading the legs to the extreme loading
• retrieval mode: period when the ship is lowering the
The legs may be:
hull and then elevating legs to be ready for transit mode.
• of a shell or truss type

• equipped with a lower mat, a spudcan, a gravity-based 3.3 Water levels, crest elevation and water
structure or with footings designed to penetrate the sea depth
bed
3.3.1 The reference water levels and crest elevation are
• vertical or slanted. defined as follows in the present Section (see Fig 1):
• mean water level (MWL): mean level between the high-
3.2 Modes of operation est astronomical tide (HAT) and the lowest astronomical
tide (LAT)
3.2.1 A self-elevating ship is designed to resist to the loads
• astronomical tidal range: range between the highest
occurring during working, survival, transit, installation and
astronomical tide (HAT) and the lowest astronomical
retrieval modes:
tide (LAT)
• working mode: the ship is on location, supported on the • maximum still water level (SWL): level at the highest
sea bed to operate, and combined environmental and astronomical tide (HAT) including storm surge
operational loading are within the appropriate design
• crest elevation: height of wave crest above the SWL.
limits established for such operations
• survival mode: the ship is on location, supported on the 3.3.2 Except otherwise specified, the reference water depth
sea bed and may be subjected to the most severe envi- to be considered is the distance between the sea bed and
ronmental loading for which it is designed the SWL.

July 2021 Bureau Veritas - Rules for Steel Ships 179

Pt E, Ch 8, Sec 7

3.4 Configuration of a self-elevating unit in 4 Documents to be submitted

elevated position
4.1 General
3.4.1 The configuration of a self-elevating ship in elevated
position is to be defined based on the site data associated 4.1.1 Documents listed in Tab 1 are to be submitted for
with the ship's services, as specified in accordance with approval or information.
[1.1.3].
4.2 Operating manual
3.4.2 The configuration is defined with the following
parameters (see Fig 1): 4.2.1 An operating manual, including instructions regard-
• leg penetration length: the leg penetration length is the ing the safe operation of the ship and of the elevating sys-
maximum leg penetration into the sea bed, including tems is to be placed on board.
the spudcan if any The operating manual is to be, at all times, made available to
all concerned. A copy of the operating manual is to be retained
• leg length reserve: the leg length reserve is the reserve ashore by the owner of the ship or by his representatives.
above the upper guide to avoid any soil settlement or
punch through and to provide a contingency in case the The operating manual is to incorporate a dedicated section
penetration exceeds the predicted one containing all the information relating to classification, par-
ticularly the environmental, loading and other design crite-
• air gap: the air gap is defined as the distance between ria, as well as the classification restrictions. The operating
the underside of the hull and the lowest astronomical manual of a self-elevating ship is also to stipulate the
tide (LAT) instructions related to the transit conditions, the preloading
and the emergency procedures in case of punch through.
• wave crest clearance: the wave crest clearance is
defined as the distance between the highest wave crest It is the responsibility of the party applying for classification
and the underside of the hull. to prepare the contents of the operating manual.

Table 1 : Documents to be submitted

No. Document A/I (1)

1 Operating manual as defined in [4.2] A
Descriptions of the environmental loads including forces and moments from wind, waves, currents, ice, snow, earth-
2 I
quakes, as applicable as per [6.1]
3 Structural analysis of the unit in elevated position I
4 Calculations of the unit resistance against overturning while resting on the sea bed in elevated position I
5 Leg strength calculation in floating condition I
Local strength calculations of:
• legs
6 • leg/hull connection I
• spudcans or bottom mat, if relevant
• leg/spudcan or leg/mat connection, if relevant
7 Fatigue calculations of structural details, when relevant I
8 Calculations of jacking systems and, if any, fixation systems I
9 Calculations of segregation of loads between jacking and fixation systems, if relevant I
10 General arrangement in elevated position I
Drawings of the legs including:
• for lattice legs: racks, chords, bracings and their connections
11 A
• for shell type legs: shell plating, stiffeners, stringers, struts, connections of racks with shell plating and supporting
leg rack members, potential openings, where relevant
12 Detailed drawings of the racks, if any, including their arrangement in transit and elevating conditions A
13 Drawings of the footings (spudcans) or mats A
14 Drawing of the leghouses and their attachments with the hull A
15 Description of the jacking system as required in NR534, Section 10 (2)
16 Arrangement of the fire-fighting system in elevated position A
(1) A : for approval; I : for information
(2) As per NR534, Sec 10, Tab 1

180 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 8, Sec 7

4.2.2 The operating manual is to be submitted to the Soci- 6.3 Transit conditions
ety for review, this review being limited to check that the
classification related material as mentioned above is con- 6.3.1 Simplified approach
sistent with the data given in the design criteria statement
defined in [2.2]. The structural assessment of the legs, the leghouses, the
spudcans or bottom mat and the elevating system in transit
4.2.3 The operating manual is to include the following conditions, is to be based on the motions and accelerations
information, where applicable: derived from Part B, Chapter 5.
• design limitations: The greatest transversal and longitudinal metacentric
- during transit (leg arrangement, rig and other equip- heights (GMt ad GML) are to be taken from the trim and sta-
ment sea fastening) bility booklet for the calculation of the roll and pitch
motions and accelerations.
- during installation (leg lowering, preloading)
Note 1: When the condition L/B > 5 is not met, a direct assessment
- on site of the environmental loads as per [6.3.2] is recommended.
- during retrieval (hull lowering, leg retrieval)
• emergency procedures in case of punch through 6.3.2 Direct calculation approach
• preload procedure Subject to the agreement of the Society, specific environ-
mental conditions may be considered for the structural
• or normal operation, information regarding the prepara-
assessment of the legs, the leghouses and the spud cans or
tion of the ship to avoid structural damage during the
bottom mat in transit conditions.
setting or retraction of legs on or from the seabed, or
during extreme weather conditions while in transit, In that case, a hydrodynamic analysis is to be performed in
including the positioning and securing of legs accordance with NR534, Appendix 1.
• jacking gear main loading capacity in operating condi-
tions 6.4 Installation conditions
• maximum loading capacity in case of engaged fixation
system 6.4.1 The impact loads during installation are to be taken
• design criteria statement including the classification into account as per NR534, Sec 6, [5].
restrictions, if any.
7 Structural analysis
5 Structure design principles
7.1 Structural analysis in elevated position
5.1 General
7.1.1 The structural analysis in elevated position of the
5.1.1 The structure design principles applicable for the legs, the leghouses, the spudcans or bottom mat, the elevat-
legs, the leghouses and the spudcans or bottom mat are to ing system and the hull, are to be conducted in accordance
be in accordance with NR534, Section 2. with NR534, Section 5, considering the wave and wind
loads defined in [6.2].
6 Design conditions
7.1.2 When the self-elevating ship is fitted with lifting
appliances intended to be used in elevated position, the lift-
6.1 General
ing loads, defined in Sec 4, [5] are to be taken into consid-
6.1.1 The design conditions applicable for the design of the eration for the structural assessment of the elevated hull, the
legs, the leghouses, the spudcans or bottom mat and the legs and the leghouses.
elevating system, are to be in accordance with NR534, Sec-
tion 3 as amended by [6.2] for elevated configuration, [6.3] 7.1.3 When fatigue calculations are to be submitted in
for transit configuration and [6.4] for installation conditions. accordance with NR534, Sec 5, [6.5], the damage ratio cri-
teria are to be selected among the ones applicable to the
details accessible for dry inspection.
6.2 Design conditions in elevated configuration

6.2.1 The most unfavourable wave, current and wind loads 7.2 Structural analysis in transit conditions
to be considered in elevated configuration are to be pro- and installations conditions
vided for both working and survival modes.
The area of operation and the description of sea state are to 7.2.1 The legs, the leghouses, the spudcans or bottom mat
be provided in accordance with NR534, Section 4. and the self-elevating system are to be designed to sustain
the loads induced by the ship motions and accelerations in
6.2.2 Environmental loads to be considered for accidental transit considering the design loads defined in [6.3] and the
conditions such as a broken bracing on a lattice leg may be loads induced by impact, preloading and punch through
specially considered subject to the agreement of the Society. during installation phase.

July 2021 Bureau Veritas - Rules for Steel Ships 181

Pt E, Ch 8, Sec 7

7.2.2 The leg structure is to be examined in transit accord- 9 Fire and safety
ing to the inertia and wind loads distributed along the legs.
9.1 Firefighting water supply
7.2.3 The forces and moments induced by the legs are to
be considered for the verification of local reinforcements in 9.1.1 At least two water supply sources (sea chests, valves,
way of the guides. strainers and pipes) are to be provided and be so arranged
that one supply source failure will not put all supply sources
7.2.4 The structural assessment to be performed on the out of action.
legs, the leghouses and the spudcans or bottom mat, are The following additional fire water supply measures are to
described in NR534, Sec 6, [3], exclusive of the hull and be provided:
superstructure design requirements. • in elevated position, water is to be supplied from sea
water main filled by at least two submersible pumping
7.2.5 Spudcans and bottom mat scantling is also to comply systems. One system failure is not to put the other sys-
with requirements from NR534, Sec 6, [7.2]. tem(s) out of function
• water is to be available while the ship is lifting or lower-
ing. The water stored is to be not less than 40 m3 plus
8 Jacking system the engines cooling water consumptions before the ship
is lifting or lowering. Alternatively, water may be sup-
8.1 General plied from buffer tank(s) in which the sea water stored is
not less than the quantity mentioned above.
8.1.1 The design and construction of the jacking system is
to comply with the requirements of NR534, Section 10. 10 Construction survey

10.1 Self-elevating system

8.2 Electricity and automation
10.1.1 The construction survey of the self-elevating system,
8.2.1 The jacking system is to be considered as an essential the legs, the leghouses and the spudcans or the bottom mat
service. is performed in accordance with NR534, Section 9.

