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Marine & Offshore Division

Website: http://www.veristar.com
Email: veristarinfo@bureauveritas.com

Rules for the Classification of


Inland Navigation Vessels

PART D Additional Requirements for


Notations
Chapters 1 2 3

EN ISO/IEC 17020
Cert N440-INSP
The accreditation certificate
is available at page 97 of Part A

NR 217.D1 DNI R04 E November 2014

Inland Navigation Management


Mechelsesteenweg 128/136
B-2018 Antwerpen - Belgium
Tel: + 32 (0)3 247 94 00 / + 32 (0)3 247 94 70
Email: bvnirulesbelgium@be.bureauveritas.com
2015 Bureau Veritas - All rights reserved
MARINE & OFFSHORE DIVISION
GENERAL CONDITIONS

ARTICLE 1 ARTICLE 6
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the classification (" Classification ") of any ship or vessel or offshore unit or structure of any type or part of provided for the purpose by the Society or with its assistance.
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The Society: Euro and one and a half times the above mentioned fee. These limits apply regardless of fault in-
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ARTICLE 7
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ARTICLE 9
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ARTICLE 3
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Committees consisting of personalities from the Industry contribute to the development of those docu-
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ARTICLE 10
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ARTICLE 11
ARTICLE 4
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4.1. - The Society, acting by reference to its Rules:
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ent;
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ARTICLE 12
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met.
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ARTICLE 5 exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
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on the Society to obtain a result or as a warranty. and the Client shall be governed by English law.
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level ARTICLE 13
of compliance of the Unit to its Rules or to the documents of reference for the Services provided for. 13.1. - These General Conditions constitute the sole contractual obligations binding together the
In particular, the Society does not engage in any work relating to the design, building, production Society and the Client, to the exclusion of all other representation, statements, terms, conditions
or repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv- whether express or implied. They may be varied in writing by mutual agreement. They are not var-
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plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value 13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-
for sale, insurance or chartering. lidity of the remaining provisions.
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc- 13.3. - The definitions herein take precedence over any definitions serving the same purpose which may
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5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any
warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or BV Mod. Ad. ME 545 L - 7 January 2013
machinery, computer software of any sort or other comparable concepts that has been subject to any sur-
vey by the Society.
RULES FOR INLAND NAVIGATION VESSELS

Part D
Additional Requirements for Notations

Chapters 1 2 3

Chapter 1 TYPE AND SERVICE NOTATIONS


Chapter 2 ADDITIONAL CLASS NOTATIONS
Chapter 3 TRANSPORT OF DANGEROUS GOODS

November 2014
These Rules apply to inland navigation vessels for which
contracts for construction are signed on or after February 1st, 2015.

The English version of these Rules takes precedence over


editions in other languages.

2 Bureau Veritas - Inland Navigation Rules November 2014


C HAPTER 1
TYPE AND SERVICE NOTATIONS

Section 1 General Cargo Vessels


1 General 31
1.1 Application
1.2 Stability
1.3 Direct calculation
2 Single side general cargo vessels 31
2.1 General
2.2 Protection of cargo holds
2.3 Bottom structure
2.4 Transversely framed side
2.5 Longitudinally framed side
2.6 Topside structure
2.7 Hull scantlings
3 Double hull general cargo vessels 33
3.1 General
3.2 Welding
3.3 Transversely framed double side
3.4 Longitudinally framed double side
3.5 End structure
3.6 Hull scantlings

Section 2 Bulk Cargo Vessels


1 General 36
1.1 Application
1.2 Stability
1.3 Estimated still water design bending moments
1.4 Direct calculation
2 Single side bulk cargo vessels 37
2.1 General
2.2 Protection of cargo holds
2.3 Bottom structure
2.4 Transversely framed side
2.5 Longitudinally framed side
2.6 Topside structure
2.7 Hull scantlings
3 Double hull bulk cargo vessels 39
3.1 General
3.2 Welding
3.3 Transversely framed double side
3.4 Longitudinally framed double side
3.5 End structure
3.6 Hull scantlings

November 2014 Bureau Veritas - Inland Navigation Rules 3


Section 3 Tankers
1 General 41
1.1 Application
2 Vessel arrangement 41
2.1 Basic structural configuration
2.2 Minimum side tank width
3 Stability 42
3.1 Tankers carrying dangerous goods
3.2 Other tankers
4 Machinery and systems 42
4.1 Bilge system
5 Hull scantlings 43
5.1 General
5.2 Other requirements
6 Transverse rings 43
6.1 General
6.2 Floors and bottom transverses in way of rings
6.3 Web frames and side transverses in way of rings
6.4 Strong beams and deck transverses in way of rings
6.5 Pillars
6.6 Break in the deck
7 Vessel structural arrangements 44
7.1 Vessels with integrated tanks, transverse framing system
7.2 Vessels with integrated tanks, longitudinal framing system
7.3 Vessels with integrated tanks, combination system
7.4 Vessels with independent tanks
7.5 Double hull arrangements
7.6 Ends of cargo zone
8 Supports of independent tanks 45
8.1 Structural arrangement
8.2 Loads and load cases
8.3 Calculation of reaction forces in way of tank supports
8.4 Scantlings of independent tank supports and hull structures in way
9 Expansion tanks 45
9.1 General
10 Subdivision 45
10.1 General
10.2 Minimum thickness of bulkhead plating
10.3 Minimum net thickness of structural member web
10.4 Corrugated bulkheads

4 Bureau Veritas - Inland Navigation Rules November 2014


Section 4 Container Vessels
1 General 47
1.1 Application
1.2 Documentation to be submitted
1.3 Stability
2 Structure arrangements 47
2.1 Strength principles
2.2 Bottom structure
2.3 Fixed cell guides
2.4 Fixed cargo securing devices
2.5 Hatch covers carrying containers
3 Single side vessels 48
3.1 Protection of cargo holds
3.2 Bottom structure
3.3 Transversely framed side
3.4 Longitudinally framed side
3.5 Topside structure
4 Double hull vessels 49
4.1 Protection of cargo holds
4.2 Welding
4.3 Transversely framed double side
4.4 Longitudinally framed double side
4.5 End structure
5 Design loads 50
5.1 Design torsional torque
5.2 Forces on containers
6 Hull scantlings 51
6.1 General
6.2 Container seating
6.3 Additional requirements for single side vessels
6.4 Additional requirements for double hull vessels
7 Direct calculation 54
7.1 General
7.2 Loading conditions and load cases in service conditions
7.3 Structure checks

Section 5 RoRo Cargo Vessels


1 General 55
1.1 Application
1.2 Documentation to be submitted
1.3 Stability
1.4 Direct calculation

November 2014 Bureau Veritas - Inland Navigation Rules 5


2 Vessel arrangements 56
2.1 Sheathing
2.2 Drainage of cargo spaces, other than RoRo spaces, intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion
2.3 Hull structure
3 Hull scantlings 57
3.1 General
3.2 Hull girder normal stresses
3.3 Plating
3.4 Ordinary stiffeners subjected to wheeled loads
3.5 Primary supporting members
4 Other structures 59
4.1 Movable decks and inner ramps
4.2 External ramps

Section 6 Passenger Vessels


1 General 60
1.1 Application
1.2 Documentation to be submitted
1.3 Definitions
2 Vessel arrangement 61
2.1 Watertight subdivision
2.2 Openings in watertight bulkheads
2.3 Bulkhead doors
3 Fire protection, detection and extinction 61
3.1 General
3.2 Fire prevention
3.3 Fire detection and alarm
3.4 Control of smoke spread
3.5 Fire containment
3.6 Fire structural integrity
3.7 Fire fighting
3.8 Escape
4 Machinery and systems 64
4.1 Bilge system
5 Electrical installations 64
5.1 General
5.2 Emergency power supply
5.3 Lighting systems
6 Safety devices and equipment 66
6.1 General
6.2 Alarm and communication systems
6.3 Intercommunications
6.4 Fire door and watertight door closure indicators

6 Bureau Veritas - Inland Navigation Rules November 2014


7 Design loads 66
7.1 Pressure on bottom and sides
7.2 Pressure on sides and bulkheads of superstructures and deckhouses
7.3 Pressure on decks
7.4 Loads due to list and wind action
7.5 Inertial loads
7.6 Loads induced by collision
7.7 Hull girder loads
8 Scantlings 68
8.1 General
8.2 Additional requirements
8.3 Superstructures and deckhouses
8.4 Racking analysis
8.5 Scantling of window stiles
9 Buoyancy and stability 69
9.1 General
9.2 Intact stability
9.3 Damage stability
9.4 Safety clearance and freeboard

Section 7 Tugs and Pushers


1 General 73
1.1 Application
1.2 Documents to be submitted
1.3 Stability
2 Arrangement 73
2.1 Towing devices
2.2 Pushing devices
2.3 Hull protection
3 Hull scantlings 73
3.1 General
3.2 Additional requirements
4 Other structures 74
4.1 Sternpost
5 Hull outfitting 74
5.1 Rudder
6 Machinery 74
6.1 Propelling machinery

November 2014 Bureau Veritas - Inland Navigation Rules 7


Section 8 Pontoons
1 General 75
1.1 Application
1.2 Stability
1.3 Documents to be submitted
2 Structure design principles 75
2.1 Hull structure
2.2 Lifting appliances
3 Hull girder strength 76
3.1 Yielding check
4 Hull scantlings 76
4.1 General
4.2 Hull scantlings of vessels with type and service notation Pontoon-crane
4.3 Reinforcements

Section 9 Vessels for Dredging Activities


1 General 77
1.1 Application
1.2 Documents to be submitted
1.3 Stability
2 Structure design principles 78
2.1 General
2.2 Longitudinal members in the area of the hopper well
2.3 Transverse members in the area of the hopper well
2.4 Arrangements relating to suction pipes
2.5 Chafing areas
2.6 Reinforcements for grounding
2.7 Bolted structures
3 Design loads 80
3.1 External pressure
3.2 Internal pressure for hopper well
3.3 Hull girder loads for dredgers, hopper dredgers and hopper barges
3.4 Hull girder loads for split hopper dredgers and split hopper barges
4 Hull girder strength of dredgers, hopper dredgers and hopper barges 82
4.1 General
4.2 Midship section modulus
5 Hull girder strength of split hopper dredgers and split hopper barges 83
5.1 General
5.2 Definitions
5.3 Hull girder stress
5.4 Checking criteria

8 Bureau Veritas - Inland Navigation Rules November 2014


6 Hull scantlings 84
6.1 General
6.2 Hull girder normal stress for split hopper dredgers and split hopper barges
6.3 Bottom plating
6.4 Well bulkhead and cellular keel platings
6.5 Transverse rings
7 Additional checking for hopper dredgers and hopper barges 84
7.1 hopper well structure
8 Additional checking for split hopper dredgers and split hopper barges 84
8.1 Superstructure hinges
8.2 Deck hinges, hydraulic jack connections and chocks
8.3 Hydraulic jacks and associated piping systems
9 Rudders 85
9.1 General
9.2 Additional requirements for split hopper dredgers and split hopper barges

Section 10 Launches
1 General 86
1.1 Application
1.2 Stability
2 Hull scantlings 86
2.1 General
2.2 Additional requirements

Section 11 Pleasure Vessels


1 General 87
1.1 Application
1.2 Stability
2 Hull scantlings 87
2.1 General
2.2 Additional requirements

November 2014 Bureau Veritas - Inland Navigation Rules 9


C HAPTER 2
ADDITIONAL CLASS NOTATIONS

Section 1 Navigation in Ice


1 General 91
1.1 Application
1.2 Owners responsibility
1.3 Definitions
1.4 Draught limitations
1.5 Documentation to be submitted
1.6 Ice thickness
2 Hull 92
2.1 Ice strengthened area vertical extension
2.2 Ice strengthened area regions
2.3 General framing arrangement
2.4 Transverse framing arrangement
2.5 Design loads
2.6 Hull scantlings
2.7 Fore part
2.8 Aft part
2.9 Side scuttles and freeing ports
3 Hull outfitting 97
3.1 Rudders and steering arrangements
4 Propulsion 97
4.1 General
4.2 Ice torque
4.3 Propellers
4.4 Shafting
5 Miscellaneous requirements 99
5.1 River water inlets and cooling water systems of machinery
5.2 Steering gear
5.3 Transverse thrusters

Section 2 Transport of Heavy Cargoes


1 All vessels 100
1.1 Application
1.2 Documentation to be submitted
1.3 Design load
1.4 Hull scantlings
2 Bulk cargo vessels 100
2.1 Application
2.2 Design loads
2.3 Bottom or inner bottom plating thickness

10 Bureau Veritas - Inland Navigation Rules November 2014


Section 3 Equipped for Transport of Containers
1 General 101
1.1 Application
1.2 Documentation to be submitted
2 Structure arrangements 101
2.1 Strength principles
2.2 Bottom structure
2.3 Hatch covers carrying containers
3 Design loads 101
3.1 Design torsional torque
3.2 Forces on containers
4 Hull scantlings 102
4.1 General
5 Direct calculation 102
5.1 General

Section 4 Equipped for Transport of Wheeled Vehicles


1 General 104
1.1 Application
1.2 Documentation to be submitted
2 Vessel arrangements 104
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of cargo spaces, other than RoRo spaces, intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion
3 Scantlings 104
3.1 RoRo cargo spaces
3.2 Movable decks and inner ramps
3.3 External ramps

Section 5 Ferry
1 General 105
1.1 Application
1.2 Documentation to be submitted
2 Vessel arrangements 105
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of RoRo cargo spaces, intended for the carriage of motor vehicles with
fuel in their tanks for their own propulsion

November 2014 Bureau Veritas - Inland Navigation Rules 11


3 Scantlings 105
3.1 RoRo cargo spaces
3.2 Movable decks and inner ramps
3.3 External ramps
4 Electrical installations 106
4.1 Protective measures on car decks

Section 6 Stability
1 General 107
1.1 Application
1.2 Documents to be submitted
2 Cargo vessels 107
2.1 Intact stability
2.2 Additional intact stability requirements applicable to dry bulk cargo vessels
2.3 Damage stability
3 Container vessels 110
3.1 General
3.2 Stowage of containers
3.3 Intact stability in case of non-secured containers
3.4 Intact stability in case of secured containers
3.5 Damage stability
4 Tankers 113
4.1 General
4.2 Intact stability
4.3 Damage stability
5 Tugs 114
5.1 General
5.2 Additional intact stability
6 Pushers 115
6.1 General
7 Pontoons 115
7.1 General
7.2 Documentation to be submitted
7.3 Heeling moments
7.4 Calculation of the righting moments
7.5 Intact stability
7.6 Intact stability in case of reduced residual freeboard
8 Dredgers 116
8.1 General
8.2 Documentation to be submitted
8.3 Heeling moments
8.4 Calculation of the righting moments
8.5 Intact stability
8.6 Intact stability in case of reduced residual freeboard

12 Bureau Veritas - Inland Navigation Rules November 2014


9 Hopper dredgers and hopper barges Vessels without bottom doors 118
9.1 General
9.2 Documentation to be submitted
9.3 Heeling moments
9.4 Intact stability
9.5 Intact stability in case of reduced residual freeboard
10 Hopper dredgers and hopper barges Vessels fitted with bottom doors 119
10.1 General
10.2 Documentation to be submitted
10.3 Heeling moments
10.4 Calculation method
10.5 Intact stability

Section 7 Fire
1 General 121
1.1 Application
1.2 Documentation to be submitted
1.3 Definitions
2 General provisions 121
2.1 Determination of fire integrity standards
2.2 Openings in class A and class B divisions
2.3 Fire protection materials
3 Vessels intended for the carriage of passengers 122
3.1 Fire integrity of bulkheads and decks
3.2 Means of escape
3.3 Ventilation systems
3.4 Protection of stairways and lifts in accommodation and service spaces
4 Vessels intended for the carriage of dangerous goods 123
4.1 Integrity of bulkheads and decks
5 Other vessels 124
5.1 Integrity of bulkheads and decks
5.2 Fire fighting

Section 8 Unattended Machinery Spaces (AUT-UMS)


1 General 125
1.1 Application
1.2 Exemptions
1.3 Communication system
1.4 Monitoring and control of equipment
2 Documentation 125
2.1 Documents to be submitted

November 2014 Bureau Veritas - Inland Navigation Rules 13


3 Fire precautions 125
3.1 Fire prevention
3.2 Fire detection
3.3 Fire fighting
4 Flooding precautions 126
4.1 Protection against flooding
5 Machinery 126
5.1 General
5.2 Control of machinery
6 Alarm system 129
6.1 General
6.2 Alarm system design
6.3 Machinery alarm system
6.4 Alarm system in wheelhouse
7 Safety system 129
7.1 General
8 Testing 129
8.1 General

Section 9 Annual Survey


1 General 130
1.1 Application
1.2 Links between anniversary dates and annual surveys, intermediate surveys and
class renewal surveys
2 Annual survey 130
2.1 General
2.2 Hull - General requirement
2.3 Ballast tanks
2.4 Hatches and covers, bow, side and stern doors
2.5 General machinery installations
2.6 Boilers
2.7 Electrical machinery and equipment
2.8 Fire protection, detection and extinction
3 Intermediate survey 133
3.1 General
3.2 Hull

Section 10 Grabloading
1 General 134
1.1 Application

14 Bureau Veritas - Inland Navigation Rules November 2014


2 Scantlings 134
2.1 General
2.2 Inner bottom
2.3 Hold sides and bulkheads

Section 11 Pollution Prevention


1 Scope and application 135
1.1 General
1.2 Applicable rules and regulations
2 Definitions and abbreviations 135
2.1 Definitions related to water pollution
2.2 Definitions related to air pollution
2.3 Abbreviations
3 Documents to be submitted and applicable standards 137
3.1 Documents to be submitted
3.2 Modifications and additions
4 Design requirements for additional class notation Cleanvessel 140
4.1 Waste management
4.2 Oily wastes
4.3 Wastewaters
4.4 Garbage and hazardous wastes
4.5 Hull antifouling systems
4.6 Prevention of pollution by oil spillage and leakage
4.7 Refrigeration systems
4.8 Fire-fighting systems
4.9 Emission of nitrogen oxides (NOx)
4.10 Emission of sulphur oxides (SOx)
5 Additional class notation AWT 144
5.1 Scope
5.2 Definitions and abbreviations
5.3 Design of the AWT plant
6 Additional class notation GWT 145
6.1 Scope
6.2 Design of the grey water treatment plant
7 Additional class notation NDO-x days 145
7.1 Scope
7.2 Design requirements
8 Additional class notation NOX-x% 146
8.1 Scope
8.2 Design requirements
9 Additional class notation OWS-x ppm 147
9.1 Scope
9.2 Design requirements

November 2014 Bureau Veritas - Inland Navigation Rules 15


10 Additional class notation SOX-x% 147
10.1 Scope
10.2 Design requirements
11 Onboard surveys 147
11.1 Application
11.2 Periodical tests and measurements done by the vessel Owner
11.3 Periodical surveys

Section 12 Equipped for Transport of Passengers


1 General 149
1.1 Application
1.2 Documentation to be submitted
1.3 Definitions
2 Vessel arrangement 149
2.1 Watertight subdivision
2.2 Openings in watertight bulkheads
2.3 Bulkhead doors
3 Fire protection, detection and extinction 150
3.1 General
3.2 Fire prevention
3.3 Fire detection and alarm
3.4 Control of smoke spread
3.5 Fire containment
3.6 Fire structural integrity
3.7 Fire fighting
3.8 Escape
4 Safety devices and equipment 153
4.1 Alarm and communication systems
4.2 Intercommunications
4.3 Fire door and watertight door closure indicators
5 Stability 153
5.1 General
5.2 Intact stability
5.3 Damage stability

16 Bureau Veritas - Inland Navigation Rules November 2014


C HAPTER 3
TRANSPORT OF DANGEROUS GOODS

Section 1 General
1 General 159
1.1 Application
2 Classification 159
2.1 Classification of dangerous goods
3 Carriage of dry cargoes 159
3.1 Mode of carriage of goods
3.2 Permitted vessels
3.3 Pushed convoys and side-by-side formations
3.4 Materials of construction
4 Carriage of liquid cargoes 160
4.1 Carriage in cargo tanks
4.2 Carriage of dangerous substances not listed in Ch 3, App 3, Tab 2
4.3 Permitted vessels
4.4 Pushed convoys and side-by-side formations
4.5 Types of tank vessels
4.6 Pressure cargo tanks
4.7 Blanketing of the cargo and inerting
4.8 Materials of construction
5 Certification, inspection and testing of cargo system 162
5.1 Application
5.2 Type approval
5.3 Workshop tests
5.4 On board tests

Section 2 DG-G
1 General 165
1.1 Application
1.2 Applicable rule requirements
1.3 Documents to be submitted
1.4 Definitions
2 Vessel arrangement 165
2.1 Protection against the penetration of gases
2.2 Engine rooms
2.3 Accommodation and service spaces
2.4 Hold spaces
2.5 Ventilation
2.6 Engines
2.7 Oil fuel tanks
2.8 Exhaust pipes
2.9 Bilge pumping and ballasting arrangements
2.10 Ventilation of cargo pump rooms and gas compressor rooms

November 2014 Bureau Veritas - Inland Navigation Rules 17


3 Cargo containment 169
3.1 Cargo area hull design
3.2 Carriage of liquefied gases under pressure
3.3 Carriage of refrigerated liquefied gases
3.4 Cargo tank openings
4 Cargo piping system 170
4.1 General
4.2 Arrangement of cargo piping
4.3 Accessories
4.4 Bonding
5 Cargo pressure and temperature control 171
5.1 Regulation of cargo pressure and temperature
5.2 Refrigeration system
5.3 Water spray system
6 Pressure cargo tank venting system 172
6.1 Safety valves
6.2 Discharge capacity of safety valves
6.3 Safety valves blow-off lines
7 Environmental control 173
7.1 Inerting facility
8 Electrical installations 173
8.1 General design requirements
8.2 Type and location of electrical equipment
8.3 Earthing
8.4 Electrical cables
8.5 Storage batteries
9 Fire protection and fire extinction 175
9.1 Fire and naked light
9.2 Fire extinguishing arrangements
9.3 Portable fire extinguishers
9.4 Fire extinguishing system
9.5 Fixed fire extinguishing system
10 Safety and control installations 176
10.1 General
10.2 Cargo tank level indicators
10.3 Level alarm device
10.4 High level sensor
10.5 Cargo tank pressure monitoring
10.6 Cargo temperature monitoring
10.7 Cargo tank sampling equipment
10.8 Safety valves
10.9 Gas detection and alarm system
10.10 Other protective measures
11 Buoyancy and stability 176
11.1 General
11.2 Intact stability
11.3 Damage stability

18 Bureau Veritas - Inland Navigation Rules November 2014


Section 3 DG-C
1 General 179
1.1 Application
1.2 Documents to be submitted
2 Vessel arrangement 179
2.1 Protection against the penetration of gases
2.2 Engine rooms
2.3 Accommodation and service spaces
2.4 Hold spaces
2.5 Ventilation
2.6 Engines
2.7 Oil fuel tanks
2.8 Exhaust pipes
2.9 Bilge pumping and ballasting arrangements
2.10 Ventilation of cargo pump rooms
2.11 Arrangements of cofferdams
3 Cargo containment 183
3.1 General
3.2 Cargo area hull design
3.3 Cargo tank arrangements
3.4 Integrated tank scantlings
3.5 Independent cargo tank scantlings
3.6 Cargo tank openings
4 Cargo piping system 185
4.1 General
4.2 Arrangement of cargo piping
4.3 Control, monitoring and alarm devices
4.4 Bonding
4.5 Supply of cargo tanks with washing or ballast water
4.6 Permissible loading and unloading flows
5 Cargo pressure and temperature control 186
5.1 Regulation of cargo pressure and temperature
5.2 Refrigeration system
5.3 Cargo tank heating
5.4 Water spray system
6 Tanks and receptacles for residual products and receptacles for slops 187
6.1 General
7 Environmental control 187
7.1 Inerting facility
8 Electrical installations 187
8.1 General design requirements
8.2 Type and location of electrical equipment
8.3 Earthing
8.4 Electrical cables
8.5 Storage batteries

November 2014 Bureau Veritas - Inland Navigation Rules 19


9 Fire protection and fire extinction 189
9.1 Fire and naked light
9.2 Fire extinguishing arrangements
9.3 Portable fire extinguishers
9.4 Fire extinguishing system
9.5 Fixed fire extinguishing system
10 Safety and control installations 190
10.1 General
10.2 Cargo tank level indicators
10.3 Level alarm device
10.4 High level sensor
10.5 Cargo tank pressure monitoring
10.6 Cargo temperature monitoring
10.7 Cargo tank sampling equipment
11 Buoyancy and stability 190
11.1 General
11.2 Intact stability
11.3 Damage stability

Section 4 DG-N
1 General 193
1.1 Application
1.2 Documents to be submitted
2 Vessel arrangement 193
2.1 Protection against the penetration of gases - DG-N closed and DG-N open with
flame arresters
2.2 Engine rooms
2.3 Accommodation and service spaces
2.4 Accommodation and service spaces - Additional requirements for DG-N closed
and DG-N open with flame arresters
2.5 Hold spaces
2.6 Hold spaces - Additional requirements for DG-N closed and DG-N open with
flame arresters
2.7 Ventilation
2.8 Ventilation - Additional requirements for DG-N closed and DG-N open with
flame arresters
2.9 Engines
2.10 Oil fuel tanks
2.11 Exhaust pipes
2.12 Bilge pumping and ballasting arrangements
2.13 Ventilation of cargo pump rooms
2.14 Arrangements of cofferdams
3 Cargo containment 197
3.1 General
3.2 Cargo area hull design
3.3 Cargo tank arrangements
3.4 Integrated tank scantlings
3.5 Independent cargo tank scantlings
3.6 Cargo tank openings

20 Bureau Veritas - Inland Navigation Rules November 2014


4 Cargo piping system 199
4.1 General
4.2 Arrangement of cargo piping
4.3 Control, monitoring and alarm devices
4.4 Bonding
4.5 Supply of cargo tanks with washing or ballast water
4.6 Permissible loading and unloading flows
4.7 Additional requirements for DG-N closed and DG-N open with flame arrester
5 Cargo pressure and temperature control 200
5.1 Regulation of cargo pressure and temperature
5.2 Refrigeration system
5.3 Cargo tank heating
5.4 Water spray system
6 Receptacles for residual products and receptacles for slops 201
6.1 General
7 Environmental control 201
7.1 Inerting facility
8 Electrical installations 202
8.1 General design requirements
8.2 Type and location of electrical equipment
8.3 Earthing
8.4 Electrical cables
8.5 Storage batteries
9 Fire protection and fire extinction 203
9.1 Fire and naked light
9.2 Fire extinguishing arrangements
9.3 Portable fire extinguishers
9.4 Fire extinguishing system
9.5 Fixed fire extinguishing system
10 Safety and control installations 204
10.1 General
10.2 Cargo tank level indicators
10.3 Level alarm device
10.4 High level sensor
10.5 Cargo tank pressure monitoring - DG-N closed
10.6 Cargo temperature monitoring
10.7 Cargo tank sampling equipment
11 Buoyancy and stability 204
11.1 General
11.2 Intact stability
11.3 Damage stability

November 2014 Bureau Veritas - Inland Navigation Rules 21


Section 5 Oil Separator Vessel
1 General 207
1.1 Application
1.2 Documents to be submitted
2 Vessel arrangement 207
2.1 Engine rooms
2.2 Accommodation and service spaces
2.3 Hold spaces
2.4 Ventilation
2.5 Engines
2.6 Oil fuel tanks
2.7 Exhaust pipes
2.8 Bilge pumping and ballasting arrangements
2.9 Ventilation of cargo pump rooms
2.10 Arrangements of cofferdams
3 Cargo containment 210
3.1 General
3.2 Cargo area hull design
3.3 Cargo tank arrangements
3.4 Integrated tank scantlings
3.5 Independent cargo tank scantlings
3.6 Cargo tank openings
4 Cargo piping system 210
4.1 Arrangement for cargo pumps
4.2 Arrangement of cargo piping - General
4.3 Control and monitoring
4.4 Supply of cargo tanks with washing or ballast water
5 Cargo temperature control 211
5.1 Cargo tank heating
6 Receptacles for residual products and receptacles for slops 211
6.1 General
7 Electrical installations 211
7.1 General design requirements
7.2 Type and location of electrical equipment
7.3 Earthing
7.4 Electrical cables
7.5 Storage batteries
8 Fire protection and fire extinction 212
8.1 Fire and naked light
8.2 Portable fire extinguishers
9 Safety and control installations 213
9.1 General
10 Buoyancy and stability 213
10.1 General
10.2 Intact stability
10.3 Damage stability

22 Bureau Veritas - Inland Navigation Rules November 2014


Section 6 Supply Vessel
1 General 215
1.1 Application
1.2 Documents to be submitted
2 Vessel arrangement 215
2.1 Engine rooms
2.2 Accommodation and service spaces
2.3 Hold spaces
2.4 Ventilation
2.5 Engines
2.6 Oil fuel tanks
2.7 Exhaust pipes
2.8 Bilge pumping and ballasting arrangements
2.9 Ventilation of cargo pump rooms
2.10 Arrangements of cofferdams
3 Cargo containment 217
3.1 General
3.2 Cargo area hull design
3.3 Cargo tank arrangements
3.4 Integrated tank scantlings
3.5 Independent cargo tank scantlings
3.6 Cargo tank openings
4 Cargo piping system 218
4.1 Arrangement for cargo pumps
4.2 Arrangement of cargo piping
4.3 Control and monitoring
4.4 Supply of cargo tanks with washing or ballast water
4.5 Permissible loading and unloading flows
5 Cargo temperature control 219
5.1 Cargo tank heating
6 Receptacles for residual products and receptacles for slops 219
6.1 General
7 Electrical installations 219
7.1 General design requirements
7.2 Type and location of electrical equipment
7.3 Earthing
7.4 Electrical cables
7.5 Storage batteries
8 Fire protection and fire extinction 221
8.1 Fire and naked light
8.2 Portable fire extinguishers
9 Safety and control installations 221
9.1 General
10 Buoyancy and stability 221
10.1 General
10.2 Intact stability
10.3 Damage stability

November 2014 Bureau Veritas - Inland Navigation Rules 23


Section 7 DG
1 General 224
1.1 Application
1.2 Documents to be submitted
2 Vessel arrangement 224
2.1 Accommodation and service spaces
2.2 Water ballast
2.3 Ventilation
2.4 Engines
2.5 Oil fuel tanks
2.6 Exhaust pipes
3 Cargo holds 225
3.1 General arrangements
3.2 Heating installation
3.3 Stripping installation
4 Electrical installations 225
4.1 Type and location of electrical equipment
4.2 Electric cables
4.3 Metal wires, masts
4.4 Storage batteries
5 Fire protection and fire extinction 226
5.1 Fire and naked light
5.2 Fire extinguishing arrangements
5.3 Portable fire extinguishers
5.4 Water fire extinguishing system
5.5 Fixed fire extinguishing system
6 Additional rules applicable to double hull vessels 226
6.1 Application
6.2 Holds
6.3 Emergency exit
6.4 Damage stability

Section 8 DGL
1 General 229
1.1 Application
2 Vessel arrangements 229
2.1 Materials
2.2 Protection against penetration of gases
2.3 Ventilation
2.4 Engine rooms
2.5 Superstructures
2.6 Engines
2.7 Fuel oil tanks
2.8 Exhaust pipes

24 Bureau Veritas - Inland Navigation Rules November 2014


3 Electrical installations 230
3.1 General design requirements
3.2 Type and location of electrical equipment
3.3 Electrical cables
4 Fire protection and fire extinction 231
4.1 Fire and naked light
4.2 Fire extinguishing arrangements
4.3 Portable fire extinguishers
4.4 Water fire extinguishing system
4.5 Fixed fire extinguishing system

Section 9 DGD
1 General 232
1.1 Application
2 Vessel arrangements 232
2.1 Materials
2.2 Ventilation
2.3 Superstructures
2.4 Engines
2.5 Fuel oil tanks
2.6 Exhaust pipes
3 Electrical installations 232
3.1 Type and location of electrical equipment
3.2 Electric cables
4 Fire protection and fire extinction 233
4.1 Fire and naked light
4.2 Fire-extinguishing arrangements

November 2014 Bureau Veritas - Inland Navigation Rules 25


Appendix 1 Definitions
1 Definitions 234
1.1 Accommodation
1.2 ADN
1.3 Auto-ignition temperature
1.4 Bilge water
1.5 Bulk container
1.6 Bulkhead
1.7 Cargo area of tank vessels
1.8 Cargo area of dry cargo vessels
1.9 Cargo pump room
1.10 Cargo tank
1.11 Cargo residues
1.12 Closed-type sampling device
1.13 Cofferdam
1.14 Design pressure
1.15 Dangerous goods
1.16 Explosion group
1.17 Flash-point
1.18 Hazardous areas
1.19 Intermediate bulk container (IBC)
1.20 Large packaging
1.21 Limited explosion risk electrical apparatus
1.22 Multiple-element gas container (MEGC)
1.23 Packing group
1.24 Partly closed sampling device
1.25 Possibility of cargo heating
1.26 Possibility of a sampling connection
1.27 Protected area
1.28 Residual cargo
1.29 Slops
1.30 Service space
1.31 Temperature class
1.32 Test pressure
1.33 UN Model Regulations
1.34 UN number

Appendix 2 Additional Requirements Concerning Carriage of Dry Cargoes


1 Limitation of the quantities of dry cargo carried 239
1.1 General provisions
1.2 Additional requirements concerning Class 1
1.3 Additional requirements concerning Class 4.1

26 Bureau Veritas - Inland Navigation Rules November 2014


Appendix 3 List of Dangerous Goods Accepted for Carriage in Tank Vessels
1 General 242
1.1 Scope of the list
1.2 Application
2 Explanations concerning Table 2 242
2.1 Column 1: UN number or substance identification number
2.2 Column 2: Name and description
2.3 Column 3
2.4 Column 4: Packing group
2.5 Column 5: Danger labels
2.6 Column 6: Type of tank vessel
2.7 Column 7: Cargo tank design
2.8 Column 8: Cargo tank type
2.9 Column 9: Cargo tank equipment
2.10 Column 10: Opening pressure of the high-velocity vent valve in kPa
2.11 Column 11: Maximum degree of filling in %
2.12 Column 12: Relative density at 20C
2.13 Column 13: Type of sampling device
2.14 Column 14: Pump-room below deck permitted
2.15 Column 15: Temperature class
2.16 Column 16: Explosion group
2.17 Column 17: Anti-explosion protection required
2.18 Column 18: Equipment required
2.19 Column 19: Number of cones/blue lights
2.20 Column 20: Additional requirements / Remarks applicable to the vessel

November 2014 Bureau Veritas - Inland Navigation Rules 27


28 Bureau Veritas - Inland Navigation Rules November 2014
Part D
Additional Requirements for Notations

Chapter 1

TYPE AND SERVICE NOTATIONS

SECTION 1 GENERAL CARGO VESSELS


SECTION 2 BULK CARGO VESSELS

SECTION 3 TANKERS

SECTION 4 CONTAINER VESSELS


SECTION 5 RORO CARGO VESSELS

SECTION 6 PASSENGER VESSELS

SECTION 7 TUGS AND PUSHERS


SECTION 8 PONTOONS

SECTION 9 VESSELS FOR DREDGING ACTIVITIES

SECTION 10 LAUNCHES

SECTION 11 PLEASURE VESSELS

November 2014 Bureau Veritas - Inland Navigation Rules 29


30 Bureau Veritas - Inland Navigation Rules November 2014
Pt D, Ch 1, Sec 1

SECTION 1 GENERAL CARGO VESSELS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.2 Stability


[2.1]
1.2.1 Proof of sufficient intact stability according to Pt B,
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2]
Ch 2, Sec 2, [4] is to be furnished.
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
The Society may waive this requirement, depending on the
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, vessel design and operating conditions.
[2.4]
t : Net thickness, in mm, of plating 1.3 Direct calculation
2
ASH : Net web sectional area, in cm 1.3.1 The following requirements apply for the analysis of
w : Net section modulus, in cm3, of ordinary stiffen- primary supporting members.
ers or primary supporting members Direct calculation is to be carried out in compliance with
s : Spacing, in m, of ordinary stiffeners Pt B, Ch 5, Sec 1, [5].

S : Spacing, in m, of primary supporting members 1.3.2 Loading conditions and load cases in service
: Stiffener span, in m conditions
The loads are to be calculated for the most severe loading
k : Material factor defined in Pt B, Ch 2, Sec 3,
conditions, with a view to maximising the stresses in the
[2.4] and Pt B, Ch 2, Sec 3, [3.4]
primary supporting members.
Ry : Minimum yield stress, in N/mm2, of the mate- The following loading conditions are generally to be con-
rial, to be taken equal to 235/k N/mm2, unless sidered:
otherwise specified
a) Harbour
R : Partial safety factor covering uncertainties
full cargo load in hold/vessel at the relevant draught T1
regarding resistance, defined in Pt B, Ch 5, Sec
1, [5.4] empty hold/vessel at the relevant draught T1
m : Partial safety factor covering uncertainties b) Navigation
regarding material, defined in Pt B, Ch 5, Sec 1, full cargo load/vessel at the maximum draught T
[5.4]
lightship/vessel at the relevant draught T1.
b, S : Span correction coefficients defined in Pt B, Ch 2,
Sec 4, [5.2] 1.3.3 Structure checks
b, s : Coefficients for pressure distribution correction The following checks are to be carried out:
defined in Pt B, Ch 2, Sec 4, [5.3] level of normal stresses and shear stresses, in particular
n : Navigation coefficient defined in Pt B, Ch 3, in way of holes and passage of longitudinals
Sec 1, [5.2]. buckling strength of unstiffened webs
for double hull vessels, continuity of double bottom in
1 General side tanks.

1.1 Application 2 Single side general cargo vessels

1.1.1 Vessels complying with the requirements of this Section 2.1 General
are eligible for the assignment of the type and service notation
General cargo vessel, as defined in Pt A, Ch 1, Sec 3, [2.1.3]. 2.1.1 Application
The requirements of this Article apply to open deck vessels
1.1.2 Vessels dealt with in this Section are to comply with
of single side construction, with or without double bottom,
the requirements stipulated in Part A, Part B and Part C of
intended primarily to carry general cargoes.
the Rules, as applicable, and with the requirements of this
Section, which are specific to general cargo vessels. The loading/unloading may be performed in one or two runs.

November 2014 Bureau Veritas - Inland Navigation Rules 31


Pt D, Ch 1, Sec 1

2.2 Protection of cargo holds 2.4.4 Connection of frames to bottom longitudinals

In the case of a longitudinally framed single bottom, the


2.2.1 Coating side frames are to be connected to the bottom longitudinal
All metallic structures are to be protected against corrosion the most at side, either directly, or by means of a bracket.
according to Pt B, Ch 8, Sec 2.
Similarly, at the frame upper part, connecting brackets are
Suitable coatings for the intended cargoes (in particular for to be provided, extending up to the deck longitudinal the
the compatibility with the cargo) are to be chosen and most at side and, even, to the hatch coaming, in general.
applied in accordance with the manufacturers require-
ments.
2.5 Longitudinally framed side
2.2.2 Cargo hold ceiling
2.5.1 Side transverses
The cargo hold bottom is to be sheathed up to the upper
part of bilges by wooden or metallic ceiling of thickness Side transverses are to be fitted, in general, with a spacing
depending on the cargo nature. not greater than 8-frame spacing, nor than 4 m.
Where a side ceiling is provided, it is to be secured every 4- Their scantling is to be performed according to [2.7.2].
frame spacing to the side frames by an appropriate system.
The side transverses are generally directly welded to the
shell plating.
2.3 Bottom structure
In the case of a double bottom, the side transverses are to
2.3.1 Single bottom vessels are to be fitted with girders in be bracketed to the bottom transverses.
compliance with Pt B, Ch 5, Sec 2, [6.2] or Pt B, Ch 5, Sec 2,
[7.3].
2.5.2 Side longitudinals

2.3.2 Transversely framed single bottom Longitudinal ordinary stiffeners are generally to be continu-
ous when crossing primary supporting members.
A single bottom transversely framed is to be fitted with
floors at every frame. In the case the longitudinals are interrupted by a primary
supporting member, brackets on both sides of the primary
2.3.3 Longitudinally framed single bottom supporting member are to be fitted in perfect alignment.
Longitudinal stiffeners are generally to be continuous when
crossing primary members. 2.6 Topside structure
The section modulus of longitudinals located in way of the
web frames of transverse bulkheads is to be increased by 2.6.1 Strength continuity
10%.
At the ends of the cargo hold space, the members taking
Longitudinals are to be supported by transverses whose part in the overall strength are to be correctly staggered.
spacing is to be neither greater than 8-frame spacing, nor
than 4 m, whichever is less. Arrangements are to be made to ensure strength continuity
of the topside structure at the end of the hatchways. As far
as practicable, it is recommended to extend the part of the
2.4 Transversely framed side hatch coaming which is located above deck and to connect
it to the side bulkheads of the accommodation spaces.
2.4.1 Connection of frames with floors
The frames are to be connected to the floors in compliance 2.7 Hull scantlings
with Pt B, Ch 5, Sec 3, [6.1].
2.7.1 General
2.4.2 Connection with deck structure
The hull scantlings are to be as specified in Part B, Chapter 5,
At the upper end of the frames, connecting brackets are to
be provided, in compliance with Pt B, Ch 5, Sec 3, [10]. unless otherwise specified.
Such brackets are to extend to the hatch coaming.
2.7.2 Transverse rings
2.4.3 Web frames Where necessary, transverse rings are to be fitted to provide
Web frames are to be fitted with a spacing not exceeding additional supports of the stringer plate.
5 m.
The ring component scantlings are not to be less than the
Their scantling is to be performed according to [2.7.2]. values given in Tab 1.

32 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 1

Table 1 : Net scantling of transverse rings

Primary supporting member w (cm3) ASh (cm2)


Floors R m b p 2 3 p
w = --------------------
- aB 10 A sh = 10 R m s ----- aB
Bottom transverses mR y Ry

R m b
if 0 - S 0 2 10 3
w = 26 ------------------- A sh = 68 R m S ----- S 0
mR y Ry
Side webs and
side transverses (1) R m b b p 2 3 p
if 0 > w = 4, 4 --------------------------
- S 10 A sh = 10 R m S s ----- S
mR y Ry

Strong box beams see Pt B, Ch 5, Sec 4, [5.4.4]


Note 1:
p : Design load, in kN/m2, defined in Pt B, Ch3, Sec 4
0 : Span parameter, in m: 0 = pd / 9,81
pd : Total pressure, in kN/m2, at the lower end of the stiffener
a : Structural member spacing: a = s for floors, a = S for bottom transverses
m : Boundary coefficient, to be taken equal to 8.
(1) Scantlings of web frames and side transverses at the lower end are to be the same as those of floors or bottom transverses con-
nected to them.

2.7.3 Transverse hold bulkhead structure A : Bulkhead end stringer axial stress, in N/mm2:
The number and location of transverse bulkheads are 10qD
defined in Pt B, Ch 5, Sec 5. A = -----------------1
A
Where necessary, additional bulkheads are to be fitted to A : Bulkhead end stringer sectional area, in cm2
provide for sufficient transverse strength of the vessel.
q : Distributed transverse load acting on the
The scantlings of transverse hold bulkheads are not to be stringer plate, in kN/m, to be determined as
less than the values required in Pt B, Ch 5, Sec 5. stated in Pt B, Ch 5, Sec 4, [5.4.1]
a) Vertically framed plate bulkhead D1 : Unsupported stringer plate length, in m,
The upper end of the vertical stiffeners is to be con- defined in Pt B, Ch 5, Sec 4, [5.4.2].
nected either to a strong deck box beam or to a stringer In way of hold end bulkheads, D1 is to be
located at the stringer plate level or above. substituted by 0,5 D1
As far as practicable, the bottom of the box beam or the
m : Boundary coefficient, to be taken equal to 8.
bulkhead end stringer is to be located in the same plane
as the stringer plate.
Where this is not the case, the bulkhead plating or the
3 Double hull general cargo vessels
box beam sides are to be fitted with an efficient hori-
zontal framing at that level. 3.1 General
b) Horizontally framed bulkhead
3.1.1 Application
The upper part of horizontally framed bulkheads are to
be specially considered by the Society. The requirements of this Article apply to open deck vessels
of double hull construction, intended primarily to carry
c) Plate bulkhead end stringer general cargoes.
The net scantlings of the plate bulkhead end stringer is The loading/unloading may be performed in one or two
to be determined, using the following formula: runs.
R m b p
- S 2 10 3
w = --------------------------------------- 3.1.2 Protection of cargo holds
m ( R y R m A )
All metallic structures are to be protected against corrosion
where:
according to Pt B, Ch 8, Sec 2.
p : Bulkhead end stringer design load, in
Suitable coatings for the intended cargoes (in particular for
kN/m2, to be determined using the applica-
the compatibility with the cargo) are to be chosen and
ble formulae given in Pt B, Ch 3, Sec 4, [3]
applied in accordance with the manufacturers require-
S : Bulkhead stringer spacing, in m ments.

November 2014 Bureau Veritas - Inland Navigation Rules 33


Pt D, Ch 1, Sec 1

3.2 Welding 3.3.3 Side and inner side web frames


It is recommended to provide side web frames, fitted every
3.2.1 General 3 m and, in general, not more than 6-frame spacings apart.

Welding is to comply with the requirements of Pt B, Ch 8, At their upper end, side and inner side web frames are to be
Sec 1. connected by means of a bracket. This bracket can be a sec-
tion or a flanged plate with a section modulus at least equal
to the one of the side web frames. An attached plating strip,
3.2.2 Arrangements applying to the shell plating
where applicable, may be taken into account.
and the double hull
The web frames are to be connected at their mid-span by
Transverse butts are to be butt welded. Double bottom butts means of struts, the cross sectional area of which is not to
may be welded in way of floor face plate which then acts as be less than those of the connected web frames.
a support.
At their lower end, the web frames are to be adequately
The longitudinal joints are to be obtained either by butt connected to the floors or top tank.
welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick- 3.3.4 Plate webs
ness of 0,5 t, whereas the inner line of welding may be dis- Plate webs may be fitted in addition or instead of web
continuous with a ratio p/d < 4 and a throat thickness of frames.
0,5 t; however, for spaces which are not accessible after Plate webs are to be fitted with horizontal stiffeners, the
construction, the inner weld is to be carried out with a con- spacing of which is not to be greater than 1 m.
tinuous line welding.
The scantling of plate webs with large openings is to be
examined by the Society on a case by case basis.
3.2.3 Arrangements applying to the topside plating
Butt weldings are to be carried out on the transverse butts of 3.4 Longitudinally framed double side
the sheerstrake, stringer plate and coaming.
3.4.1 Inner side plating
3.2.4 Connection of inner bottom with floors The requirements of [3.3.1] also apply to longitudinally
framed double side, with the transverses instead of web
Where the floors cannot be welded to the inner bottom by frames.
means of fillet welds, the connection may be obtained by
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In 3.4.2 Side and inner side longitudinals
that case, the floors are to be fitted with flange of adequate Where the outer and inner side longitudinals are connected
width. by means of struts located at mid-span, their section modu-
lus may be reduced by 30%.
3.3 Transversely framed double side The strut sectional area is to be not less than those of the
connected longitudinals.
3.3.1 Structural arrangement 3.4.3 Side transverses
Where the inner side does not extend down to the outer The requirements of [3.3.3] also apply to longitudinally
bottom, it is to be held in position by means of brackets or framed double side, with the transverses instead of web
vertical stiffeners fitted to the floors. frames.

Adequate continuity strength is to be ensured in way of 3.4.4 Plate webs


changes in width of the double side. In particular, scarfing The requirements of [3.3.4] also apply to longitudinally
of the inner side is to be ensured beyond the cargo hold framed double side.
region.
3.5 End structure
3.3.2 Side and inner side frames
3.5.1 Arrangements for self-propelled vessels
At their upper end, side and inner side frames are to be con-
At the ends of the cargo hold space, the strength continuity
nected by means of a bracket. This bracket can be a section
of members taking part in the overall strength is to be ade-
or a flanged plate with a section modulus at least equal to
quately ensured.
the one of the side web frames.
In particular, arrangements are to be made to ensure
Where the outer and inner side frames are connected by strength continuity of the top structure at the end of the
means of struts located at mid-span, their section modulus hatchways. As far as practicable, it is recommended to
may be reduced by 30%. extend the part of the hatch coaming located above deck
and to connect it to the side bulkheads of the accommoda-
The strut sectional area is to be not less than those of the tion spaces.
connected frames.
The longitudinal boundaries of the engine room side bun-
At their lower end, the frames are to be adequately con- kers are to be located, as far as practicable, in the extension
nected to the floors or top tank. of the double hull sides.

34 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 1

3.5.2 Arrangements for pushed vessels 3.6.2 General arrangements of double bottom
Where the compartments outside the cargo hold space are structure
of small size, the strength continuity is to be ensured by Where the inner side plating does not extend down to the
scarfing of strength members. bottom plating, the floors of vessels built in the transverse
The double hull sides are to be extended, in the shape of system are to be stiffened, at each frame, in way of the inner
brackets, outside the cargo hold space over a distance equal side plating, by means of a section, the net sectional area of
to twice the stringer plate width. which, in cm2, is not to be less than:
Strength continuity of the inner bottom is to be ensured by A = 0,01 b tF
means of brackets, one of which is to be along the vessel
where:
centreline. Where the vessel ends are built on the longitudi-
nal system, the brackets are to be connected to the bottom tF : Net thickness of floor web, in mm
longitudinals; otherwise, they are to be connected to keel- b : Section height, in mm:
sons.
b = 100 HD
Pushing transoms, if any, are to be designed in compliance
with Pt B, Ch 7, Sec 6, [2.2]. HD : Double bottom height, in m.
As a rule, manholes are not to be provided into the cen-
3.6 Hull scantlings treline girder.

3.6.1 General 3.6.3 Transverse hold bulkhead structure


The hull scantlings and arrangements are to be determined Arrangements and scantlings of transverse hold bulkheads
according to Part B, Chapter 5, unless otherwise specified. are to be in compliance with Pt B, Ch 5, Sec 5.

November 2014 Bureau Veritas - Inland Navigation Rules 35


Pt D, Ch 1, Sec 2

SECTION 2 BULK CARGO VESSELS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.2 Stability


[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 1.2.1 Proof of sufficient intact stability according to Pt B,
Ch 2, Sec 2, [4] is to be furnished.
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
The Society may waive this requirement, depending on the
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, vessel design and operating conditions.
[2.4]
t : Net thickness, in mm, of plating
1.3 Estimated still water design bending
ASH : Net web sectional area, in cm2 moments
w : Net section modulus, in cm3, of ordinary stiffen-
ers or primary supporting members 1.3.1 Estimated still water design bending moments are to
be determined in compliance with Pt B, Ch 3, Sec 2. If
s : Spacing, in m, of ordinary stiffeners
parameters XAV and XAR are not known, they are not to be
S : Spacing, in m, of primary supporting members taken less than:
: Stiffener span, in m pS
X 3 = ----------------------------------
k : Material factor defined in Pt B, Ch 2, Sec 3, 19, 6 B tan B
[2.4] and Pt B, Ch 2, Sec 3, [3.4] where:
Ry : Minimum yield stress, in N/mm2, of the mate-
pS : Bottom or inner bottom still water design pres-
rial, to be taken equal to 235/k N/mm2, unless
sure, in kN/m2, defined in Pt B, Ch 3, Sec 4,
otherwise specified
[3.2.3]
R : Partial safety factor covering uncertainties
B, B : Dry bulk cargo density, in t/m3, and angle of
regarding resistance, defined in Pt B, Ch 5, Sec
repose, in degree.
1, [5.4]
m : Partial safety factor covering uncertainties
regarding material, defined in Pt B, Ch 5, Sec 1,
1.4 Direct calculation
[5.4]
1.4.1 The following requirements apply to the analysis of
b, S : Span correction coefficients defined in Pt B, Ch 2, primary supporting members.
Sec 4, [5.2]
Direct calculation is to be carried out in compliance with Pt
b, s : Coefficients for pressure distribution correction B, Ch 5, Sec 1, [5].
defined in Pt B, Ch 2, Sec 4, [5.3]
n : Navigation coefficient defined in Pt B, Ch 3, 1.4.2 Loading conditions and load cases in service
Sec 1, [5.2]. conditions
The loads are to be calculated for the most severe loading
1 General conditions, with a view to maximising the stresses in the
primary supporting members.

1.1 Application The following loading conditions are generally to be con-


sidered:
1.1.1 Vessels complying with the requirements of this Sec- a) Harbour
tion are eligible for the assignment of the type and service
notation Bulk cargo vessel, as defined in Pt A, Ch 1, Sec 3, full cargo load in hold/vessel at the relevant draught T1
[2.1.1]. empty hold/vessel at the relevant draught T1

1.1.2 Vessels dealt with in this Section are to comply with b) Navigation
the requirements stipulated in Part A, Part B and Part C of
full cargo load/vessel at the maximum draught T
the Rules, as applicable, and with the requirements of this
Section, which are specific to bulk cargo vessels. lightship/vessel at the relevant draught T1.

36 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 2

1.4.3 Structure checks 2.4 Transversely framed side


The following checks are to be carried out:
2.4.1 Connection of frames with floors
level of normal stresses and shear stresses, in particular
The frames are to be connected to the floors in compliance
in way of holes and passage of longitudinals
with Pt B, Ch 5, Sec 3, [6.1].
buckling strength of unstiffened webs
for double hull vessels, continuity of double bottom in 2.4.2 Connection with deck structure
side tanks. At the upper end of frames, connecting brackets are to be
provided, in compliance with Pt B, Ch 5, Sec 3, [10]. Such
brackets are to extend to the hatch coaming.
2 Single side bulk cargo vessels
2.4.3 Web frames
2.1 General Web frames are to be fitted with a spacing not exceeding
5 m.
2.1.1 Application
Their scantling is to be performed according to [2.7.2].
The requirements of this Article apply to open deck vessels
of single side construction, with or without double bottom, 2.4.4 Connection of frames to bottom longitudinals
intended primarily to carry bulk dry cargoes. In the case of a longitudinally framed single bottom, the
The loading/unloading may be performed in one or two side frames are to be connected to the bottom longitudinal
runs. the most at side, either directly or by means of a bracket.
Similarly, at the frame upper part, connecting brackets are
2.2 Protection of cargo holds to be provided, extending up to the deck longitudinal the
most at side and, even, to the hatch coaming, in general.
2.2.1 Coating
All metallic structures are to be protected against corrosion 2.5 Longitudinally framed side
according to Pt B, Ch 8, Sec 2.
2.5.1 Side transverses
Suitable coatings for the intended cargoes (in particular for
Side transverses are to be fitted, in general, with a spacing
the compatibility with the cargo) are to be chosen and
not greater than 8-frame spacing, nor than 4 m.
applied in accordance with the manufacturers require-
ments. Their scantling is to be performed according to [2.7.2].
The side transverses are generally directly welded to the
2.2.2 Cargo hold ceiling shell plating.
The cargo hold bottom is to be sheathed up to the upper
In the case of a double bottom, the side transverses are to
part of bilges by wooden or metallic ceiling of thickness
be bracketed to the bottom transverses.
depending on the cargo nature.
Where a side ceiling is provided, it is to be secured every 2.5.2 Side longitudinals
4-frame spacing to the side frames by an appropriate sys- Longitudinal ordinary stiffeners are generally to be continu-
tem. ous when crossing primary supporting members.
In the case the longitudinals are interrupted by a primary
2.3 Bottom structure supporting member, brackets on both sides of the primary
supporting member are to be fitted in perfect alignment.
2.3.1 Single bottom vessels are to be fitted with girders in
compliance with Pt B, Ch 5, Sec 2, [6.2] or Pt B, Ch 5, Sec
2.6 Topside structure
2, [7.3].
2.6.1 Strength continuity
2.3.2 Transversely framed single bottom
At the ends of the cargo hold space, the members taking
A single bottom transversely framed is to be fitted with part in the overall strength are to be correctly staggered.
floors at every frame.
Arrangements are to be made to ensure strength continuity
2.3.3 Longitudinally framed single bottom of the topside structure at the end of the hatchways. As far
as practicable, it is recommended to extend the part of the
Longitudinal stiffeners are generally to be continuous when
hatch coaming which is located above deck and to connect
crossing primary members.
it to the side bulkheads of the accommodation spaces.
The section modulus of longitudinals located in way of the
web frames of transverse bulkheads is to be increased by 2.7 Hull scantlings
10%.
Longitudinals are to be supported by transverses whose 2.7.1 General
spacing is to be not greater than 8-frame spacing, nor than The hull scantlings are to be as specified in Part B, Chapter
4 m, whichever is less. 5, unless otherwise specified.

November 2014 Bureau Veritas - Inland Navigation Rules 37


Pt D, Ch 1, Sec 2

Table 1 : Net scantling of transverse rings

Primary supporting member w (cm3) ASh (cm2)


Floors R m b p 2 3 p
w = --------------------
- aB 10 A sh = 10 R m s ----- aB
Bottom transverses mR y Ry

R m b
if 0 - S 0 2 10 3
w = 26 ------------------- A sh = 68 R m S ----- S 0
mRy Ry
Side webs and
side transverses (1) R m b b p 2 3 p
if 0 > w = 4, 4 --------------------------
- S 10 A sh = 10 R m S s ----- S
mR y Ry

Strong box beams see Pt B, Ch 5, Sec 4, [5.4.4]


(1) Scantlings of web frames and side transverses at the lower end are to be the same as those of floors or bottom transverses con-
nected to them.
Note 1:
p : Design load, in kN/m2, defined in Pt B, Ch3, Sec 4
0 : Span parameter, in m:
0 = pd / 9,81
pd : Total pressure, in kN/m2, at the lower end of the stiffener
: Structural member spacing, in m:
a = s for floors
a = S for bottom transverses
m : Boundary coefficient, to be taken equal to 8.

2.7.2 Transverse rings c) Plate bulkhead end stringer


Where necessary, transverse rings are to be fitted to provide The net scantlings of the plate bulkhead end stringer is
additional supports of the stringer plate. to be determined using the following formula:

The ring component scantlings are not to be less than the R m b p


- S 2 10 3
w = ---------------------------------------
m ( Ry R m A )
values given in Tab 1.
where:
2.7.3 Transverse hold bulkhead structure
p : Bulkhead end stringer design load, in
The number and location of transverse bulkheads are kN/m2, to be determined using applicable
defined in Pt B, Ch 5, Sec 5. formulae given in Pt B, Ch 3, Sec 4, [3]

Where necessary, additional bulkheads are to be fitted to S : Bulkhead stringer spacing, in m


provide for sufficient transverse strength of the vessel.
A : Bulkhead end stringer axial stress, in N/mm2:
The scantlings of transverse hold bulkheads are not to be
10qD
less than the values required in Pt B, Ch 5, Sec 5. A = -----------------1
A
a) Vertically framed plate bulkhead A : Bulkhead end stringer sectional area, in cm2
The upper end of the vertical stiffeners is to be con- q : Distributed transverse load acting on the
nected either to a strong deck box beam or to a stringer stringer plate, in kN/m, to be determined as
located at the stringer plate level or above. stated in Pt B, Ch 5, Sec 4, [5.4.1]

As far as practicable, the bottom of the box beam or the D1 : Unsupported stringer plate length, in m,
bulkhead end stringer is to be located in the same plane defined in Pt B, Ch 5, Sec 4, [5.4.2].
as the stringer plate. In way of hold end bulkheads, D1 is to be
substituted by 0,5 D1
Where this is not the case, the bulkhead plating or the
box beam sides are to be fitted with an efficient hori- m : Boundary coefficient, to be taken equal to 8.
zontal framing at that level.
2.7.4 Strengthening of cargo hold structures
b) Horizontally framed bulkhead
In case of grab loading/unloading, the scantlings of struc-
The upper part of horizontally framed bulkheads are to tural elements within the cargo hold are to be increased
be specially considered by the Society. according to Ch 2, Sec 10, [2].

38 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 2

3 Double hull bulk cargo vessels 3.3.2 Side and inner side frames
At their upper end, side and inner side frames are to be con-
3.1 General nected by means of a bracket. This bracket can be a section
or a flanged plate with a section modulus at least equal to
3.1.1 Application the one of the side web frames.
The requirements of this Article apply to open deck vessels Where the outer and inner side frames are connected by
of double hull construction, intended primarily to carry means of struts located at mid-span, their section modulus
bulk dry cargoes. may be reduced by 30%.
The loading/unloading may be performed in one or two The strut sectional area is to be not less than those of the
runs. connected frames.
3.1.2 Protection of cargo holds At their lower end, the frames are to be adequately con-
All metallic structures are to be protected against corrosion nected to the floors or top tank.
according to Pt B, Ch 8, Sec 2.
3.3.3 Side and inner side web frames
Suitable coatings for the intended cargoes (in particular for
It is recommended to provide side web frames, fitted every
the compatibility with the cargo) are to be chosen and
3 m and, in general, not more than 6-frame spacings apart.
applied in accordance with the manufacturers require-
ments. At their upper end, side and inner side web frames are to be
connected by means of a bracket. This bracket can be a sec-
3.2 Welding tion or a flanged plate with a section modulus at least equal
to the one of the side web frames. An attached plating strip,
3.2.1 General where applicable, may be taken into account.
Welding is to comply with the requirements of Pt B, Ch 8, The web frames are to be connected at their mid-span by
Sec 1. means of struts, the cross sectional area of which is not to
be less than those of the connected web frames.
3.2.2 Arrangements applying to the shell plating
and the double hull At their lower end, the web frames are to be adequately
connected to the floors or top tank.
Transverse butts are to be butt welded. Double bottom butts
may be welded in way of floor faceplate which then acts as
3.3.4 Plate webs
a support.
Plate webs may be fitted in addition or instead of web
The longitudinal joints are to be obtained either by butt frames.
welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick- Plate webs are to be fitted with horizontal stiffeners, the
ness of 0,5 t, whereas the inner line of welding may be dis- spacing of which is not to be greater than 1 m.
continuous with a ratio p/d < 4 and a throat thickness of The scantling of plate webs with large openings is to be
0,5 t; however, for spaces which are not accessible after examined by the Society on a case by case basis.
construction, the inner weld is to be carried out with a con-
tinuous line welding.
3.4 Longitudinally framed double side
3.2.3 Arrangements applying to the topside plating
3.4.1 Inner side plating
Butt weldings are to be carried out on the transverse butts of
the sheerstrake, stringer plate and coaming. The requirements of [3.3.1] also apply to longitudinally
framed double side, with the transverses instead of web
3.2.4 Connection of inner bottom with floors frames.
Where the floors cannot be welded to the inner bottom by
means of fillet welds, the connection may be obtained by 3.4.2 Side and inner side longitudinals
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In Where the outer and inner side longitudinals are connected
that case, the floors are to be fitted with flange of adequate by means of struts located at mid-span, their section modu-
width. lus may be reduced by 30%.
The strut sectional area is to be not less than those of the
3.3 Transversely framed double side connected longitudinals.

3.3.1 Structural arrangement 3.4.3 Side transverses


Where the inner side does not extend down to the outer The requirements of [3.3.3] also apply to longitudinally
bottom, it is to be held in position by means of brackets or framed double side, with the transverses instead of web
vertical stiffeners fitted to the floors. frames.
Adequate continuity strength is to be ensured in way of
changes in width of the double side. In particular, scarfing 3.4.4 Plate webs
of the inner side is to be ensured beyond the cargo hold The requirements of [3.3.4] also apply to longitudinally
region. framed double side.

November 2014 Bureau Veritas - Inland Navigation Rules 39


Pt D, Ch 1, Sec 2

3.5 End structure 3.6 Hull scantlings


3.5.1 Arrangements for self-propelled vessels 3.6.1 General
At the ends of the cargo hold space, the strength continuity The hull scantlings and arrangements are to be determined
of members taking part in the overall strength is to be ade- according to Part B, Chapter 5, unless otherwise specified.
quately ensured.
In particular, arrangements are to be made to ensure 3.6.2 General arrangements of double bottom
strength continuity of the top structure at the end of the structure
hatchways. As far as practicable, it is recommended to Where the inner side plating does not extend down to the
extend the part of the hatch coaming located above deck bottom plating, the floors of vessels built in the transverse
and to connect it to the side bulkheads of the accommoda- system are to be stiffened, at each frame, in way of the inner
tion spaces. side plating, by means of a section, the net sectional area of
which, in cm2, is not to be less than:
The longitudinal boundaries of the engine room side bun-
kers are to be located, as far as practicable, in the extension A = 0,01 b tF
of the double hull sides. where:
3.5.2 Arrangements for pushed vessels tF : Net thickness of floor web, in mm
Where the compartments outside the cargo hold space are b : Section height, in mm:
of small size, the strength continuity is to be ensured by b = 100 HD
scarfing of strength members.
HD : Double bottom height, in m.
The double hull sides are to be extended, in the shape of
As a rule, manholes are not to be provided into the cen-
brackets, outside the cargo hold space over a distance equal
treline girder.
to twice the stringer plate width.
Strength continuity of the inner bottom is to be ensured by 3.6.3 Transverse hold bulkhead structure
means of brackets, one of which is to be along the vessel Arrangements and scantlings of transverse hold bulkheads
centreline. Where the vessel ends are built on the longitudi- are to be in compliance with Pt B, Ch 5, Sec 5.
nal system, the brackets are to be connected to the bottom
longitudinals; otherwise, they are to be connected to keel- 3.6.4 Strengthening of cargo hold structure
sons. In case of grab loading/unloading, the scantlings of struc-
Pushing transoms, if any, are to be designed in compliance tural elements within the cargo hold are to be increased
with Pt B, Ch 7, Sec 6, [2.2]. according to Ch 2, Sec 10, [2].

40 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 3

SECTION 3 TANKERS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Vessel arrangement


[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2]
2.1 Basic structural configuration
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, 2.1.1 Single hull tankers
[2.4]
In a single hull tanker (see Fig 1), the cargo tanks are
t : Net thickness, in mm, of plating bounded by the vessel outer shell, which means the bottom,
s : Spacing of ordinary stiffeners, in m the sides of the shell plating and the decks simultaneously
k : Material factor defined in Pt B, Ch 2, Sec 3, act as tank walls.
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
2.1.2 Double hull tankers
1 General As it is the case for a single hull tanker, the cargo tanks form
part of the vessel structure. However, the bottom and side
1.1 Application plating does not function simultaneously as tank walls (see
Fig 2). For certain products, minimum distances between
1.1.1 Vessels complying with the requirements of this Sec- tank boundaries and bottom or side plating are to be
tion are eligible for the assignment of the type and service observed. Accessibility is, however, to be guaranteed in
notation Tanker, as defined in Pt A, Ch 1, Sec 3, [3.1.1]. every case.

1.1.2 Vessels dealt with in this Section are to comply with 2.1.3 Tankers with inserted cargo tanks
the requirements stated in Part A, Part B and Part C of the
Rules, as applicable, and with the requirements of this Sec- In this type of vessel, the cargo tanks are independent of the
tion, which are specific to tankers. vessel structure but are permanently installed (see Fig 3).

Figure 1 : Single hull tankers

a b

November 2014 Bureau Veritas - Inland Navigation Rules 41


Pt D, Ch 1, Sec 3

Figure 2 : Double hull tankers

a b

Figure 3 : Inserted cargo tank

a
b

c d

2.2 Minimum side tank width 4 Machinery and systems


2.2.1 The side tank width is to be not less than 600 mm. 4.1 Bilge system
4.1.1 Size of bilge pipes
3 Stability The inside diameter of the bilge lines shall not be taken less
than 50 mm nor than the values derived from the following
3.1 Tankers carrying dangerous goods formulae:
main pipe:
3.1.1 For vessels carrying dangerous goods, see Part D, d 1 = 3, 0 ( B + D ) 1 + 35
Chapter 3.
branch pipe:
d 2 = 2, 0 ( B + D ) + 25
3.2 Other tankers
where:
3.2.1 Where the tank breadth exceeds 0,7 B, cargo tanks 1 : Total length, in m, of spaces between cofferdam
are normally to be provided with centre longitudinal bulk- or cargo bulkhead and stern tube bulkhead
heads. Where the tank breadth is greater than the figure
d1 : Inside diameter of main bilge pipe, in mm
mentioned and centre longitudinal bulkheads are not fitted,
proof of sufficient intact stability according to Pt B, Ch 2, d2 : Inside diameter of branch bilge pipe, in mm
Sec 2, [4] is to be furnished. : Length of the watertight compartment, in m.