182 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 9

SEMI-SUBMERSIBLE CARGO SHIPS

SECTION 1 GENERAL

SECTION 2 GENERAL ARRANGEMENT

SECTION 3 STABILITY, SUBDIVISION AND LOAD LINE

SECTION 4 HULL STRUCTURE

SECTION 5 MACHINERY AND SYSTEMS

SECTION 6 ELECTRICAL INSTALLATIONS AND CONTROLS

SECTION 7 SAFETY FEATURES

SECTION 8 INITIAL INSPECTION AND TESTING

July 2021 Bureau Veritas - Rules for Steel Ships 183

184 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 9, Sec 1

SECTION 1 GENERAL

1 General b) Bottom contact:

For units requiring sea bottom contact when submerg-
1.1 Application ing, the soil is to be surveyed to obtain information on
the character of the soil and to localize obstacles possi-
1.1.1 Ships complying with the present Chapter are eligible bly present.
for the assignment of the service notation semi-submersible
c) Environmental conditions:
cargo ships, as defined in Pt A, Ch 1, Sec 2, [4.16.8].
The service notation semi-submersible cargo ship is to be Limitations on the environmental conditions (waves,
completed by: wind and current) to carry out the submersion proce-
dure in a safe and controllable manner, taking into
• the additional service feature heavycargo [AREA1, X1 account the actual behaviour of the ship and the float-
kN/m2 - AREA2, X2 kN/m2 - …] as defined in Pt A, Ch 1, ing cargo, are under the responsibility of the operator of
Sec 2, [4.17.4] the ship.
• one of the additional class notations LI-HG-S2 or LI-
HG-S3, as defined in Pt A, Ch 1, Sec 2, [6.14.27], in 1.3 Definitions
compliance with Ch 9, Sec 3, [1].
• the additional class notation SDS, as defined in Pt A, Ch 1.3.1 Transit condition
1, Sec 2, [6.14.11], in compliance with the damage sta-
Transit condition means all ship movements from one geo-
bility requirements specified in Ch 9, Sec 3.
graphical location to another.
1.1.2 Ships dealt with in this Chapter are to comply with:
• Part A of the Rules
1.3.2 Temporary submerged condition
• NR216 Materials and Welding
Temporary submerged condition means any situation where
• applicable requirements according to Tab 1 and specific the semi-submersible cargo ship has its cargo deck under
requirements for initial inspection and testing as defined the sea surface.
in Ch 9, Sec 8.
1.3.3 Maximum submerged draft
1.2 Scope The maximum submerged draft is the distance, in m, meas-
ured vertically from the moulded base line to the uppermost
1.2.1 General
considered waterlines in temporary submerged conditions
This Chapter addresses specific requirements to: at the relevant longitudinal position.
• load line and stability criteria for transit and temporary
The maximum submerged draft may be:
submerged conditions
• the maximum submerged draft at midship taking into
• ballast system and auxiliary equipment
account to the uppermost considered waterline with no
• structural assessment of the hull in the temporary sub- trim, or
merged conditions
• the maximum submerged draft at fore end (FE) taking
• electrical installations into account the maximum negative trim of the ship, or
• safety features
• the maximum submerged draft at aft end (AE) taking into
• sea trials. account the maximum positive trim of the ship.

1.2.2 Submerged conditions 1.3.4 Cargo deck

a) Stability: The cargo deck is the deck on which the floating cargo is
The stability verification required in this Chapter is lim- being transported. It is generally equivalent to the freeboard
ited to the assumptions made on some typical floating deck as defined in the International Convention on Load
cargoes as mentioned in the stability booklet. Lines 1966, as amended.
As a rule, the stability and buoyancy are to be checked
before any submersion operation with the actual 1.3.5 Central ballast control station
description of the floating cargo, as specified in Ch 9, The central ballast control station is a control station from
Sec 3. which the submersion operations are performed.

July 2021 Bureau Veritas - Rules for Steel Ships 185

Pt E, Ch 9, Sec 1

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

• Part B • NR566
L ≥ 65 m
• Ch 9, Sec 2 • Ch 9, Sec 2
Ship arrangement
• NR600 • NR566
L < 65 m
• Ch 9, Sec 2 • Ch 9, Sec 2
• Part B • NR566
Stability
• Ch 9, Sec 3 • Ch 9, Sec 3
• Part B • Part B
L ≥ 65 m
• Ch 9, Sec 4 • Ch 9, Sec 4
Structural assessment
• NR600 • NR600
L < 65 m
• Ch 9, Sec 4 • Ch 9, Sec 4
• Part C • NR566
Machinery and systems
• Ch 9, Sec 5 • Ch 9, Sec 5
• Part C • NR566
Electrical installations and automation
• Ch 9, Sec 6 • Ch 9, Sec 6
• Part C • NR566
Safety features
• Ch 9, Sec 7 • Ch 9, Sec 7
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT.
NR600 : Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m

2 Documents to be submitted • stability assessment method

• procedure for ballast operations including the filling

2.1 General sequence and the designation of the pumps and tanks
2.1.1 The documents listed in Tab 2 are to be submitted. used simultaneously
Relevant additional drawings and calculation notes may be • definition of the ballast capacity with respect to associ-
requested by the Society in complement to the hereafter ated type of operation (float-on/float-off or load-
mentioned documents. on/load-off) and for the different failure modes defined
in Ch 9, Sec 5, [2.2]
2.2 Submersion operating manual
• commissioning procedure
2.2.1 A submersion operating manual including the follow-
ing is to be submitted: • contingency plan.

Table 2 : Document to be submitted

No. Documents to be submitted I/A (1)

1.1 General arrangement showing the maximum submerged draft I
1.2 Submersion operating manual I
Stability
2.1 Trim and stability booklet A
2.2 Loading instrument certification booklet A
2.3 Loading instrument operating procedure when cargo is considered buoyant (see Ch 9, Sec 3) I
2.4 Justification of the reserve buoyancy I
Structure
3.1 Justification of the hull girder loads in limited environmental conditions, when relevant I
3.2 Description of the connection of the buoyancy casings on deck A
(1) A : For approval
I : For information.

186 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 1

No. Documents to be submitted I/A (1)

3.3 Fatigue calaculations, when relevant A
Machinery and systems
4.1 Description of the ballast system (single line diagram, specifications, failure modes etc.) A
4.2 Owner performance request of the ballast system, if any, for each failure mode I
4.3 Ballast system FMEA I
4.4 Planned Maintenance System of the ballast system I
4.5 Overflow tank drainage capacity calculations I
4.6 Arrangement for hydraulic and pneumatic controlled valves A
Electrical installations
Description of electrical arrangement principles, failure scenarios, redundancy principles, emergency
5.1 A
arrangement, etc.
5.2 Power supply and control system diagrams of the ballast system A
5.3 Description of the draft gauging system I
5.4 Description of the ballast tanks gauging system I
Safety features
6.1 Drawing showing the means of escape A
6.2 Description of the means of fire-fighting for the open deck A
6.3 Description of the arrangements for life-saving appliances I
(1) A : For approval
I : For information.

July 2021 Bureau Veritas - Rules for Steel Ships 187

Pt E, Ch 9, Sec 2

SECTION 2 GENERAL ARRANGEMENT

1 General 2 Ballast system arrangement

1.1 Draft marks 2.1 General

1.1.1 Accurate draft marks are to be positioned on the hull
and casings in order to remain visible in temporary sub- 2.1.1 Requirements for the ballast system are given in Ch 9,
merged conditions and with the maximum trim. Sec 5.
The draft marks and gauges are to be positioned sufficiently
at the ends of the ship in order that the trim can be read 2.1.2 Special arrangement to reduce the air entrapped in
accurately. the ballast tanks are to be considered.
As a rule, the draft scales are to extend above the maximum
submerged draft with a height equal to: 2.2 Central ballast control station
• 1,0 m, or
• 0,75L / 100, 2.2.1 A central ballast control station is to be provided.
whichever is the greater
2.2.2 The central ballast control station is to be located
Draft marks above the summer load line should be highly above the maximum submerged draft and in a space not
visible with indicating figures 0,5 m in height, 0,5 m apart. within the assumed extent of damage referred to in Ch 9,
Sec 3, [6].
1.1.2 The maximum submerged draft is to be clearly indi-
cated with a mark near each draft scale.
2.2.3 The central ballast control station is to contain all
1.1.3 In addition to the above, automatic draft gauges and means necessary to conduct the submersion operation as
alarms are to be provided as defined in Ch 9, Sec 6. defined in Ch 9, Sec 5.

188 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 3

SECTION 3 STABILITY, SUBDIVISION AND LOAD LINE

1 General A description of the method used for the assessment of sta-

bility in the temporary submerged conditions is to be sub-
mitted to the Society.
1.1 Additional class notation SDS
1.1.1 Semi-submersible cargo ships are to be assigned the 1.4 Submersion procedure
additional class notation SDS, as defined in Pt A, Ch 1, Sec 2,
[6.14.11] and are to comply with the requirements for dam- 1.4.1 A detailed procedure of the ballasting operation dur-
age stability specified in: ing submersion operation is to be submitted to the Society
for the typical loading conditions assumed in the trim and
• Article [4] for transit conditions
stability booklet.
• Article [6] for temporary submerged conditions.
The procedure should include the sequence of ballast tank
filling and stability verification for several intermediate
1.2 Loading instrument stages.
1.2.1 General
A loading instrument is to be provided on-board and acces-
2 Loading conditions
sible from the central ballast control station.
The loading instrument is to comply with Pt B, Ch 10, Sec 2,
2.1 Transit conditions
according to the assigned additional class notation LI-HG- 2.1.1 The trim and stability booklet is to include the load-
S2 or LI-HG-S3, and also with the additional requirements ing conditions specified in Part B, Chapter 3 for the transit
of the present Section. conditions.
Note 1: When the loading instrument allows the definition of a
Loading conditions with typical cargoes are to be submit-
buoyant cargo and/or damage cases, the approval is to be specially
ted, including the full draft condition.
considered.
The windage area of the deck cargo is to be considered.
1.2.2 Ballast gauging system Buoyancy of the deck cargo may be considered subject to
It is recommended that the loading instrument be con- the provisions detailed in Articles [3] and [4].
nected to the ballast tank monitoring system so as to check
the stability using the actual filling level values.
2.2 Temporary submerged conditions
1.2.3 Transit conditions
2.2.1 The trim and stability booklet is to include the follow-
When the cargo is considered buoyant in transit conditions, ing temporary submerged conditions:
a procedure describing the input of the new set of data into
• no cargo on deck
the loading instrument is to be submitted.
• typical loading conditions including buoyant cargo(es)
The procedure should include the definition of the new
on deck.
buoyant volume and of the new damage cases under the
provisions of [4.2]. The loading conditions are to include initial transit draft and
maximum submerged draft with several intermediate stages.
1.2.4 Temporary submerged conditions
Several trim values are to be considered, including maxi-
The loading instrument should be able to perform simula-
mum trim.
tions of the ballast loading sequence and to check the sta-
bility criteria for the intermediate conditions during The free surface effect resulting from partial filling of the
submersion operation. ballast tanks is to be considered.
The loading instrument is to be able to perform stability ver- The buoyant volume of the cargo is to be included in the
ification up to the maximum submerged draft and the maxi- hydrostatic calculations.
mum trim. Note 1: The stability in temporary submerged conditions is to be
checked before any loading or unloading operation.
1.3 Stability verification in temporary sub-
merged conditions 3 Intact stability in transit conditions
1.3.1 In addition to the typical loading conditions assumed 3.1 General
for the temporary submerged condition in the trim and sta-
bility booklet defined in [2.2], specific stability calculations 3.1.1 The intact stability in transit condition is to comply
are to be performed before any submersion operation. with the requirements of Part B, Chapter 3.