42 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 3

5 Hull scantlings 6.1.2 Loading conditions and load cases


The loads are to be calculated for the most severe loading
5.1 General conditions, with a view to maximising the stresses in the
primary supporting members.
5.1.1 The hull scantlings are to be determined as specified The following loading conditions are generally to be con-
in Part B, Chapter 5, using the adequate design loads, unless sidered:
otherwise specified in this Article.
a) Harbour
In the cargo tank area, including cofferdams, the net thick-
ness of plates and structural members in spaces intended to full cargo load in tank/vessel at the relevant draught T1
contain liquids are not to be less than 4,4 mm. empty cargo tank/vessel at the relevant draught T1

5.1.2 Independent tanks b) Navigation


Scantlings of independent tanks are to be determined in full cargo load/vessel at the maximum draught T
compliance with Part B, Chapter 5, where the hull girder lightship/vessel at the relevant draught T1
stresses may be taken equal to zero.
c) Testing conditions
5.1.3 Thermal stresses
fully loaded cargo tank subjected to test pressure
Where heated liquids are intended to be carried in tanks, a (see Pt B, Ch 3, Sec 4, [5]).
calculation of thermal stresses is required, if the carriage
temperature of the liquid exceeds 90C.
6.2 Floors and bottom transverses in way of
The calculations are to be carried out for both temperatures, rings
the actual carriage temperature and the limit temperature
specified hereabove. 6.2.1 The following checks are to be carried out:
The calculations are to give the resultant stresses in the hull level of shear stresses, in particular in way of holes and
structure based on a water temperature of 0C and an air passage of longitudinals
temperature of 5C.
buckling strength of unstiffened webs
Constructional measures and/or strengthenings will be
continuity of double bottom in the side tanks.
required on the basis of the results of the calculation for
both temperatures.
6.3 Web frames and side transverses in way
5.2 Other requirements of rings

5.2.1 Minimum net thickness of web plating 6.3.1 For side primary supporting members, the level of
normal stresses and shear stresses in way of holes and pas-
The net thickness, in mm, of the web plating of ordinary sage of longitudinals is to be checked.
stiffeners is to be not less than:
for L < 120 m: 6.4 Strong beams and deck transverses in
t = 1,63 + 0,004 L k0,5 + 4,5 s way of rings
for L 120 m:
6.4.1 The following checks are to be carried out:
t = 3,9 k0,5 + s
level of normal stresses and shear stresses, in particular,
The net thickness, in mm, of plating which forms the web of in way of holes and passage of longitudinals
primary supporting members is to be not less than the value buckling strength of unstiffened web
obtained from the following formula:
continuity of structure and lateral support of deck trans-
t = 1,14 L1/3 k0,5 verses, notably, when the flange of the deck transverse is
a round bar.
6 Transverse rings
6.5 Pillars
6.1 General 6.5.1 Strong beams and deck transverses in way of rings are
to be supported by pillars. The pillar scantlings are to be
6.1.1 The strength check of the transverse rings is to be per-
determined according to Pt B, Ch 5, Sec 4, [11], where the
formed by direct calculation according to Pt B, Ch 5, Sec 1,
deck pressure is not to be taken less than 5 kN/m2. The pil-
[5].
lars and their attachments are also to be examined for trac-
In particular, the requirements of [6.2] to [6.4] are to be tion resulting from the relevant test pressure related to the
complied with. respective vessel type.

November 2014 Bureau Veritas - Inland Navigation Rules 43


Pt D, Ch 1, Sec 3

6.5.2 Tubular pillars are to be avoided in the cargo tanks as 7.4 Vessels with independent tanks
far as possible. For tank vessels intended to carry flammable
liquids or chemicals, tubular pillars are not permitted. 7.4.1 General

6.5.3 The pillars are to be attached to the girders as well as Vessels with independent tanks are to be built on the trans-
to the floor plates located below by means of welding. verse framing system. When a longitudinal framing system
is applied, it is to be specially considered by the Society.
6.6 Break in the deck
7.4.2 Stiffening
6.6.1 A reinforced deck transverse, pillars or a transverse The side stiffeners may be inside or outside the tank.
bulkhead is to be fitted in way of the deck break.
When tank longitudinal sides are framed vertically, stiffen-
ers are to form continuous frames with the top and bottom
7 Vessel structural arrangements stiffeners, whether the frames are connected or not by
brackets.
7.1 Vessels with integrated tanks,
The vertical or horizontal stiffeners of transverse sides are to
transverse framing system be welded on to the perpendicular tank sides, either
directly or by means of brackets extending up to the first
7.1.1 Beams
stiffener of previous sides.
Beams are to be fitted at every frame. They are to be discon-
tinuous in way of longitudinal bulkheads, to which they are To ensure proper contact between tank plates and vessel
connected with brackets. Deck beams are not to be discon- bottom, the bottom structure is to be adequately stiffened.
tinuous in way of expansion tanks, unless efficient compen-
sations are provided. 7.4.3 Floors
In way of floors not in contact with tanks, for instance floors
7.1.2 Strong beams
located between tanks and floors at hold ends, at least two
As a rule, strong beams are to have the same scantlings as keelsons with intercostal plating are to be provided. The
side web frames to which they are connected by brackets or keelsons are to be fitted approximately at one-third of the
any other equivalent arrangement, so as to ensure strength width and extending at least over three frame spaces
continuity. beyond tank end bulkheads.
7.1.3 Floors
Floors are to be fitted at every frame. They are to be discon- 7.5 Double hull arrangements
tinuous in way of bulkheads to which they are connected
by means of brackets or other equivalent arrangement 7.5.1 General
ensuring strength continuity. All parts of the cargo zone are to be well ventilated and
An adequate number of limbers is to be cut out in floors, accessible to ensure surveys and maintenance.
longitudinals and transverses to ensure the draining of cargo
to the pump suctions. 7.5.2 Floor reinforcement
Where the inner side plating does not extend down to the
7.2 Vessels with integrated tanks, bottom plating, the floors of vessels built in the transverse
longitudinal framing system system are to be stiffened, at each frame, in way of the dou-
ble hull shell plating, by means of a section, the net sec-
7.2.1 Side transverses tional area of which, in cm2, is not to be less than:
The side transverses are to be spaced not more than 3 m
A = 0,01 b tF
apart.
The span of side shell strength transverses is to be taken where:
equal to the vertical distance between bottom and deck. b : Section height, in mm, equal to:
7.2.2 Deck longitudinals b = 100 HD
The deck longitudinals are to be continuous through expan- where HD is the double bottom height, in m
sion tanks, unless efficient compensations are fitted.
tF : Net thickness of floor web, in mm.
7.3 Vessels with integrated tanks,
combination system 7.6 Ends of cargo zone
7.3.1 Web frames 7.6.1 The inner longitudinal side is to be extended inside
It is recommended to provide side shell and longitudinal the cofferdam. Moreover, when possible, it is to be
bulkhead web frames in way of bottom and deck trans- extended in the fore and aft ends of the vessel by means of
verses. brackets.

44 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 3

8 Supports of independent tanks c) In the fore-and-aft direction:


the design of the tank seatings in the fore-and-aft
8.1 Structural arrangement direction is to be based on a force equal to 0,30 P
where:
8.1.1 General P : Weight of tank including contents.
The reaction forces in way of tank supports are to be trans-
mitted as directly as possible to the hull primary supporting
8.3 Calculation of reaction forces in way of
members, minimising stress concentrations.
tank supports
Where the reaction forces are not in the plane of primary
members, web plates and brackets are to be provided in 8.3.1 The reaction forces in way of tank supports are to be
order to transmit these loads through shear stresses. obtained from the structural analysis of the tank, consider-
Stress concentrations in the tank walls are to be avoided, ing the loads specified in [8.2].
and care is to be taken to ensure that the tank seatings do If the tank supports are not able to react in tension, the final
not impede the contraction of the tank when cooled down distribution of the reaction forces at the supports may not
to the transport temperature. show any tensile forces.

8.1.2 Chocking of tanks


8.4 Scantlings of independent tank
The tank seatings are to be constructed in such a way as to supports and hull structures in way
make it impossible for the tanks to move in relation to the
vessel structure. 8.4.1 Scantlings
The tanks are to be supported by floors or bottom longitudi- The net scantlings of plating, ordinary stiffeners and primary
nals. supporting members of tank supports and hull structures in
When the stringer plate is chocked against tanks in way of way are to be not less than those obtained by applying the
some web frames or side shell transverses, chocking may criteria in Part B, Chapter 5, taking into account the hull
consist in a bolted assembly. In case of applying wedges in girder loads and the lateral pressure calculated according to
hard wood or synthetic material capable of transmitting the Part B, Chapter 3 as well as the reaction forces determined
chocking stress, arrangements are to be provided to avoid according to [8.3].
an accidental shifting during navigation.
9 Expansion tanks
8.1.3 Anti-flotation arrangements
Anti-flotation arrangements are to be provided for indepen-
9.1 General
dent tanks. The anti-flotation arrangements are to be suit-
able to withstand an upward force caused by an empty tank 9.1.1 Each tank is to be provided at about mid-length with
in a hold space flooded to the damage draught of the vessel, an expansion tank whose height above tank top is not to be
without plastic deformation likely to endanger the hull less than 0,5 m.
structure.
9.1.2 Scantlings of expansion tank covers are to be spe-
8.1.4 Openings cially examined by the Society.
In primary supporting members and hull structures in way
of tank supports, openings are to be avoided and local
strengthening may be necessary.
10 Subdivision

8.2 Loads and load cases 10.1 General


10.1.1 Bulkheads adjacent to tanks, cofferdams and hold
8.2.1 The design of the tank supports is to be based on the
are to be welded or assembled by means of an equivalent
following assumed forces.
approved process. They are to have no openings.
Relaxation of the following may be granted by the Society
on a case by case basis. 10.1.2 The bulkhead scantlings are to be determined in
a) In the vertical direction: compliance with Pt B, Ch 5, Sec 5, [4] and Pt B, Ch 5, Sec 5,
[5], taking into account additional requirements stated under
the weight of the filled tanks acting downwards
[10.2] and [10.3].
the buoyancy of the empty tanks assuming the vessel
is in the damaged condition, acting upwards
10.2 Minimum thickness of bulkhead plating
the weight of the filled tanks assuming the vessel is
capsized 10.2.1 Minimum plating thickness
b) Athwartships and in the capsized conditions: The net thickness, in mm, of liquid cargo tank bulkheads is
to be not less than the value obtained from the following
the tank seatings in the athwartship direction are to
formula:
be designed for the total heeling range up to the
completely capsized condition t1 = 1,36 + 0,011 L k0,5 + 3,6 s

November 2014 Bureau Veritas - Inland Navigation Rules 45


Pt D, Ch 1, Sec 3

10.3 Minimum net thickness of structural 10.4 Corrugated bulkheads


member web
10.4.1 General
In place of plane bulkheads provided with stiffeners, corru-
10.3.1 Ordinary stiffeners gated bulkheads, determined according to Pt B, Ch 5, Sec 5,
The minimum net thickness, in mm, of the web plate of may be built in.
ordinary stiffeners is to be obtained from the following for- 10.4.2 Direct calculation
mula: The relevant service and test pressure related to the vessel
type are to be considered.
t = 0,61 L1/3 k0,5 + 3,6 s
The following checks are to be carried out:
10.3.2 Primary supporting members section modulus of beam
section modulus of welds
The minimum net thickness, in mm, of the web plate of pri- buckling of face plate
mary supporting members is to be obtained using the fol-
section modulus of welds when there is no continuity of
lowing formula: web in double bottom.
t = 1,14 L1/3 k0,5 For the allowable stresses, see Pt B, Ch 2, Sec 5.

46 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 4

SECTION 4 CONTAINER VESSELS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.2 Documentation to be submitted


[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 1.2.1 In addition to the documentation required in Pt B, Ch
1, Sec 3, the following information is to be submitted to the
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] Society:
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, container arrangement in holds, on decks and on hatch
[2.4] covers, indicating size and gross mass of containers
t : Net thickness, in mm, of plating container lashing arrangement indicating securing and
k : Material factor defined in Pt B, Ch 2, Sec 3, load bearings arrangements
[2.4] and Pt B, Ch 2, Sec 3, [3.4] drawings of load bearing structures and cell guides,
Ry : Minimum yield stress, in N/mm2, of the mate- indicating the design loads and including the connec-
rial, to be taken equal to 235/k N/mm2, unless tions to the hull structures and the associated structural
otherwise specified reinforcements.
R : Partial safety factor covering uncertainties
regarding resistance, defined in Pt B, Ch 5, Sec 1.3 Stability
1, [5.4]
1.3.1 Depending on the vessel design and operating condi-
m : Partial safety factor covering uncertainties tions, proof of sufficient intact stability according to Ch 2,
regarding material, defined in Pt B, Ch 5, Sec 1, Sec 6, [4] is required in the following cases:
[5.4]
a) B < 9,5 and nT > 1
b , S : Span correction coefficients defined in Pt B, Ch
2, Sec 4, [5.2] b) 9,5 B < 11 and nT > 2
b , s : Coefficients for pressure distribution correction c) B 11 and:
defined in Pt B, Ch 2, Sec 4, [5.3] (nS > 3 and nT > 2), or
z : Z co-ordinate, in m, of the calculation point nT > 3
IY : Net moment of inertia, in cm4, of the hull trans- where:
verse section around its horizontal neutral axis, nT : Number of container tiers
to be calculated according to Pt B, Ch 4, Sec 1
nS : Number of container stacks over the breadth B.
MTH : Total vertical bending moment in hogging con-
dition, in kN.m, to be determined according to
Pt B, Ch 3, Sec 2, [4] 2 Structure arrangements
MTS : Total vertical bending moment in sagging con-
dition, in kN.m, to be determined according to 2.1 Strength principles
Pt B, Ch 3, Sec 2, [4]
2.1.1 Local reinforcements
N : Z co-ordinate, in m, of the centre of gravity of
Local reinforcements of the hull structure are to be provided
the hull transverse section.
under container corners and in way of fixed cargo securing
devices and cell guides, if fitted.
1 General The forces applying on the fixed cargo securing devices are
to be indicated by the designer.
1.1 Application
2.2 Bottom structure
1.1.1 The type and service notation Container vessel is
assigned, in accordance with Pt A, Ch 1, Sec 3, [2.1.2], to 2.2.1 Floor and girder spacing
vessels intended to carry dry unit cargoes.
As a recommendation, the floor spacing is to be such that
1.1.2 Vessels dealt with in this Section are to comply with floors are located in way of the container corners. Floors are
the requirements stated in Part A, Part B and Part C of the also to be fitted in way of watertight bulkheads.
Rules, as applicable, and with the requirements of this Sec- Girders are generally to be fitted in way of the container
tion, which are specific to container vessels. corners.

November 2014 Bureau Veritas - Inland Navigation Rules 47


Pt D, Ch 1, Sec 4

2.2.2 Strength continuity In stowing containers within the guides, the maximal clear-
ance between container and guide is not to exceed 25 mm
Adequate strength continuity of floors and bottom trans-
in the transverse direction and 38 mm in the longitudinal
verses is to be ensured in way of the side tank by means of
direction.
brackets.
The upper end of the guides is to be fitted with a block to
2.2.3 Reinforcements in way of cell guides facilitate entry of the containers. Such appliance is to be of
robust construction so as to withstand impact and chafing.
The structures of the bottom and inner bottom on which cell
guides rest are to be adequately stiffened with doublers,
brackets or equivalent reinforcements. 2.4 Fixed cargo securing devices

2.4.1 Where containers are carried, in particular on the


2.3 Fixed cell guides hatch covers and on deck, container supporting members of
adequate scantlings are to be fitted.
2.3.1 General
Containers may be secured within fixed cell guides, perma- 2.5 Hatch covers carrying containers
nently connected by welding to the hull structure, which
prevent horizontal sliding and tipping. 2.5.1 Efficient retaining arrangements are to be provided to
prevent translation of the hatch cover under the action of
2.3.2 Arrangement of fixed cell guides the longitudinal and transverse forces exerted by the stacks
Vertical guides generally consist of sections with equal of containers on the cover. These retaining arrangements
sides, not less than 12 mm in thickness, extended for a are to be located in way of the hatch coaming side brackets.
height sufficient to give uniform support to containers. Solid fittings are to be welded on the hatch cover where the
corners of the containers are resting. These parts are
Guides are to be connected to each other and to the sup-
intended to transmit the loads of the container stacks onto
porting structures of the hull by means of cross-ties and lon-
the hatch cover on which they are resting and also to pre-
gitudinal members such as to prevent deformation due to
vent horizontal translation of the stacks by means of special
the action of forces transmitted by containers.
intermediate parts arranged between the supports of the
In general, the spacing between cross-ties connecting the corners and the container corners.
guides may not exceed 5 metres, and their position is to
coincide as nearly as possible with the one of the container
3 Single side vessels
corners (see Fig 1).

Cross-ties are to be longitudinally restrained at one or more 3.1 Protection of cargo holds
points so that their elastic deformation due to the action of
the longitudinal thrust of containers does not exceed
3.1.1 Coating
20 mm at any point.
All metallic structures are to be protected against corrosion
according to Pt B, Ch 8, Sec 2.
Figure 1 : Typical structure of cell guides

Cell guides
3.2 Bottom structure

3.2.1 Single bottom vessels are to be fitted with girders in


compliance with Pt B, Ch 5, Sec 2, [6.2] or Pt B, Ch 5, Sec
2, [7.3].
Maximum 5 m

Brackets

3.2.2 Transversely framed single bottom


Cross ties
A single bottom transversely framed is to be fitted with
floors at every frame.
A A
3.2.3 Longitudinally framed single bottom
Longitudinal stiffeners are generally to be continuous when
crossing primary members.
The section modulus of longitudinals located in way of the
web frames of transverse bulkheads is to be increased by
10%.
Longitudinals are to be supported by transverses whose
spacing is to be not greater than 8-frame spacing, nor than
Section A A 4 m, whichever is less.

48 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 4

3.3 Transversely framed side 4 Double hull vessels


3.3.1 Connection of frames with floors 4.1 Protection of cargo holds
The frames are to be connected to the floors in compliance
with Pt B, Ch 5, Sec 3, [6.1]. 4.1.1 All metallic structures are to be protected against cor-
rosion according to Pt B, Ch 8, Sec 2.
3.3.2 Connection with deck structure
At the upper end of frames, connecting brackets are to be 4.2 Welding
provided, in compliance with Pt B, Ch 5, Sec 3, [10]. Such
4.2.1 General
brackets are to extend to the hatch coaming.
Welding is to comply with the requirements of Pt B, Ch 8,
Sec 1.
3.3.3 Web frames
Web frames are to be fitted with a spacing not exceeding 4.2.2 Arrangements applying to the shell plating
5 m. and the double hull
Transverse butts are to be butt welded. Double bottom butts
Their scantling is to be performed according to [6.3.1].
may be welded in way of floor faceplate which then acts as
a support.
3.3.4 Connection of frames to bottom longitudinals
The longitudinal joints are to be obtained either by butt
In the case of a longitudinally framed single bottom, the welding or by overlap welding. In the second case, the
side frames are to be connected to the bottom longitudinal outer line welding is to be continuous with a throat thick-
the most at side, either directly or by means of a bracket. ness of 0,5 t, whereas the inner line of welding may be dis-
Similarly, at the frame upper part, connecting brackets are continuous with a ratio p/d < 4 and a throat thickness of
to be provided, extending up to the deck longitudinal the 0,5 t; however, for spaces which are not accessible after
most at side and, even, to: construction, the inner weld is to be carried out with a con-
tinuous line welding.
the hatch coaming, in general
the side trunk bulkhead, in case of a trunk vessel. 4.2.3 Arrangements applying to the topside plating
Butt weldings are to be carried out on the transverse butts of
the sheerstrake, stringer plate and coaming.
3.4 Longitudinally framed side
4.2.4 Connection of inner bottom with floors
3.4.1 Side transverses Where the floors cannot be welded to the inner bottom by
Side transverses are to be fitted, in general, with a spacing means of fillet welds, the connection may be obtained by
not greater than 8-frame spacing, nor than 4 m. slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In
that case, the floors are to be fitted with flange of adequate
Their scantling is to be performed according to [6.3.1]. width.
The side transverses are generally directly welded to the
shell plating. 4.3 Transversely framed double side
In the case of a double bottom, the side transverses are to 4.3.1 Structural arrangement
be bracketed to the bottom transverses. Where the inner side does not extend down to the outer
bottom, it is to be held in position by means of brackets or
3.4.2 Side longitudinals vertical stiffeners fitted to the floors.
Longitudinal ordinary stiffeners are generally to be continu- Adequate continuity strength is to be ensured in way of
ous when crossing primary supporting members. changes in width of the double side. In particular, scarfing
In the case the longitudinals are interrupted by a primary of the inner side is to be ensured beyond the cargo hold
supporting member, brackets on both sides of the primary region.
supporting member are to be fitted in perfect alignment. 4.3.2 Side and inner side frames
At their upper end, side and inner side frames are to be con-
3.5 Topside structure nected by means of a bracket. This bracket can be a section
or a flanged plate with a section modulus at least equal to
3.5.1 Strength continuity the one of the side web frames.
At the ends of the cargo hold space, the members taking Where the outer and inner side frames are connected by
part in the hull girder strength are to be correctly staggered. means of struts located at mid-span, their section modulus
may be reduced by 30%.
Arrangements are to be made to ensure strength continuity
of the topside structure at the end of the hatchways. As far The strut sectional area is to be not less than those of the
as practicable, it is recommended to extend the part of the connected frames.
hatch coaming which is located above deck and to connect At their lower end, the frames are to be adequately con-
it to the side bulkheads of the accommodation spaces. nected to the floors or top tank.

November 2014 Bureau Veritas - Inland Navigation Rules 49


Pt D, Ch 1, Sec 4

4.3.3 Side and inner side web frames In particular, arrangements are to be made to ensure
strength continuity of the top structure at the end of the
It is recommended to provide side web frames, fitted every
hatchways. As far as practicable, it is recommended to
3 m and, in general, not more than 6-frame spacings apart. extend the part of the hatch coaming located above deck
At their upper end, side and inner side web frames are to be and to connect it to the side bulkheads of the accommoda-
connected by means of a bracket. This bracket can be a sec- tion spaces.
tion or a flanged plate with a section modulus at least equal The longitudinal boundaries of the engine room side bun-
to the one of the side web frames. An attached plating strip, kers are to be located, as far as practicable, in the extension
where applicable, may be taken into account. of the double hull sides.
The web frames are to be connected at their mid-span by
means of struts, the cross sectional area of which is not to 4.5.2 Arrangements for pushed vessels
be less than those of the connected web frames. Where the compartments outside the cargo hold space are
of small size, the strength continuity is to be ensured by
At their lower end, the web frames are to be adequately scarfing of strength members.
connected to the floors or top tank.
The double hull sides are to be extended, in the shape of
4.3.4 Plate webs brackets, outside the cargo hold space over a distance equal
to twice the stringer plate width.
Plate webs may be fitted in addition or instead of web
frames. Strength continuity of the inner bottom is to be ensured by
means of brackets, one of which is to be along the vessels
Plate webs are to be fitted with horizontal stiffeners, the centreline. Where the vessel ends are built on the longitudi-
spacing of which is not to be greater than 1 m. nal system, the brackets are to be connected to the bottom
longitudinals; otherwise, they are to be connected to keel-
The scantling of plate webs with large openings is to be sons.
examined by the Society on a case by case basis.
Pushing transoms, if any, are to be designed in compliance
with Pt B, Ch 7, Sec 6, [2.2].
4.4 Longitudinally framed double side

4.4.1 Inner side plating


5 Design loads
The requirements of [4.3.1] also apply to longitudinally
framed double side, with the transverses instead of web
5.1 Design torsional torque
frames.
5.1.1 Where no specific data are provided by the Designer,
the design still water torsional torque induced by the non-
4.4.2 Side and inner side longitudinals
uniform distribution of cargo, consumable liquids and bal-
Where the outer and inner side longitudinals are connected last is to be obtained at the midship section, in kN.m, from
by means of struts located at mid-span, their section modu- the following formula:
lus may be reduced by 30%.
MT = 31,4 nS nT B
The strut sectional area is to be not less than those of the where:
connected longitudinals.
nS : Number of container stacks over the breadth B
4.4.3 Side transverses nT : Number of container tiers in cargo hold amid-
The requirements of [4.3.3] also apply to longitudinally ships (including containers on hatch covers).
framed double side, with the transverses instead of web
frames. 5.2 Forces on containers

4.4.4 Plate webs 5.2.1 Still water and inertial forces


The requirements of [4.3.4] also apply to longitudinally The force Fi applied to one container located at the level
framed double side. i, as defined in Fig 2, is to be determined in compliance
with Pt B, Ch 3, Sec 4, [3.4].
4.5 End structure The mass of the containers is to be defined by the Designer.

Where the mass of loaded containers is not known, the fol-


4.5.1 Arrangements for self-propelled vessels lowing values may be used:
At the ends of the cargo hold space, the strength continuity for 40-feet containers: mi = 27 t
of members taking part in the hull girder strength is to be
adequately ensured. for 20-feet containers: mi = 17 t

50 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 4

Where empty containers are stowed at the top of a stack, Table 1 : Specific wind pressure
the following values may be used:
Range of navigation pWD , in kN/m2
0,14 times the weight of a loaded container, in case of
empty steel containers IN(0,6 < x 2) 0,3 n0,5

0,08 times the weight of a loaded container, in case of IN(0,6), IN(0) 0,25n
empty aluminium containers.
In the case of juxtaposed and connected stacks of different
Figure 2 : Containers level in a stack heights, the wind forces are to be distributed taking into
account the number of stacks at the level considered (see
example in Fig 3).
 
 
Figure 3 : Distribution of wind forces
in the case of stacks of different heights
 


Fy, wind distributed over 3 stacks
 
 
Fy, wind distributed over 4 stacks

  Fy, wind distributed over 5 stacks




Fy, wind distributed over 5 stacks
 
 

  5.2.3 Stacks of containers




The still water, inertial and wind forces to be considered as
 
 
being applied at the centre of gravity of the stack, and those
transmitted at the corners of such stack is to be obtained, in
kN, as specified in Tab 2.
 

 5.2.4 Securing load
The scantling load of securing devices is to be determined
assuming an angle of list of 12.

6 Hull scantlings
5.2.2 Wind forces applied to one container
6.1 General
The forces due to the effect of the wind, applied to one con-
tainer stowed above deck at level i, are to be obtained, in 6.1.1 In general, the hull scantlings and arrangements are
kN, from the following formulae: to be in compliance with Part B, Chapter 5.
in x direction:
6.1.2 Scantlings of structural members subjected to con-
FX, WD, i = pWD hC bC centrated loads are to be determined by direct calculation
according to Pt B, Ch 5, Sec 1, [5]. In particular, the require-
in y direction: ments of [7] are to be complied with.
FY, WD, i = pWD hC C
6.1.3 Where the operating conditions (loading/unloading
where: sequence as well as consumable and ballast distribution)
are likely to induce excessive torsional torque, the torsional
hC : Height, in m, of a container strength is to be checked, using the design torsional torque
C , bC : Dimensions, in m, of the container stack in the derived from [5.1.1].
vessel longitudinal and transverse directions,
respectively 6.2 Container seating
pWD : Specific wind pressure, in kN/m2, defined in Tab 1.
6.2.1 The hull girder normal stress to be considered for the
These forces are only acting on the stack exposed to wind. strength check of container seating plating is to be deter-
mined using the formula:
In the case of M juxtaposed and connected stacks of the
same height, the wind forces are to be distributed over the 5 max ( M TH ;M TS )
X1 = 10 ---------------------------------------- (z N)
M stacks. IY

November 2014 Bureau Veritas - Inland Navigation Rules 51


Pt D, Ch 1, Sec 4

Table 2 : Containers - Still water, inertial and wind forces

Still water force FS, in kN, and inertial and wind Vertical still water force RS, in kN, and inertial and wind force
Vessel condition
force FW, in kN, acting on each container stack RW, in kN, transmitted at the corners of each container stack
N
Still water F
condition
FS = F S ,i R S = ----S
4
i=1
N

in x direction: F W ,X = (F W , X ,i + F X ,WD ,i ) F W, Z N C h C F W, X
R W ,1 = ---------
4
- + ------------------------
4 C
Upright condition i=1
N
(see Fig 4) F W, Z N C h C F W, X
R W ,2 = ---------
- ------------------------
in z direction: F W ,Z = F W ,Z ,i 4 4 C
i=1
N

Inclined condition in y direction: F W ,Y = (F W , Y ,i + F Y ,WD ,i ) F W, Z N C h C F W, Y


R W ,1 = ---------
4
- + ------------------------
4b C
(negative roll i=1
N
angle) F W, Z N C h C F W, Y
R W ,2 = ---------
- ------------------------
(see Fig 5) in z direction: F W ,Z = F W ,Z ,i 4 4b C
i=1

Note 1:
NC : Number of containers per stack
hC : Height, in m, of a container
C, bC : Dimensions, in m, of the container stack in the ship longitudinal and transverse directions, respectively.

Figure 4 : Inertial and wind forces Figure 5 : Inertial and wind forces
Upright vessel condition Inclined vessel condition

FW,Z Z FW,Z Z
FW,Y

FW,X

Y Y

RW,2 RW,1 RW,1 RW,2


RW,2 RW,2
X X

6.2.2 The net thickness, in mm, of container seating, if fit- nC : Number of stacks of container corners on the
ted, is to be not less than the thickness of the adjacent inner seating
bottom plating nor than the thickness obtained from the fol- CCS : Coefficient to be taken equal to:
lowing formula:
0, 05 0, 5
C CS = 2, 15 ---------------- + 0, 02 4 - 1, 75
0, 25
kn C R s s
t CS = 0, 8C CS ------------
-

where /s is to be taken not greater than 3
where:
R : Force, in kN, transmitted at the corner of each nC A
= ------------C
stack of containers, to be determined according s
to Tab 2 AC : Area of a stack of container corner, in m2
: Coefficient taken equal to: In the case of several container corners on the
for longitudinally framed plating: same plate panel, AC is the area corresponding
x1 2 x1 to the group of corners
L = 1 0 ,95 m ------- 0, 225 m -------
Ry Ry = max (a ; b)
for transversely framed plating: s = min (a ; b)
x1 a, b : Spacings, in m, of the container supporting
T = 1 0, 89 m -------
Ry members.

52 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 4

6.3 Additional requirements for single side p : Bulkhead end stringer design load, in
vessels kN/m2, to be determined using the applica-
ble formulae given in Pt B, Ch 3, Sec 4, [3]
6.3.1 Transverse rings S : Bulkhead stringer spacing, in m
Where necessary, transverse rings are to be fitted to provide m : Boundary coefficient to be taken equal to 8
additional supports of the stringer plate.
A : Bulkhead end stringer axial stress, in N/mm2:
The ring component scantlings are not to be less than
10qD
required in Tab 3. A = -----------------1
A
6.3.2 Transverse hold bulkhead structure q : Distributed transverse load acting on the
The number and location of transverse bulkheads are stringer plate, in kN/m, to be determined as
defined in Pt B, Ch 5, Sec 5. stated in Pt B, Ch 5, Sec 4, [5.4.1]
Where necessary, additional bulkheads are to be fitted to D1 : Unsupported stringer plate length, in m,
provide for sufficient transverse strength of the vessel. defined in Pt B, Ch 5, Sec 4, [5.4.2]
The scantlings of transverse hold bulkheads are to be not In way of hold end bulkheads, D1 is to be
less than the values required in Pt B, Ch 5, Sec 5. substituted by 0,5 D1
a) Vertically framed plate bulkhead A : Bulkhead end stringer sectional area, in cm2.
The upper end of the vertical stiffeners is to be con-
nected either to a strong deck box beam or to a stringer 6.4 Additional requirements for double hull
located at the stringer plate level or above. vessels
As far as practicable, the bottom of the box beam or the
bulkhead end stringer is to be located in the same plane 6.4.1 Double bottom arrangement
as the stringer plate. Where the inner side plating does not extend down to the
Where this is not the case, the bulkhead plating or the bottom plating, the floors of vessels built in the transverse
box beam sides are to be fitted with an efficient hori- system are to be stiffened, at each frame, in way of the inner
zontal framing at that level. side plating, by means of a section, the net sectional area of
which, in cm2, is not to be less than:
b) Horizontally framed bulkhead
The upper part of horizontally framed bulkheads are to A = 0,01 b tF
be specially considered by the Society. where:
c) Plate bulkhead end stringer tF : Net thickness of floor web, in mm
The net scantlings of the plate bulkhead end stringer is b : Section height, in mm:
to be determined, using the formula: b = 100 HD
p 2 3 HD : Double bottom height, in m.
w = b ---------------------------------------- S 10
m ( 226 k A ) As a rule, manholes are not to be provided into the cen-
where: treline girder.

Table 3 : Net scantling of transverse rings

Primary supporting member w (cm3) ASh (cm2)


Floors R m b p 2 3 p
w = --------------------
- aB 10 A sh = 10 R m s ----- aB
Bottom transverses mR y Ry

R m b
if 0 - S 0 2 10 3
w = 26 ------------------- A sh = 68 R m S ----- S 0
mR y Ry
Side webs and
side transverses (1) R m b b p 2 3 p
if 0 > w = 4, 4 --------------------------
- S 10 A sh = 10 R m S s ----- S
mR y Ry

Strong box beams see Pt B, Ch 5, Sec 4, [5.4.4]


(1) Scantlings of web frames and side transverses at the lower end are to be the same as those of floors or bottom transverses con-
nected to them.
Note 1:
p : Design load, in kN/m2, defined in Pt B, Ch 3, Sec 4
0 : Span parameter, in m:
0 = pd / 9,81
pd : Total pressure, in kN/m2, at the lower end of the stiffener
: Structural member spacing, in m:
a = s for floors
a = S for bottom transverses
m : Boundary coefficient, to be taken equal to 8.

November 2014 Bureau Veritas - Inland Navigation Rules 53


Pt D, Ch 1, Sec 4

7 Direct calculation a) Harbour


full cargo load in hold/vessel at the relevant draught T1
empty hold/vessel at the relevant draught T1
7.1 General
b) Navigation
7.1.1 The following requirements apply for the grillage full cargo load/vessel at the maximum draught T
analysis of primary supporting members subjected to con- lightship/vessel at the relevant draught T1.
centrated loads.
7.2.2 Deck structure
Direct calculation is to be carried out in compliance with
Where containers are intended to be loaded on the deck,
Pt B, Ch 5, Sec 1, [5].
the analysis of the deck structure is to be carried out taking
into account a full container load, considering the naviga-
7.2 Loading conditions and load cases in tion case.
service conditions
7.3 Structure checks
7.2.1 Bottom and side structures
7.3.1 The following checks are to be carried out:
The loads are to be calculated for the most severe loading level of bending stresses and shear stresses, in particular
conditions, with a view to maximising the stresses in the in way of holes and passage of longitudinals
primary supporting members. buckling strength of unstiffened webs
The following loading conditions are generally to be con- continuity of double bottom in the side tanks, for bot-
sidered: tom structure.

54 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 5

SECTION 5 RORO CARGO VESSELS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, IY : Net moment of inertia, in cm4, of the hull trans-
[2.1] verse section around its horizontal neutral axis,
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] to be calculated according to Pt B, Ch 4, Sec 1
D : Depth, in m MTH : Total vertical bending moment in hogging con-
, defined in Pt B, Ch 1, Sec 2, [2.3] dition, in kN.m, to be determined according to
Pt B, Ch 3, Sec 2, [4]
T : Draught, in m, defined in Pt B, Ch 1, Sec 2,
[2.4] MTS : Total vertical bending moment in sagging con-
dition, in kN.m, to be determined according to
t : Net thickness, in mm, of plating
Pt B, Ch 3, Sec 2, [4]
s : Spacing, in m, of ordinary stiffeners
N : Z co-ordinate, in m, of the centre of gravity of
S : Spacing, in m, of primary supporting members the hull transverse section
: Span, in m, of ordinary stiffeners or primary F : Wheeled force, in kN, defined in Pt B, Ch 3,
supporting members Sec 4, [3.5].
w : Net section modulus, in cm3, of ordinary stiffen- W : Coefficient taking into account the number of
ers or primary supporting members
wheels and wheels per axle considered as act-
Ash : Net web shear sectional area, in cm2 ing on the stiffener, defined in Tab 1
k : Material factor defined in Pt B, Ch 2, Sec 3, KS, KT : Coefficients taking into account the number of
[2.4] and Pt B, Ch 2, Sec 3, [3.4] axles considered as acting on the stiffener,
Ry : Minimum yield stress, in N/mm2, of the mate- defined in Tab 2.
rial, to be taken equal to 235/k N/mm2, unless
otherwise specified 1 General
R : Partial safety factor covering uncertainties regard-
ing resistance, defined in Pt B, Ch 5, Sec 1, [5.4]
1.1 Application
m : Partial safety factor covering uncertainties
regarding material, defined in Pt B, Ch 5, Sec 1, 1.1.1 The type and service notation RoRo cargo vessel is
[5.4] assigned, in accordance with Pt A, Ch 1, Sec 3, [2.1.4], to
b, S : Span correction coefficients defined in Pt B, Ch vessels intended to carry wheeled vehicles.
2, Sec 4, [5.2]
1.1.2 Vessels dealt with in this Section are to comply with
b, s : Coefficients for pressure distribution correction the requirements stated in Part A, Part B and Part C of the
defined in Pt B, Ch 2, Sec 4, [5.3] Rules, as applicable, and with the requirements of this Sec-
z : Z co-ordinate, in m, of the calculation point tion, which are specific to RoRo cargo vessels.

Table 1 : Wheeled loads - Coefficient W

Single wheel Double wheels Triple wheels

Configuration

2 1 ---
y y
W 1,00
3 2 ---
s s

Note 1:
y : Distance, in m, from the external wheel of a group of wheels to the stiffener under consideration, to be taken equal to the dis-
tance from the external wheel to the centre of the group of wheels.

November 2014 Bureau Veritas - Inland Navigation Rules 55


Pt D, Ch 1, Sec 5

Table 2 : Wheeled loads - Coefficients KS and KT 1.3 Stability


Coefficients Single axle Double axle 1.3.1 Proof of sufficient intact stability according to Pt B,
if d < 0,58 Ch 2, Sec 2, [4] is to be furnished.
2 4 The Society may waive this requirement, depending on the
172 4d d d
---------- ------- ----2- + ----4- vessel design and operating conditions.
81 3
KS 1,00
if d 0,58 1.4 Direct calculation
2 3
4 4d d 8d
--- ------- + 3 ----2- --------3- 1.4.1 The following requirements apply for the analysis of
3 3 3 primary supporting members.
2 3
d 3d d Direct calculation is to be carried out in compliance with Pt B,
KT 1,00 2 ------ --------2- + ----3-
2 2 Ch 5, Sec 1, [5].

Note 1: 1.4.2 Loading conditions and load cases in service


d : Distance, in m, between two axles (see Fig 1). conditions
The loads are to be calculated for the most severe loading
Figure 1 : Wheeled load on stiffeners - Double axles conditions, with a view to maximising the stresses in the
primary supporting members.
The following loading conditions are generally to be con-
sidered:
a) Harbour
full cargo load in hold/vessel at the relevant draught T1
empty hold/vessel at the relevant draught T1
b) Navigation
l
full cargo load/vessel at the maximum draught T
lightship/vessel at the relevant draught T1.
1.2 Documentation to be submitted 1.4.3 Structure checks
1.2.1 In addition to the documentation required in Pt B, The following checks are to be carried out:
Ch 1, Sec 3, the following information is to be submitted: level of normal stresses and shear stresses, in particular
a) Plans of ramps, elevators for cargo handling and mov- in way of holes and passage of longitudinals
able decks, if any, including: buckling strength of unstiffened webs
structural arrangements of ramps, elevators and for double hull vessels, continuity of double bottom in
movable decks with their masses the side tanks.
arrangements of securing and locking devices
connection of ramps, lifting and/or hoisting appli- 2 Vessel arrangements
ances to the hull structures, with indication of
design loads (amplitude and direction) 2.1 Sheathing
wire ropes and hoisting devices in working and
stowed position 2.1.1 Wood sheathing is recommended for caterpillar
trucks and unusual vehicles.
hydraulic jacks
It is recommended that a piece of wood of suitable thick-
loose gear (blocks, shackles, etc.) indicating the safe
ness should be provided under each crutch in order to dis-
working loads and the testing loads
tribute the mass over the plate and the nearest stiffeners.
test conditions
b) Plan of arrangement of motor vehicles, railway cars 2.2 Drainage of cargo spaces, other than
and/or other types of vehicles which are intended to be RoRo spaces, intended for the carriage
carried and indicating securing and load bearing
of motor vehicles with fuel in their tanks
arrangements
for their own propulsion
c) Characteristics of motor vehicles, railways cars and/or
other types of vehicles which are intended to be carried: 2.2.1 Scupper draining
(as applicable) axle load, axle spacing, number of Scuppers from cargo spaces, other than RoRo spaces,
wheels per axle, wheel spacing, size of tyre print intended for the carriage of motor vehicles with fuel in their
d) Plan of dangerous areas, in the case of vessels intended tanks for their own propulsion are not to be led to machin-
for the carriage of motor vehicles with petrol in their ery or other places where sources of ignition may be pres-
tanks. ent.

56 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 5

2.3 Hull structure 3.2.2 The hull girder normal stresses to be considered for
the yielding check of ordinary stiffeners subjected to
2.3.1 Framing wheeled loads and contributing to hull girder strength are
given in Tab 4.
In general, the strength deck and the bottom are to be longi-
tudinally framed. Table 4 : Hull girder normal stresses
Where a transverse framing system is adopted for such Ordinary stiffeners subjected to wheeled loads
structures, it is to be considered by the Society on a case-
by-case basis. Condition X1, in N/mm2

5 M TH
Hogging 10 ---------- (z N )
3 Hull scantlings IY

5 M TS
Sagging 10 --------- (z N)
3.1 General IY

3.1.1 The hull scantlings and arrangements are to be in 3.2.3 The hull girder normal stresses to be considered for
compliance with Part B, Chapter 5. the yielding check of primary supporting members sub-
jected to wheeled loads and contributing to hull girder
3.1.2 In addition, scantlings of plating and structural mem- strength are given in Tab 5.
bers subjected to wheeled loads are to be in compliance
with [3.3] to [3.5]. Table 5 : Hull girder normal stresses
Primary supporting members
3.1.3 Tyre print area subjected to wheeled loads
Tyre print area AT, in m2, is to be defined by the designer. In
Condition X1, in N/mm2
the case of double or triple wheels, the area is the one cor-
responding to the group of wheels. 5 M TH
zN 10 ---------- (z N )
IY
When the tyre print area is not known, it may be taken
equal to: 5 M TS
z<N 10 --------- (z N)
IY
np QA
A T = 9, 81 ------------
-
nw pT
3.3 Plating
where:
QA : Axle load, in t 3.3.1 The net thickness of plate panels subjected to
wheeled loads is to be not less than the value obtained from
nw : Number of wheels for the axle considered the formula:
pT : Tyre pressure, in kN/m. When the tyre pressure
kn p F
is not indicated by the Designer, it may be taken t WL = 0, 8C WL -----------
-

as defined in Tab 3.
where:
Table 3 : Tyre pressure pT for vehicles
CWL : Coefficient to be taken equal to:

0, 05 0, 5
Tyre pressure pT, in kN/m2 C WL = 2, 15 ---------------- + 0, 02 4 -- 1, 75
0, 25
Vehicle s s
pneumatic tyres solid rubber tyres
Private cars 250 NA where /s is to be taken not greater than 3
Vans and fork lift trucks 600 NA A
= ------T
Trucks and trailers 800 NA s

Handling machines 1100 1600 AT : Tyre print area, in m2, defined in


Note 1: NA = not applicable. [3.1.3]
np : Number of wheels on the plate panel, taken
3.2 Hull girder normal stresses equal to:
1 in case of a single wheel
3.2.1 The hull girder normal stress to be considered for the
strength check of plating subjected to wheeled loads is to be the number of wheels in a group of wheels,
determined, using the formula: in the case of double or triple wheels

5 max ( M TH ;M TS ) x1 2 x1
X1 = 10 ---------------------------------------- (z N) = 1 0 ,95 m ------- 0, 225 m -------
IY Ry Ry

November 2014 Bureau Veritas - Inland Navigation Rules 57


Pt D, Ch 1, Sec 5

3.3.2 For vehicles with the four wheels of the axle located L 40 m:
on a plate panel as shown in Fig 2, the net thickness of the
plating is to be not less than the greater of the values R m F
- 10 3
w = W K S ----------------------------------------
obtained, in mm, from the following formulae: m ( R y R m X1 )

tWL = t1 L < 40 m:

tWL = t2 [k (1 + 2 + 3 + 4)]0,5 R m F
- 10 3
w = W K S -----------------------------------------------------------
mR y ( 1 0, 18 R m K MZ )
where:
where:
t1 : Net thickness obtained, in mm, from [3.3.1] for
np = 2, considering one group of two wheels X1 : Hull girder normal stress, in N/mm2, to be deter-
located on the plate panel mined according to [3.2.1]

t2 : Net thickness obtained, in mm, from [3.3.1] for m : Boundary coefficient to be taken equal to 6
nP = 1, considering one wheel located on the KMZ : Coefficient defined in Pt B, Ch 5, Sec 6.
plate panel

2 , 3 , 4 : Coefficients obtained from the following for- 3.4.2 Net shear sectional area
mula, replacing i by 2, 3 and 4, respectively The net shear sectional area ASh, in cm2, of ordinary stiffen-
(see Fig 2): ers subjected to wheeled loads are to be obtained from fol-
lowing formula:
for xi / b < 2:
W KT F
i = 0,8 (1,2 2,02 i + 1,17 i2 0,23 i3) A sh = 20 R m ----------------
-
Ry
for xi / b 2:

i = 0 3.5 Primary supporting members


xi : Distance, in m, from the wheel considered to 3.5.1 Wheeled loads
the reference wheel (see Fig 2)
The scantlings of primary supporting members subjected to
b : Dimension, in m, of the plate panel side per- wheeled loads are to be determined according to Tab 6
pendicular to the axle considering uniform pressures equivalent to the distribution
of vertical concentrated forces, when such forces are
x closely located.
i = ----i
b
For the determination of the equivalent uniform pressures,
the most unfavorable case, i.e. where the maximum number
Figure 2 : Four wheel axle located on a plate panel
of axles is located on the same primary supporting member
according to Fig 3 to Fig 5, is to be considered.

The equivalent pressure may be determined using the for-


mula:

nV Q
p eq = 10 -------------A- E Q
S

where:
nV : Maximum number of vehicles possible located
on the primary supporting member
QA : Maximum axle load, in t
EQ : Coefficient defined as:

X1 + X2
E Q = 3 -----------------
-
3.4 Ordinary stiffeners subjected to wheeled S
loads
with 1 EQ 3

3.4.1 Net section modulus X1 : Minimum distance, in m, between two consec-


utive axles (see Fig 4 and Fig 5)
The net section modulus w, cm3 of ordinary stiffeners sub-
jected to wheeled loads are to be obtained from the follow- X2 : Minimum distance, in m, between axles of two
ing formulae: consecutive vehicles (see Fig 5).

58 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 5

Table 6 : Net scantlings of primary supporting members

Item w (cm3) ASh (cm2)


R m b p 2 3 p
Transverse primary supporting members w = --------------------
- S 10 A sh = 10 R m s ----- S
mR y Ry

Deck girders R m b p p
- S 2 10 3
w = ----------------------------------------- A Sh = 10 R m S ----- S
Double bottom girders m ( R y R m X1 ) Ry

R m b b pE p
Vertical primary supporting members - S 2 10 3
w = --------------------------------------- A sh = 10 R m S s ----E- S
m ( Ry R m A ) Ry

Note 1:
p : Design load, in kN/m2:
p = pS + p W
pS : Still water pressure, in kN/m2:
pS = peq
pW : Inertial pressure, in kN/m2:
a Z1
p W = p eq ------------
-
9, 81

where:
aZ1 : Reference value of the vertical acceleration to be determined in compliance with Pt B, Ch 3, Sec 3, [2.3.3]
X1 : Hull girder normal stress, in N/mm2, to be determined according to [3.2.2]
pE : Design load, in kN/m2, to be determined according to Pt B, Ch 3, Sec 4, [2.1]
A : Axial stress, to be obtained, in N/mm2, from the following formula:
F
A = 10 ----A-
A

FA : Axial load transmitted to the vertical primary supporting members by the structures above
A : Net sectional area, in cm2, of the vertical primary supporting members with attached plating of width bP
m : Boundary coefficient, to be taken equal to 8.

Figure 3 : Wheeled loads - Distribution of vehicles 3.5.2 For arrangements different from those shown in Fig 3
on a primary supporting member to Fig 5, the scantlings of primary supporting members are
to be determined by direct calculation, in compliance with
Pt B, Ch 2, Sec 5.

Figure 5 : Wheeled loads


Distance between axles of two consecutive vehicles

b
X1 X2

Figure 4 : Wheeled loads


Distance between two consecutive axles 4 Other structures

4.1 Movable decks and inner ramps


4.1.1 The requirements applicable to movable decks and
inner ramps are defined in Pt B, Ch 6, Sec 6, [1].

4.2 External ramps

X1 4.2.1 The requirements applicable to external ramps are


S
defined in Pt B, Ch 6, Sec 6, [2].

November 2014 Bureau Veritas - Inland Navigation Rules 59


Pt D, Ch 1, Sec 6

SECTION 6 PASSENGER VESSELS

Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, Table 1 : Requirements applicable
[2.1] for safety of passengers

B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] Item Articles


D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] Vessel arrangement [2]
Fire protection, detection and extinction [3]
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4]
Machinery and systems [4]
LWL : Length of waterline, in m, defined in Pt B, Ch 1,
Electrical installations [5]
Sec 2, [2.6]
Safety devices and equipment [6]
BWL : Breadth of waterline, in m, is the breadth of the Buoyancy and stability [9]
vessel measured from the outside of the side
plating at the maximum draught line
1.2 Documentation to be submitted
: Displacement, in tons, at draught T
1.2.1 In addition to the documents required in other parts
CB : Block coefficient, defined in Pt B, Ch 1, Sec 2, [2] of these Rules, the following drawings and documents are
to be submitted where applicable, for review:
v : Maximum speed of the vessel in relation to the
water, in km/h ventilation plan
safety plan (with escape way)
KG : Height, in m, of the centre of gravity above base
line fire divisions
vessel arrangement plan
S : Spacing, in m, of primary supporting members
details of fire protection, detection and extinction
n : Navigation coefficient defined in Pt B, Ch 3,
details of emergency electrical systems
Sec 1, [5.2]
details of safety devices and equipment
z : Z co-ordinate, in m, of the calculation point.
intact stability calculations
damage stability calculations.
1 General
1.3 Definitions
1.1 Application
1.3.1 A-class divisions
1.1.1 Vessels complying with the requirements of this Sec- A-class divisions are defined in Pt C, Ch 3, Sec 1, [2.2].
tion are eligible for the assignment of the type and service
1.3.2 B-class divisions
notation Passenger vessel, as defined in Pt A, Ch 1, Sec 3,
[4.1.1]. B-class divisions are defined in Pt C, Ch 3, Sec 1, [2.3].

1.3.3 Cabin vessel


1.1.2 Vessels dealt with in this Section are to comply with
the requirements stated under Part A, Part B and Part C of A cabin vessel is a passenger vessel with overnight passen-
the Rules, as applicable, and with the requirements of this ger cabins.
Section, which are specific to passenger vessels.
1.3.4 Day trip vessel

1.1.3 Various requirements of this Section are to be applied A day trip vessel is a passenger vessel without overnight
passenger cabins.
for safety of passengers according to Tab 1.

Where available, statutory Rules (dealing with safety) in the 1.3.5 Low flame-spread
operating area of the vessel (e.g. European directive) are to Definition of low flame-spread is given in Pt C, Ch 3, Sec 1,
take precedence over these requirements. [2.8].

60 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 6

1.3.6 Main fire zones 2.3 Bulkhead doors


Main fire zones are those sections into which the hull,
superstructures and deckhouses are divided by divisions of 2.3.1 Bulkhead doors are not permitted in the bulkheads
adequate fire integrity: between passenger and machinery spaces or boiler spaces.
the mean length and width of which on any deck does 2.3.2 Bulkhead doors which are normally in the OPEN
not, in general, exceed 40 m, or position must be locally operable from both sides of the
the area of which on any deck does not exceed 800 m2. bulkhead, must be capable of being closed from an accessi-
ble location above the bulkhead deck and must meet the
1.3.7 Margin line following conditions:
Margin line is an imaginary line drawn on the side plating the closing time is not to be less than 30 s nor more than
not less than 10 cm below the bulkhead deck and not less 60 s
than 10 cm below the lowest non watertight point of the at the remote control position, indicator lights are to be
vessel side. If there is no bulkhead deck, a line drawn not mounted showing whether the door is open or closed
less than 10 cm below the lowest line up to which the outer during the closing operation, a local audible alarm must
plating is watertight shall be used. sound automatically
1.3.8 Non-combustible material the door drive and signalling systems must also be able
to operate independently of the vessels mains.
Definition of a non-combustible material is given in Pt C,
Ch 3, Sec 1, [2.13]. Bulkhead doors without remote control are permitted only
outside the passenger area. They are to be kept closed and
1.3.9 Safe area may only be briefly opened to allow passageway.
Safe area is the area which is externally bounded by a verti- Bulkhead doors and their systems must be situated within
cal surface running at a distance of BWL/5 parallel to the the safe area defined in [1.3.9].
course of the hull in the line of maximum draught.
3 Fire protection, detection and
2 Vessel arrangement extinction
2.1 Watertight subdivision 3.1 General
2.1.1 In addition to the bulkheads called for in Pt B, Ch 2, 3.1.1 The requirements of this Article apply in addition to
Sec 1, [1], the vessel is to be subdivided by further water- general requirements for fire protection, detection and
tight transverse bulkheads in such a way that the require- extinction developed in Part C, Chapter 3.
ments of Article [9] are met. All these bulkheads are to be
extended upwards to the bulkhead deck.
3.2 Fire prevention
The stepping of bulkheads is permitted only if this is located
outside the penetration depths stated in [9.3.5]. 3.2.1 Sounding pipes
Sounding pipes of fuel tanks may not terminate in accom-
2.1.2 The first compartment aft of the collision bulkhead modation or passenger spaces.
may be shorter than the length of damage stated in [9.3.5] if
the total length of the two foremost compartments mea-
3.3 Fire detection and alarm
sured in the plane of maximum draught is not less than this
value. 3.3.1 All day rooms normally accessible to passengers and
crew as well as galleys and machinery spaces are to be
2.1.3 Passenger spaces are to be separated by gastight bulk-
monitored by a type tested, automatic fire detection and
heads from machinery and boiler spaces.
alarm system.

2.2 Openings in watertight bulkheads 3.3.2 Detectors are to be grouped into separate sections,
each of which shall not comprise more than one main fire
2.2.1 The number of openings in watertight bulkheads shall zone or one watertight division and not more than two ver-
be as small as is compatible with the construction and tically adjacent decks.
proper operation of the vessel. If the fire detection system is designed for remote and indi-
vidual identification of detectors, several decks in one main
2.2.2 Open piping systems and ventilation ducts are to be fire zone respectively one watertight division may be moni-
routed in such a way that no further flooding can take place tored by the same detector loop. The detector loop shall be
in any considered damaged condition. so arranged, that in the event of a damage (wire break, short
Pipelines running within the safe area (see [1.3.9] for defini- circuit, etc.) only a part of the loop becomes faulty.
tion) and more than 0,5 m above the base line are to be Smoke detectors shall be used in passage ways, stairways
regarded as undamaged. and escape routes. Heat detectors shall be used in cabins in
Bulkhead openings below the margin line are to be made the accommodation area. Flame detectors shall only be
watertight. used in addition to the other detectors.

November 2014 Bureau Veritas - Inland Navigation Rules 61


Pt D, Ch 1, Sec 6

3.3.3 The blowout of a fire and the area concerned are to a) passenger areas with a total surface area of more than
be signalled automatically to a permanently manned sta- 800 m2
tion.
b) passenger areas in which there are cabins, at intervals of
3.3.4 Requirements [3.3.2] and [3.3.3] are deemed to be not more than 40 m.
met in the case of spaces protected by an automatic pres- The vertical divisions shall be smoke-tight under normal
sure water-spraying system designed in accordance with Pt operating conditions and shall be continuous from deck to
C, Ch 3, Sec 4, [3]. deck.
3.3.5 Manually operated call points are to be provided in The doors shall be of self-closing type or shall be capable of
addition to the automatic system: remote release from the bridge and individually from both
in passageways, enclosed stairways and at lifts sides of the door. Status of each fire door (open/ closed posi-
tion) shall be indicated on the bridge.
in saloons, day rooms and dining rooms
in machinery spaces, galleys and spaces with a similar 3.5.2 Hollows above ceilings, beneath floors and behind
fire hazard. wall claddings shall be separated at intervals of not more
than 14 m by non-combustible draught stops which, even
The manually operated call points shall be spaced not more in the event of fire, provide an effective fireproof seal.
than 10 m apart, however at least one call point shall be
available in every watertight compartment.
3.6 Fire structural integrity
3.3.6 The alarm set off by a manual call point shall be
transmitted only to the rooms of the vessel's officers and 3.6.1 Integrity of bulkheads and decks
crew and must be capable of being cancelled by the ves-
The minimum fire integrity of all bulkheads and decks shall
sel's officers. Manual call points are to be safeguarded
be as shown in Tab 2.
against unintended operation.
3.6.2 For the purpose of determining the appropriate fire
3.4 Control of smoke spread integrity standard to be applied to boundaries between
adjacent spaces, such spaces are classified according to
3.4.1 Control centres, stairways and internal assembly sta- their fire risk described in the following categories.
tions shall be provided with a natural or a mechanical
smoke extraction system. The title of each category is intended to be typical rather
than restrictive.
Smoke extraction systems shall comply with [3.4.2] to
[3.4.8]. a) Control centres: defined in Pt C, Ch 3, Sec 1, [2.4]

3.4.2 They shall provide sufficient capacity and reliability. Wheelhouse, rooms containing the vessels radio equip-
ment, rooms containing centralised fire alarm equip-
3.4.3 They shall consider the operating conditions of pas- ment, rooms containing centralised emergency public
senger vessels. address system stations and equipment, etc.

b) Stairwells: defined in Pt C, Ch 3, Sec 1, [2.18]


3.4.4 When the normal ventilation system is used for this
purpose, it shall be designed that its function will not be Interior stairwells, lifts, enclosed emergency escape
impaired by smoke. trunks. In this connection a stairwell which is enclosed
at one level only shall be regarded as part of the space
3.4.5 They shall be provided with manual actuation. from which it is not separated by a fire door, etc.

3.4.6 It shall be possible to operate mechanical smoke c) Muster areas: defined in Pt C, Ch 3, Sec 1, [2.12]
extraction systems from a position permanently occupied
d) Lounges: defined in Pt C, Ch 3, Sec 1, [2.7]
by crew.
Cabins, public spaces, sale shops, barber shops and
3.4.7 Natural smoke extraction systems shall be provided beauty parlours, saunas, pantries containing no cooking
with an opening mechanism, operated either manually or appliances, small lockers (deck area < 4 m2), etc.
by a power source inside the ventilator.
e) Machinery spaces: defined in Pt C, Ch 3, Sec 1, [2.10]
3.4.8 Manually operated actuators and opening mecha-
Main propulsion machinery room, auxiliary machinery
nism shall be accessible from inside and outside of the pro-
spaces, etc.
tected space.
f) Galleys: defined in Pt C, Ch 3, Sec 1, [2.6]
3.5 Fire containment g) Store rooms: defined in Pt C, Ch 3, Sec 1, [2.20]
3.5.1 The following passenger areas shall be divided by Miscellaneous stores, lockers having deck area exceed-
vertical divisions complying with [3.6]: ing 4 m2, air conditioning rooms.

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Pt D, Ch 1, Sec 6

Table 2 : Fire integrity of bulkheads and decks

Control Muster Machinery spaces


Spaces Stairwells Lounges Galleys Store rooms
centres areas of Category A
Control centres A0 A0 / B0 (1) B0 A30 A0 A0
Stairwells A0 B0 A30 A0 A0
Muster areas A0 / B0 (2) A30 A0 A0
Lounges / B0 (3) A30 A0 A0
Machinery spaces of A30 / A0 (4) A15 A0
Category A
Galleys A0 / B0 (5)
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type
B0.
(2) Divisions between lounges and internal muster areas shall correspond to type A0, but external muster areas only to type B0.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to [3.5.1]
shall comply with B0.
(4) Divisions between machinery spaces of Category A shall comply with type A30; in other cases they shall comply with type A0.
(5) B0 is sufficient for divisions between galleys, on the one hand, and cold-storage rooms and food store rooms, on the other.

3.6.3 All insulation materials, bulkheads, linings, ceilings 3.7 Fire fighting
and draught stops shall be of at least approved non-com-
bustible material. 3.7.1 General water fire extinguishing system
Passenger vessels over 40 m LWL and passenger vessels with
Primary deck coverings and surface materials shall be of an
cabins for passengers over 25 m LWL are, in addition to
approved type.
applicable requirements of Pt C, Ch 3, Sec 4, subject to the
following requirements:
3.6.4 All stairways are to be of steel frame or other equiva-
lent non-combustible construction. a) It must be possible to project at least two jets of water
simultaneously on any part of the vessel from two differ-
Stairways connecting more than two decks are to be ent hydrants using for each a single length of hose not
enclosed by at least class B bulkheads. Stairways connect- more than 20 m long. The length of throw must be at
ing only two decks need to be protected at least at one deck least 12 m with a nozzle diameter of 12 mm.
level by class B bulkheads. Doors shall have the same fire b) The minimum capacity of the fire pump is to be
resistance as the bulkheads in which they are fitted. 20 m3/h.
Where class A and B divisions are penetrated for the pas- c) If the fire pump is located in the engine room, a second
sage of cables, pipes, trunks, ducts etc. or for the fitting of power-driven fire pump must be provided outside the
ventilation terminals, lighting fixtures and similar devices, engine room. The pump drive must be independent of
arrangements shall be made to ensure that the fire resis- the engine room, and the pump capacity must conform
tance is not impaired. to the preceding items a) and b).
Connections in the piping system with the engine room
3.6.5 Ventilation system must be capable of being shut off from outside at the
point of entry into the engine room.
All parts of the system shall be made of non-combustible
A portable pump may be accepted, provided that a per-
material, except that short ducts applied at the end of the
manently installed pump is available in the engine room.
ventilation device may be made of a material which has
low-flame spread characteristics. d) Two fire hoses with dual-purpose nozzles are to be
located in hose boxes in both fore ship and aft ship. Fur-
The ventilation ducts shall be divided with closing appli- ther fire hoses may be required depending on the size
ances analogously to the requirements of [3.5.1]. and structural features of the vessel.

When ventilation ducts with a cross-section of more than 3.7.2 Portable fire extinguishers
0,02 m2 are passed through partitions according to [3.6.1]
a) One additional fire extinguisher is to be provided for:
of type A or partitions according to [3.5.1], they shall be fit-
ted with approved fire dampers which can be operated from each unit of 120 m2, or part thereof, of the gross
a location permanently manned by shipboard personnel or floor area in passenger areas
crew members. each group of 10 cabins, or part thereof.

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Pt D, Ch 1, Sec 6

b) Galleys and shops shall, depending on their size and c) Escape routes shall not lead through engine rooms or
contents, be provided with additional fire extinguishers. galleys. This requirement item does not apply to vessels
with LWL not exceeding 25 m, as long as a second
c) These additional fire extinguishers are to be installed
escape route is available.
and distributed on the vessel so that, in the event of fire
starting at any point and at any time, a fire extinguisher d) There shall be no rungs, ladders or the like installed at
can be reached immediately. any point along the escape routes.
e) Doors to escape routes shall be constructed in such a
3.7.3 Fixed gas fire extinguishing systems
way as not to reduce the minimum width of the escape
Machinery spaces containing internal combustion engines route.
and oil fired boilers shall be provided with a fixed gas fire
extinguishing system in compliance with Pt C, Ch 3, Sec 4, f) Escape routes and emergency exits shall be clearly
[4]. signed. The signs shall be lit by the emergency lighting
system.
3.7.4 Automatic pressure water spraying system
3.8.5 Escape routes and emergency exits shall be provided
Where installed, automatic pressure water spraying systems with a suitable safety guidance system. Such a system shall
for the passenger area must be ready for operation at all take the form of low-location lighting (LLL), i.e., electrically
times when passengers are on board. No additional mea- powered lighting or photo-luminescent indicators placed
sures on the part of the crew must be needed to actuate the along the escape routes so as to ensure that such routes can
system. be easily identified.

3.8 Escape 3.8.6 Bulwark and railing


Parts of the deck intended for passengers, and which are not
3.8.1 Means of escape enclosed, shall comply with the following requirements:
The number and width of the exits of passenger rooms shall a) They shall be surrounded by a fixed bulwark or guard
comply with the applicable statutory Regulations or recog- rail in compliance with Pt B, Ch 7, Sec 2.
nized standards, e.g., European directive 2006/87.
b) Openings and equipment for embarking or disembark-
ing and also openings for loading or unloading shall be
3.8.2 Doors of passenger rooms
such that they can be secured.
Doors of passenger rooms shall comply with the following
requirements:
4 Machinery and systems
a) With the exception of doors leading to connecting corri-
dors, they shall be capable of being opened outwards or
be constructed as sliding doors. 4.1 Bilge system

b) Cabin doors shall be made in such a way that they can 4.1.1 General
also be unlocked from the outside at any time. Each watertight compartment shall be fitted with a bilge
c) Powered doors shall open easily in the event of failure level alarm.
of the power supply to this mechanism.
4.1.2 Number and capacity of bilge pumps
3.8.3 Stairs A bilge pumping system with permanently installed pipe
Stairs and their landings in the passenger areas shall comply work shall be available.
with the following requirements: The number and capacity of bilge pumps are to be in com-
a) They shall be designed and constructed in accordance pliance with Pt C, Ch 1, Sec 10, [6.7].
with applicable statutory Regulations and/or recognized Further bilge pumps may be required according to size and
standards, e.g., EN 13056. propulsion power.
b) Where there is not at least one staircase on each side of
the vessel in the same room, they shall lie in the safe 5 Electrical installations
area.

3.8.4 Escape routes 5.1 General


Escape routes shall comply with the following requirements: 5.1.1 Application
a) Stairways, exits and emergency exits shall be so dis- Cabin vessels and day trip vessels (LWL 25 m) are required
posed that, in the event of a fire in any given area, the to comply with this Article in addition to the requirements
other areas may be evacuated safely. stated in Part C, Chapter 2.
b) The escape routes shall lead by the shortest route to Relaxations of these requirements may be allowed for fer-
muster areas. ries and day trip vessels, at the Societys discretion.

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Pt D, Ch 1, Sec 6

5.2 Emergency power supply 5.3 Lighting systems

5.2.1 General 5.3.1 Construction and extent of the main lighting


An emergency source of electrical power independent of system
the main power supply is to be provided which is capable There is to be a main lighting system supplied by the main
of feeding the electrical systems and consumers essential to source of electrical power and illuminating all parts of the
the safety of passengers and crew. The feeding time vessel normally accessible to the passengers and crew. This
depends on the purpose of the vessel and should be agreed system is to be installed in accordance with Pt C, Ch 2, Sec
with the national Authority, but shall not be less than half an 10.
hour. The power supply to the following systems is espe-
cially relevant to the safety of passengers and crew: 5.3.2 Construction and extent of the emergency
a) navigation and signalling lights lighting system

b) sound devices such as tyfon a) Construction


c) emergency lighting An emergency lighting system is to be installed, the
extent of which shall conform to item b).
d) radio installations
The power supply and the duration of the supply shall
e) alarm systems for vessel safety
conform to [5.2].
f) public address system (general alarm)
As far as practicable the emergency lighting system shall
g) telecommunication systems essential to safety and the be installed in a manner, that it will not be rendered
operation of the vessel unserviceable by a fire or other incident in rooms in
h) emergency searchlights which the main source of electrical power, any associ-
ated transformers, the main switchboard and the main
i) fire detection system lighting distribution panel are installed.
j) sprinkler systems and other safety installations. The emergency lighting system shall be cut in automati-
cally following a failure of the main power supply. Local
5.2.2 Emergency source of electrical power switches are to be provided only where it may be neces-
The following are admissible for use as an emergency sary to switch off the emergency lighting (e.g. in the
power source: wheelhouse).
a) auxiliary generator sets with their own independent fuel Emergency lights must be marked as such for ease of
supply and independent cooling system which, in the identification.
event of a power failure, turn on and take over the sup-
ply of power within 45 seconds automatically or, if they b) Extent
are located in the immediate vicinity of the wheelhouse Adequate emergency lighting must be provided in the
or any other location permanently manned by crew following areas:
members, can be turned on manually, or
positions at which collective life-saving appliances
b) storage batteries, which, in the event of a power failure, are stored and at which they are normally prepared
turn on automatically or, if they are located in the for use
immediate vicinity of the wheelhouse or any other loca-
tion permanently manned by crew members, can be escapes, exits, connecting passageways, lifts and
turned on manually. They shall be capable of powering stairways in the accommodation area
the above mentioned power consumers throughout the
marking indicating escapes and exits
prescribed period without recharging and without an
unacceptable voltage reduction. machinery spaces and their exits
wheelhouse
5.2.3 Installation
Emergency generator sets, emergency storage batteries and space of the emergency power source
the relevant switchgear are to be installed outside the locations of fire extinguishers and fire pumps
machinery space, the machinery casings and the main gen-
erator room. They are to be separated from these spaces by rooms in which passengers and crew assemble in an
low flame-spread and watertight bulkheads so that the emergency.
emergency power supply will not be impaired in the event
c) If a vessel is divided into main fire zones, at least two
of a fire or other accident in the machinery space.
circuits are to be provided for the lighting of each main
Facilities are to be provided for the periodical operational fire zone, and each of these must have its own power
testing of all items of equipment serving the emergency supply line. One circuit shall be supplied from the
power supply system including especially the automatic emergency power source. The supply lines are to be so
switchgear and starting equipment. Such tests must be pos- located that, in the event of a fire in one main fire zone,
sible without interference with other aspects of the vessel the lighting in the other zones is as far as practicable
operation. maintained.