July 2021 Bureau Veritas - Rules for Steel Ships 189

Pt E, Ch 9, Sec 3

3.2 Buoyancy of the cargo 4.2.2 For any loading condition involving the buoyancy of
the deck cargo, stability calculations with the buoyancy
3.2.1 Buoyancy of the cargo may be considered in the sta- data are to be performed prior to the operation.
bility calculations, on case-by-case basis.
Note 1: Special agreement from the Administration should be
granted. 4.3 Type B freeboard
The buoyancy and the watertight integrity of the cargo is to
be documented. 4.3.1 For ships with type B freeboard, damage stability is to
3.2.2 For any loading condition involving the buoyancy of comply with the requirements of Pt B, Ch 3, Sec 3 as appli-
the deck cargo, stability calculations with the buoyancy cable to cargo ships..
data are to be performed prior to the operation. Note 1: When the criteria on the maximum allowable vertical cen-
3.2.3 Lift-off of buoyant cargo tre of gravity (KG) are not met, compliance with Pt B, Ch 3, App 4
may be considered as an alternative subject to acceptance by the
When the cargo is considered buoyant, assessment of the
Society. Special agreement from the Administration should also be
lift-off of the cargo at heel is to be submitted.
granted.
The cargo should not lift-off at an angle of heel less than
20°. Note 2: When the buoyancy of the cargo is taken into account, the
Note 1: Lift-off occurs when the cargo is partially floating, i.e. the damage stability is to comply with the requirements of Pt B, Ch 3,
tilting moment due to hydrostatic pressure on the cargo is higher App 4 and the provisions specified in [4.2].
than the moment due to gravity.

4 Damage stability in transit conditions 4.4 Type B-60 and B-100 freeboard

4.4.1 For ships which have been assigned reduced freeboard

4.1 General
as permitted by Regulation 27 of the International Conven-
4.1.1 For assignement of the additional class notation SDS, tion on Load Lines, damage stability is to comply with the
semisubmersible cargo ships are to comply with the appli- requirements specified in Pt B, Ch 3, App 4, taking into
cable requirements of Pt B, Ch 3, Sec 3 taking into account account [4.4.2], [4.4.3] and the provisions of IACS UI LL65.
the provisions of:
• [4.2] for the buoyancy of cargo Therefore, compliance with the requirements in [4.3.1] is
• [4.3] for type B freeboard not required.
• [4.4] for reduced freeboard. Note 1: When the buoyancy of the cargo is taken into account, the
damage stability is to comply with the provisions specified in [4.2].
4.2 Buoyancy of the cargo
4.4.2 Extent of damage
4.2.1 Buoyancy of the cargo may be considered in the sta-
bility calculations on case-by-case basis. Units with a type B-60 freeboard are to comply with the
Note 1: Special agreement from the Administration should be requirements of ICLL for one compartment damaged.
granted.
The buoyancy and the watertight integrity of the cargo is to Units with a type B-100 freeboard are to comply with the
be documented. requirements of ICLL for two compartments damaged.

Figure 1 : Extent of damage with protruding buoyant cargo

TOP VIEW Column stabilised
unit (cargo)

CL

Semi-submersible
cargo ship
Extent of damage including buoyant cargo

190 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 3

4.4.3 Extent of damage with protruding cargo 6 Damage stability in temporary

When the cargo is considered buoyant and is protruding submerged conditions
from the side shell of the ship, the transversal penetration
may include the cargo overhang as shown in Fig 1.
6.1 General
In that case, the cargo is considered part of the hull provid-
ing the vertical distance between the cargo and the sea 6.1.1 For the assignment of the additional class notation
level is small, typically less than 4,5 m, and the cargo struc- SDS, the requirements of the present Article are to be com-
ture is considered strong enough. plied with in lieu of Pt B, Ch 3, Sec 3.
The transverse extent of damage is to be in accordance with
6.1.2 Damage stability during temporary submerged condi-
ICLL, measured inboard from the side of the ship or from
tions as a result of a collision with the cargo or flooding due
the side of the cargo, on a line perpendicular to the ship's
to a failure of the water ballast system is to be considered.
centreline, whichever is the farthest.
Note 1: In specific cases, the definition of the extent of damage
may need to be supported by a collision analysis in order to assess 6.2 Extent of damage
the effective protection of the hull provided by the cargo.
6.2.1 Horizontal penetration
A one-compartment extent of damage is to be assumed on
5 Intact stability in temporary vertical surface adjacent to the exposed deck with:
submerged conditions • longitudinal/ transversal extent of 5,00 m
Note 1: One-compartment extent with a damage length of 5 m
5.1 Criteria imply that a watertight bulkhead may be considered to remain
intact provided that the distance with adjacent bulkheads
5.1.1 The intact stability in temporary submerged condi- exceeds 5m.
tions is to be checked with the following criteria:
• penetration of 0,76 m
a) The metacentric height GM is to be not less than 0,30 m • vertical extent 3,0 m occurring at any level between the
b) The range of stability is to be positive over a range of at exposed deck and 5 m above the maximum submerged
least 15° draft.
c) Within the range of GZ curve of 15°, the GZ lever maxi- This includes all sides of casings, superstructure bulkheads
mum is to be not less than 0,10 m and hull surface adjacent to the exposed deck within a dis-
d) The maximum GZ value shall not occur at an angle of tance of 2,5 m measured from the superstructure bulkhead.
heel less than 10°
e) In equilibrium condition, the distance between the
6.2.2 Vertical penetration
waterline and any weathertight opening through which
progressive flooding can occur is to be at least 1,0 m or, A one-compartment extent of damage is to be assumed on
with a heel angle of 5°, the weathertight opening is to be the exposed deck with:
above the waterline, whichever is the greatest (see Fig 2). • longitudinal extent of 5,00 m
• transversal extent of 5,00 m
Figure 2 : Zone of weathertight integrity
• vertical penetration of 0,76 m.
CL
Note 1: One-compartment extent with a damage length of 5 m
imply that a watertight bulkhead may be considered to remain intact
B 5°
A provided that the distance with adjacent bulkheads exceeds 5 m.
1,0 m

6.3 Compartment permeability

Maximum 6.3.1 The permeability of damaged compartments (voids

submerged and water ballast) is to be taken as 0,95. The permeability of
draft
machinery spaces is to be taken as 0,85.
Full draft
in transit 6.4 Damage criteria
6.4.1 The following damage stability criteria are to be com-
plied with:
a) The final waterline after flooding is to be below any
non-watertight opening through which progressive
A : 1.0m - Zone of weathertightness flooding may take place
B : 5 degrees - Zone of weathertightness
b) The equilibrium angle is not to exceed 15° of heel

July 2021 Bureau Veritas - Rules for Steel Ships 191

Pt E, Ch 9, Sec 3

c) The righting lever curve is to have a positive range of at ing of any watertight compartment wholly or partially below
least 7° beyond the equilibrium angle the waterline in submerged conditions, which is a ballast
d) The maximum righting lever is to be at least 0,05 m pump room or a room containing ballast system piping, in
within the range of positive stability. compliance with the following criteria:
a) the angle of inclination after flooding should not be
6.5 Intermediate stage of flooding greater than 25°

6.5.1 Damage stability at intermediate stages of flooding is b) any opening below the final waterline should be made
to be verified. watertight
c) a range of positive stability should be provided, beyond
7 Temporary submersion the calculated angle of inclination in these conditions,
of at least 7°
7.1 International Load Line Certificate
7.3 Watertight openings
7.1.1 Attention is drawn to the temporary submerged con-
dition, for which an exemption with regard to the provisions 7.3.1 Openings which could be submerged during tempo-
of ICLL Article 6 should be granted by the Administration. rary submerged conditions are to be closed with two effec-
tive watertight means to maintain the watertight integrity if
7.2 Reserve buoyancy one means fails.

7.2.1 Criteria The fitting of a second door or hatch of equivalent strength

and watertightness is an acceptable arrangement.
The reserve buoyancy at maximum submerged draft is to be
assessed. A leakage detection device shall be provided in the com-
The reserve buoyancy volume, i.e. the volume with weath- partment between the two doors. Drainage of this compart-
ertight integrity above the maximum submerged waterline, ment to the bilges, controlled by a readily accessible screw-
is to be at least 4,5% higher than the submerged volume. down valve, is to be arranged. The outer door is to open
outwards.
The reserve buoyancy ratios of the fore end and aft end
structures considered separately are to be at least 1,5%
higher than the submerged volume. 7.4 Openings
7.2.2 Alternative 7.4.1 Openings which are to remain open during the tem-
As an alternative to the reserve buoyancy criteria, the ship is porary submerged conditions, such as the engine room air
to provide sufficient buoyancy and stability at the maximum intakes, are to be provided with remote controlled quick-
submerged draft in order to withstand the accidental flood- closing appliances.

192 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 4

SECTION 4 HULL STRUCTURE

Symbols

TS : Maximum submerged draft, in m, defined in Ch Table 1 : Load cases and coefficients nS during tem-
9, Sec 1, [1.3] porary submerged conditions
nS : Navigation coefficient in temporary submerged Loading
conditions defined in Tab 1 Description Draught nS
condition
L, B, CB : As defined in Pt B, Ch 1, Sec 2 1 Temporary submerged TS 0,33
conditions in sheltered area
FM, FQ, C, H:As defined in Pt B, Ch 5, Sec 2.
2 Temporary submerged TS 0,20
conditions in harbour
1 General
3 Design loads
1.1 Application
3.1 Vertical wave bending moments
1.1.1 This Section provides specific requirements for:
3.1.1 The vertical wave bending moments during tempo-
• structural assessment of semi-submersible cargo ships in rary submerged conditions at any hull transverse section are
temporary submerged conditions to be obtained, in kN⋅m, from the following formulae:
• ballast tanks pressure when using overflow tanks. • in hogging conditions:
MWV, H, D = 190 FM nS C L2 B CB 10−3
1.2 Internal ballast pressure when using • in sagging conditions:
overflow tanks MWV, S, D = − 110 FM nS C L2 B (CB + 0,7) 10−3

1.2.1 In order to limit the pressure head in the tanks, the 3.2 Horizontal wave bending moments
cargo ship may be fitted with an overflow system.
3.2.1 The horizontal wave bending moment during tempo-
When overflow tanks complying with the relevant provi-
rary submerged conditions at any hull transverse section is
sions of Ch 9, Sec 5 are installed, the pressure head may be
to be obtained, in kN⋅m, from the following formula:
taken at the top of the overflow tank instead of the top of the
air pipe. MWH, D = 0,42 FM nS H L2 TS CB

2 Loading conditions 3.3 Ship motions and accelerations

3.3.1 The ship motions and accelerations during temporary
2.1 General submerged conditions are to be obtained in accordance
with Pt B, Ch 5, Sec 3 using the navigation coefficient nS.
2.1.1 Structural assessment is to be performed according to
the applicable requirements of Part B, Chapter 7 for the two 3.4 Vertical wave shear forces
following conditions:
3.4.1 The vertical wave shear force during temporary sub-
• navigation conditions, considering the draught T and merged conditions at any hull transverse section is to be
the navigation coefficient n obtained, in kN, from the following formula:
• temporary submerged conditions, considering the QW, D = 30 FQ nS C L B (CB + 0,7) 10−2
draught TS and the navigation coefficient nS.
3.5 Still water and inertial pressures
2.1.2 As a minimum, the loading conditions during tempo-
rary submerged conditions defined in Tab 1 are to be con- 3.5.1 External boundaries
sidered. For temporarily submerged conditions, the still water pres-
Note 1: As an alternative to the rule-based formulae, a direct sure at any point of the hull is to be the sea pressure at the
hydrodynamic analysis may be performed in order to obtain the maximum submerged draft and the dynamic part of the sea
design wave loads. pressure may be reduced by nS.

July 2021 Bureau Veritas - Rules for Steel Ships 193

Pt E, Ch 9, Sec 4

3.5.2 Watertight boundaries 6.2 Design loads

2
The still water pressure pSF , in kN/m , and the inertial pres-
6.2.1 Still water loads
sure pWF , in kN/m2, to be considered as acting on structural
Still water pressures are to be calculated taking into account
elements located below the deepest equilibrium waterline the maximum draught at the location of the buoyancy cas-
including doors, hatches and penetrations but excluding
ing.
side shell structural elements, which constitute boundaries
between two compartments not intended to carry liquids 6.2.2 Wave loads
shall be based on the deepest equilibrium waterline in dam- The reference value of the ship relative motion h1, as
aged transit or damaged temporary submerged conditions. defined in Pt B, Ch 5, Sec 4, is to be calculated taking into
account the navigation coefficient nS given in Tab 1 for tem-
4 Hull girder strength porary submerged situation.
Note 1: As an alternative to the rule-based formulae, a direct
hydrodynamic analysis may be performed in order to obtain the
4.1 General design wave loads.

4.1.1 The hull girder strength is to be checked in temporary

6.3 Strength criteria
submerged conditions with the hull girder loads defined in
[3]. 6.3.1 The local stresses in the elements of the buoyancy
Note 1: Due to the low depth of the hull girder, special attention is casings and in connections with the hull structure are to sat-
to be paid to the requirement regarding the moment of inertia. This isfy the following conditions:
requirement is to be satisfied over a minimum length of 0,40 L in Ry
the midship area. σ ≤ ---------
γm γr
Ry
5 Hull scantlings τ ≤ 0, 5 ---------
γm γr
where:
5.1 General Ry : Minimum yield strength, in N/mm2
k : Material factor defined in Pt B, Ch 4, Sec 1
5.1.1 Hull scantlings are to be checked in temporary sub-
γm , γr : Partial safety factors covering uncertainties
merged conditions with the design loads defined in [3].
regarding, respectively:
Where intermediate situations are considered more severe • material: γm = 1,02
due to specific loading conditions of the cargo ship, the
• resistance: γr = 1,30.
scantlings are to be determined according to the most
severe situation.
7 Fatigue strength assessment
5.2 Structural models
7.1 General
5.2.1 For cargo ships of more than 170 m in length, a finite
7.1.1 Fatigue assessment is to be carried out on ships equal
element analysis is to be performed.
to or greater than 170 m in length.
It may also be required on ships less than 170 m in length, if
6 Connection of the buoyancy casings deemed necessary by the Society.

7.1.2 The fatigue life and sea conditions of the ship are to
6.1 General be specified by the Owner, and to be indicated on the mid-
ship section drawing.
6.1.1 The scantlings of the structures in way of the connec-
tion between the hull structure and the buoyancy casings 7.1.3 Fatigue calculations are to be provided to the Society
are to be obtained through direct calculations. for review.

194 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 5

SECTION 5 MACHINERY AND SYSTEMS

1 General 2.3.3 Emergency ballast functions

The emergency ballast functions means the ballast capacity,
control and monitoring functions available in case of main
1.1 Sea pressure source of electrical power failure.
1.1.1 Any equipment on the hull and submitted to the sea The emergency ballast functions are to be defined by the
pressure is to withstand the pressure due to the maximum Owner and addressed in the FMEA.
submerged draft.

2.3.4 Active component of the ballast system

2 Ballast system An active component of the ballast system means any com-
ponent of the ballast system which is not a pipe, an electri-
2.1 Failure modes and effects analysis cal cable, a manually controlled valve or a tank.

2.1.1 A failure modes and effects analysis (FMEA) is to be Active components include the machinery items (pumps,
performed regarding the ballast system, including its control remote controlled valves, filters, etc.) and the control sys-
and monitoring systems. tem items (gauges, sensors, switchboards).

2.1.2 The FMEA is to address the ballast functions with ref-

2.4 Safety principles
erence to the different modes of operation defined in [2.2],
and regarding float-on / float-off or load-on / load-off opera- 2.4.1 Degraded conditions
tions. Any single failure on an active component in the ballast sys-
tem is not to lead to a situation where the degraded ballast
2.1.3 The FMEA method described in Pt F, Ch 2, App 1 may functions are not met or to unintended flooding.
be used as a guidance.
Note 1: Duplicate of components of the ballast control system may
be required.
2.2 Failure modes

2.2.1 The ballast system is to be designed in order to meet 2.4.2 Emergency conditions
the safety principles defined in [2.4] in the following failure Failure of the main source of electrical power is not to lead
modes: to a situation where the emergency ballast functions are not
• Normal conditions, refer to [2.3.1] met or to unintended flooding.

• Degraded conditions, refer to [2.3.2]

2.5 Air pipes
• Emergency conditions, refer to [2.3.3].
2.5.1 General
Effective means to reduce the air entrapped in the ballast
tanks while filling up are to be provided, such as:
2.3 Definitions • sufficient air holes in tank internal structures, and
• air pipe connected to the highest point during the bal-
2.3.1 Normal ballast functions
last operations.
The normal ballast functions means the design ballast
Note 1: If the venting system requires operational restrictions (i.e.
capacity, control and monitoring functions allowing to per-
no trim by the bow when submersing), this should be specifically
form ballasting and de-ballasting procedure of the semi-
noted in the submersion operating manual.
submersible cargo ship in the intended manner regarding
float-on / float-off or load-on / load-off operations. 2.5.2 Valves
Installation of valves on ballast tank air pipes may be
2.3.2 Degraded ballast functions accepted, subject to the following conditions:
The degraded ballast functions means the ballast capacity, • the lay-out of the air pipe system and of the control and
control and monitoring functions which remain available in supply systems is to be of fail-safe design. In this design,
case of a single failure on any active component of the bal- both the risk of flooding and pressurisation are to be
last system, as defined in [2.3.4]. taken into account
The degraded ballast functions are to be defined by the • an interlock system is provided between filling tank
Owner and addressed in the FMEA. lines and air vent valves.

July 2021 Bureau Veritas - Rules for Steel Ships 195

Pt E, Ch 9, Sec 5

2.6 Overflow tanks The arrangement for hydraulic and pneumatic controlled
valves is to be submitted to the Society.
2.6.1 General
A speed control system is to be installed for remote valves
When overflow tanks are fitted to reduce tank pressures in in order to adjust the operating time. The operating time is
case of overfilling, means are to be provided to drain the to be long enough to avoid any water hammering in the
overflow tank with sufficient capacity to allow uninter- valve and pipe, whist being in accordance with the manu-
rupted ballasting in normal conditions. facturer's recommendation.

2.6.2 Design pressure and alarms The valves and actuators are to be certified as sea side
valves.
The design head of pressure considered for the ballast tanks
structural assessment may be taken as the overflow tank top
level, instead of the top of the air pipe, providing that the 2.8 Pressurized ballast tanks
following alarms are fitted:
2.8.1 Compressed air systems used to fill or empty the bal-
• High level alarm or overflow alarm
last tanks are to be specially considered.
• High-High level alarm at max 98% level with shut-
Adequate means to control and to mitigate the risks of over-
down of ballast pumps.
pressure are to be provided.
2.6.3 Overflow tank capacity A description of the air pressure system is to be submitted.
The overflow tanks are to have a capacity Voverflow, in m3,
not less than: 2.9 Control and monitoring
T filling
V overflow = ------------- × ( Q normal – Q draintotal + Q drainpump ) 2.9.1 Central ballast control station
60
The central ballast control station defined in Ch 9, Sec 2,
Where:
[2.2] is to include the following:
Tfilling : Filling time, in minute, to be taken the lesser of:
• a ballast pump control system
• 10 min, or
• a ballast pump status-indicating system
• time matching the design ballast philosophy,
or • a ballast valves control system

• when alarms in compliance with [2.6.2] and • a ballast valves position-indicating system
an automatic draining system are provided, • a ballast tank level indicating and monitoring system as
the greatest of: defined in Ch 9, Sec 6
- the time elapsed before the drain system • a ballast valve status monitoring system as defined in
is switched on, and Ch 9, Sec 6
- 3 min. • a draught indicating system, indicating the draught at
Qnormal : Ballast rate in normal conditions, in m3/hr each draft scale of the unit or at presentative positions as
required by the Society
Qdraintotal : Total drain pump rate, in m3/hr
• a power availability indicating system (main and emer-
Qdrainpump: Rate of the largest drain pump, in m3/hr. gency)
Note 1: The rate of the largest pump is considered in order to
cope with the single failure of a drain pump.
• a ballast system hydraulic / pneumatic pressure-indicat-
ing system

2.7 Valves and actuators • a permanently installed means of communication, inde-

pendent of the unit's main source of electrical power,
2.7.1 Every ballast tank is to be provided with remote iso- between the control station and those spaces containing
lating valves for filling and/or emptying purposes. the ballast pumps and valves or their manual controls,
or other spaces that may contain equipment necessary
The valves are to be able to be operated from the central for the operation of the ballast system.
ballast control station.
An emergency system is to be provided to operate the 3 Scuppers and sanitary discharges
remote ballast valves.
The isolating ballast tank valves should be closed in case of 3.1 Arrangement of scuppers and sanitary
loss of power.
discharges
The flow may be controlled by isolating valve when this
valve is designed to reduce the wear associated with sealing 3.1.1 The requirements for scuppers and sanitary dis-
surface contact and to maintain the sealing integrity. Other charges are to consider the maximum submerged waterline
means may be provided to ensure tightness of the valve. in lieu of the summer waterline.