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Pt D, Ch 1, Sec 6

5.3.3 Final subcircuits The general telephone system can be approved for this pur-
In the important spaces mentioned below the lighting shall pose provided it is guaranteed that the bridge/engine link
be supplied by at least two different circuits: always has priority and that existing calls on this line
between other parties can be interrupted.
passageways
stairways leading to the boat deck, and public spaces Where a telephone system is used, the engineer's alarm
and day rooms for passengers and crew may be dispensed with provided that two-way communica-
tion is possible between the machinery space and the engi-
large galleys.
neers' accommodation.
The lamps are to be so arranged that adequate lighting is
maintained even if one of the circuits fails. 6.3.2 Public address systems
Vessels with a length LWL greater than or equal to 40 m and
6 Safety devices and equipment vessels intended for more than 75 passengers must be
equipped with loudspeakers capable of reaching all the
passengers.
6.1 General

6.1.1 Application 6.4 Fire door and watertight door closure


The requirements of this Article apply to cabin vessels and indicators
day trip vessels with length LWL exceeding 25 m.
Relaxations of these requirements may be allowed for fer- 6.4.1 The door release panel on the bridge or in the perma-
ries and day trip vessels, at the Societys discretion. nently manned safety station shall be equipped with indica-
tors signalling the closure and the opening of fire doors or
watertight doors.
6.2 Alarm and communication systems

6.2.1 Passenger alarm system 7 Design loads


Passenger vessels with cabins must be equipped with a pas-
senger alarm system. This must be capable of being actu-
ated from the wheelhouse and a permanently manned 7.1 Pressure on bottom and sides
station. The alarm must be clearly perceptible in all rooms
accessible to passengers. The alarm actuator has to be safe- 7.1.1 The design lateral pressure at any point of the hull
guarded against unintended operation. bottom and sides is to be determined in compliance with Pt
B, Ch 3, Sec 4, [2], taking into account adequate load case.
6.2.2 Crew alarm system
Passenger vessels with cabins must be equipped with a
crew alarm system in each cabin, in alleyways, lifts and 7.2 Pressure on sides and bulkheads of
stairwells, such that the distance to the next actuator is not superstructures and deckhouses
more than 10 m, but at least one actuator every watertight
compartment; in crew mess rooms, engine rooms, kitchens 7.2.1 The lateral pressure to be used for the determination
and similar fire hazard rooms. of scantlings of structure of sides and bulkheads of super-
structures and deckhouses is to be obtained, in kN/m2, from
6.2.3 Engineers alarm the following formula:
An engineer's alarm is to be provided enabling the machin-
ery personnel to be summoned in their quarters from the p = 2 + pWD
engine room should this be rendered necessary by the
where pWD is the specific wind pressure, in kN/m2, defined
arrangement of the machinery space in relation to the engi-
in Tab 3.
neers' accommodation.

Table 3 : Specific wind pressure pWD


6.3 Intercommunications

6.3.1 Intercommunications from the bridge Range of navigation pWD , in kN/m2


Where no direct means of communication exist between IN(0,6 < x 2) 0,3 n0,5
the bridge and the: IN(0), IN(0,6) 0,25n
crew's day rooms
service spaces 7.3 Pressure on decks
engine room (control platform)
foreship and aftship, 7.3.1 The pressure due to loads carried on decks is to be
defined by the designer and, in general, may not be taken
a suitable intercommunications system is to be provided. less than the values given in Tab 2.

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Pt D, Ch 1, Sec 6

Table 4 : Pressure on decks 7.4.3 Structural horizontal load


The structural horizontal load, in kN, between successive
Item p, in kN/m2 gantries or transverse bulkheads, acting on deck i is given
Weather deck 3,75 (n + 0,8) by the formula:
Exposed deck of superstructure or deckhouse: PSi = 9,81 mSi sin

first tier (non public) 2,0 where:


mSi : Structural mass, in t, of tier i of superstructure,
upper tiers (non public) 1,5
between successive gantries or bulkheads.
public 4,0
The following indicated value may be adopted:
Accommodation compartments: mSi = 0,08 S hi bi
large spaces (such as restaurants, halls, 4,0
cinemas, lounges, kitchen, service spaces, 7.4.4 Non structural horizontal load
games and hobbies rooms, hospitals) The non structural horizontal load, in kN, between succes-
sive gantries or transverse bulkheads, acting on deck i is
cabins 3,0
given by the formula:
other compartments 2,5
PCi = pi S bi sin
where:
7.4 Loads due to list and wind action
pi : Design pressure on deck i, in kN/m2, defined in
7.4.1 General Tab 4.
The loads inducing the racking in vessel superstructures
7.4.5 Wind load
above deck 1 (see Fig 1) are as follows:
The wind load, in kN, between successive gantries or trans-
structural horizontal load PS verse bulkheads, acting on deck i is given by the formula:
non structural horizontal load PC PW = pWD S (hi + hi+1) / 2
wind load PW.
7.5 Inertial loads
7.4.2 Definitions
The following parameters are used for the determination of 7.5.1 General
loads inducing racking: The following inertial loads inducing racking in vessel
superstructures above deck 1 (see Fig 1) are to be taken into
: Angle of list up to which no non-watertight
account:
opening to a non-flooded compartment reaches
the water level, to be derived from damage sta- structural horizontal load, PSR , induced by roll accelera-
bility calculation. tion
Where this value is not known, is to be taken non structural horizontal load, PCR , induced by roll
equal to 12 acceleration.
pWD : Specific wind pressure, in kN/m2, defined in 7.5.2 Definitions
Tab 3 The following parameters are used for the determination of
hi : Height, in m, of tier i of superstructure (see Fig 1) inertial loads inducing racking:
bi : Width, in m, of tier i of superstructure. hi : Height, in m, of tier i of superstructure (see Fig 1)
bi : Width, in m, of tier i of superstructure
Figure 1 : Height and location of tier i zi : Height, in m, of deck i above base line (see Fig 1)
zG : Height, in m, of rolling centre above base line.
zG may be considered as the vertical centre of
gravity when no information is available
TR : Motion period, in s:
0, 77B
T R = -----------------
GM
 

  GM : Distance, in m, from the vessel centre of gravity
 to the transverse metacentre, for the loading

considered; when GM is not known, its value
may be determined using the following formula:
GM = 0,07 B
aR : Motion acceleration, in m/s2:
 
 40 ( z i z G )
a R = -------------------------------
-
2
T R
: Angle of list, in radian, defined in [7.4.2].

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Pt D, Ch 1, Sec 6

7.5.3 Structural horizontal inertial load 8.2.3 Catamarans


The structural horizontal inertial load, in kN, between suc- Scantlings of primary structural members contributing to the
cessive gantries or transverse bulkheads, acting on deck i is transverse bending strength and torsional strength are to be
given by the formula: supported by direct calculations carried out according to Pt
PSRi = mSi aR B, Ch 5, Sec 1, [5].

where: Special attention is to be paid to the staggering of resistant


members in the two hulls.
mSi : Structural mass, in t, defined in [7.4.3].
A method for the determination of scantlings of deck beams
7.5.4 Non structural horizontal inertial load connecting the hulls of a catamaran subject to torsional
The non structural horizontal inertial load, in kN, between moment is given in Pt B, Ch 5, App 3.
successive gantries or transverse bulkheads, acting on deck
i is given by the formula: Any other agreed method of calculation may be accepted
by the Society.
p i Sb i a R
P CRi = ------------------
-
9, 81
8.3 Superstructures and deckhouses
where:
pi : Design pressure on deck i, in kN/m2, defined in 8.3.1 The arrangement and scantlings of superstructures
Tab 4. and deckhouses are to be in compliance with Pt B, Ch 6,
Sec 4.
See also Pt B, Ch 3, Sec 4, [3.5.4].
Contributing superstructures and deckhouses are also to be
7.6 Loads induced by collision in compliance with applicable requirements of Part B,
Chapter 5.
7.6.1 In the case of sensitive superstructures, the Society
may require the structure to be checked against collision 8.3.2 Transverse strength
induced loads.The values of the longitudinal and transverse
The existing constructive dispositions must ensure an effec-
accelerations, in m/s2, are to be taken not less than: tive transverse strength of the superstructures and deck-
longitudinal acceleration: a = 3,0 m/s2 houses notably the end bulkheads, the partial or complete
intermediate bulkheads and the greatest possible number of
transverse acceleration: a = 1,5 m/s2.
continuous and complete gantries.

7.7 Hull girder loads Scantlings of primary structural members contributing to the
transverse strength of superstructures are to be supported by
7.7.1 The design bending moments in hogging and sagging direct calculation, according to guidance defined in [8.4].
conditions and the vertical design shear force are to be
determined according to Part B, Chapter 4.
8.4 Racking analysis

8 Scantlings 8.4.1 General


The racking analysis is performed for checking strength of
8.1 General structure against lateral horizontal loads due to list and
wind action defined in [7.4] and, eventually, to inertial
8.1.1 The hull scantlings are to be as specified in Part B, loads induced by vessel motion.
Chapter 5.
A thicker sheerstrake may be waived if an efficient fender is 8.4.2 Analysis methodology
fitted in way of the main deck.
The following methodology is to be followed for checking
the strength of structure above the lowest deck (so called
8.2 Additional requirements deck 1 in Fig 1):

8.2.1 Hull girder section modulus a) Calculation of transverse forces


The hull girder section modulus to be used for the scantling determination of structural horizontal load on each
of hull and contributing superstructures/deckhouses, is to deck, above deck 1, according to [7.4.3] and, even-
be determined in compliance with Pt B, Ch 4, Sec 1, taking tually, [7.5.3]
into account the strength deck or the contributing deck up
to which the considered superstructure/deckhouse extends. determination of non structural horizontal load on
each deck, above deck 1, according to [7.4.4] and,
8.2.2 Primary supporting members eventually, [7.5.4]
The design pressure of bottom primary supporting members determination of wind load on each deck above
is to be determined using = 1 for the draught coefficient. deck 1 according to [7.4.5].

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Pt D, Ch 1, Sec 6

b) Distribution of transverse forces 9 Buoyancy and stability


distribution of these loads on vertical structural
members efficiently acting against racking. 9.1 General
c) Analysis of transverse structures. 9.1.1 General requirements of Pt B, Ch 2, Sec 2 are to be
complied with.
8.4.3 Checking criteria
It is to be checked that the normal stress , the shear stress 9.2 Intact stability
and the equivalent stress VM are in compliance with the
following formulae: 9.2.1 General
Proof of appropriate intact stability of the vessel shall be fur-
0, 98R eH nished. All calculations shall be carried out free to trim and
----------------------
R sinkage.
0, 49R eH
-
--------------------- The lightship data taken into account for the stability calcu-
R
lation shall be determined by means of an inclining test.
0, 98R eH
- VM
---------------------
R 9.2.2 Standard load conditions
where: The intact stability shall be proven for the following stan-
dard load conditions:
ReH : Minimum yield stress, in N/mm2, of the material
a) at the start of the voyage:
R : Partial safety factor covering uncertainties 100% passengers, 98% fuel and fresh water, 10% waste
regarding resistance, to be taken equal to 1,20. water
b) during the voyage:
8.5 Scantling of window stiles
100% passengers, 50% fuel and fresh water, 50% waste
water
8.5.1 General
c) at the end of the voyage:
The geometric characteristics of the hull girder to be used
for the scantling of window stiles are to be determined in 100% passengers, 10% fuel and fresh water, 98% waste
compliance with Pt B, Ch 4, Sec 1, assuming that the hull water
girder extends up to the uppermost contributing superstruc- d) unladen vessel:
ture/deckhouse deck.
no passengers, 10% fuel and fresh water, no waste
water.
8.5.2 Forces in the window stile
For all standard load conditions, the ballast tanks shall be
a) Local shear force, in kN: considered as either empty or full in accordance with nor-
mal operational conditions.

F = --- t
2 As a precondition for changing the ballast whilst under way,
the requirement of [9.2.3], item d), shall be proven for the
b) Maximum local bending moment, in kNm: following load condition:

Fh 100% passengers, 50% fuel and fresh water, 50% waste


M B = ----------
2 water, all other liquid (including ballast) tanks are con-
sidered filled to 50%.
where:
9.2.3 Intact stability criteria
: Shear stress, in N/mm2, in way of the window
The proof of adequate intact stability by means of a calcula-
t : Mean net thickness of the hull girder web, in tion shall be produced using the following intact stability
mm, in way of the window criteria, for the standard load conditions mentioned in
[9.2.2], items a) to d):
h : Window height, in m
a) The maximum righting lever arm hmax shall occur at a
: Distance, in m, between centres of two succes- list angle of max (mom + 3) and must not be less than
sive windows. 0,20 m. However, in case f < max the righting lever
arm at the downflooding angle f must not be less than
8.5.3 Checking criteria 0,20 m.

It is to be checked that the stresses in the window stile are in b) The downflooding angle f must not be less than
compliance with [8.4.3]. mom + 3.

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Pt D, Ch 1, Sec 6

c) The area A under the curve of the righting lever arm y : Lateral distance, in m, of center of gravity of
shall, depending on the position of f and max , reach at total weight of persons P from center line
least the values given in Tab 4, where: yi : Lateral distance, in m, of geometrical center of
: List angle area Ai from center line
f : List angle, at which openings in the hull, in Pi : Weight of persons accumulated on area Ai, in t:
the superstructure or deck houses which Pi = 0,075 ni Ai
cannot be closed so as to be weathertight,
Ai : Area, in m2, occupied by persons
submerge
ni : Number of persons per square meter
max : List angle at which the maximum righting
lever arm occurs for free deck areas and deck areas with movable
furniture: ni = 3,75
mom : Maximum list angle defined under item e)
for deck areas with fixed seating furniture such
A : Area beneath the curve of the righting lever
as benches, ni shall be calculated by assuming
arms.
an area of 0,50 m in width and 0,75 m in seat
d) The metacentric height at the start, GM0, corrected by depth per person.
the effect of the free surfaces in liquid tanks, shall not be
The calculation shall be carried out for an accumulation of
less than 0,15 m.
persons both to starboard and to port.
e) In each of the following two cases, the list angle mom
The distribution of persons shall correspond to the most
shall not be in excess of the value of 12: unfavorable one from the point of view of stability. Cabins
in application of the heeling moment due to persons shall be assumed unoccupied for the calculation of the per-
and wind according to [9.2.4] and [9.2.5] son moment.
in application of the heeling moment due to persons For calculation of the loading cases, the centre of gravity of
and turning according to [9.2.4] and [9.2.6]. a person should be taken as 1 m above the lowest point of
f) For a heeling moment resulting from moments due to the deck at 1/2 LWL , ignoring any deck curvature and
persons, wind and turning according to [9.2.4], [9.2.5] assuming a weight of 0,075 t per person.
and [9.2.6], the residual freeboard shall be not less than A detailed calculation of deck areas which are occupied by
200 mm. persons may be dispensed with if the following values are
g) For vessels with windows or other openings in the hull used:
located below the bulkhead decks and not closed y=B/2
watertight, the residual safety clearance shall be at least
100 mm on the application of the heeling moments P = 1,1 nmax 0,075 for day trip vessels
resulting from item f). P = 1,5 nmax 0,075 for cabin vessels
where:
Table 5 : Area A under the curve of righting lever arm
nmax : Maximum permitted number of persons.
Case A, in mrad
9.2.5 Moment due to lateral wind pressure
1 max 15
0,05 up to MIN(max , f) The moment MW , in kN.m, due to lateral wind pressure is
or f 15
to be determined by the following formula:
2 15 < max < 30 0,035 + 0,001 (30 max) MW = pWD AW (W + T / 2)
and max f up to angle max
where:
3 15 < f < 30 0,035 + 0,001 (30 f)
pWD : Specific wind pressure, in kN/m2, defined in
and max > f up to angle f
Tab 3
4 max 30 AW : Lateral area above water, in m2
0,035 up to angle = 30
and f 30
W : Distance, in m, of the centre of gravity of area
AW , from the draught mark.
9.2.4 Moment due to crowding of persons
The heeling moment MP , in kN.m, due to one-sided accu- 9.2.6 Turning circle moment
mulation of persons is to be calculated according to the fol- The moment Mdr , in kN.m, due to centrifugal force caused
lowing formula: by the turning circle, is to be determined by the following
formula:
M P = 9, 81Py = 9, 81 P yi i
2
0, 0347C B v
- KG ---
T
where: M dr = -----------------------------------
L WL 2
P : Total weight of persons on board, in t, calcu-
If not known, the block coefficient CB is to be taken as 1,0.
lated by adding up the maximum permitted
number of passengers and the maximum num- For passenger vessels with special propulsion systems (rud-
ber of shipboard personnel and crew under nor- der-propeller, water-jet, cycloidal-propeller and bow-
mal operating conditions, assuming an average thruster), Mdr shall be derived from full-scale or model tests
weight per person of 0,075 t or else from corresponding calculations.

70 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 6

9.3 Damage stability d) If damage of a smaller dimension than specified above


produces more detrimental effects with respect to listing
9.3.1 Proof of appropriate damage stability of the vessel or loss of metacentric height, such damage shall be
shall be furnished by means of a calculation based on the taken into account for calculation purposes.
method of lost buoyancy. All calculations shall be carried
out free to trim and sinkage. Table 7 : Permeability values
Relaxations of these requirements may be allowed for fer-
ries and day trip vessels, at the Societys discretion. Spaces , in %
Lounges 95
9.3.2 Buoyancy of the vessel in the event of flooding shall
be proven for the standard load conditions specified in Engine and boiler rooms 85
[9.2.2]. Accordingly, mathematical proof of sufficient stabil- Luggage and store rooms 75
ity shall be determined for the three intermediate stages of
flooding (25%, 50% and 75% of flood build-up) and for the Double bottoms, fuel bunkers and other tanks,
final stage of flooding. depending on whether, according to their
intended purpose, they are to be assumed to be 0 or 95
9.3.3 Passenger vessels shall comply with the one-compart- full or empty for the vessel floating at the plane
of maximum draught
ment status.

9.3.4 Assumptions 9.3.5 Damage stability criteria


In the event of flooding, assumptions concerning the extent
a) For all intermediate stages of flooding referred to in
of damage given in Tab 5 shall be taken into account.
[9.3.2], the following criteria shall be met:
Table 6 : Extent of damage the angle of heel at the equilibrium position of the
intermediate stage of flooding in question shall not
Dimension of the damage Extent of damage, in m exceed 15
Side longitudinal 0,1 LWL 4 (1)
damage beyond the inclination in the equilibrium position of
transverse b B/5
the intermediate stage of flooding in question, the
vertical h from vessel bottom to top positive part of the righting lever arm curve shall dis-
without delimitation play a righting lever arm value of GZ 0,02 m
Bottom longitudinal 0,1 LWL 4 (1) before the first unprotected opening becomes
damage immersed or in any case before reaching an angle of
transverse b B/5
heel of 25
vertical h 0,59; pipework
shall be deemed intact (2) non-watertight openings shall not be immersed
(1) For vessels with LWL 25, smaller values of the damage before the inclination in the equilibrium position of
extent may be accepted by the Society on a case-by- the intermediate stage of flooding in question has
case basis. been reached
(2) Where a pipework system has no open outlet in a com-
partment, the pipework shall be regarded as intact in the calculation of the free surface effect in all inter-
the event of this compartment being damaged, if it runs mediate stages of flooding shall be based on the
within the safe area and is more than 0,50 m off the gross surface area of the damaged compartments.
bottom of the vessel.
b) During the final stage of flooding, the following criteria
a) The bulkheads can be assumed to be intact if the dis- shall be met (see Fig 2) taking into account the heeling
tance between two adjacent bulkheads is greater than moment due to persons in accordance with [9.2.4]:
the damage length. Longitudinal bulkheads at a distance
of less than B / 3 measured rectangular to centre line the angle of heel E shall not exceed 10
from the shell plating at the maximum draught plane beyond the equilibrium position the positive part of
shall not be taken into account for calculation purposes. the righting lever arm curve shall display a righting
b) The lowest point of every non-watertight opening (e.g. lever arm value of GZR 0,02 m with an area
doors, windows, access hatchways) shall lie at least A 0,0025 mrad. These minimum values for stabil-
0,10 m above the damage waterline. The bulkhead deck ity shall be met until the immersion of the first
shall not be immersed in the final stage of flooding. unprotected opening or in any case before reaching
an angle of heel m 25
c) Permeability is assumed to be 95%. If it is proven by a
calculation that the average permeability of any com- non-watertight openings shall not be immersed
partment is less than 95%, the calculated value can be before the trimmed position has been reached; if
used instead. such openings are immersed before this point, the
The values to be adopted shall not be less than those rooms affording access are deemed to be flooded for
given in Tab 6. damage stability calculation purposes.

November 2014 Bureau Veritas - Inland Navigation Rules 71


Pt D, Ch 1, Sec 6

Figure 2 : Proof of damage stability (final stage of flooding)

Lever GZ [m]

E 10
A 0,0025 m.rad
GZR 0,02m

GZK (Level due to


persons induced moment)

0 Angle of heel []
First unprotected opening
Equilibrium in
m
in the water, but 25
flooded Equilibrium in flooded
condition condition due to
persons induced moment

9.3.6 The shut-off devices which shall be able to be closed 9.4.2 Safety clearance
watertight shall be marked accordingly.
The safety clearance shall be at least equal to the sum of:
9.3.7 If cross-flood openings to reduce asymmetrical flood-
ing are provided, they shall meet the following conditions: a) the additional lateral immersion, which, measured on
the outside plating, is produced by the permissible angle
a) for the calculation of cross-flooding, IMO Resolution
of heel according to [9.2.3], item e), and
A.266 (VIII) shall be applied
b) they shall be self-acting b) the residual safety clearance according to [9.2.3], item g).
c) they shall not be equipped with shut-off devices
For vessels without a bulkhead deck, the safety clearance
d) the total time allowed for compensation shall not shall be at least 500 mm.
exceed 15 minutes.

9.3.8 As an alternative to the requirements set out in [9.3.5] 9.4.3 Freeboard


to [9.3.7], proof of adequate stability after damage of pas-
The freeboard shall correspond to at least the sum of:
senger vessels authorised to carry up to a maximum of
50 passengers and with a length LWL not exceeding 25 m, a) the additional lateral immersion, which, measured on
may be furnished by the compliance with the following cri- the outside plating, is produced by the angle of heel
teria after symmetrical flooding:
according to [9.2.3], item e), and
a) the immersion of the vessel shall not exceed the margin
line, and b) the residual freeboard according to [9.2.3], item f).
b) the metacentric height GMR shall not be less than
The freeboard shall be at least 300 mm.
0,10 m.
9.4.4 The plane of maximum draught is to be set so as to
9.4 Safety clearance and freeboard
ensure compliance with the safety clearance according to
9.4.1 General [9.4.2], and the freeboard according to [9.4.3].
The requirements of this sub-article do not apply to vessels
authorised to carry up to a maximum of 50 passengers and 9.4.5 For safety reasons, the Society may stipulate a greater
with a length LWL not exceeding 25 m. safety clearance or a greater freeboard.

72 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 7

SECTION 7 TUGS AND PUSHERS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, On tugs using a broadside tow, the towing bitts are to be
[2] secured to stools adequately supported by web frames or
t : Net thickness, in mm, of plating bulkheads, the latter being located on either side of the
bitts.
k : Material factor defined in Pt B, Ch 2, Sec 3,
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
2.2 Pushing devices
1 General
2.2.1 Transom plate
1.1 Application Pushers are to be arranged with an efficient flat transom
plate or any other equivalent device at the fore end of the
1.1.1 Vessels complying with the requirements of this Sec- vessel the structure of which is to be in compliance with
tion are eligible for the assignment of the type and service Pt B, Ch 7, Sec 6.
notation Tug or Pusher, as defined in Pt A, Ch 1, Sec 3,
[6.1.4] or Pt A, Ch 1, Sec 3, [6.1.3].
2.3 Hull protection
1.1.2 Vessels dealt with in this Section are to comply with
the requirements stated in Part A, Part B and Part C, as appli- 2.3.1 Fenders
cable, and with the requirements of this Section, which are
specific to tugs and pushers. A strong fender for the protection of the tugs sides is to be
fitted at deck level.
In particular, when pushed convoy or side-by-side forma-
tion comprises a vessel carrying dangerous goods, vessels Alternatively, loose side fenders may be fitted, provided that
used for propulsion shall meet the requirements of Ch 3, they are supported by vertical ordinary stiffeners extending
Sec 8, [2] and Ch 3, Sec 9, [2], as applicable. from the lightship waterline to the fenders themselves.

1.2 Documents to be submitted


3 Hull scantlings
1.2.1 In addition to the documentation requested in Pt B,
Ch 1, Sec 3, a drawing showing the towing/pushing devices
3.1 General
and their installation is to be submitted to the Society for
review. The maximum towing/pushing force contemplated
is to be mentioned on that drawing. 3.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Part B, Chapter 5, taking into
account additional requirements defined in [3.2].
1.3 Stability
1.3.1 Proof of sufficient intact stability is to be furnished 3.2 Additional requirements
according to:
Ch 2, Sec 6, [6], for tugs 3.2.1 Minimum net thickness of plating
Ch 2, Sec 6, [7], for pushers. The minimum thickness of the shell plating and deck plating
The Society may waive this requirement, depending on the are to be obtained from Tab 1.
vessel design and operating conditions.
Table 1 : Minimum net thickness t of plating
2 Arrangement
Plating t, in mm

2.1 Towing devices Decks, sides, bottom, bulkheads,


web of primary supporting mem-
t = 3,3 + 0,048 L k0,5
2.1.1 Connection with hull structures bers, web of ordinary stiffeners
and other structures
On tugs towing astern, the connection of the towing hook
to the hull structure is to be strengthened by means of suffi- t = thickness of adjacent
Keel plate
cient framing. bottom plating

November 2014 Bureau Veritas - Inland Navigation Rules 73


Pt D, Ch 1, Sec 7

3.2.2 Topside structure 5 Hull outfitting


The topside structure scantlings are to be determined
according to Pt B, Ch 5, Sec 4, [6], where the minimum net
5.1 Rudder
thickness is to be taken equal to 5 mm.

3.2.3 Primary supporting members 5.1.1 Irrespective of the range of navigation assigned to the
vessel, the rudder scantlings are not to be less than those
The design pressure of bottom primary supporting members
determined according to the requirements applicable to
is to be determined using = 1 for the draught coefficient.
range of navigation IN(1,2).

4 Other structures
6 Machinery
4.1 Sternpost
6.1 Propelling machinery
4.1.1 Irrespective of the range of navigation assigned to the
vessel, the scantlings of the sternpost are not to be less than 6.1.1 Propulsion systems under the bottom of the vessel are
those determined according to requirements applicable to to be protected against damage by an effective structure
range of navigation IN(1,2). around the propulsion system.

74 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 8

SECTION 8 PONTOONS

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.3 Documents to be submitted


[2]
1.3.1 In addition to the documentation requested in Pt B,
t : Net thickness, in mm, of plating Ch 1, Sec 3, the following documents are to be submitted to
k : Material factor defined in Pt B, Ch 2, Sec 3, the Society:
[2.4] and Pt B, Ch 2, Sec 3, [3.4]. cargo load and distribution on the deck
equipment weight and distribution.
1 General 1.3.2 Where wheeled vehicles are intended to be carried, a
wheeled load arrangement plan, including the following
details:
1.1 Application
type of vehicles
1.1.1 Vessels complying with the requirements of this Sec- axle load
tion are eligible for the assignment of one of the type and configuration and number of wheels per axle
service notations Pontoon and Pontoon-crane as defined in distance between axles
Pt A, Ch 1, Sec 3, [6.1.2].
distance between wheels
Specific requirements which apply only to vessels with the tyre print area,
type and service notation Pontoon or vessels with the type
and service notation Pontoon-crane are indicated. is also to be submitted to the Society.

1.1.2 Vessels dealt with in this Section are to comply with 2 Structure design principles
the requirements stated under Part A, Part B and Part C of
the Rules, as applicable, and with the requirements of this 2.1 Hull structure
Section, which are specific to type and service notations
Pontoon and Pontoon-crane. 2.1.1 Framing
In general, vessels with one of the service notations
1.1.3 Main characteristics of considered units Pontoon and Pontoon-crane are to be longitudinally
framed. Longitudinal stiffening members are to be sup-
The requirements of this Section are based on the following
ported by transverses arranged to form ring systems.
assumptions:

considered units are of normal structural configuration 2.1.2 Supports for docking
and proportions Adequate supports are to be fitted on the longitudinal cen-
treline in order to carry loads acting on the structure when
cargo is homogeneously distributed. the pontoons are in dry dock.

The scantlings of units with unusual shapes and dimen- 2.1.3 Truss arrangement supporting deck loads
sional proportions or carrying cargoes which are not homo- Where truss arrangements may be used as supports of the
geneously distributed, such as containers or heavy loads deck loads, including top and bottom girders in association
concentrated in limited areas, are to be considered by the with pillars and diagonal bracing, the diagonal members
Society on a case-by-case basis, taking into account the are generally to have angles of inclination with respect to
results of direct calculations, to be carried out according to the horizontal of about 45 and cross-sectional area of
Pt B, Ch 5, Sec 1, [5]. about 50% that of the adjacent pillars.

1.2 Stability 2.2 Lifting appliances


2.2.1 Crane or derrick position during navigation
1.2.1 Proof of sufficient intact stability according to Ch 2,
Sec 6, [8] is to be furnished. For vessels with the type and service notation Pontoon-
crane, it is to be possible to lower the crane boom or the
The Society may waive this requirement, depending on the derrick structure and to secure them to the pontoon during
vessel design and operating conditions. the voyage.

November 2014 Bureau Veritas - Inland Navigation Rules 75


Pt D, Ch 1, Sec 8

3 Hull girder strength Table 1 : Minimum net thickness t of plating

Plating t, in mm
3.1 Yielding check Decks, sides, bottom, bulkheads, for L 40 m:
web of primary supporting mem- t = 3,3 + 0,048 L k0,5
3.1.1 Vessels less than 40 m in length lifted by bers, web of ordinary stiffeners for L > 40 m:
crane and other structures t = 4,8 + 0,019 L k0,5

For vessels less than 40 m in length intended to be lifted on t = thickness of adjacent


Keel plate
board ships by crane, the hull girder strength is to be bottom plating
checked, in the condition of fully-loaded vessel lifted by
4.1.3 Plating and stiffeners subjected to wheeled loads are
crane, through criteria to be agreed upon with the Society
to comply with Ch 1, Sec 5.
on a case-by-case basis.
4.1.4 Primary supporting members
3.1.2 Vessels with type and service notation In the case of primary supporting members forming a gril-
Pontoon carrying special cargoes lage, the scantlings are to be determined by direct calcula-
tion as specified in Ch 1, Sec 4, [7].
For vessels with the type and service notation Pontoon
intended for the carriage of special cargoes, such as con-
tainers or heavy loads concentrated in limited areas, the
4.2 Hull scantlings of vessels with type and
hull girder strength is to be checked through criteria to be service notation Pontoon-crane
agreed upon with the Society on a case-by-case basis. 4.2.1 Loads transmitted by the lifting appliances
The forces and moments transmitted by the lifting appli-
3.1.3 Vessels with type and service notation ances to the vessel structures, during both lifting service and
Pontoon-crane navigation, are to be obtained by means of criteria to be
For vessels with the type and service notation Pontoon- considered by the Society on a case-by-case basis.
crane having a length greater than or equal to 40 m, the hull 4.2.2 Vessel structures
girder strength is to be checked when the lifting appliance, The vessel structures, subjected to the forces transmitted by
such as a crane or derrick, is operated, taking into account the lifting appliances, are to be reinforced to the Societys
the various loading conditions considered, through criteria satisfaction.
to be agreed upon with the Society on a case-by-case basis.
4.2.3 Lifting appliances
The check of the behaviour of the lifting appliances during
4 Hull scantlings operation is outside the scope of the classification and is
under the responsibility of the Designer. However, where
the requirements in [2.2.1] may not be complied with (i.e.
4.1 General sailing with boom or derrick up) or where, exceptionally,
trips with suspended load are envisaged, the Designer is to
4.1.1 The scantlings of the hull structure are to be deter- submit the check of the lifting appliances during navigation
mined in compliance with Part B, Chapter 5, taking into to the Society for information.
account the following additional requirements.
4.3 Reinforcements
4.1.2 Minimum net thickness of plating
4.3.1 Reinforcements are to be provided at places where
The minimum thickness of the shell plating and deck plating the hull is heavily stressed, as the securing points of the
are to be obtained from Tab 1. towing ropes.

76 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 9

SECTION 9 VESSELS FOR DREDGING ACTIVITIES

Symbols
TD : Maximum draught in working conditions, in m T4 : Navigation draught, in m, with well filled with
C : Wave parameter defined in Pt B, Ch 3, Sec 2 water up to the lowest weir level.
n : Navigation coefficient defined in Pt B, Ch 3, Sec
1, [5.1]. 1 General
: Density of the mixture of water and spoil, taken
equal to: 1.1 Application
PD 1.1.1 Vessels complying with the requirements of this Sec-
= ------
VD tion are eligible for the assignment of one of the following
PD : Maximum mass, in t, of the spoil contained in type and service notations, as defined in Pt A, Ch 1, Sec 3,
the hopper space [5.1.1] to Pt A, Ch 1, Sec 3, [5.1.5]:
VD : Volume of the hopper space, in m3, limited to Dredger
the highest weir level Hopper dredger
p : Maximum length, in m, of the hopper well Hopper barge
a : Distance from the bottom to the sealing joint Split hopper dredger
located at the lower part of the hopper well, in m Split hopper barge.
h0 : Distance, in m, from spoil level to base line in 1.1.2 Vessels dealt with in this Section are to comply with
working conditions (see Fig 7) the requirements stated in Part A, Part B and Part C of the
h4 : Distance, in m, from the lowest weir level to Rules, as applicable, and with the requirements of this Sec-
base line tion, which are specific to vessels for dredging activities.