196 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 6

SECTION 6 ELECTRICAL INSTALLATIONS AND CONTROLS

1 Emergency source of power 2.2 Ballast tanks gauging system

2.2.1 The ballast tanks are to be provided with effective
1.1 Essential service means of measuring the filling level. The variations of water
ballast level are to be able to be directly observed.
1.1.1 The emergency source of power is to be able to sup- 2.2.2 An automatic gauging system is to be provided with
ply the emergency ballast functions defined in Ch 9, Sec 5, the information accessible from the central ballast control
[2.3.3] in addition to the other essential services. station.

2.2.3 The ballast tank filling level is to be continuously

2 Controls monitored during ballasting operations and compared with
the provisional values.

2.1 Draft mark automatic gauges 2.3 Ballast valves monitoring

2.1.1 An automatic draft gauging system is to be fitted and 2.3.1 The open/close status of valves is to be continuously
monitored.
the information is to be displayed on the central ballast con-
trol station.
2.4 Communication means
In case of submersion to the maximum draft, an automatic
2.4.1 The communication system should be arranged for
visible and audible alarm is to be provided in the central
direct 2-way communication between the central ballast
ballast control station. control station and:
Note 1: The alarm should be triggered when the mean sea level is • the bridge or command centre of the ship
higher than the maximum submerged draft. • the dynamic positioning control stand, when relevant.

July 2021 Bureau Veritas - Rules for Steel Ships 197

Pt E, Ch 9, Sec 7

SECTION 7 SAFETY FEATURES

1 Fire safety 2.2 Temporary submerged conditions

2.2.1 Internal spaces of buoyancy towers are normally
1.1 General unmanned during temporary submerged conditions.
1.1.1 The cargo deck is to be protected by a fire-fighting
system readily accessible in case of fire during a transit. 3 Life-saving appliances

1.2 Fire hydrants 3.1 Temporary submerged conditions

1.2.1 Fire hydrant located forward and aft of the cargo deck 3.1.1 If buoyancy casings are manned during temporary
on both sides and with sufficient hose length to reach all the submerged conditions, they should be provided with life-
cargo deck area may be considered acceptable as an alter- saving appliances suitable for the intended number of per-
native to requirements of Pt C, Ch 4, Sec 6, [1.2.5]. sons present on the casing in case of ship abandonment.

2 Means of escape

2.1 Transit conditions

2.1.1 Means of safe transfer between aft and fore parts of
the ship are to be provided and to be practical in transit
conditions.

198 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 9, Sec 8

SECTION 8 INITIAL INSPECTION AND TESTING

1 General 2 Commissioning

1.1 Application 2.1 At quay

1.1.1 The present Section provides requirements for initial 2.1.1 Before putting the equipment into service, the inspec-
inspection and testing specific to the submersion function of tion and testing should include, as a minimum, the:
the ship at new build stage or after substantial modifications a) verification of the presence on board of the submersion
or repair. procedure as defined in Ch 9, Sec 1
The submersion testing is to be conducted according to the
b) examination of the connection of the buoyancy casings
submersion procedure submitted to the Society by the Inter-
with the hull
ested Party.
c) functional testing of the ballasting system including its
The Society is to be duly informed of the time and place of
control and monitoring system for the different modes of
the commissioning tests of the ballasting equipment and of
operation defined in Ch 9, Sec 5, [2.2]
the submersion trials.
d) functional testing of the interface between the ballast
Any additional testing not mentioned in the present Section
system and the loading instrument
may be required, to the satisfaction of the attending Sur-
veyor. e) examination of ballast tank gauging system.

2.2 Sea trials

2.2.1 Submersion trials are to be performed under survey of
the Society.

July 2021 Bureau Veritas - Rules for Steel Ships 199

Pt E, Ch 9, Sec 8

200 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 10

STANDBY RESCUE VESSELS

SECTION 1 GENERAL

SECTION 2 RESCUE ARRANGEMENT, ACCOMMODATION AND EQUIPMENT

SECTION 3 HULL AND STABILITY

SECTION 4 MACHINERY

SECTION 5 ELECTRICAL INSTALLATIONS

SECTION 6 FIRE PROTECTION

July 2021 Bureau Veritas - Rules for Steel Ships 201

202 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 10, Sec 1

SECTION 1 GENERAL

1 General ments of this chapter may be completed or replaced, as

necessary, by the following recognized standards upon
agreement of the Society:
1.1 Application
• Canada Atlantic Standby Vessel Guidelines (June 2015
1.1.1 Ships complying with the requirements of this Chap- or later)
ter are eligible for the assignment of the service notation
standby rescue as defined in Pt A, Ch 1, Sec 2, [4.9.9]. • DMA Guidance on standby vessels (July 1997 or later)
This service notation may be completed by the number of • NMA Regulation N°853 on standby vessels (December
survivors that the vessel is intended to carry. Depending on 2014 or later)
the vessel operation area, the Society may adapt the • NMA Instructions to Class regarding Standby Vessels
requirements regarding the survivors accommodation (February 2014 or later)
and/or the safety equipment. In such a case, this service
notation is to be completed by the number of survivors that • NOGEPA Industry Guideline n°6 (V1 - June 2004 or
the vessel is intended to carry and by the vessel operation later)
area, as for example: standby rescue (150 survivors, • Oil & Gas UK - Emergency Response & Rescue Vessel -
Guinea Gulf). Management Guidelines (Issue 5 - April 2013 or later)
1.1.2 Ships dealt with in this Chapter are to comply with: • Oil & Gas UK - Emergency Response & Rescue Vessel -
• Part A of the Rules Survey Guidelines (Issue 6 - April 2013 or later)
• NR216 Materials and Welding
Standards not listed above may be considered by the Soci-
• applicable requirements according to Tab 1. ety on a case-by-case basis.
1.1.3 Other standards Deviations from the requirements of this chapter and/or
In order to ensure consistency with other applicable stand- application of additional requirements based on recognized
ards (e.g. national authorities, industry bodies), the require- standards are to be specified in a memoranda.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

• Part B • NR566
L ≥ 90 m
• Ch 10, Sec 2 (1) • Ch 10, Sec 2 (1)
Ship arrangement
• NR600 • NR566
L < 90 m
• Ch 10, Sec 2 (1) • Ch 10, Sec 2 (1)
• Part B • Part B
L ≥ 90 m
• Ch 10, Sec 3 • Ch 10, Sec 3
Hull
• NR600 • NR600
L < 90 m
• Ch 10, Sec 3 • Ch 10, Sec 3
• Part B • NR566
Stability
• Ch 10, Sec 3 • Ch 10, Sec 3
Machinery and cargo systems • Part C • NR566
• Ch 10, Sec 4 • Ch 10, Sec 4
Electrical installations • Part C • NR566
• Ch 10, Sec 5 • Ch 10, Sec 5
Automation • Part C • NR566
Fire protection, detection and extinction • Part C • NR566
• Ch 10, Sec 6 • Ch 10, Sec 6
(1) In addition to rescue and accommodation arrangement, Ch 10, Sec 2 includes requirements for safety and medical equipment.
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

July 2021 Bureau Veritas - Rules for Steel Ships 203

Pt E, Ch 10, Sec 1

1.2 Documents to be submitted • Structural arrangement of the hook and its remote con-
trol of the quick-release device for opening under load,
1.2.1 In addition to the provisions of Pt B, Ch 1, Sec 3, the if applicable
following documents are to be submitted to the Society for
approval: • Connection of the towing system (winch and hook) with
the hull structures, if applicable
• Arrangement of rescue areas
• Rescue and safety equipment plan showing position and • Arrangement of windows with information on type of
quantity of all life safety rescue equipment on board glass, frames, including references of standards and
deadlights where applicable.
• Towing arrangement, if applicable
• Structural arrangement of the winch and its remote con-
trol of the quick-release device for opening under load,
if applicable

204 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 10, Sec 2

SECTION 2 RESCUE ARRANGEMENT, ACCOMMODATION

AND EQUIPMENT

1 General 2.2 Scrambling net

2.2.1 Each rescue zone is to be provided with a scrambling
1.1 Wheelhouse net made for climbing the ship’s side from the sea or from
1.1.1 Manoeuvrability the Fast Rescue Craft.
The vessel is to be easily manoeuvrable from the wheel- It is to be made of corrosion resistant and non-slip material,
house by one person only. hang clear of the ship’s side and extend below the waterline
level at lightest draught.
1.1.2 Visibility
The wheelhouse is to be designed to offer an unobstructed 2.3 Retrieval device
view at all times on:
• the rescue zone, including ship’s sides 2.3.1 The vessel is to be equipped with a power-assisted
device operated from the vessel and capable of recovering
• the helicopter winching area
at least 5 able or disabled persons from sea directly onto the
• the areas where the fast rescue crafts (FRCs) are vessel.
launched and recovered
This could be achieved by means of a crane with a rescue
basket. In such case, attention is drawn to Flag State
2 Rescue equipment and facilities requirements that may have to be complied with for the
crane.
2.1 Rescue zone
2.4 Rescue hooks
2.1.1 The vessel is to be arranged on both sides with a res-
cue zone extending minimum 8 m in length. 2.4.1 At least two poles with rounded-off hooks at ends are
to be provided to assist survivors alongside the vessel.
2.1.2 The rescue zone is to be located sufficiently far away
from the propellers or thrusters and clear of any ship side
discharges up to 2 m below the summer waterline.
2.5 Fast Rescue Craft (FRC)

2.1.3 It should be arranged so that the necessity of vertical 2.5.1 The vessel is to be equipped with at least one SOLAS
transfer is be kept to a minimum. approved fast rescue boat for standby duties, arranged and
maintained to be permanently ready for use under severe
2.1.4 The area is to be clearly marked on the ship's side in weather conditions, and which may be accepted as forming
contrasting colours. part of the ship's life saving appliances. The launching
arrangement shall also be SOLAS approved.
2.1.5 The ship's side in way of the rescue zone shall be free
of any obstruction like fenders or anything which may harm 2.6 Safety equipment
climbing survivors.
2.6.1 Vessels having a gross tonnage lower than 500 are to
2.1.6 Dedicated lighting is to be provided along the rescue
be provided with the following minimum safety equipment:
zone.
• 1 line-throwing appliance with not less than 4 projec-
2.1.7 Deck area in way of the rescue zone should prefera- tiles and 4 lines
bly be free from air pipes, valves, smaller hatches, etc., and • 1 daylight signalling lamp
covered with anti-slip coating. However, when this
• 6 lifebuoys, 4 being with self-igniting electric light and
becomes impractical, proper arrangement is to be provided
buoyant line (SOLAS type approved)
as protection against personnel injury.
• 1 SOLAS type approved immersion suit for each crew
2.1.8 Bulwarks and railing in way of the rescue zone shall member
be of the type that are easy to open or remove, to enable • 1 SOLAS type approved lifejacket for each crew mem-
direct boarding on the deck. ber plus 25% of the number of survivors for which the
vessel is intended to carry
2.1.9 Unobstructed stretcher access from the rescue zone
to the accommodation is to be provided and covered with • 1 whistle and 1 bell
anti-slip coating. • Equipment for at least 2 surface swimmers.

July 2021 Bureau Veritas - Rules for Steel Ships 205

Pt E, Ch 10, Sec 2

2.7 Helicopter winching area 3.5.2 In an emergency, survivors may be accommodated in

crew accommodation except for sanitary accommodation,
2.7.1 The vessel is to be arranged with a designated heli- galley, berths for the master and 2 crew members, the radio
copter winching area on deck for transferring personnel or room, the wheelhouse and main access passageways which
stretchers. should be kept clear.

3.5.3 Sanitary facilities are to be available exclusively for

2.7.2 The area is to be at least 5 m in diameter and free of
the survivors. At least one installation comprising a toilet, a
any obstructions. It is to be arranged away from superstruc-
wash basin and a shower is to be provided per group of 50
tures.
survivors.
2.7.3 The area is to be painted in yellow colour and illumi-
nated so that it remain visible by the helicopter at all times. 3.6 Non-survivors
3.6.1 Facilities to store corpses out of sight of survivors in a
2.7.4 Unobstructed stretcher access from the accommoda-
cool and ventilated space, with arrangements for shelving
tion to the helicopter winching area is to be provided.
and securing, is to be provided. This storage space should
permit maximum discretion for other survivors.
2.7.5 The winching area and the passage leading thereto
are to be provided with anti-slip coating.
4 Medical equipment and supplies
3 Survivors spaces 4.1 Water
4.1.1 Per group of 50 survivors, there is to be a minimum of
3.1 General
0,85 tonnes of fresh water for washing, showering, etc., and
a minimum of 0,7 tonnes of potable water.
3.1.1 A dedicated space is to be available for treatment,
reception and accommodation of survivors. The space is to 4.1.2 Water heating facilities are to be able to feed all the
be sheltered from bad weather and direct sun radiation and showers dedicated to the survivors with 40°C water for at
provided with lighting, ventilation, or heating according to least 2 hours.
the intended zone of operation.
4.2 Meals
3.2 Decontamination area
4.2.1 It should be possible to serve soup or stew to the
3.2.1 An area equipped with a shower system for cleaning rated number of survivors for at least 2 days.
survivors and crew before proceeding to the reception area
is to be arranged. 4.3 Sundries
4.3.1 The vessel is to be provided with blankets, towels,
3.3 Reception area socks and disposable coveralls in sufficient quantity for the
number of survivors the vessel is intended to carry.
3.3.1 An enclosed area with access to accommodations is
to be arranged for medical assessment and registration of 4.4 Medical equipment
survivors, as well as for the distribution of supplies.
4.4.1 The treatment room is to be adequately equipped and
furnished to perform the largest possible scope of medical
3.4 Treatment room
operations on board. Typical required medical equipment
are listed below for guidance:
3.4.1 A dedicated room of at least 15 m² is to be equipped
to provide first-aid to injured persons. • surgical instruments and suture materials
• resuscitation equipment
• various examination, surveillance and treatment equip-
3.5 Accommodations
ment
3.5.1 10% of the number of survivors the vessel is rated for • dressings and bandages
are to be able to lie down. Permanent seating is to be pro- • stretchers
vided for the rest of them. • medicaments.

206 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 10, Sec 3

SECTION 3 HULL AND STABILITY

1 Stability 2 Hull

1.1 General 2.1 Vessels intended for towing operations

1.1.1 The stability of the ship is to be in compliance with 2.1.1 Vessels intended to perform towing operations are to
the requirements in Ch 3, Sec 3. comply with the requirements of Ch 1, Sec 3, [2.2] to Ch 1,
Sec 5, [2.1].

1.2 Additional requirements for towing 2.2 Lifeboat towing

operations 2.2.1 In addition to the optional towing capabilities men-
1.2.1 The stability of vessels intended to perform towing tioned in [2.1.1], the vessel is to be fitted with simple and
operations is to be in compliance with Ch 1, Sec 2, [2]. suitable arrangements for connecting and towing lifeboats
and liferafts, such as towing points and towlines.
1.3 Additional requirements for water
spraying
1.3.1 Vessels fitted with a water spraying system are to
meet the stability requirements of Ch 4, Sec 2.

July 2021 Bureau Veritas - Rules for Steel Ships 207

Pt E, Ch 10, Sec 4

SECTION 4 MACHINERY

1 General 1.2.2 Minimum speed

During sea trials, it is to be verified that in calm water con-
1.1 Application ditions, the vessel is to be capable of attaining an ahead
speed of at least 10 knots, and 4 knots with the most power-
1.1.1 In addition to the present Section, the relevant ful propulsion system out of action.
requirements of Ch 3, Sec 5 are to be applied.
1.2.3 Stationary position and manoeuvring
1.2 Ship propulsion and manoeuvrability capabilities
1.2.1 Propulsion redundancy The vessel is to be capable of manoeuvring at low speed
The vessel shall be equipped with at least two independent and maintaining position in currents, waves and winds
propulsion systems, which may be either: expected in the operations areas.
• single screw propulsion with variable pitch or reversible
gearbox and a 360° azimuth thruster unit 1.3 Exhaust pipes
• twin screw propulsion and a side thruster
• two azimuth thrusters 1.3.1 The exhaust outlets from engines are to be fitted as
• any equivalent system approved by the Society on a high as practicable above the upper deck and are to be pro-
case-by-case basis. vided with spark arresters.

208 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 10, Sec 5

SECTION 5 ELECTRICAL INSTALLATIONS

1 General 1.1.2 The vessel is to be provided with sufficient emergency

power sources to allow the rescue operations to continue for
at least 1 hour after failure of the main power supply.
1.1 Electrical installations
1.1.1 The electrical installations are to allow the simultane- 1.2 Searchlight
ous use of all the electric equipment needed for rescue
operations. 1.2.1 A searchlight is to be available on each side of the
vessel and operated from the navigation bridge. The search-
lights are to be able to provide an illumination of 50 lux at a
distance of 250 m.

July 2021 Bureau Veritas - Rules for Steel Ships 209

Pt E, Ch 10, Sec 6

SECTION 6 FIRE PROTECTION

1 General

1.1 Additional requirements for water

spraying
1.1.1 Vessels fitted with a water spraying system are to
meet the applicable requirements of Ch 4, Sec 4.

210 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 11

ACCOMMODATION UNITS

SECTION 1 GENERAL

SECTION 2 ELECTRICAL INSTALLATIONS AND AUTOMATION

SECTION 3 FIRE PROTECTION, DETECTION AND EXTINCTION

SECTION 4 SPECIFIC REQUIREMENTS FOR SHIPS ASSIGNED WITH THE
ADDITIONAL SERVICE FEATURE SPXXX CAPABLE

July 2021 Bureau Veritas - Rules for Steel Ships 211

212 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 11, Sec 1

SECTION 1 GENERAL

1 General
1.1.4 Additional service feature MOU
1.1 Application Ships complying with the relevant requirements of IMO
MODU Code are to be assigned the additional service fea-
1.1.1 Ships complying with the present Chapter are eligible
ture MOU.
for the assignment of the service notation accommodation,
as defined in Pt A, Ch 1, Sec 2, [4.9.5]. Note 1: IMO MODU Code means the Code for the Construction
and Equipment of Mobile Offshore Drilling Units, published by the
The service notation accommodation is to be completed by International Maritime Organization.
at least one of the following additional service features:
The requirements for the assignment of this additional ser-
• SPxxx, as detailed in [1.1.2], when the ship complies vice feature consist of IMO MODU Code Ch.2 to 9 and
with the SPS Code Ch.13.
• SPxxx-capable, as detailed in [1.1.3], when accommo-
dation facilities may be added as separate modules dur- 1.2 Applicable rules
ing the service life of the ship, with a view to complying
with the SPS Code. 1.2.1 Ships dealt with in this Chapter are to comply with:
The additional service feature SPxxx or SPxxx-capable are • Part A of the Rules
completed by the additional service feature MOU, as • NR216 Materials and Welding
detailed in [1.1.4], when the ship complies with IMO • Applicable requirements according to Tab 1.
MODU Code.
Examples of notations are given below: 1.2.2 Ships less than 500 GT will be specially considered
by the Society.
accommodation SP70
accommodation SP120-capable Table 1 : Applicable requirements
accommodation SP80 SP240-capable MOU
Item Rule reference
1.1.2 Additional service feature SPxxx • Part B
Ships intended for the accommodation of industrial person- L ≥ 65 or 90 m (1)
Ship • Ch 11, Sec 4 (2)
nel and provided with all facilities for this purpose are to be
arrangement • NR600
assigned with the additional service feature SPxxx, as L < 65 or 90 m (1)
defined in Pt A, Ch 1, Sec 2, [4.17.1]where xxx is the total • Ch 11, Sec 4 (2)
number of persons onboard. • Part B
Stability
Industrial personnel carried on board ships assigned with • Ch 11, Sec 4 (2)
the service notation accommodation and the additional ser- L ≥ 65 or 90 m (1) • Part B
Structural
vice feature SPxxx may be regarded as special personnel for
assessment L < 65 or 90 m (1) • NR600
the purpose of IMO Code of Safety for Special Purpose
Ships. • Part C
Machinery and systems
• Ch 11, Sec 4 (2)
• Part C
1.1.3 Additional service feature SPxxx-capable Electrical installations and
• Ch 11, Sec 2
Ships on which facilities for the accommodation of indus- automation
• Ch 11, Sec 4 (2)
trial personnel may be added as separate modules are to be
assigned with the additional service feature SPxxx-capable, • Part C
Fire protection, detection and
where xxx is the total number of persons onboard once the • Ch 11, Sec 3
extinction
modules have been added. • Ch 11, Sec 4 (2)
Industrial personnel carried on board ships assigned with (1) Refer to the scope of application of NR600
the service notation accommodation and the additional ser- (2) When the notation SPxxx-capable is assigned.
vice feature SPxxx-capable may be regarded as special per- Note 1: When the notation SPxxx is assigned, reference is
sonnel for the purpose of IMO Code of Safety for Special made to Pt A, Ch 1, Sec 2, [4.17.1].
Purpose Ships. Note 2:
Ships assigned with the additional service feature SPxxx- NR600 : Hull Structure and Arrangement for the Classifi-
capable are to comply with the requirements of Ch 11, Sec cation of Cargo Ships less than 65 m and Non
4. Cargo Ships less than 90 m