Table 1 : Plans and documents to be submitted depending on type and service notations

Service notations Plans or documents


Dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Structural arrangement of hoppers and supporting structures
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Hopper dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Hopper barge Structural arrangement of hoppers and supporting structures including:
location, mass, fore and aft extent of the movable dredging equipment, for each loading condition
calculations of the horizontal forces acting on the suction pipe and on the gallows
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Split hopper dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Split hopper barge Structural arrangement of hoppers and supporting structures, including:
location, mass, fore and aft extent of the movable dredging equipment, for each loading condition
calculations of the horizontal forces acting on the suction pipe and on the gallows
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Superstructure hinges and connections to the vessel structure, including mass and location of the superstruc-
ture centre of gravity
Structure of hydraulic jack spaces
Deck hinges, including location of centre of buoyancy and of centre of gravity of each half-hull, mass of
equipped half-hull, half mass of spoil or water, supplies for each half-hull and mass of superstructures sup-
ported by each half-hull
Hydraulic jacks and connections to vessel structure including operating pressure and maximum
pressure of the hydraulic jacks (cylinder and rod sides) and corresponding forces
Longitudinal chocks of bottom and deck
Transverse chocks
Hydraulic installation of jacks, with explanatory note

November 2014 Bureau Veritas - Inland Navigation Rules 77


Pt D, Ch 1, Sec 9

1.1.3 Dredging equipment and installations are not cov- 2.1.7 Weirs are to be provided in the hopper spaces. Their
ered by these Rules. sectional area is to be large enough, taking into account the
density of the water-spoil mixture to be drained off.
1.2 Documents to be submitted The disposition and location of the weirs are to be such
that:
1.2.1 In addition to the documentation requested in Pt B, they prevent the maximum authorised draught from
Ch 1, Sec 3, the plans and documents listed in Tab 1 are to being exceeded during loading
be submitted to the Society.
draining off is made without any overflowing on the
decks.
1.3 Stability
2.1.8 The corners of the cut-outs in the bottom plating are
1.3.1 Proof of sufficient intact stability is to be furnished to be rounded and the radius is to be as large as possible,
according to: especially near the bottom doors.
Ch 2, Sec 6, [9], for dredgers The shape and the radius of cut-out corners are to be in
Ch 2, Sec 6, [10], for hopper dredgers and hopper accordance with Pt B, Ch 6, Sec 7.
barges without bottom doors
Ch 2, Sec 6, [10], for hopper dredgers and hopper 2.2 Longitudinal members in the area of the
barges fitted with bottom doors. hopper well
The Society may waive this requirement, depending on the 2.2.1 The scantlings of the midship region are generally to
vessel design and operating conditions. be kept over the full length of the hopper well.

2 Structure design principles 2.2.2 Attention is to be paid to the structural continuity of


longitudinal members, especially coaming and hopper well
bulkheads.
2.1 General
2.2.3 The upper deck stringer plate is to extend to the inner
2.1.1 The attention of Designers is drawn to the fact that side over the full length of the hopper well.
the structural arrangement of vessels for dredging activities
involves discontinuities and that particular care is to be 2.2.4 The fore and aft ends of the inner side of the hopper
taken to avoid cracks or fractures. spaces are to be extended by large brackets generally hav-
ing a length and a width equal to D/4. It is recommended
2.1.2 Where dredgers are likely to work in association with that a swept shape should be provided for these brackets
hopper barges, the sheerstrake is to be protected, slightly (see Fig 1).
below the deck, by a fender efficiently secured to the shell
The upper bracket is to be welded to the deck and extended
plating and extending over at least two thirds of the vessel
by a longitudinal deck girder.
length. Compensation is to be provided in way of the gang-
way port in raised deck, if fitted. Figure 1 : Brackets at fore and aft ends of
longitudinal bulkheads of the hopper spaces
2.1.3 Where dredgers are likely to work in association with
hopper barges, the shell plating is to be protected by a
fender extending from the load waterline to the lowest
waterline.
bracket
Additional structural reinforcements are to be provided in
way of fenders and submitted to the Society for approval.
hopper space shell
2.1.4 On bucket dredgers, in order to prevent dangerous
flooding in the event of damage to the shell plating by metal
debris (e.g. anchors), a watertight compartment is to be pro-
vided at the lower part of the caissons on either side of the in the same plane
bucket well in the area of the buckets. The compartment is
to be of adequate size to allow surveys to be carried out.
knuckle
2.1.5 Reinforcements are to be provided at locations where
the hull is heavily stressed, such as:
inclined bulkhead
beneath the suction pipe gallows
in way of the gallow frame on bucket dredgers
at the points where tow ropes are secured
at connections of piles, etc.

2.1.6 The strengthening of the flat bottom at the ends is to


be examined by the Society on a case-by-case basis. in the same plane

78 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 9

The lower bracket, which is generally oblique, is to be 2.3.2 The cellular keel is to be rigidly connected to the
welded to the bottom or to the tank top. In the latter case, transverse rings required in [2.3.1].
the lower bracket is to be extended inside the double bot-
tom by means of a solid keelson extending at least over 2.3.3 The upper part of the cellular keel may be connected
three frame spaces beyond the end of the bracket. to the deck or trunk structure by means of axial or inclined
pillars in association with strong beams, or by a centreline
2.2.5 The fore and aft ends of the centreline cellular keel wash bulkhead.
are to be extended by means of brackets having a length at
least equal to the depth of this keel. 2.3.4 The connection of hopper space floors with the longi-
tudinal bulkheads and the cellular keel is to be arranged
In areas where a double bottom is provided, the brackets such that the continuity of the strength is ensured.
may be arranged in accordance with Fig 2.
Where the floor is made of a box with sloping sides, partic-
ular attention is to be paid to the continuity of the lower
Figure 2 : Brackets at fore and aft ends of cellular keel
flange. Fig 3 shows an example of possible connection.
strengthening flat
Figure 3 : Example of connection with floor
made of box with sloping sides
fold
in the vertical
plane pillar

longitudinal bulkhead
bracket

knuckle cellular keel


cellular keel

in the same plane

2.2.6 The vertical sides of the trunks are to be extended floor


beyond the end of the hopper spaces over a distance of at
least 1,5 times their height. 2.3.5 The connection between the flanges of the strong
beams and the adjacent structure is generally to be made by
2.2.7 The Society may, on a case-by-case basis, require that means of brackets having the thickness of these flanges and
longitudinal members of the double bottom structure are extending inside the adjacent structure.
extended, by means of brackets, inside the side compart-
ments bounding the hopper spaces.
2.4 Arrangements relating to suction pipes
2.2.8 Arrangements other than those described in [2.2.4] to
2.4.1 Where a cut-out is necessary in the side shell plating
[2.2.7] are to be considered by the Society on a case-by-
to fit the suction pipe guides, continuity of members is to be
case basis.
restored, for example by means of knuckled plates as thick
as the side shell plating and with a knuckle angle as small
2.3 Transverse members in the area of the as possible.
hopper well The knuckles are to be stiffened by reinforced vertical pri-
mary supporting members and intercostal girders of the
2.3.1 Transverse primary supporting rings same web height (see Fig 4 and Fig 5).
Within the hopper well area, transverse primary supporting
rings are to be provided and are to involve: Figure 4 : Transversely framed side
deep floors inside hopper spaces Cut-out reinforced by means of knuckled plate
side vertical primary supporting members
hopper well vertical primary supporting members
strong beams inside hopper spaces, at deck or trunk level
where necessary, cross-ties connecting either the side
vertical primary supporting members to the hopper well Figure 5 : Longitudinally framed side
vertical primary supporting members or the floor to the Cut-out reinforced by means of knuckled plate
hopper well vertical primary supporting members.

The spacing of the transverse rings is generally to be taken


not greater than five frame spaces.

November 2014 Bureau Veritas - Inland Navigation Rules 79


Pt D, Ch 1, Sec 9

The fillet welding between the web of vertical primary sup- 2.6 Reinforcements for grounding
porting members and the knuckled plates is not to be made
onto the knuckles, but about 50 mm apart. 2.6.1 If grounding is considered for normal operation of the
vessel, the bottom plating and the bottom structure are to be
2.4.2 The suction pipe guides are to be fitted as far as pos- reinforced as indicated in [2.6.2] to [2.6.5].
sible from the hopper space ends or from any cut-out in the
2.6.2 Along the full length of the vessel, in the area of flat
bottom or deck plating.
bottoms, the bottom net thickness obtained according to Pt
A 60% reinforced deck plate, not exceeding 38 mm, is to be B, Ch 5, Sec 2, as applicable, is to be increased by 2,5 mm.
provided in way of the cut-out of the guides. This plate is to
extend over at least one frame space forward and aft of the 2.6.3 Where the vessel has a transversely framed double
vertical primary supporting members provided for in bottom, floors are to be fitted at each frame space and asso-
[2.4.1]. ciated with intercostal longitudinal girders, the mean spac-
ing of which is to be not greater than 2,10 m.
2.4.3 In areas where, during suction pipe operations, the Moreover, intercostal longitudinal ordinary stiffeners
drag head and the joint may run against the hull, one or located at mid-spacing of bottom girders are to be provided.
several of the following arrangements are generally to be
provided: 2.6.4 Where the vessel has a longitudinally framed double
bottom, the floor spacing may not exceed three frame
thickness plating in excess of thickness obtained spaces and the bottom girder spacing may not exceed three
according to Pt B, Ch 5, Sec 2 and Pt B, Ch 5, Sec 3 for longitudinal ordinary stiffener spaces.
bilge and side shell
Intercostal transverse stiffeners are to be provided at mid-
reinforcement of the structure by means of vertical pri- span of longitudinal ordinary stiffeners.
mary supporting members, girders, intermediate frames Floors are to be stiffened by vertical stiffeners having the
or longitudinals, depending on the construction type same spacing as the longitudinal ordinary stiffeners.
fenders to be provided outside the hull; these fenders
together with the bilge shape are not to impede the suc- 2.6.5 Where the vessel is built with open hopper spaces
tion pipe operation (bottom doors provided on the bottom), reinforcements as
required in [2.6.3] or [2.6.4] are to be provided within the
cofferdam to be provided to limit the possible flooding side compartments, the cellular keel and, in general, within
of side compartments. the limits of the flat bottom area.

2.4.4 The suction pipes are generally to be fitted with:


2.7 Bolted structures
auxiliary devices able to lift the suction pipe, in addition
to the suction pipe davits 2.7.1 Where the dredger is made of several independent
members connected by bolting, the connection is to be
a sufficient number of attachment points on the suction
examined by the Society on a case-by-case basis.
pipe itself, to facilitate handling
a load limiting device to avoid any overload, if the suc- 3 Design loads
tion pipe is equipped with cutting teeth
accessories fitted onto the suction pipe built in several 3.1 External pressure
parts to facilitate partial replacements in case of damage.
3.1.1 Still water pressure
2.5 Chafing areas The river still water pressure to be used in connection with
the wave pressure is to be determined in compliance with
2.5.1 Some parts of the structure subjected to heavy wear, Pt B, Ch 3, Sec 4, [2.1.3], using values of coefficient given
such as inner sides of hopper spaces, may be protected or in Tab 2.
reinforced to avoid frequent replacement.
Table 2 : Values of coefficient
2.5.2 If protection is provided by means of removable Coefficient
plates, called chafing plates, attention is to be paid to avoid Loading
Load case River counter River design
corrosion between the facing sides of these plates and the condition
pressure pressure
hopper space plating.
Working 1R and
0,150 1,000
2.5.3 If reinforcement is made by increasing the thickness, Nonhomload
the section moduli may be determined taking into account 2R 0,575 0,575
the extra thickness, provided that the chafing limits, beyond Navigation Full load 1,000 1,000
which the plates are to be replaced, are determined accord-
Lightship 0,150 0,150
ing to the extra thickness values.
If this extra thickness is disregarded in the section moduli 3.1.2 River wave pressure
calculation, this is to be clearly indicated on the midship The river wave pressure is to be obtained from Pt B, Ch 3,
section drawing. Sec 4, [2.1.4].

80 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 9

3.2 Internal pressure for hopper well the clearance between the two half-hulls is nil
the chocks are long enough to withstand the end
3.2.1 Still water pressure for hopper well moments due to the horizontal forces developed along
The still water pressure pS to be used in connection with the the hopper well.
inertial pressure is to be obtained, in kN/m2, from the fol-
3.4.3 The total vertical bending moments MTH and MTS , in
lowing formula:
kNm, to be applied on one half-hull in navigation and work-
pS = max (11 ; 9,81 (zW z)) ing conditions are to be determined as specified in Tab 4,
where: where MH , MS , MW and W are defined in Pt B, Ch 3, Sec 2.

zW : Z co-ordinate of the highest point of the weir, in Table 4 : Total vertical bending moments
m applied on half-hulls
z : Z co-ordinate of the calculation point, in m.
Condition Hull girder yielding Other limit states
3.2.2 Inertial pressure for hopper well MH + MW MH + W MW
Hogging M TH = -----------------------
- M TH = ------------------------------
-
The inertial pressure pW is to be obtained, in kN/m2, from 2 2
the following formula: MS + MW MS + W MW
Sagging M TS = ----------------------
- M TS = -----------------------------
-
a Z1 W2 p S 2 2
pW = ---------------------
-
9, 81
3.4.4 Horizontal still water bending moments
where:
The horizontal still water bending moment MSHH to be
aZ1 : Reference value of the acceleration in Z direc- applied on one half-hull in navigation and working condi-
tion, defined in Pt B, Ch 3, Sec 3, [2.2] tions are to be obtained, in kN.m, from the formulae given
W2 : Partial safety factor covering uncertainties in Tab 5, assuming that the hopper well is simply supported
regarding wave pressure: at each end.

W2 = 1,0 for n < 1,02 If the hopper well may not be considered as simply sup-
ported at each end, the horizontal still water bending
W2 = 1,2 for n 1,02 moments to be applied on one half-hull in navigation and
working conditions are to be determined on a case-by-case
3.3 Hull girder loads for dredgers, hopper basis.
dredgers and hopper barges Table 5 : Horizontal still water bending moment MSHH
applied on half-hulls
3.3.1 The total vertical bending moments MTH and MTS , in
kNm, to be applied in navigation and working conditions Hopper well mid-section Hopper well ends
are to be determined as specified in Tab 3, where MH , MS ,
MW and W are defined in Pt B, Ch 3, Sec 2. 1 c1 2
--- + -------
- p 0
8 2 p p
Table 3 : Total vertical bending moments Note 1: Between hopper well mid-section and ends, the
values of the horizontal still water bending moment are to be
Condition Hull girder yielding Other limit states obtained by linear interpolation.
Hogging MTH = MH + MW MTH = MH + W MW Note 2:
MTS = MS + MW MTS = MS + W MW
p : Load per metre, in kN/m, applied along the hop-
Sagging
per well, defined in Tab 6 depending on the
loading condition
3.4 Hull girder loads for split hopper c1 : Distance, in m, from deck hinges to ends of
dredgers and split hopper barges hopper well (see Fig 6).

3.4.1 Application Figure 6 : Definitions of dimensions in


The provisions in [3.4.2] to [3.4.6] apply. hopper well area
hinges
3.4.2 General
Horizontal bending moments are to be calculated assuming
that the hopper well is simply supported at each end.
The clearance between the two half-hulls is to be large hopper well
enough not to be suppressed when the hopper well is full up.
However, the calculation of the horizontal moments is car-
ried out assuming that both ends of the hopper well are C1 p C1
partly clamped, on condition that at deck and bottom level
chocks are provided forward and aft of the well so that:
D

November 2014 Bureau Veritas - Inland Navigation Rules 81


Pt D, Ch 1, Sec 9

Table 6 : Load per metre applied along the hopper well If the hopper well may not be considered as simply sup-
ported at each end, the horizontal still water bending
Loading condition Load per metre p, in kN/m
moments to be applied on one half-hull in navigation and
Maximum loading at
4,9 [ (h0 a) (TD a) ]
2 2
working conditions are to be determined on a case by case
working draught
basis.
Service condition with
well filled with water up 0
to the waterline 3.4.6 Total horizontal bending moment
The total horizontal bending moment MHH applied on half-
Service condition with
well filled with water up 4,9 [(h4 a)2 (T4 a)2] hull at hopper well mid-section and at hopper well ends, in
to the lowest weir level navigation and working conditions, is to be obtained, in
Note 1: kN.m, from the following formulae:
h4 : Distance, in m, from the lowest weir level to
base line for hull girder yielding check:
T4 : Navigation draught, in m, with well filled with MHH = MSHH + MWHH
water up to the lowest weir level
for other limit states:
a, h0 , TD : Distances, in m, defined in Fig 7.
MHH = MSHH + W MWHH

Figure 7 : Definitions of distances for calculation where:


of the load applied along the hopper well MSHH : Horizontal still water bending moment, defined
in [3.4.4] at hopper well mid-section and at
hopper well ends, in navigation and working
conditions
MWHH : Horizontal wave bending moment, defined in
[3.4.5] at hopper well mid-section and at hopper
ho

well ends, in navigation and working conditions


TD

a W : Coefficient defined in Pt B, Ch 3, Sec 2.

4 Hull girder strength of dredgers,


hopper dredgers and hopper barges
3.4.5 Horizontal wave bending moments
The horizontal wave bending moment MWHH to be applied 4.1 General
on one half-hull in navigation and working conditions are
to be obtained, in kN.m, from the formulae given in Tab 7, 4.1.1 The hull girder strength is to be checked for the navi-
assuming that the hopper well is simply supported at each
gation and working conditions according to the criteria of
end.
Pt B, Ch 4, Sec 2.
Table 7 : Horizontal wave bending moment MWHH
applied on half-hulls 4.2 Midship section modulus
Hopper well mid-section Hopper well ends 4.2.1 In the determination of the midship section modulus
Navigation: according to Pt B, Ch 4, Sec 1, account is to be taken of
MW 85% and 100% effectiveness of the sectional area of the
T 4 + 0, 015Cn 2 ----D- 1 ( C B + 0, 7 ) --------
-
L B cellular keel.
0
Working: However the 85% and 100% effectiveness of the sectional
MW
T D + 0, 015Cn 2 ----D- 1 ( C B + 0, 7 ) --------
- area of the cellular keel may be replaced by the actual
L B
effectiveness of the cellular keel determined by a three
Note 1: Between hopper well mid-section and ends, the dimensional finite element analysis.
values of the horizontal wave bending moment is to be
obtained by linear interpolation. 4.2.2 Where cut-outs in the side shell are needed to fit the
Note 2:
suction pipe guides, a section modulus calculation not tak-
CB : Block coefficient, defined in Pt B, Ch 1, Sec 2,
[2] ing account of the side shell plating may be required by the
MW : Vertical wave bending moment, in kN.m, Society on a case-by-case basis, if the structural continuity
defined in Pt B, Ch 3, Sec 2, [3]. is not correctly achieved.

82 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 9

5 Hull girder strength of split hopper where:


dredgers and split hopper barges IY : Moment of inertia, in cm4, of the transverse sec-
tion around the axis GY
5.1 General IZ : Moment of inertia, in cm4, of the transverse sec-
tion around the axis GZ
5.1.1 The yielding check is to be carried out for the naviga- IYZ : Inertia product, in cm4, of the transverse sec-
tion and working conditions according to [5.2] to [5.4], tion, in the reference (G, GY, GZ).
considering:
each half-hull as being subjected to independent bend- 5.2.3 Bending moments
ing The bending moments My and Mz in relation to the main
the deck hinges and the hydraulic jacks acting as sup- axes Gy and Gz, respectively, are to be obtained, in kN.m,
ports at the ends of the hopper well. from the following formulae:
My = MV cos + MHH sin
Both the vertical bending moment and horizontal bending
moment acting within the well area are to be taken into Mz = MV sin + MHH cos
account. where:
5.1.2 The hull section modulus, considered with the two MV : Vertical bending moment defined in [3.4.3], in
half-hulls connected, is to be checked for the navigation and kN.m, to be considered in hogging (MTH) and
working conditions according to the criteria of Pt B, Ch 4, sagging (MTS) conditions, for the navigation and
Sec 2. working conditions
See also [4.2] for the determination of the midship section MHH : Horizontal bending moment defined in [3.4.6],
modulus. in kN.m, to be considered for the navigation
and working conditions
5.2 Definitions : Angle defined in [5.2.2].
As the main inertia axes of each half-hull are oblique, the
5.2.1 Co-ordinate system bending of each half-hull is a deviated bending.
The hull girder strength is defined with reference to the fol-
lowing co-ordinate system, as shown in Fig 8.
5.3 Hull girder stress
G : Centre of gravity of the transverse section
GY : Transverse axis, parallel to Y defined in Pt B, 5.3.1 At any point of the transverse section of each half-
Ch 1, Sec 2, [3.1.1] and crossing through G hull, the hull girder normal stresses are to be obtained, in
N/mm2, from the following formula:
GZ : Vertical axis, parallel to Z defined in Pt B, Ch 1,
Sec 2, [3.1.1] and crossing through G M M
1 = z -------y y -------z 10
5

Gy, Gz : Main axes of the transverse section, defined in I yM I zM


[5.2.2]. where:
My, Mz : Bending moments, in kN.m, in hogging and
Figure 8 : Half-hull co-ordinate system
sagging conditions, for the navigation and work-
Z ing conditions, defined in [5.2.3]
IyM, IzM : Moments of inertia, in cm4, of the transverse
z section around its main axes
y, z : Coordinates, in m, of the calculation point with
y respect to the main axes Gy and Gz.

5.3.2 In the case of partly clamped ends of the hopper well


(see [3.4.2]), the hull girder normal stresses are to be calcu-
lated in the hopper well mid-section and at hopper well
G Y
ends.
In this case, the stresses are also to be calculated in the mid-
ship area assuming the ends supported as regards the hori-
zontal moment. This calculation relates to the beginning of
the hopper well drainage by opening of the two half-hulls.
5.2.2 Main axes
The main axes Gy and Gz are obtained from the axes GY 5.3.3 In the case of supports at hopper well ends, the cal-
and GZ by a rotation around the centre of gravity G of an culation of the hull girder normal stress is to be carried out
angle obtained from the following formula: in the hopper well mid-section.
2I YZ
= --- atan -------------
1 5.3.4 For each section of calculation, the most unfavour-
-
2 I Z I Y able combination of moments is to be considered.

November 2014 Bureau Veritas - Inland Navigation Rules 83


Pt D, Ch 1, Sec 9

5.4 Checking criteria 6.3.2 The net thickness of the bottom strake, to which the
longitudinal bulkheads of the hopper space are connected,
5.4.1 It is to be checked that the normal stresses calculated is to be not less than the greater of the following thick-
according to [5.3.1] are in compliance with the criteria of nesses:
Pt B, Ch 4, Sec 2. bottom plating thickness increased by 15%
keel thickness.
6 Hull scantlings
6.4 Well bulkhead and cellular keel platings
6.1 General
6.4.1 The net thickness of hopper well bulkhead plating
6.1.1 Hull scantlings are to be checked according to the and cellular keel plating is to be not less than the net thick-
applicable requirements of Ch 1, Sec 2 or Ch 1, Sec 8, as ness obtained:
applicable, for the following two conditions:
in the working condition, considering the internal pres-
navigation condition sures defined in [3.2]
working condition. in the navigation condition, where the hopper well
bulkheads limit tank compartments, considering the
For vessels with one of the type and service notations split
internal pressures defined in Pt B, Ch 3, Sec 4.
hopper dredger or split hopper barge, the hull girder nor-
mal stresses to be used are defined in [6.2]. 6.4.2 The net thickness of the longitudinal bulkhead above
the deck or within 0,1 D below the deck is to be not less
6.2 Hull girder normal stress for split hopper than the net thickness of the strength deck abreast of the
dredgers and split hopper barges hatchways.

6.2.1 Strength check of plating and yielding check 6.4.3 The net thickness of the transverse and longitudinal
of ordinary stiffeners and primary supporting bulkhead of a dredge pipe well is to be determined as for
members the side shell net thickness.
The hull girder normal stress X1 to be considered for the
strength check of plating, for the yielding check of ordinary 6.5 Transverse rings
stiffeners and for the yielding check of primary supporting
members analysed through an isolated beam structural 6.5.1 The scantlings of transverse rings are to be obtained
from a direct calculation, according to Pt B, Ch 2, Sec 5,
model is to be obtained, in N/mm2, from Tab 8 (see [5.2] for
taking into account the following:
the definitions).
floors or bottom transverses are simply supported at
Table 8 : Hull girder normal stress for hull scantlings ends
local discontinuities in strength, due to the presence of
Structural element Normal stress X1 , in N/mm2
wells, are to be considered.
Plating and structural members
contributing to the hull girder zM M
-------y y -------z 10 5 6.5.2 The gusset stays for coamings are to have a section
I yM I zM
longitudinal strength modulus at the lower end level not less than the one of the
Plating and structural members web frames or side transverses.
not contributing to the hull 0
girder longitudinal strength 7 Additional checking for hopper
dredgers and hopper barges
6.2.2 Buckling check of plating, ordinary stiffeners
and primary supporting members
The hull girder normal stress X1 to be considered for the 7.1 hopper well structure
buckling check of plating, for the buckling check of ordi-
7.1.1 The check of hopper well structure of hopper dredg-
nary stiffeners and for the buckling check of plate panels
ers and hopper barges is to be carried out according to
constituting primary supporting members is to be taken as
applicable Societys Rules.
the maximum compressive stress obtained according to
[6.2.1].
8 Additional checking for split hopper
6.3 Bottom plating dredgers and split hopper barges

6.3.1 Where the bottom is longitudinally framed and the 8.1 Superstructure hinges
bilge is made of a transversely framed sloped plate, the bot-
tom is to be assumed as being transversely framed when 8.1.1 The check of superstructure hinges is to be carried
calculating the plating thickness. out according to applicable Societys Rules.

84 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 9

8.2 Deck hinges, hydraulic jack connections 9 Rudders


and chocks
9.1 General
8.2.1 Arrangements and scantlings of the deck hinges and
9.1.1 The rudder stock diameter obtained from Pt B, Ch 7,
the hydraulic jack attachments connecting the two half- Sec 1 is to be increased by 5%.
hulls are to be in compliance with applicable Societys
Rules. 9.2 Additional requirements for split hopper
dredgers and split hopper barges
8.3 Hydraulic jacks and associated piping 9.2.1 Each half-hull of vessels with one of the type and ser-
systems vice notations split hopper barge or split hopper dredger is
to be fitted with a rudder complying with the requirements
8.3.1 Arrangements and checks of hydraulic jacks and of Pt B, Ch 7, Sec 1.
associated piping systems are to be in compliance with 9.2.2 An automatic system for synchronising the movement
applicable Societys Rules. of both rudders is to be fitted.

November 2014 Bureau Veritas - Inland Navigation Rules 85


Pt D, Ch 1, Sec 10

SECTION 10 LAUNCHES

Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Hull scantlings
[2]

t : Net thickness, in mm, of plating


2.1 General

k : Material factor defined in Pt B, Ch 2, Sec 3, 2.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Part B, Chapter 5, taking into
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
account additional requirements defined in [2.2].

1 General 2.2 Additional requirements


2.2.1 Minimum net thickness of plating
1.1 Application The minimum thickness of the shell plating and deck plating
are to be obtained from Tab 1.
1.1.1 Vessels complying with the requirements of this Sec- 2.2.2 Topside structure
tion are eligible for the assignment of the type and service The topside structure scantlings are to be determined
notation Launch, as defined in Pt A, Ch 1, Sec 3, [6.1.1]. according to Pt B, Ch 5, Sec 4, [6], where the minimum
thickness is to be taken equal to 5 mm.
1.1.2 Vessels dealt with in this Section are to comply with
2.2.3 Primary supporting members
the requirements stated under Part A, Part B and Part C of
The design pressure of bottom primary supporting members
the Rules, as applicable, and with the requirements of this is to be determined using = 1 for the loading coefficient.
Section, which are specific to launches.
Table 1 : Minimum net thickness of plating

1.2 Stability Plating t, in mm


Decks, sides, bottom, bulkheads,
1.2.1 Proof of sufficient intact stability according to Pt B, web of primary supporting mem-
t = 3,3 + 0,048 L k0,5
bers, web of ordinary stiffeners
Ch 2, Sec 2, [4] is to be furnished.
and other structures
The Society may waive this requirement, depending on the t = thickness of adjacent
Keel plate
vessel design and operating conditions. bottom plating

86 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 1, Sec 11

SECTION 11 PLEASURE VESSELS

Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Hull scantlings
[2]

t : Net thickness, in mm, of plating 2.1 General

k : Material factor defined in Pt B, Ch 2, Sec 3, 2.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Part B, Chapter 5, taking into
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
account additional requirements defined in [2.2].

1 General 2.2 Additional requirements


2.2.1 Minimum net thickness of plating
1.1 Application The minimum thickness of the shell plating and deck plating
are to be obtained from Tab 1.
1.1.1 Vessels complying with the requirements of this Sec- 2.2.2 Topside structure
tion are eligible for the assignment of the type and service The topside structure scantlings are to be determined
notation Pleasure vessel, as defined in Pt A, Ch 1, Sec 3, according to Pt B, Ch 5, Sec 4, [6], where the minimum
[7.1.1]. thickness is to be taken equal to 5 mm.

1.1.2 Vessels dealt with in this Section are to comply with 2.2.3 Primary supporting members
the requirements stated under Part A, Part B and Part C of The design pressure of bottom primary supporting members
the Rules, as applicable, and with the requirements of this is to be determined using = 1 for the loading coefficient.
Section, which are specific to pleasure vessels. Table 1 : Minimum net thickness of plating

Plating t, in mm
1.2 Stability
Decks, sides, bottom, bulkheads,
web of primary supporting mem-
1.2.1 Proof of sufficient intact stability according to Pt B, t = 3,3 + 0,048 L k0,5
bers, web of ordinary stiffeners
Ch 2, Sec 2, [4] is to be furnished. and other structures
The Society may waive this requirement, depending on the t = thickness of adjacent
Keel plate
vessel design and operating conditions. bottom plating

November 2014 Bureau Veritas - Inland Navigation Rules 87


Pt D, Ch 1, Sec 11

88 Bureau Veritas - Inland Navigation Rules November 2014


Part D
Additional Requirements for Notations

Chapter 2

ADDITIONAL CLASS NOTATIONS

SECTION 1 NAVIGATION IN ICE


SECTION 2 TRANSPORT OF HEAVY CARGOES

SECTION 3 EQUIPPED FOR TRANSPORT OF CONTAINERS

SECTION 4 EQUIPPED FOR TRANSPORT OF WHEELED VEHICLES


SECTION 5 FERRY

SECTION 6 STABILITY

SECTION 7 FIRE
SECTION 8 UNATTENDED MACHINERY SPACES (AUT-UMS)

SECTION 9 ANNUAL SURVEY

SECTION 10 GRABLOADING

SECTION 11 POLLUTION PREVENTION

SECTION 12 EQUIPPED FOR TRANSPORT OF PASSENGERS

November 2014 Bureau Veritas - Inland Navigation Rules 89


90 Bureau Veritas - Inland Navigation Rules November 2014
Pt D, Ch 2, Sec 1

SECTION 1 NAVIGATION IN ICE

Symbols
UWL : Upper waterline, defined in [1.3.1] 1.3 Definitions
LWL : Lower waterline, defined in [1.3.2]
1.3.1 Upper waterline
s : Spacing, in m, of ordinary stiffeners The upper waterline (UWL) is the highest waterline at which
S : Spacing, in m, of primary supporting members the vessel is intended to operate in ice. The line may be a
: Span, in m, of ordinary stiffeners or primary broken line.
supporting members, as applicable
1.3.2 Lower waterline
ReH : Minimum yield stress, in N/mm2, of the material The lower waterline (LWL) is the lowest waterline at which
as defined in Pt B, Ch 2, Sec 3, [2] the vessel is intended to operate in ice.
p : Design ice pressure, in N/mm2, defined in
[2.5.5] 1.3.3 Ice belt
The ice belt is that portion of the side shell which is to be
h : Height, in m, of load area defined in [2.5.4].
strengthened. Its vertical extension is equal to the required
extension of strengthenings.
1 General
1.4 Draught limitations
1.1 Application
1.4.1 Maximum draught
1.1.1 The following additional class notations are assigned, The draught and trim limited by the UWL are not to be
in accordance with Pt A, Ch 1, Sec 3, [10.15] to vessels exceeded when the vessel is navigating in ice.
strengthened for navigation in ice and complying with the
relevant requirements of this Section: 1.4.2 Minimum draught
The vessel is always to be loaded down to at least the LWL
Ice
when navigating in ice. Any ballast tank situated above the
Ice-30 LWL and needed to load down the vessel to this water line
Ice-40 is to be equipped with devices to prevent the water from
Ice-40+ freezing.

1.4.3 Minimum forward draught


1.1.2 The ice strengthening requirements for Ice-40+ in this
Section are equivalent to those corresponding to ICE CLASS In determining the LWL, due regard is to be paid to the need
IC in the Finnish-Swedish Ice Class Rules 1985 as to ensure a reasonable degree of ice going capability in bal-
amended. last condition. The propeller is to be fully submerged, if
possible entirely below the ice.
1.1.3 The ice strengthening requirements for Ice-40 are
those of the fore region, rudder and steering arrangements 1.5 Documentation to be submitted
of the additional class notation Ice-40+.
1.5.1 The plans relevant to the shell expansion and fore and
1.1.4 The ice strengthening requirements for the additional aft part structures are to define, at midship, fore and aft ends,
class notations Ice and Ice-30 cover vessels operated in drift the upper waterline (UWL) and the lower waterline (LWL).
ice of thickness not exceeding the values defined in Tab 1. The borderlines of fore, midship and aft regions, according
to [2.2], are also to be defined on the shell expansion plans.
1.2 Owners responsibility
1.6 Ice thickness
1.2.1 It is the responsibility of the Owner to decide which
ice class notation is the most suitable in relation to the 1.6.1 Height of the ice load area
expected service conditions of the vessel. a) An ice strengthened vessel is assumed to operate in con-
For vessels intended to operate under more severe ice con- ditions corresponding to an ice level with a thickness
ditions, the Societys Rules for navigation in ice for seagoing not exceeding the value hG .
vessels must be applied for the corresponding/required ice b) The design height of the area actually under ice pressure
class. at any time is, however, assumed to be only a fraction h,
These Rules are not applicable to vessels intended for ice of the ice thickness hG .
breaking. c) The values for hG and h, in m, are given in Tab 1.

November 2014 Bureau Veritas - Inland Navigation Rules 91


Pt D, Ch 2, Sec 1

Table 1 : Ice load height 2.3.2 Within the ice-strengthened area defined in [2.1.1],
all ordinary stiffeners are to be effectively attached to all the
Additional class notation hG , in m h, in m supporting structures. A longitudinal ordinary stiffener is to
Ice 0,2 0,075 be attached to all the supporting web frames and bulkheads
by brackets. When a transverse ordinary stiffener terminates
Ice-30 0,3 0,10
at a stringer or a deck, a bracket or a similar construction is
Ice-40 to be fitted. Brackets are to have at least the same thickness
0,4 0,22
Ice-40+ as the web plate of the ordinary stiffener and the edge is to
be appropriately stiffened against buckling.
2 Hull When an ordinary stiffener is running through the support-
ing structure, both sides of the web plate of the ordinary
2.1 Ice strengthened area vertical extension stiffener are to be connected to the structure (by direct
welding or collar plate, see example in Fig 1).
2.1.1 The ice strengthened area extends:
for plating: as defined in Tab 2 Figure 1 : End connection of ordinary stiffener
for ordinary stiffeners and primary supporting members: Two collar plates
from the deck down to the bilge turn.

Table 2 : Vertical extension of


ice strengthened area for plating

Additional class notation above UWL below LWL


Ice
0,3 m 0,3 m
Ice-30
Ice-40
0,4 m 0,5 m
Ice-40+
2.3.3 For the fore region of ice strengthened area of vessels
2.2 Ice strengthened area regions with additional class notations Ice-40 and Ice-40+, the fol-
lowing requirements are to be complied with:
2.2.1 General
The ice strengthened area defined in [2.1.1] is divided into Frames that are not normal to the plating or the profile is
three regions defined in [2.2.2], [2.2.3] and [2.2.4]. unsymmetrical, and the span exceeds 4,0 m, are to be
supported against tripping by brackets, intercostals,
2.2.2 Fore region stringers or similar at a distance not exceeding 1,3 m. If
The fore region is the region from the stem to a line parallel the span is less than 4,0 m, the supports against tripping
to and 0,04 L aft of the forward borderline of the part of the are required for unsymmetrical profiles and stiffeners
hull where the waterlines run parallel to the centreline. the web of which is not normal to plating.
The overlap with the borderline need not exceed 5 m. Ordinary stiffeners are to be attached to the shell by
double continuous welds; no scalloping is allowed
2.2.3 Midship region (except when crossing shell plate butts).
The midship region is the region from the aft boundary of The web thickness of the ordinary stiffeners are to be at
the fore region to a line parallel to and 0,04 L aft of the aft least half that of the shell plating; where there is a deck,
borderline of the part of the hull where the waterlines run tank top or bulkhead in lieu of an ordinary stiffener the
parallel to the centreline. plate thickness is to be as above, to a depth correspond-
The overlap with the borderline need not exceed 5 m. ing to the height of adjacent ordinary stiffeners.

2.2.4 Aft region


2.4 Transverse framing arrangement
The aft region is the region from the aft boundary of the
midship region to the stern. 2.4.1 Upper end of transverse framing
Upper end of the strengthened part of a main ordinary stiff-
2.3 General framing arrangement ener and an intermediate ice ordinary stiffener is to be
attached to a deck or to an ice side girder, as required in
2.3.1 The frame spacings and spans in this Section are nor-
[2.6.6].
mally assumed to be measured along the plate and perpen-
dicular to the axis of the stiffener for plates, along the flange Where an intermediate ordinary stiffener terminates above a
for members with a flange, and along the free edge for flat bar deck or an ice side girder which is situated at or above the
stiffeners. For curved members the span (or spacing) is upper limit of the ice strengthened area, the part above the
defined as the chord length between span (or spacing) points. deck or side girder may have the scantlings required for an
The span points are defined by the intersection between the unstrengthened vessel and the upper end may be connected
flange or upper edge of the member and the supporting struc- to the adjacent main ordinary stiffeners by an horizontal
tural element (stringer, web frame, deck or bulkhead). member of the same scantlings as the main ordinary stiffener.

92 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 1

2.4.2 Lower end of transverse framing cd : Coefficient taking account of the influence of
The lower end of the strengthened part of a main ordinary the size and engine output of the vessel, to be
stiffener and intermediate ice ordinary stiffener is to be obtained from the following formula:
attached to a tank top or an ice side girder as required in a f+b
c d = ----------------
[2.6.6]. 1000

Where an intermediate ordinary stiffener terminates below a, b : Coefficients defined in Tab 4


a tank top or an ice side girder which is situated at or below f : Coefficient to be obtained from the following
the lower limit of the ice strengthened area, the lower end formula:
may be connected to the adjacent main ordinary stiffeners
by an horizontal member of the same scantlings as the ordi- P
f = -------------
1000
nary stiffeners.
: Displacement, in t, at the maximum draught
2.5 Design loads P : Actual continuous output of propulsion machin-
ery, in kW
2.5.1 Because of the different flexural stiffness of plating, cP : Coefficient taking account of the probability of
ordinary stiffeners and primary supporting members, the ice the design ice pressure occurring in a particular
load distribution is to be assumed to be as shown in Fig 2. region of the hull for the additional class nota-
tion considered, defined in Tab 5
Figure 2 : Ice load distribution on vessel side ca : Coefficient taking account of the probability
p that the full length of the area under consider-
ation will be under pressure at the same time, to
p be obtained from the following formula:
0.75 p 0, 6
ca = ---------
a
without being taken less than 0,35 nor greater
than 1,0
2.5.2 The formulae and values given in this Section may be a : Distance, in m, defined in Tab 6
substituted by direct analysis if they are deemed by the p0 : Nominal ice pressure, in N/mm2, to be taken
Society to be invalid or inapplicable for a given structural equal to 5,6.
arrangement or detail. Otherwise, direct analysis is not to
be utilized as an alternative to the analytical procedures Table 4 : Coefficients a and b
prescribed by explicit requirements.
Region a b
2.5.3 If scantlings obtained from the requirements of this Fore 30 230
Article are less than those required for the unstrengthened
vessel, the latter are to be used. Midship and aft 8 214

2.5.4 Height of load area Table 5 : Coefficient cP

The height of the area under ice pressure at any particular Additional class notation
point of time is to be obtained, in m, from Tab 3 depending Region
on the additional class notation assigned to the vessel. Ice, Ice-30, Ice-40 Ice-40+
Fore 1,00 1,00
Table 3 : Height of load area Midship NA 0,50

Additional class notation h, in m Aft NA 0,25

Ice 0,075 Table 6 : Distance a


Ice-30 0,100
Type of
Ice-40 Structure a
0,220 framing
Ice-40+
Shell transverse 1 spacing of ordinary stiffeners
plating
2.5.5 Design ice pressure longitudinal 1,7 spacings of ordinary stiffeners
The value of the design ice pressure p, in N/mm2, to be con- Ordinary transverse 1 spacing of ordinary stiffeners
sidered for the scantlings check, is obtained from the fol- stiffeners
longitudinal 1 span of ordinary stiffeners
lowing formula:
Vertical primary 2 spacings of vertical primary
p = cd cP ca p0 supporting members supporting members

where: Ice side girders 1 span of side girders

November 2014 Bureau Veritas - Inland Navigation Rules 93


Pt D, Ch 2, Sec 1

2.6 Hull scantlings Table 7 : Coefficient m0

2.6.1 Plating scantling - general m0


Boundary condition Example
The plating thickness is to be strengthened according to
[2.6.2] within the strengthened area for plating defined in Type 1
[2.1.1].

2.6.2 Plating thickness in the ice strengthened area Ordinary stiffeners


The gross thickness of the shell plating is to be not less than extending from the
the value obtained, in mm, from the following formulae:  h tank top to a single
6,0
deck
for transverse framing:
F 1 p PL
t = 667s ------------
- + tc
R eH
for longitudinal framing: Type 2

p PL
t = 667s -------------
- + tc
F 2 R eH Continuous ordinary
h
stiffeners between
where: 5,7
pPL : Ice pressure on the shell plating to be obtained,  several decks or side
girders
in N/mm2, from the following formula:
pPL = 0,75 p
F1 : Coefficient to be obtained from the following
formula: Type 3
4 ,2
F 1 = 1 ,3 --------------------------2
h
--- + 1 ,8
s Ordinary stiffeners
extending between 5,0
without being taken greater than1,0  h
two decks only
F2 : Coefficient to be obtained from the following
formula:
s
F 2 = 0 ,6 + 0 ,4 ---
h
Note 1: The boundary conditions are those for the main and
tC : Abrasion and corrosion addition, in mm, to be
intermediate ordinary stiffeners.
taken equal to 2 mm. Where a special surface
Note 2: Load is applied at mid-span.
coating, by experience shown capable to with-
stand the abrasion of ice, is applied, a lower
value of tC may be accepted by the Society on a 2.6.5 Scantlings of longitudinal ordinary stiffeners
case by case basis. The gross section modulus w, in cm3 and the gross effective
2.6.3 Ordinary stiffeners scantling - general shear area ASh , in cm2, of longitudinal ordinary stiffeners
with or without brackets are to be not less than the values
Ordinary stiffeners are to be strengthened according to
obtained from the following formulae:
[2.6.4] and [2.6.5] within the strengthened area for ordinary
stiffeners defined in [2.1.1]. 2
F 4 ph
- 10 6
w = -----------------
2.6.4 Scantlings of transverse ordinary stiffeners m 1 R eH
The gross section modulus w, in cm3 and the gross effective 3F 4 F 5 ph 4
A Sh = ----------------------------
- 10
shear area Ash, in cm2, of transverse ordinary stiffeners are to 2R eH
be not less than the values obtained from the following for-
mulae: where:

7 5 ( h ) psh 6 F4 : Coefficient taking account of the load distribu-


w = --------------------------- ------------- 10
7m 0 R eH tion on adjacent ordinary stiffeners and to be
obtained from the following formula:
3F 3 phs 4
A sh = ----------------------
- 10
2R eH h
F 4 = 1 0 ,2 ---
where: s
F3 : Coefficient taking account of the maximum shear F5 : Coefficient taking account of the pressure defi-
force versus the load location and the shear stress nition and maximum shear force versus load
distribution, and to be taken equal to 1,20 location and also shear stress distribution, and
m0 : Coefficient defined in Tab 7. to be taken equal to 2,16

94 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 1

m1 : Boundary condition coefficient for the ordinary 1


---

w = -------- ----------------------------------------2 10
M 1 2 3
stiffener considered, to be taken equal to 13,3
R eH 1 ( A Sh1 A a )
for a continuous beam. Where the boundary
conditions deviate significantly from those of a 3F 9 Q
A Sh = 10 ----------------------
continuous beam, e.g. in an end field, a smaller R eH
value of m1 may be required. In such a case, for
ordinary stiffeners without brackets, m1 = 11,0 where:
is to be used. M : Maximum calculated shear force under the ice
Note 1: In calculating the actual shear area of longitudinal ordinary
load, to be taken equal to:
stiffeners, the area of the brackets is not to be taken into account. M = 0,193 F

2.6.6 Ice stringers F : Load transferred to a vertical primary supporting


member from a stringer or from longitudinal
The section modulus w, in cm3 and the effective section ordinary stiffeners, to be obtained, in kN, from
area ASh , in cm2, of a stringer located within the ice the following formula:
strengthened area defined in [2.1.1] are to be not less than
the values obtained from the following formulae: F = F10 p h s 103

2
F10 : Factor taking account of the design point of
F 6 F 7 ph girders:
- 10 6
w = ----------------------
m S R eH
F10 = 1,80 for vertical primary supporting
3F 6 F 7 F 8 ph 4
A Sh = ----------------------------------
- 10 members within the ice belt
2R eH
F10 = 1,80 (1 hS / S) for vertical primary
where: supporting members outside the ice belt,
h : Height, in m, of load area defined in [2.5.4], where:
without the product ph being taken less than hS , S : To be taken as defined in [2.6.6]
0,15
Q : Maximum calculated shear force under the ice
mS : Boundary condition coefficient for the ordinary load F
stiffener considered, to be taken equal to 13,3
for a continuous beam. Where the boundary F9 : Factor taking account of the shear force distribu-
conditions deviate significantly from those of a tion and to be taken equal to 1,1
continuous beam, e.g. in an end field, a smaller , : Coefficients defined in Tab 8
value of mS may be required. In such a case, for
girders without brackets, mS = 11,0 is to be used p : Design ice pressure, in N/mm2, defined in
[2.5.5], where the value of ca is to be calculated
F6 : Factor taking account of the distribution of load assuming a equal to 2 S
to the transverse frames:
S : Distance between web frames, in m
F6 = 0,90 for ice stringers within the ice
strengthened area h : Height, in m, of load area defined in [2.5.4],
without the product ph being taken less than
F6 = 0,80 (1 hS / S) for ice stringers out- 0,15
side the ice strengthened area ASh1 : Required shear area, in cm2
F7 : Factor taking account of the design point of Aa : Actual cross-sectional area, in cm2, of the verti-
girders and to be taken equal to 1,8 cal primary supporting member, to be taken
F8 : Factor taking account of the maximum shear equal to AF + AW .
force versus load location and the shear stress
distribution, and to be taken equal to 1,20 Figure 3 : Reference structure model

hS : Distance to the ice strengthened area, in m

S : Distance to the adjacent ice stringer, in m.

2.6.7 Vertical primary supporting member checked


through simplified model
For vertical primary supporting members which may be rep- F 
resented by the structure model represented in Fig 3, the
gross section modulus w, in cm3, and the gross effective F
shear area ASh , in cm2, are to be not less than the values
obtained from the following formulae:

November 2014 Bureau Veritas - Inland Navigation Rules 95


Pt D, Ch 2, Sec 1

Table 8 : Coefficients and Figure 4 : Example of suitable stems

AF /AW
0,20 1,23 0,44
0,40 1,16 0,62
0,60 1,11 0,71
0,80 1,09 0,76
1,00 1,07 0,80
1,20 1,06 0,83
1,40 1,05 0,85
1,60 1,05 0,87
1,80 1,04 0,88
2,00 1,04 0,89
Note 1:
AF : Cross-sectional area of the face plate
AW : Cross-sectional area of the web.

2.7 Fore part


2.7.1 Stem
The stem may be made of rolled, cast or forged steel (bar
stem) or of shaped steel plates (see Fig 4).
A sharp edged stem improves the manoeuvrability of the
vessel in ice.
The plate thickness of a shaped plate stem, is to be not less
than that calculated in [2.6.2] assuming that:
s is the spacing of elements supporting the plate, in m
pPL , in N/mm2, is to be taken equal to p, defined in
[2.5.5], with a being the spacing of vertical supporting
elements, in m.
The horizontal diaphragms foreseen in Pt B, Ch 6, Sec 1,
[7.2.3] are to have a reduced spacing not exceeding 0,5m.
Their thickness is not to be less than 2/3 of the stem plate
thickness.
A centreline web is to be provided from the forefoot to a
horizontal diaphragm located at least 0,5m above the load
waterline. Its thickness and depth are not to be, respectively,
less than 0,67 t and 10 t, t being the stem plate thickness.
2.8.2 Shafting and stern tubes of side propellers, in general,
2.7.2 Bar stem are to be enclosed within plated bossings. If detached struts
The gross sectional area, in cm2, of the bar stem, where fit- are used, their design, strength and attachment to the hull
ted, is to be not less than: are to be examined by the Society on a case by case basis.
A = 1,6 f (0,006 L2 + 12)
where: 2.8.3 Stern frame
f = 1,0 for IN(0,6 < x 2) The section modulus of the stern sole piece is not to be less
f = 0,9 for IN(0,6) than 1,25 times the rule value laid down in Pt B, Ch 7, Sec
f = 0,8 for IN(0) 1, [7.2].
The gross thickness, in mm, is not to be less than:
t = 1,25 (0,33 L + 10) 2.9 Side scuttles and freeing ports

2.8 Aft part 2.9.1 Sidescuttles are to be not located in the ice strength-
ened area.
2.8.1 An extremely narrow clearance between the propel-
ler blade tip and the sternframe is to be avoided so as not to Special consideration is to be given to the design of the free-
generate very high loads on the blade tip. ing ports.

96 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 1

3 Hull outfitting The ensuing torque, hereinafter defined as ice torque, shall
be taken equal to the value MG , in N m, calculated by the
following formula:
3.1 Rudders and steering arrangements
MG = m D2
3.1.1 The scantlings of rudder post, rudder stock, pintles,
where:
steering gear, etc. as well as the capacity of the steering gear
are to be determined according to Pt B, Ch 7, Sec 1, taking m : Coefficient whose value is given in Tab 10,
the coefficient r2, defined in Pt B, Ch 7, Sec 1, [2.1.2], equal depending upon the class notation requested
to 1,10 independently of the rudder profile type.
D : Propeller diameter, in m.
The maximum ahead service speed of the vessel, to be used
in these calculations, however, is to be not taken less than In the cases of propellers with nozzles or of considerably
that stated in Tab 9. submerged propellers, the value of the ice torque may be
taken equal to that corresponding to the ice class notation
Where the actual maximum ahead service speed of the ves- next lower than that requested for the vessel, at the discre-
sel is higher than that stated in Tab 9, the higher speed is to tion of the Society.
be used.
Table 10 : Variables m and x
Within the ice strengthened zone, the thickness of rudder
plating and diaphragms is to not less than that required for
the shell plating of the aft region, i.e., according to [2.6], Ice class
Ice Ice-30 Ice-40
with CP = 0,25. notation
m 1500 2500 10000
Table 9 : Maximum ahead service speed x 12 13 15

Maximum ahead service


Notation 4.3 Propellers
speed (km/h)
Ice 20 4.3.1 Material
Ice-30 22
The elongation after fracture, measured with a proportional
Ice-40 type tensile specimen, of the material used for propellers, is
26
Ice-40+ not to be less than 19%. Materials other than copper alloys
are to be Charpy V-notch impact tested at a temperature of
10C with a minimum average energy not less than 20 J.
4 Propulsion
4.3.2 Scantlings
4.1 General The width l and the maximum thickness t of the cylindrical
sections of the propeller blades are to be such as to satisfy
4.1.1 Application the conditions stated in items a), b) and c):
The requirements developed in [4.2] to [4.4] apply to the
a) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,125 D
propulsion machinery of vessels assigned one of the follow-
for fixed pitch propellers:
ing additional class notations:
2 ,85M
l t ------------------------------------------------- -------------------T + 2 ,24M G
Ice 2 26 ,5
z
R m 0 ,65 + --------
0 ,7
Ice-30
Ice-40
b) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,175 D
for controllable pitch propellers:
4.1.2 Propulsion machinery requirements for
vessels with notation Ice-40+ 2 ,85M
l t ------------------------------------------------- -------------------T + 2 ,35M G
2 21 ,1
Regarding the propulsion machinery, vessels assigned the z
R m 0 ,65 + --------
0 ,7
additional class notation Ice-40+, are to comply with the
applicable ice class IC requirements of NR467, Pt E, Ch 8,
Sec 3, [1]. c) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,30 D
both for fixed and controllable pitch propellers:

4.2 Ice torque 2 ,85M


l t ------------------------------------------------- -------------------T + 2 ,83M G
2 9 ,3
0 ,7 z
R m 0 ,65 + --------
4.2.1 For the scantlings of propellers, shafting and reverse
and/or reduction gearing, the effect of the impact of the pro-
peller blades against ice is also to be taken into account. where:

November 2014 Bureau Veritas - Inland Navigation Rules 97


Pt D, Ch 2, Sec 1

l : Width of the expanded cylindrical section of the 4.3.6 Thickness of blade edge
blade at the radius in question, in cm
The thickness of the whole blade edge, measured at a dis-
t : Corresponding maximum blade thickness, in tance from the edge itself equal to 1,25 t1 (t1 being the blade
cm thickness as calculated in [4.3.4]), is to be not less than
0,5 t1.
=D/H

D : Propeller diameter, in m For controllable pitch propellers, this requirement is appli-


cable to the leading edge only.
H : Blade pitch of propeller, in m, to be taken equal
to: 4.3.7 Controllable pitch propellers actuating
mechanism
the pitch at the radius considered, for fixed
pitch propellers The strength of the blade-actuating mechanism located
inside the controllable pitch propeller hub is to be not less
70% of the nominal pitch, for controllable than x . 101 times that of the blade when a force is applied
pitch propellers at the radius 0,45 D in the weakest direction of the blade,
P : Maximum continuous power of propulsion where x is defined in Tab 10.
machinery for which the classification has been
requested, in kW 4.4 Shafting
n : Speed of rotation of propeller, in rev/min, corre-
sponding to the power P 4.4.1 Propeller shaft

MT : Value, in Nm, of torque corresponding to the a) The diameter of the propeller shaft at its aft bearing is
above power P and speed n, calculated as fol- not to be less than the value dP , in mm, calculated by
lows: the following formula:
1
P ---
M T = 9550 --- WR 3
n d P = K E ----------------m-
R S ,MIN
z : Number of propeller blades
where:
MG : Value, in Nm, of the ice torque, calculated
KE : For propellers having hub diameter:
according to the formula given in [4.2]
not greater than 0,25 D: KE = 10,8
Rm : Value, in N/mm2, of the minimum tensile
strength of the blade material. greater than 0,25 D: KE = 11,5

4.3.3 Minimum thickness of blades W : Value, in cm3, equal to lt2, proposed for the
section at the radius:
When the blade thicknesses, calculated by the formulae
given in Pt C, Ch 1, Sec 8, [2.2.1] and Pt C, Ch 1, Sec 8, 0,125 D for propellers having the hub
[2.3.1], are higher than those calculated on the basis of the diameter not greater than 0,25 D
formulae given in [4.3.2], the higher values are to be taken 0,175 D for propellers having the hub
as rule blade thickness. diameter greater than 0,25 D

4.3.4 Minimum thickness at top of blade Rm : Value, in N/mm2, of the minimum tensile
strength of the blade material
The maximum thickness of the cylindrical blade section at
the radius 0,475 D is not to be less than the value t1 , in mm, RS,MIN : Value, in N/mm2, of the minimum yield
obtained by the following formula: strength (ReH) or 0,2% proof stress (Rp 0,2) of
the propeller shaft material.
0 ,5
t 1 = ( x + 2D ) ----------
490
Rm b) Where the diameter of the propeller shaft, as calculated
by the formula given in Pt C, Ch 1, Sec 7, [2.2], is
where: greater than that calculated according to the formula
given in a) above, the former value is to be adopted.
x : Variable defined in Tab 10.
c) Where a cone-shaped length is provided in the propel-
4.3.5 Blade thickness at intermediate sections ler shaft, it is to be designed and arranged in accor-
dance with the applicable requirements of Pt C, Ch 1,
The thickness of the other sections of the blade shall be Sec 7.
determined by means of a smooth curve connecting the
points defined by the blade thicknesses calculated by the d) Propeller shafts are to be in steel having impact strength
formulae given in [4.3.2] and [4.3.4]. as specified in NR216 Materials and Welding.

98 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 1

5 Miscellaneous requirements d) Heating coils may be installed in the upper part of the
chests.
5.1 River water inlets and cooling water e) Arrangements for using ballast water for cooling pur-
systems of machinery poses may be accepted as a reserve in ballast conditions
but are not acceptable as a substitute for the river inlet
5.1.1 chests as described above.
a) The cooling water system is to be designed to ensure the
supply of cooling water also when navigating in ice. 5.2 Steering gear
b) For this purpose, at least one river water inlet chest is to
be arranged and constructed as indicated hereafter: 5.2.1
1) the river water inlet is to be situated near the cen-
a) Effective relief valves shall be provided to protect the
treline of the vessel and as aft as possible
steering gear against hydraulic overpressure.
2) the chest is to be sufficiently high to allow ice to
accumulate above the inlet pipe b) The scantlings of steering gear components are to be
such as to withstand the yield torque of the rudder
3) a pipe for discharging the cooling water, having the
stock.
same diameter of the main overboard discharge line,
is to be connected to the inlet chest c) Where possible, rudder stoppers working on the blade
4) the area of the strum holes is to be not less than or rudder head are to be fitted.
4 times the inlet pipe sectional area.
c) Where there are difficulties in satisfying the require- 5.3 Transverse thrusters
ments of b) 3) above, two smaller chests may be
accepted, alternatively, provided that they are located 5.3.1 The tunnels of transverse thrusters are to be fitted
and arranged as stated in the other provisions above. with grids for protection against ice impacts.

November 2014 Bureau Veritas - Inland Navigation Rules 99


Pt D, Ch 2, Sec 2

SECTION 2 TRANSPORT OF HEAVY CARGOES

Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.4.2 Primary supporting members
[2] Strength check of primary supporting members is to be car-
t : Net thickness, in mm, of plating ried out by direct calculation, in compliance with Ch 1, Sec
s : Spacing, in m, of ordinary stiffeners 4, [7].
: Span, in m, of ordinary stiffeners or primary
supporting members 2 Bulk cargo vessels
k : Material factor defined in Pt B, Ch 2, Sec 3,
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
2.1 Application
1 All vessels 2.1.1 The additional class notation Heavycargo is assigned,
in accordance with Pt A, Ch 1, Sec 3, [10.13.1] to vessels
1.1 Application with type and service notation Bulk cargo vessel intended
to carry heavy bulk dry cargoes.
1.1.1 The additional class notation Heavycargo (AREAi, xi
kN/m2), is assigned, in accordance with Pt A, Ch 1, Sec 3, 2.1.2 Unless otherwise mentioned, these vessels are to
[10.13.1] to vessels intended to carry heavy unit cargoes. comply, as applicable, with the requirements stated under
Part A, Part B, Part C and Ch 1, Sec 2.
1.1.2 Unless otherwise mentioned, these vessels are to
comply, as applicable, with the requirements stated under
Part A, Part B, Part C and Ch 1, Sec 1. 2.2 Design loads

1.2 Documentation to be submitted 2.2.1 The still water bending moment and internal local
loads are to be determined according to Pt B, Ch 3, Sec 2,
1.2.1 In addition to the documentation required in Pt B, Ch [2.4] and Pt B, Ch 3, Sec 4, [3.2], respectively, where the
1, Sec 3, the following information is to be submitted to the cargo properties are not to be taken less than:
Society:
cargo density, in t/m3:
unit cargo arrangement in holds, on decks and on hatch
covers, indicating size and gross mass of cargoes B 2,5
drawings of load bearing structures indicating the angle of repose of the bulk cargo:
design loads and including the connections to the hull
B 35
structures and the associated structural reinforcements.

1.3 Design load 2.3 Bottom or inner bottom plating


thickness
1.3.1 The value of design pressure pS , in kN/m2, is to be
specified by the designer for each areai, according to 2.3.1 The net thickness of bottom or inner bottom plating
[1.1.1], and introduced as xi values. subjected to heavy bulk dry cargo, is to be determined
according to Pt D, Ch 1, Sec 2, taking into account the
1.4 Hull scantlings additional requirement stated under [2.2.1].
This thickness, in mm, is not to be less than the value
1.4.1 General
derived from the following formula:
In general, the hull scantlings are to be not less than
required in Part B, Chapter 5. t1 = 2 L1/3 k0,5 + 3,6 s

100 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 3

SECTION 3 EQUIPPED FOR TRANSPORT OF CONTAINERS

1 General 2.2.3 Reinforcements in way of cell guides


The structures of the bottom and inner bottom on which cell
1.1 Application guides rest are to be adequately stiffened with doublers,
brackets or other equivalent reinforcements.
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of the additional class
2.3 Hatch covers carrying containers
notation Equipped for transport of containers, as defined in
Pt A, Ch 1, Sec 3, [10.6.1].
2.3.1 Efficient retaining arrangements are to be provided to
1.1.2 These vessels are to comply with the requirements prevent translation of the hatch cover under the action of
stated under Part A, Part B, Part C and Ch 1, Sec 1, as far as the longitudinal and transverse forces exerted by the stacks
applicable. of containers on the cover. These retaining arrangements
are to be located in way of the hatch coaming side brackets.
1.2 Documentation to be submitted Solid fittings are to be welded on the hatch cover where the
corners of the containers are resting. These parts are
1.2.1 In addition to the documentation required in Pt B, Ch intended to transmit the loads of the container stacks onto
1, Sec 3, the following information is to be submitted to the the hatch cover on which they are resting and also to pre-
Society: vent horizontal translation of the stacks by means of special
container arrangement in holds, on decks and on hatch intermediate parts arranged between the supports of the
covers, indicating size and gross mass of containers corners and the container corners.
drawings of load bearing structures indicating the
design loads and including the connections to the hull 3 Design loads
structures and the associated structural reinforcements.
3.1 Design torsional torque
2 Structure arrangements
3.1.1 Where no specific data are provided by the Designer,
2.1 Strength principles the design still water torsional torque induced by the non-
uniform distribution of cargo, consumable liquids and bal-
2.1.1 Local reinforcements last is to be obtained at the midship section, in kN.m, from
Local reinforcements of the hull structure are to be provided the following formula:
under container corners and in way of fixed cargo securing MT = 31,4 nS nT B
devices and cell guides, if fitted.
where:
The forces applied on the fixed cargo securing devices are
to be indicated by the Designer. nS : Number of container stacks over the breadth B

2.1.2 Structural continuity nT : Number of container tiers in cargo hold amid-


ships (including containers on hatch covers).
For double hull vessels, the inner side is to extend as far aft
as possible and be tapered at the ends.
3.2 Forces on containers
2.2 Bottom structure
3.2.1 Still water and inertial forces
2.2.1 Floor and girder spacing The force Fi applied to one container located at the level
As a recommendation, the floor spacing is to be such that i, as defined in Fig 2, is to be determined in compliance
floors are located in way of the container corners. Floors are with Pt B, Ch 3, Sec 4, [3.4].
also to be fitted in way of watertight bulkheads.
The mass mi of the containers is to be defined by the
Girders are generally to be fitted in way of the container Designer.
corners.
Where the mass of loaded containers is not known, the fol-
2.2.2 Strength continuity lowing values may be used:
Adequate strength continuity of floors and bottom trans-
for 40 feet containers: mi = 27 t
verses is to be ensured in way of the side tank by means of
brackets. for 20 feet containers: mi = 17 t.

November 2014 Bureau Veritas - Inland Navigation Rules 101


Pt D, Ch 2, Sec 3

Where empty containers are stowed at the top of a stack, Table 1 : Specific wind pressure
the following values may be used:

0,14 times the weight of a loaded container, in case of Navigation notation pWD , in kN/m2
empty steel containers IN(0,6 < x 2) 0,3 n0,5

0,08 times the weight of a loaded container, in case of IN(0,6), IN(0) 0,25
empty aluminium containers.
In the case of M juxtaposed and connected stacks of the
3.2.2 Wind forces applied to one container same height, the wind forces are to be distributed over the
M stacks.
The forces due to the effect of the wind, applied to one con-
tainer stowed above deck at level i (see Fig 1), are to be In the case of juxtaposed and connected stacks of different
obtained, in kN, from the following formulae:
heights, the wind forces are to be distributed taking into
in x direction: account the number of stacks at the level considered (see
example in Fig 4.
FX, WD, i = pWD hC bC

in y direction: 3.2.3 Stacks of containers

FY, WD, i = pWD hCC The still water, inertial and wind forces to be considered as
being applied at the centre of gravity of the stack, and those
where: transmitted at the corners of such stack is to be obtained, in
kN, as specified in Tab 2.
hC : Height, in m, of a container

C, bC : Dimension, in m, of the container stack in the 3.2.4 Securing load


vessel longitudinal and transverse directions, The scantling load of securing devices is to be determined
respectively
assuming an angle of list of 12.
pWD : Specific wind pressure, in kN/m2, defined in
Tab 1.
4 Hull scantlings
These forces are only acting on the stack exposed to wind.
4.1 General
Figure 1 : Containers level in a stack
4.1.1 In general, the hull scantlings are to be not less than
required in Part B, Chapter 5.
 
 

4.1.2 Scantlings of structural members subjected to con-


  centrated loads are to be determined by direct calculation

 according to Pt B, Ch 5, Sec 1, [5]. In particular, the require-
ments of [5] are to be complied with.
 
 

4.1.3 Where the operating conditions (loading / unloading


  sequence as well as consumable and ballast distribution)

 are likely to induce excessive torsional torque, the torsional
strength is to be checked, using the design torsional torque
 
  derived from [3.1.1].

  5 Direct calculation





 
  5.1 General

5.1.1 These requirements apply to the grillage analysis of


  primary supporting members subjected to concentrated


loads.

Direct calculation is to be carried out in compliance with


Pt B, Ch 5, Sec 1, [5].

102 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 3

Table 2 : Containers - Still water, inertial and wind forces

Still water force FS and inertial and wind force FW, Vertical still water force RS and inertial and wind force RW,
Ship condition
in kN, acting on each container stack in kN, transmitted at the corners of each container stack
N
F
Still water condition FS = F S ,i R S = ----S
4
i=1

in x direction:
N

Upright condition
F W ,X = (F W ,X ,i + F X ,WD ,i ) F W, Z N C h C F W, X
- + ------------------------
R W ,1 = ---------
i=1 4 4 C
(see Fig 2)
in z direction: F W, Z N C h C F W, X
R W ,2 = ---------
- ------------------------
N 4 4 C
F W ,Z = F W ,Z ,i

i=1

in y direction:
N

Inclined condition
F W ,Y = (F W ,Y ,i + F Y ,WD ,i ) F W, Z N C h C F W, Y
R W ,1 = ---------
- + ------------------------
i=1 4 4b C
(negative roll angle)
in z direction: F W, Z N C h C F W, Y
(see Fig 3) R W ,2 = ---------
- ------------------------
N 4 4b C
F W ,Z = F W ,Z ,i

i=1

Note 1:
NC : Number of containers per stack
hC : Height, in m, of a container
C, bC : Dimension, in m, of the container stack in the vessel longitudinal and transverse directions, respectively.