July 2021 Bureau Veritas - Rules for Steel Ships 213

Pt E, Ch 11, Sec 1

1.3 Definitions • Not less than 16 years of age, and

1.3.1 Crew • Physically fit, and

Crew means all persons carried on board the ship to pro- • Properly equipped and familiarized with ship general
vide navigation and maintenance of the ship, its machinery, layout, ship safety procedures and ship safety equip-
systems and arrangements essential for propulsion and safe ment as detailed in IMO Resolution MSC.418(97).
navigation or to provide services for other persons on
board.
2 Documents to be submitted
1.3.2 Industrial personnel
Industrial personnel means all persons who are transported 2.1 General
or accommodated on board for the purpose of offshore
industrial activities performed on board other vessels and/or 2.1.1 The documents listed in Tab 2 are to be provided, as
other offshore facilities. Industrial personnel are: a minimum.

Table 2 : Documents to be submitted

No. Documents to be submitted I / A (1)

1 General arrangement showing the location of the accommodations I
2 Structural fire protection plan and insulation details A
3 General arrangement of electrical installation I
(1) A : For approval
I : For information.

214 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 11, Sec 2

SECTION 2 ELECTRICAL INSTALLATIONS AND AUTOMATION

1 Interaction with operational ships or 1.2.3 Shutdown systems that are provided to comply with
[1.2.1] are to be so designed that the risk of unintentional
units
stoppages caused by malfunction in a shutdown system and
the risk of inadvertent operation of a shutdown are mini-
1.1 Application mized.

1.1.1 The requirements of this article apply to ships that 1.2.4 Services to be operable after emergency
may be located close to drilling or oil or gas production shutdown
units. Equipment which is located in spaces other than enclosed
spaces and which is capable of operation after shutdown as
1.2 Emergency Shutdown given in [1.2.1] are to be suitable for installation in zone 2
locations. Such equipment which is located in enclosed
1.2.1 Arrangements are to be provided to ensure the selec- spaces is to be suitable for its intended application to the
tive disconnection of the following equipment, in the event satisfaction of the Society. At least the following facilities
of an emergency situation where explosion hazard may are to be operable for half an hour after an emergency shut-
extend up to the ship: down:

• Ventilation systems a) emergency lighting:

• at every muster and embarkation station on deck
• Non-essential electrical apparatuses
and over sides
• Essential electrical apparatuses • in all service and accommodation alleyways, stair-
• Main generator prime movers ways and exits, personnel lift cars and personnel lift
• Emergency apparatuses, including the emergency gen- trunks
erators, except those certified for installation in Zone 1 • in the machinery spaces and main generating sta-
tions including their control positions
Note 1: In the case of ships with dynamic positioning systems as a
• in all control stations, machinery control rooms, and
sole means of position keeping, special consideration may be given
to the selective disconnection of shutdown of machinery and
at each main and emergency switchboard
equipment associated with maintaining the operability of the b) navigation aids
dynamic positioning system. c) general alarm system
d) public address system
1.2.2 Disconnection or shutdown is to be possible from at e) battery-supplied radiocommunication installations.
least two widely separated locations.

July 2021 Bureau Veritas - Rules for Steel Ships 215

Pt E, Ch 11, Sec 3

SECTION 3 FIRE PROTECTION, DETECTION AND

EXTINCTION

1 Interaction with operational ships or • If the boundary is located within 30m of the centre of
the rotary table of a drilling unit or of the process or
units storage area of a production unit, it is to have A-60 fire
integrity
1.1 Application • If the boundary is located within 100m of the centre of
the rotary table of a drilling unit or of the process or
storage area of a production unit, it is to have A-0 fire
1.1.1 The requirements of this article apply to ships that
integrity
may be located close to drilling or oil or gas production
units.

1.3 Installation layout

1.2 Structural integrity
1.3.1 Accommodation spaces and control stations are to be
1.2.1 The superstructures and deckhouses containing located outside hazardous areas, taking into account haz-
accommodation spaces are to have external boundaries ardous areas on drilling or oil or gas production units in
made of steel. close proximity.

1.3.2 Ventilation intakes are to be located so as to mini-

1.2.2 In addition, if the ship may be located within 100m mize the risk of ingress of gas or smoke in the event of a gas
of a drilling or oil or gas production unit, the external release or of a fire on drilling or production units in close
boundaries of superstructures or deckhouses containing proximity.
accommodation spaces are to have fire integrity as follows:

216 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 11, Sec 4

SECTION 4 SPECIFIC REQUIREMENTS FOR SHIPS ASSIGNED

WITH THE ADDITIONAL SERVICE FEATURE
SPXXX-CAPABLE

1 General 2 Design review

1.1 Application 2.1 Specific requirements

1.1.1 The present Section provides requirements for ships 2.1.1 The requirements of Part B and Part C of the present
on which accommodation modules are intended to be Rules are to be complied with, as applicable.
added at a later stage.
2.1.2 The ship without the additional accommodation
1.1.2 Ships complying with the present Section are eligible module is to comply with the specific requirements listed in
for the assignment of the additional service feature SPxxx- Tab 1.
capable defined in Ch 11, Sec 1, [1.1.3].
2.2 Stability assessment
1.1.3 The additional service feature SPxxx-capable applies
when the accommodation modules are not installed on 2.2.1 When the accommodation modules are installed
board. onboard and in order to activate the additional service fea-
ture SPxxx, it is to be demonstrated that the actual module
1.1.4 When the accommodation modules are installed on
arrangement, if different from the initially assumed arrange-
board, the additional service feature SPxxx is to be activated
ment, is properly covered by the initial stability assessment.
in replacement of SPxxx-capable. For this purpose, the
Society will check that the additional modules and the ship
including the additional modules are in compliance with 2.3 Safe Return to Port
the applicable requirements.
2.3.1 The provisions of [2.3] apply to ships assigned with
1.1.5 In case xxx is above 240, the feasibility of granting the additional service feature SPxxx-capable and for which:
the additional service feature SPxxx-capable will be • xxx is greater than 240 and
assessed on a case-by-case basis by the Society. In this • LLL as defined in Pt B, Ch 1, Sec 2, [3.2] is greater than or
respect, specific attention is to be paid to the requirements equal to 120m or the ship includes three or more main
of [2.3]. vertical zones as defined in Pt C, Ch 4, Sec 1, [3.25]
1.1.6 Provisions applicable to the ship in general are to be 2.3.2 Special attention is to be given to redundancies on at
considered during the ship design and construction, least the following systems, with a view to complying with
although the additional accommodation modules are not the requirements for SRTP additional service feature:
installed on board yet.
• propulsion
• steering systems and steering-control systems
1.2 Documents to be submitted
• navigational systems
1.2.1 A description of a likely arrangement of the ship with • systems for fill, transfer and service of fuel-oil
the additional accommodation modules is to be provided • internal communication
for information, including the following information as a
• external communication
minimum:
• fire main system
• List of equipment to be added onboard together with the
accommodation modules, if any • fixed fire-extinguishing systems
• General description of the modules, number and • fire and smoke detection system
arrangement onboard • bilge and ballast system
• Assumed electrical power balance • power-operated watertight and semi-watertight doors
• systems intended to support safe areas
1.2.2 For the purpose of the stability assessment, the fol-
lowing documents are to be provided by the ship designer, • flooding detection systems
taking into account a likely arrangement for the accommo- 2.3.3 When the accommodation modules are installed
dation modules: onboard and together with the activation of the additional
• General Arrangement service feature SPxxx, compliance with the requirements for
• Intact and damage stability calculations the additional service feature SRTP is to be demonstrated.

July 2021 Bureau Veritas - Rules for Steel Ships 217

Pt E, Ch 11, Sec 4

Table 1 : Applicable requirements for notation SPxxx-capable

Provisions to be applied depending on

Item Reference requirement
the total number of persons on board (POB) (1)
POB < 240 240 ≤ POB
Arrangement • Pt B, Ch 2, Sec 1, [1.1] • Pt B, Ch 2, Sec 1, [1] to Pt B, Ch 2, Sec 1, [5], • Pt B, Ch 2, Sec 1, [1]
• Pt B, Ch 2, Sec 1, to
• Pt B, Ch 2, Sec 2,
[6.1.2] Pt B, Ch 2, Sec 1, [5]
considering the industrial personnel as crew
• Pt B, Ch 2, Sec 2, [1.1] • Pt D, Ch 11, Sec 2,
• Pt B, Ch 2, Sec 2
considering the industrial
personnel as passengers
Stability Pt B, Ch 3, Sec 1, [1.2] • Part B, Chapter 3 • Part B, Chapter 3
• Pt D, Ch 11, Sec 3, [2.3.14] • Pt D, Ch 11, Sec 3
considering the industrial personnel as crew considering the industrial
personnel as passengers
• Pt B, Ch 3, Sec 3, • Pt B, Ch 3, Sec 3 • Pt B, Ch 3, Sec 3
[1.2.1] • Pt D, Ch 11, Sec 3, [2.3] • Pt D, Ch 11, Sec 3,
• Pt B, Ch 3, Sec 3, (except Pt D, Ch 11, Sec 3, [2.3.12]), [2.3]
[4.1.2] considering the indus-
considering the industrial personnel as passen-
• Pt B, Ch 3, App 2, gers, and where A is not to be less than: trial personnel as pas-
[1.2.15] sengers, and where A is
- for POB ≤ 60: 0,8 R
not to be less than R
- for 60 < POB < 240:
linear interpolation between 0,8 R and R
POB ≤ 60 60 < POB ≤ 240 240 < POB
Machinery and Pt C, Ch 1, Sec 10, [6.7.1] Pt D, Ch 11, Sec 4, [1], considering industrial personnel as passengers
systems
Pt C, Ch 1, Sec 11, [1.1.2] Pt C, Ch 1, Sec 11, Pt C, Ch 1, Sec 11,
considering the ship as a cargo ship considering the ship as a
passenger ship
Electrical Pt C, Ch 2, Sec 3, [3.6.3], For ships having a length greater than 50m
installations and item g)
automation Pt C, Ch 2, Sec 3, [2.3.21] − Pt D, Ch 11, Sec 5, [2]
Pt C, Ch 2, Sec 3, [3.4] − Pt D, Ch 11, Sec 5, [1.2.1]
Fire protection, Pt C, Ch 4, Sec 1, [2.3.2] Part C, Chapter 4, Part C, Chapter 4, Part C, Chapter 4,
detection and considering the ship as a considering the ship as a considering the ship as a
extinction cargo ship passenger ship carrying passenger ship carrying
not more than 36 pas- more than 36 passengers
sengers
(1) POB in the total number of persons on board, indicated as xxx in the SPxxx-capable additional service feature

218 Bureau Veritas - Rules for Steel Ships July 2021

 Part E
Service Notations for
Offshore Service Vessels and Tugs

Chapter 12

PIPE LAYING UNITS

SECTION 1 GENERAL

SECTION 2 STABILITY AND SUBDIVISION

SECTION 3 STRUCTURAL ASSESSMENT

SECTION 4 INITIAL INSPECTION AND TESTING

July 2021 Bureau Veritas - Rules for Steel Ships 219

220 Bureau Veritas - Rules for Steel Ships July 2021
 Pt E, Ch 12, Sec 1

SECTION 1 GENERAL

1 General 2 Pipe laying system

1.1 Application 2.1 General

2.1.1 The term pipe laying system is used herein to desig-

1.1.1 Ships complying with the present Chapter are eligible
nate the system used for assembling and installing rigid or
for the assignment of the service notation pipe laying as
flexible pipelines to the seabed.
defined in Pt A, Ch 1, Sec 2, [4.9.7].
Pipe laying systems include:
1.1.2 Ships dealt with in this Chapter are to comply with: • S lay systems

• Part A of the Rules • J lay systems

• Flex lay systems
• NR216 Materials and Welding
• Reel lay system
• applicable requirements according to Tab 1 and specific
requirements for initial inspection and testing as with the following typical pieces of equipment:
detailed in Ch 12, Sec 4. • stingers, towers, ramps and tensioners
• wheels, reels, davits and chutes
1.2 Scope • carousels, baskets and pipe racks
• winches, ropes and sheaves
1.2.1 The present Chapter addresses the requirements
regarding the structural assessment of the foundations of the • pipe handling systems and clamps.
pipe laying equipment and the stability of the ship during
pipe laying operations. 2.2 Certification of the pipe laying equipment

1.2.2 The certification of the pipe laying system is not cov- 2.2.1 At the request of the Party applying for classification,
ered by the present Chapter. Certification of pipe laying sys- the pipe laying system pieces of equipment may be certified
tem pieces of equipment may be considered independently and covered under the scope of classification, provided that
as detailed in [2.2]. the additional class notation OHS is assigned to the ship.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

L ≥ 65 or 90 m (1) • Part B • NR566
Ship arrangement
L < 65 or 90 m (1) • NR600 • NR566
• Part B • NR566
Stability
• Ch 12, Sec 2 • Ch 12, Sec 2
• Part B • Part B
L ≥ 65 or 90 m (1)
• Ch 12, Sec 3 • Ch 12, Sec 3
Structural assessment
• NR600 • NR600
L < 65 or 90 m (1)
• Ch 12, Sec 3 • Ch 12, Sec 3
Machinery and systems • Part C • NR566
Electrical installations and automation • Part C • NR566
Fire protection, detection and extinction • Part C • NR566
(1) Refer to the scope of application of NR600
Note 1:
NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GT
NR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m

July 2021 Bureau Veritas - Rules for Steel Ships 221

Pt E, Ch 12, Sec 1

3 Documents to be submitted • the description of the safety devices

• the user instructions to operate, erect, dismantle and
3.1 General transport the system
• the inspection and testing programme of the equipment.
3.1.1 The documents listed in Tab 2 are to be provided.
3.2.2 Calculation notes
3.2 Pipe laying equipment documentation Calculation notes including the items listed below are to be
provided for information:
3.2.1 Operating manual
The operating manual is to contain full information con- • loading conditions and design loads applied on the sup-
cerning: porting structure of the pipe laying equipment includ-
ing:
• the pipe laying operational limitations, for each relevant
wind and sea state • maximum safe working loads with respect to envi-
• all limitations during normal and emergency operations ronmental conditions
taking into account the ship stability and structure: • dynamic amplification factors
• maximum wind and sea state • maximum holding loads
• maximum heel and trim • the mass and location of centre of gravity of the main
• design temperature components of the pipe laying equipment
• maximum pay load on the pipe lay equipment • loads lowering in the foundations
• the description of the equipment • structural assessment of the connecting bolts between
• the design technical standard, if any the lifting equipment and its foundations.

Table 2 : Documents to be submitted

No. Documents to be submitted I / A (1)

1 Pipe laying operational restrictions (pay load, limiting environmental conditions, …) I
Pipe laying equipment documentation:
2 • operating manual (see [3.2.1]) I
• calculation notes (see [3.2.2])
3 General arrangement of the ship showing the pipe laying equipment position during transit and operations I
4 General arrangement of the pipe laying equipment showing the control stations I
Stability
5 Loading conditions during transit and pipe laying operations A
6 Trim and stability booklet including operational loading conditions, when relevant A
Structural assessment
Structural arrangement showing the foundations of the equipment and the hull structure reinforcements
7 A
(stinger, lay tower, winches, etc.)
8 Scantlings and steel grades of the connecting bolts between the equipment and its foundations I
9 Material specification of the foundations of the equipment A
10 Welding procedure and welding book of the foundation A
(1) A : For approval
I : For information.

222 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 12, Sec 2

SECTION 2 STABILITY AND SUBDIVISION

1 General 1.1.2 In that case, the stability criteria required for lifting
operation and described in Ch 8, Sec 3 are to be applied in
order to check the residual stability during pipe laying oper-
1.1 Application
ations.
1.1.1 The stability requirements described in this Section For that purpose, the term “lifting” is to be replaced by
may be applied to ships when the pipe laying operation “pipe laying”.
induces significant heeling moment.
1.2 Loading conditions
1.2.1 When relevant, the stability criteria are to be satisfied
for all pipe laying operational conditions and with the pipe
laying load at the most unfavourable positions.

July 2021 Bureau Veritas - Rules for Steel Ships 223

Pt E, Ch 12, Sec 3

SECTION 3 STRUCTURAL ASSESSMENT

1 General Table 1 : Guidance for structural categories

1.1 Application Category / Class Structural elements

1.1.1 This Section provides requirements for the structural Primary / Class II Hull supporting structure
assessment of the foundations of pipe laying equipment Insert plate of deck plating or hull
supported by the hull structure, such as: Special / Class III shell in way of stingers, davits or lay
• stingers tower
• lay tower
• ramps 4 Pipe laying equipment foundations
• reels
• davits 4.1 General
• chutes
• carousels 4.1.1 The foundations of the pipe laying equipment and the
connecting bolts between the equipment and the founda-
• pipe racks
tions are to comply with the relevant requirements applica-
• winches and sheaves. ble to lifting units defined in Part E, Chapter 8, i.e.:
• for design loads: Ch 8, Sec 4, [5]
2 Hull girder strength
• for loading conditions: Ch 8, Sec 4, [6]
2.1 Principles • for allowable stress: Ch 8, Sec 4, [7]
2.1.1 When the pipe laying operations induce significant • for buckling: Ch 8, Sec 4, [8]
hull girder stresses, the hull girder loads due to the pipe lay- • for fatigue: Ch 8, Sec 4, [9].
ing operations are to be considered in the hull scantling ver-
ification, as defined in Ch 8, Sec 4, [2]. Note 1: For that purpose, the term “lifting” is to be replaced by the
Note 1: For that purpose, the term “lifting” is to be replaced by term “pipe laying”.
“pipe laying”.

4.2 Connecting bolts

3 Materials and welding
4.2.1 The arrangement and scantling of the connecting
3.1 Structural category and steel grades for bolts between the pipe laying equipment and the founda-
the foundations of the pipe laying tions are to comply with a recognized standard.
equipment
4.2.2 The manufacture, steel grades and installation of
3.1.1 The steel grade of the structural elements of the foun- bolts and nuts used for the connection of the lifting equip-
dation is to comply with Pt B, Ch 4, Sec 1, taking into ment on the foundation are to comply with a recognized
account the structural categories given in Tab 1. standard.

224 Bureau Veritas - Rules for Steel Ships July 2021

 Pt E, Ch 12, Sec 4

SECTION 4 INITIAL INSPECTION AND TESTING

1 General 2 Onboard testing

1.1 Application 2.1 Pipe laying installations

1.1.1 The present Section provides requirements for inspec- 2.1.1 Before putting into service, the inspection and testing
tion and testing of the pipe laying installations when first of the pipe laying installations should include, as a mini-
installed onboard or after re-installation. mum:
a) Verification of the presence onboard of the operating
1.1.2 These tests are to be conducted according to an manual as defined in Ch 12, Sec 1
inspection and testing specification to be submitted to the
b) Inspection of the structural arrangement and scantlings
Society by the interested party.
of the foundations of the pipe laying equipment
The Society is to be duly informed of the time and place of
c) Load tests in accordance with the pipe laying equip-
the commissioning tests of the pipe laying equipment.
ment testing program.

2.1.2 As a rule, all the connections between the supporting

1.1.3 Any additional testing may be required to the satis- ship and the pipe laying equipment are to be presented for
faction of the attending Surveyor. examination by the Surveyor.

July 2021 Bureau Veritas - Rules for Steel Ships 225

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