Figure 2 : Inertial and wind forces Figure 3 : Inertial and wind forces
Upright vessel condition Inclined vessel condition

FW,Z Z FW,Z Z
FW,Y

FW,X

Y Y

RW,2 RW,1 RW,1 RW,2


RW,2 RW,2

X X

Figure 4 : Distribution of wind forces in the case of stacks of different heights

Fy, wind distributed over 3 stacks

Fy, wind distributed over 4 stacks

Fy, wind distributed over 5 stacks

Fy, wind distributed over 5 stacks

November 2014 Bureau Veritas - Inland Navigation Rules 103


Pt D, Ch 2, Sec 4

SECTION 4 EQUIPPED FOR TRANSPORT OF WHEELED VEHICLES

1 General 2.2 Hull structure


2.2.1 Framing
1.1 Application In general, RoRo cargo decks or platforms are to be longitu-
dinally framed.
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of the additional class Where a transverse framing system is adopted, it is to be
notation Equipped for transport of wheeled vehicles, as considered by the Society on a case by case basis.
defined in Pt A, Ch 1, Sec 3, [10.8.1].
2.3 Drainage of cargo spaces, other than
1.1.2 These vessels are to comply with the requirements RoRo spaces, intended for the carriage of
stated under Part A, Part B, Part C and Ch 1, Sec 1, as far as motor vehicles with fuel in their tanks for
applicable. their own propulsion

1.2 Documentation to be submitted 2.3.1 Scupper draining


Scuppers from cargo spaces, other than RoRo spaces,
1.2.1 In addition to the documentation required in Pt B, Ch intended for the carriage of motor vehicles with fuel in their
1, Sec 3, a wheeled vehicle arrangement plan including the tanks for their own propulsion are not to be led to machinery
following details: or other places where sources of ignition may be present.
type of vehicles
axle load
3 Scantlings
configuration and number of wheels per axle
3.1 RoRo cargo spaces
distance between axles
3.1.1 Design loads
distance between wheels
The wheeled loads induced by vehicles are defined in Pt B,
tyre print area, Ch 3, Sec 4, [3.5].
is to be submitted to the Society. 3.1.2 The scantlings of RoRo cargo spaces are to be in
compliance with Ch 1, Sec 5, [3].
2 Vessel arrangements
3.2 Movable decks and inner ramps
2.1 Sheathing 3.2.1 The requirements applicable to movable decks and
inner ramps are defined in Pt B, Ch 6, Sec 6, [1].
2.1.1 Wood sheathing is recommended for caterpillar
trucks and unusual vehicles.
3.3 External ramps
It is recommended that a piece of wood of suitable thick-
ness should be provided under each crutch in order to dis- 3.3.1 The requirements applicable to external ramps are
tribute the mass over the plate and the nearest stiffeners. defined in Pt B, Ch 6, Sec 6, [2].

104 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 5

SECTION 5 FERRY

1 General 2 Vessel arrangements

1.1 Application 2.1 Sheathing

2.1.1 Wood sheathing is recommended for caterpillar


1.1.1 Passenger vessels complying with the requirements of
trucks and unusual vehicles.
this Section are eligible for the assignment of the additional
class notation Ferry, as defined in Pt A, Ch 1, Sec 3, [10.9]. It is recommended that a piece of wood of suitable thick-
ness should be provided under each crutch in order to dis-
tribute the mass over the plate and the nearest stiffeners.
1.1.2 These vessels are to comply with the requirements
stated under Part A, Part B, Part C and Ch 1, Sec 6, as far as
applicable. 2.2 Hull structure

2.2.1 Framing
1.2 Documentation to be submitted In general, car decks or platforms are to be longitudinally
framed.
1.2.1 In addition to the documentation required in Pt B,
Where a transverse framing system is adopted, it is to be
Ch 1, Sec 3, the following information is to be submitted:
considered by the Society on a case-by-case basis.
a) Plans of ramps, elevators for cargo handling and mov-
able decks, if any, including: 2.3 Drainage of RoRo cargo spaces, intended
for the carriage of motor vehicles with
structural arrangements of ramps, elevators and
fuel in their tanks for their own propulsion
movable decks with their masses

arrangements of securing and locking devices 2.3.1 Scupper draining


Scuppers from cargo spaces intended for the carriage of
connection of ramps, lifting and/or hoisting appli- motor vehicles with fuel in their tanks for their own propul-
ances to the hull structures, with indication of sion are not to be led to machinery or other places where
design loads (amplitude and direction) sources of ignition may be present.

wire ropes and hoisting devices in working and


stowed position 3 Scantlings
hydraulic jacks
3.1 RoRo cargo spaces
loose gear (blocks, shackles, etc.) indicating the safe
working loads and the testing loads 3.1.1 Design loads
The wheeled loads induced by vehicles are defined in Pt B,
test conditions
Ch 3, Sec 4, [3.5].
b) Plan of arrangement of motor vehicles, railway cars
3.1.2 The scantlings of RoRo cargo spaces are to be in
and/or other types of vehicles which are intended to be
compliance with Ch 1, Sec 5, [3].
carried and indicating securing and load bearing
arrangements
3.2 Movable decks and inner ramps
c) Characteristics of motor vehicles, railways cars and/or
other types of vehicles which are intended to be carried: 3.2.1 The requirements applicable to movable decks and
(as applicable) axle load, axle spacing, number of inner ramps are defined in Pt B, Ch 6, Sec 6, [1].
wheels per axle, wheel spacing, size of tyre print
3.3 External ramps
d) Plan of dangerous areas, in the case of vessels intended
for the carriage of motor vehicles with petrol in their 3.3.1 The requirements applicable to external ramps are
tanks. defined in Pt B, Ch 6, Sec 6, [2].

November 2014 Bureau Veritas - Inland Navigation Rules 105


Pt D, Ch 2, Sec 5

4 Electrical installations Where the installation of electrical equipment and cables at


less than 450 mm above the deck or platform is deemed
necessary for the safe operation of the vessel, the electrical
4.1 Protective measures on car decks
equipment is to be of a certified safe type as stated in Pt C,
4.1.1 Special category spaces: definition Ch 2, Sec 1, [4.4.6] and to have the minimum explosion
Special category spaces are those enclosed vehicle spaces group IIA and temperature class T3.
above and below the bulkhead deck, into and from which Electrical equipment is to be as stated in Pt C, Ch 2, Sec 1,
vehicles can be driven and to which passengers have [4.4.7].
access. Special category spaces may be accommodated on
more than one deck. 4.1.3 Installations in special category spaces
situated below the bulkhead deck
4.1.2 Installations in special category spaces An electrical equipment installed is to be as stated in Pt C,
situated above the bulkhead deck Ch 2, Sec 1, [4.4.6] and to have the minimum explosion
On any deck or platform, if fitted, on which vehicles are group IIA and temperature class T3.
carried and on which explosive vapours might be expected
to accumulate, except for platforms with openings of suffi- 4.1.4 Ventilation
cient size permitting penetration of petrol gases down- Electrical equipment and cables in exhaust ventilation ducts
wards, electrical equipment and cables are to be installed at are to be as stated in Pt C, Ch 2, Sec 1, [4.4.6] and to have
least 450 mm above the deck or platform. the minimum explosion group IIA and temperature class T3.

106 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

SECTION 6 STABILITY

Symbols

L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.2 Documents to be submitted


[2.1]

B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 1.2.1 The documents to be submitted are listed in Pt B, Ch 2,
Sec 2, [2.1].
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
The Society may require any other necessary guidance for
B2 : Breadth of the side tank, in m the safe operation of the vessel.
D2 : Height of the double bottom, in m
Table 1 : Requirements applicable to vessels
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4]

LWL : Length of waterline, in m, defined in Pt B, Ch 1, Vessel type Intact stability Damage stability
Sec 2, [2.6] Cargo vessels (1) [2.1], [2.2] [2.3]

LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, Container vessels [3.2], [3.3], [3.4] [3.5]
[2.5] Tankers [4.2] [4.3]

: Displacement, in tons, at draught T Tugs [5]


Pushers [6]
CB : Block coefficient, defined in Pt B, Ch 1, Sec 2,
[2] Pontoons [7]
Dredgers [8]
v : Maximum speed of the vessel in relation to the
water, in km/h Hopper dredgers/
barges without [9]
KG : Height, in m, of the centre of gravity above base bottom doors
line Hopper dredgers/
barges with bottom [10]
n : Navigation coefficient defined in Pt B, Ch 3,
doors
Sec 1, [5.2].
(1) Includes the following dry cargo vessels:
bulk cargo vessels
1 General general cargo vessels
RoRo cargo vessels.

1.1 Application
2 Cargo vessels
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of one of the following
2.1 Intact stability
additional class notations, as defined in Pt A, Ch 1, Sec 3,
[10.16]:
2.1.1 The stability of cargo vessels for all intended loading
Intact stability conditions is to comply with Pt B, Ch 2, Sec 2, [4].
Damage stability.
2.2 Additional intact stability requirements
1.1.2 Rules applicable to various vessel types applicable to dry bulk cargo vessels
The requirements of this Section are to be applied for
stability assessment of various vessels according to Tab 1. 2.2.1 For bulk dry cargo likely to redistribute itself if the
vessel lists to an inclination greater than its angle of repose,
1.1.3 The general requirements of Pt B, Ch 2, Sec 2, [1] to such as grain or cement, requirements of [2.2.2], [2.2.3]
Pt B, Ch 2, Sec 2, [3] are to be complied with. and [2.2.4] are to be additionally complied with.

November 2014 Bureau Veritas - Inland Navigation Rules 107


Pt D, Ch 2, Sec 6

2.2.2 Stowage of bulk cargo the angle of heel 1 due to the shift of cargo is not to be
greater than 12 or the angle at which the deck edge is
a) Trimming immersed, whichever is the lesser
All necessary and reasonable trimming is to be per- in statical stability diagram, the net or residual area
formed to level all free cargo surfaces and minimise the between the heeling arm curve and the righting arm
effect of cargo shifting. curve up to the angle of heel 2 of maximum difference
between the ordinates of the two curves, or 27 or the
b) Cargo securing angle of flooding, whichever is the lesser, is in all condi-
Unless account is taken of the adverse heeling effect tions of loading to be not less than 0,024 mrad
due to cargo shift according to these Rules, the surface the initial metacentric height, after correction for the
of the bulk cargo in any partially filled compartment is free surface effects of liquids in tanks, as specified in Pt
to be secured so as to prevent a cargo shift by overstow- B, Ch 2, Sec 2, [2.3], is to be not less than 0,15 m.
ing.

c) Longitudinal subdivisions 2.3 Damage stability


The proper precaution is to fit one or more temporary
2.3.1 The following assumptions shall be taken into consid-
longitudinal subdivisions in the holds or compartments
eration for the damaged condition:
to minimise the possibility of shift of cargo.
a) Extent of side damage:
2.2.3 Calculation of the heeling moment due to
cargo shifting longitudinal extent: at least 0,10 LOA but not less
than 5,00 m
The heeling moment due to cargo shifting is to be deter-
mined in relation with the hold or compartment geometry, transverse extent: B2 0,01 m
assuming an angle to the horizontal of the resulting cargo vertical extent: from base line upwards without
surface after shifting of 12. limit.

2.2.4 Additional intact stability criteria b) Extent of bottom damage:

The intact stability characteristics of any vessel carrying longitudinal extent: at least 0,10 LOA but not less
bulk dry cargo likely to redistribute itself if the vessel lists to than 5,00 m
an inclination greater than its angle of repose, such as grain
transverse extent: 3,00 m
or cement, are to be shown to meet, throughout the voyage,
at least the following criteria after taking into account the vertical extent: from base line to D2 0,01 m, the
heeling moment due to cargo shifting (see Fig 1): sump excepted.

Figure 1 : Stability curve

Righting arm curve

1 Residual dynamic
Heeling arm curve
stability

1 2 Angle of heel

108 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

c) Any bulkhead within the damaged area shall be 2.3.3 The damage stability is generally regarded sufficient if
assumed damaged, which means that the location of (see Fig 2):
bulkheads shall be chosen so as to ensure that the vessel
remains afloat after the flooding of two or more adjacent At the stage of equilibrium (in the final stage of flood-
compartments in the longitudinal direction. ing), the angle of heel is not greater than 12.
The following provisions are applicable: Non-weathertight openings shall not be flooded before
for bottom damage, adjacent athwartship compart- reaching the stage of equilibrium. If such openings are
ments shall also be assumed flooded immersed before the stage of equilibrium, the corre-
the lower edge of any non-watertight opening (e.g. sponding spaces shall be considered as flooded for the
windows, doors and access hatchways) shall, at the purpose of stability calculation.
final stage of flooding, be not less than 0,10 m
above the damage waterline. The positive range of the righting lever curve beyond the
stage of equilibrium has a righting lever of 0,05 m in
2.3.2 In general, permeability shall be assumed to be association with an area under the curve of
95%. Where an average permeability of less than 95% is
0,0065 mrad. The minimum values of stability shall
calculated for any compartment, this calculated value
be satisfied up to immersion of the first unprotected
obtained may be used.
(non-weathertight) opening and in any event up to an
However, the values of permeability given in Tab 2 are the
angle of heel 27. If non-weathertight openings are
minimum values to be used.
immersed before that stage, the corresponding spaces
For the main engine room only the one-compartment stan- shall be considered as flooded for the purpose of stabil-
dard need be taken into account, i.e. the end bulkheads of
ity calculation.
the engine room shall be assumed as not damaged.

Table 2 : Minimum values of permeability 2.3.4 If openings through which undamaged compartments
may additionally become flooded are capable of being
Spaces , in % closed watertight, the closing appliances shall be marked
Engine rooms 85 accordingly.
Accommodation spaces 95
2.3.5 Where cross- or down-flooding openings are pro-
Double bottoms, oil fuel tanks, ballast tanks,
etc., depending on whether, according to vided for reduction of unsymmetrical flooding, the time of
their function, they have to be assumed as 0 or 95 equalisation shall not exceed 15 minutes, provided during
full or empty for the vessel floating at the the intermediate stages of flooding sufficient stability has
maximum permissible draught been proved.

Figure 2 : Proof of damage stability


Righting lever

12
A 0,0065 m.rad
0,05m

First unprotected opening,


however 27
Equilibrium in
flooded
condition

November 2014 Bureau Veritas - Inland Navigation Rules 109


Pt D, Ch 2, Sec 6

3 Container vessels 3.3.4 The heeling lever, in m, resulting from the free sur-
faces of rainwater and residual water within the hold or the
double bottom shall be determined in accordance with the
3.1 General following formula:
0, 015
3.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to h KFO = ----------------
[ b ( b 0, 55 b)]
Pt B, Ch 2, Sec 2, [3] are to be complied with.
where:
3.2 Stowage of containers b : Width of hold or section of the hold in question,
in m
3.2.1 Secured containers : Length of hold or section of the hold in ques-
tion, in m.
A cargo of containers shall be considered to be secured if
each individual container is firmly secured to the hull of the
3.3.5 Half of the fuel and fresh water supply shall be taken
vessel by means of rails or turnbuckles and its position can-
into account for each load condition.
not alter during the voyage.
3.3.6 The stability of a vessel carrying non-secured con-
3.2.2 In the case of vessels likely to carry either secured or tainers shall be considered to be sufficient if the effective
non-secured containers, separate documents concerning KG does not exceed the KGZ determined according to
stability are required for the carriage of each type of con- [3.3.7].
tainer.
3.3.7 KGZ is the maximum permissible height, in m, of the
3.3 Intact stability in case of non-secured loaded vessels centre of gravity above its base.
containers KGZ shall be calculated for various displacements covering
all of the possible draught variations, according to the fol-
3.3.1 All methods of calculating a vessels stability in the lowing formulae:
case of non-secured containers shall meet the following
B WL T m
limit conditions: KM + -------- - Z ------ h KW h KFO
2F Z 2
KG Z = ----------------------------------------------------------------------------
-
a) metacentric height GM shall not be less than 1,00 m B WL
--------- Z Z + 1
2F
b) under the joint action of the wind thrust, centrifugal
force resulting from the vessels turning and the effect of KGZ = KM 1
free surfaces induced by the hold or double bottom fill- whichever is the lesser,
ings, the angle of heel shall not exceed 5 and the edge
of the deck shall not be immersed. where:
BWL / 2F > 11,5
3.3.2 The heeling lever, in m, resulting from the centrifugal
KM : Height of the metacentre above the base, in m.
force caused by the vessel turning shall be determined in
accordance with the following formula: If no curve diagram is available the value of KM
may be determined, for example, via the follow-
2
h KZ = 0, 00308 -------- KG ---
v T ing approximation formulae:
L WL 2
vessels in the form of a pontoon:
2
3.3.3 The heeling lever, in m, resulting from the wind thrust B WL T
- + -----m-
KM = -------------------------------------
is to be determined in accordance with the following for- 12, 5 T m
2
------ T m
mula: D

A other vessels:
h KW = 0, 1p WD ------W- W + ---
T
2 B WL
2
T
- + -----m-
KM = -----------------------------------------------
12, 7 1, 2 -----m- T T 2
where:
D m
pWD : Specific wind pressure, in kN/m2:
F : Effective freeboard at 0,5 LOA
PWD = 0,25n for IN(0) and IN(0,6)
BWL : Vessel waterline breadth, in m
PWD = 0,3 n0,5 for IN(1,2 x 2) Tm : Average draught, in m
AW : Side surface above the waterline of the loaded ZZ : Parameter for the centrifugal force resulting
vessel, in m2 from turning:
2
W : Height, in m, of the centre of gravity of the side v
Z Z = 0, 00308 --------
surface AW above the waterline. L WL

110 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

3.4 Intact stability in case of secured q : Sum of the volumes, in m3, of the deckhouses,
containers hatchways, trunk decks and other superstruc-
tures up to a height of 1,0 m above D or up to
3.4.1 In the case of secured containers, all means of calcu- the lowest opening in the space under consider-
lation used in order to determine vessel stability shall meet ation, the lowest value shall be taken.
the following limit conditions: Parts of spaces located within the area of
metacentric height GM shall not be less than 0,50 m 0,05 LOA from the extremities of the vessel shall
no hull opening shall be immersed by the combined not be taken into account
action of the centrifugal force resulting from the turning : Displacement of the vessel at Tm , in m3
of the vessel, wind thrust and free surfaces of liquids.
i : Transverse moment of inertia, in m4, of water-
3.4.2 The heeling moments resulting from the wind thrust, line area parallel to the base, at height, in m:
centrifugal force due to vessels turning and free surfaces of h = Tm + 2 F* / 3
liquids, are to be determined in accordance with [3.3].
I : Transverse moment of inertia, in m4, of water-
Half of the supply of fuel and fresh water for each load con-
line area Tm
dition shall be taken into account.
If there are no hydrostatic curves, the value
3.4.3 The stability of a vessel carrying secured containers needed for calculating transverse moment of
shall be considered to be adequate if the effective KG does inertia I of the waterline area may be obtained
not exceed the KGZ determined according to [3.4.4]. from the following approximation formulae:

3.4.4 KGZ is the maximum permissible height, in m, of the vessels in the form of a pontoon:
loaded vessels centre of gravity above its base. B WL
2
I = -------------------------------------
-
KGZ shall be calculated for various displacements covering 12, 5 T -----m- T m
all of the possible draught variations, according to the fol- D
lowing formulae:
other vessels:
KM KM 1 + KM 2
KG Z = --------------------------------------------
- B WL
2
B WL I = -----------------------------------------------
-
0, 75 -------- - ZZ + 1
F 12, 7 1, 2 T -----m- T m
D
KGZ = KM 0,5
Tm : Average draught, in m.
whichever is the lesser,
where:
3.5 Damage stability
BWL / F* 6,6
KM1 : Parameter equal to: 3.5.1 The basic values for the stability calculation - the ves-
sel's lightweight and location of the centre of gravity - shall
KM 1 = --------- 1 1, 5 ------ 0
Ii F be determined:
2 F
either by means of an heeling experiment, or
KM2 : Parameter equal to:
by detailed mass and moment calculation, in which
B WL T m
- Z Z ------ h KW h KFO
KM 2 = 0, 75 --------
case the lightweight of the vessel shall be verified by
F 2 checking the draught, with a tolerance limit of 5%
with BWL / F* 6,6 between the mass determined by calculation and the
displacement determined by the draught readings.
F* : Ideal freeboard, in m:
F* = min (F1* ; F2*) 3.5.2
F1* = D* Tm a) Sufficient buoyancy and stability of the vessel in the
event of flooding shall be proven with a cargo corre-
aB WL
F 2 = ------------ sponding to its maximum draught and evenly distrib-
2b
uted among all the holds and with maximum supplies
a : Vertical distance between the lower edge of the and fully fuelled.
opening that is first immersed in the event of
heeling and the water line in the vessel's normal b) For diversified cargo, the stability calculation shall be
position, in m performed for the most unfavourable loading condition.

b : Distance of the same opening as above from the c) For this purpose, mathematical proof of sufficient stabil-
centre of the vessel, in m ity shall be determined for the intermediate stages of
flooding (25%, 50% and 75% of flood build up, and,
D* : Ideal depth, in m:
where appropriate, for the stage immediately prior to
q transverse equilibrium) and for the final stage of flood-
D = D + ----------------------------
0, 9 L OA B WL ing, in the loading conditions specified in item a).

November 2014 Bureau Veritas - Inland Navigation Rules 111


Pt D, Ch 2, Sec 6

3.5.3 The following assumptions shall be taken into e) The calculation of free surface effect in intermediate
account for the damaged condition: stages of flooding shall be based on the gross surface
a) Extent of side damage: area of the damaged compartments.
longitudinal extent: at least 0,10 LOA
Table 3 : Minimum values of permeability
transverse extent: B2 0,01 m
vertical extent: from base line upwards without Spaces , in %
limit.
Engine and service rooms 85
b) Extent of bottom damage:
Cargo holds 70
longitudinal extent: at least 0,10 LOA
Double bottoms, fuel tanks, ballast tanks, 0 or 95
transverse extent: 3,00 m etc. depending on whether, according to
vertical extent: from base line to D2 0,01 m, the their function, they have to be assumed as
full or empty for the vessel floating at the
sump excepted.
maximum permissible draught
c) Any bulkhead within the damaged area shall be
assumed damaged, which means that the subdivision
3.5.4 For all intermediate stages of flooding referred to in
shall be chosen so that the vessel remains afloat after
flooding of two or more adjacent compartments in the [3.5.2], the following criteria shall be met:
longitudinal direction.
a) the heeling angle at the equilibrium position of the
For the main engine room only the one-compartment intermediate stage in question shall not exceed 15 (5
status needs to be taken into account, i.e. the end bulk- where containers are not secured), see Fig 3
heads of the engine room shall be assumed as not dam-
aged. b) beyond the heel in the equilibrium position of the inter-
For bottom damage, adjacent athwartship compart- mediate stage of flooding in question, the positive part
ments shall also be assumed as flooded. of the righting lever curve shall display a righting lever
d) Permeability value of GZ 0,02 m (0,03 m where containers are not
secured) before the first unprotected (non-weathertight)
Permeability shall be assumed to be 95%.
opening becomes immersed or a heeling angle of 27
If a calculation proves that the average permeability of a is reached (15 where containers are not secured)
compartment is less than 95%, the calculated value may
be used instead. c) non-watertight openings shall not be immersed before
However, the values used shall not be less than those the heel in the equilibrium position of the intermediate
stated in Tab 3. stage in question has been reached.

Figure 3 : Proof of damage stability for container vessels (final stage of flooding)

12 / 5
A 0,0065 m.rad
Righting lever GZ [m]

GZR0,05 m

First unprotected opening,


however 27 / 10

Equilibrium position Angle of heel []


in the final stage of
flooding

112 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

3.5.5 During the final stage of flooding, the following crite- longitudinal extent: at least 0,10 LOA but not less
ria shall be met: than 5,00 m
a) the lower edge of non-watertight openings (e.g., doors, transverse extent: 3,00 m
windows, access hatches) shall be not less than 0,10 m vertical extent: from base line to D2 0,01 m, the
above the damaged waterline
sump excepted.
b) the heeling angle at the equilibrium position shall not
c) Any bulkhead within the damaged area shall be
exceed 12 (5 where containers are not secured)
assumed damaged, which means that the location of
c) beyond the heel in the equilibrium position of the inter- bulkheads shall be chosen so as to ensure that the vessel
mediate stage of flooding in question, the positive part remains afloat after the flooding of two or more adjacent
of the righting lever curve shall display a righting lever compartments in the longitudinal direction.
value of GZ 0,05 m and the area under the curve shall
The following provisions are applicable:
reach at least 0,0065 m.rad before the first unprotected
opening becomes immersed or a heeling angle of 27 for bottom damage, adjacent athwartship compart-
(10 where containers are not secured) is reached ments shall also be assumed flooded
d) if non-watertight openings are immersed before the the lower edge of any non-watertight opening (e.g.
equilibrium position is reached, the rooms affording windows, doors and access hatchways) shall, at the
access shall be deemed flooded for the purposes of the final stage of flooding, be not less than 0,10 m
damaged stability calculation. above the damage waterline.

3.5.6 When cross- or down-flooding openings are provided 4.3.2 In general, permeability shall be assumed to be
to reduce unsymmetrical flooding, the time for equalisation 95%. Where an average permeability of less than 95% is
shall not exceed 15 minutes, if during the intermediate calculated for any compartment, this calculated value
stages of flooding sufficient damaged stability has been obtained may be used.
demonstrated. However, the values of permeability given in Tab 4 are the
minimum values to be used.
3.5.7 If openings through which undamaged compartments
may additionally become flooded are capable of being For the main engine room only the one-compartment stan-
closed watertight, the closing appliances shall be marked dard need be taken into account, i.e. the end bulkheads of
according to their operating instructions. the engine room shall be assumed as not damaged.

3.5.8 Where necessary in order to meet the requirements in Table 4 : Minimum values of permeability
[3.5.2], the plane of maximum draught shall be re-estab-
lished. Spaces , in %
Engine rooms 85
4 Tankers Accommodation spaces 95
Double bottoms, oil fuel tanks, ballast tanks,
4.1 General etc., depending on whether, according to
their function, they have to be assumed as 0 or 95
4.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to full or empty for the vessel floating at the
Pt B, Ch 2, Sec 2, [3] are to be complied with. maximum permissible draught
4.1.2 The centre longitudinal bulkhead may be dispensed
with only if sufficient stability is guaranteed. 4.3.3 The damage stability is generally regarded sufficient if
(see Fig 4):
4.2 Intact stability At the stage of equilibrium (in the final stage of flood-
ing), the angle of heel is not greater than 12.
4.2.1 The stability of tankers for all intended loading condi- Non-watertight openings shall not be flooded before
tions is to comply with Pt B, Ch 2, Sec 2, [4]. reaching the stage of equilibrium. If such openings are
immersed before the stage of equilibrium, the corre-
4.3 Damage stability sponding spaces shall be considered as flooded for the
purpose of stability calculation.
4.3.1 The following assumptions shall be taken into consid-
The positive range of the righting lever curve beyond the
eration for the damaged condition.
stage of equilibrium has a righting lever of 0,05 m in
a) Extent of side damage: association with an area under the curve of
longitudinal extent: at least 0,10 LOA but not less 0,0065 mrad. The minimum values of stability shall
than 5,00 m be satisfied up to immersion of the first unprotected
transverse extent: B2 0,01 m (non-weathertight) opening and in any event up to an
angle of heel 27. If non-weathertight openings are
vertical extent: from base line upwards without immersed before that stage, the corresponding spaces
limit. shall be considered as flooded for the purpose of stabil-
b) Extent of bottom damage: ity calculation.

November 2014 Bureau Veritas - Inland Navigation Rules 113


Pt D, Ch 2, Sec 6

Figure 4 : Proof of damage stability

Righting lever

12
A 0,0065 m.rad
0,05m

First unprotected opening,


however 27
Equilibrium in
flooded
condition

4.3.4 If openings through which undamaged compartments A : Area, in mrad, contained between the righting
may additionally become flooded are capable of being lever and the heeling arm curves, measured
closed watertight, the closing appliances shall be marked from the heeling angle C to the heeling angle
accordingly. D

C : Heeling angle of equilibrium, corresponding to


4.3.5 Where cross- or down-flooding openings are pro-
vided for reduction of unsymmetrical flooding, the time of the first intersection between heeling and right-
equalisation shall not exceed 15 minutes, provided during ing arms
the intermediate stages of flooding sufficient stability has D : Heeling angle, to be taken as the lowest of:
been proved.
the angle M , corresponding to the position
of GZMAX (see Fig 5)
5 Tugs
the angle of downflooding.

5.1 General
Figure 5 : Heeling and righting arms curves

5.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to


Pt B, Ch 2, Sec 2, [3] are to be complied with. heeling and righting arm

5.1.2 The stability of tugs for all intended loading condi-


tions is to comply with Pt B, Ch 2, Sec 2, [4]. GZ MAX

5.2 Additional intact stability


A
5.2.1 All intended loading conditions are also to be
checked in order to investigate the vessels capability to
support the effect of the towing force in the beam direction.

A tug may be considered as having sufficient stability,


according to the effect of the towing force in the beam
direction, if the following condition is complied with:

A 0,011
j+ j, j) heeling angles
where:

114 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

The heeling arm curve is to be calculated as follows: e) calculation of the heeling, trimming and righting
moments, with specification of the list and trim angles
THc
b H = ---------------- cos and the corresponding residual freeboard and residual
9 ,81
safety clearances
where:
f) all of the results of the calculation with a specification
bH : Heeling arm, in m of the use and load limits.
T : Maximum towing pull, in kN
Where T is unknown, it can be assumed equal 7.3 Heeling moments
to:
0,179 P for propellers not fitted with nozzles 7.3.1 Load induced moment
0,228 P for propellers fitted with nozzles The load induced moment is to be defined by the Designer.
P : Maximum continuous power, in kW, of the pro-
7.3.2 Asymmetric structure induced moment
pulsion engine
The asymmetric structure induced moment is to be defined
H : Vertical distance, in m, between the towing
by the Designer.
hook, or equivalent fitting, and half draught cor-
responding to
7.3.3 Moment due to wind pressure
c : Coefficient equal to:
The moment caused by the wind pressure, in kN.m, shall be
1,00 for vessels with azimuth propulsion calculated in accordance with the following formula:
0,65 for vessels with non-azimuth propul-
MW = c PWD AW (W + T / 2)
sion
: Loading condition displacement, in t. where:
c : Shape-dependent coefficient of resistance tak-
6 Pushers ing account of gusts:
for frameworks: c = 1,2
6.1 General for solid section beam: c = 1,6

6.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to PWD : Specific wind pressure, in kN/m2:
Pt B, Ch 2, Sec 2, [3] are to be complied with. for IN(0) and IN(0,6): PWD = 0,25n
6.1.2 The stability of pushers for all intended loading con- for IN(0,6 < x 2): PWD = 0,3 n0,5
ditions is to comply with Pt B, Ch 2, Sec 2, [4].
AW : Side surface area of the floating installation, in
m2
7 Pontoons
W : Distance, in m, of centre of gravity of area AW ,
from waterline.
7.1 General
7.3.4 Cross current induced moment
7.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
Pt B, Ch 2, Sec 2, [3] are to be complied with. The moment resulting from the cross current must only be
taken into account for a vessel which is anchored or
moored across the current while operating.
7.2 Documentation to be submitted
7.3.5 Ballast and supplies induced moment
7.2.1 In addition to the documentation referred to in [1.2],
stability confirmation shall include the following data and The least favourable extent of tank filling from the point of
documents: view of stability shall be determined and the corresponding
moment introduced into the calculation when calculating
a) scale drawings of the pontoon and working gear and the
the moments resulting from the liquid ballast and the liquid
detailed data relating to these that are needed to con-
provisions.
firm stability, such as content of the tanks, openings pro-
viding access to the inside of the vessel, etc.
7.3.6 Moment due to inertia forces
b) hydrostatic data or curves
The moment resulting from the inertia forces must be taken
c) righting lever curves for static stability to the extent into account if the movements of the load and the working
required in accordance with [7.4] gear are likely to affect its stability.
d) description of the operating conditions together with the
corresponding data concerning weight and centre of 7.3.7 Moment due to other mechanical equipment
gravity, including its unladen state and the equipment The moment due to other mechanical equipment is to be
situation as regards transport defined by the Designer.

November 2014 Bureau Veritas - Inland Navigation Rules 115


Pt D, Ch 2, Sec 6

7.4 Calculation of the righting moments c) the list angle does not exceed 10

7.4.1 The righting moments, in kN.m, for pontoons with d) the residual safety clearance value is, at least:
vertical side walls may be calculated using the formula: 0,30 m for weathertight openings
Ma = 10 GM sin
0,40 m for unprotected openings
where:
e) the residual freeboard is at least 0,05 m
GM : Metacentric height, in m
: List angle. f) for list angles between 0 and 30, the residual righting
lever arm, in m, is at least:
7.4.2 The formula in [7.4.1] shall apply up to list angles of
h = 0,20 0,23 n
10 or up to a list angle corresponding to immersion of the
edge of the deck or emergence of the edge of the bottom. In where:
this instance the smallest angle shall be decisive. The for-
mula may be applied to oblique side walls up to list angles n : List angle, in radian, from which the righting
of 5. lever arm curve displays negative values;
this should not be inserted into the formula
If the particular shape of the vessel does not permit such
for more than 30 or 0,52 rad.
simplification, the righting lever curves referred to in [7.2.1]
item c) shall be required. Residual righting lever arm means the maximum differ-
ence existing between 0 and 30 list between the right-
7.5 Intact stability ing lever and the heeling lever curves. If an opening
towards the inside of the vessel is immersed at a list
7.5.1 It shall be confirmed that, when account has been angle less than the one corresponding to the maximum
taken of the loads applied during the use and operation of difference between the lever arm curves, the lever arm
the working gear, the residual freeboard defined in and the corresponding to that list angle shall be taken into
residual safety clearance defined in are adequate, i.e.: account.
The residual safety clearance value is, at least:
- 0,30 m for weathertight aperture 8 Dredgers
- 0,40 m for unprotected openings.
The residual freeboard value is at least 0,30 m. 8.1 General
The residual freeboard may be reduced if it is proven
that the requirements of [7.6] have been met. 8.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
Pt B, Ch 2, Sec 2, [3] are to be complied with.
For that purpose the list angle shall not exceed 10 and the
base of the hull shall not emerge.
8.2 Documentation to be submitted
7.5.2 Stability checking shall take into account all the heel-
ing moments defined in [7.3]. 8.2.1 In addition to the documentation referred to in [1.2],
The moments which may act simultaneously shall be added stability confirmation shall include the following data and
up. documents:

a) scale drawings of the pontoon and working gear and the


7.6 Intact stability in case of reduced residual detailed data relating to these that are needed to con-
freeboard firm stability, such as content of the tanks, openings pro-
viding access to the inside of the vessel, etc.
7.6.1 If a reduced residual freeboard is taken into account,
b) hydrostatic data or curves
it shall be checked, for all operating conditions, that:
a) after correction for the free surfaces of liquids, the meta- c) righting lever curves for static stability to the extent
centric height GM is not less than 0,15 m required in accordance with [7.4]
b) for list angles between 0 and 30, there is a righting d) description of the operating conditions together with the
lever, in m, of at least: corresponding data concerning weight and centre of
h = 0,30 0,28 n gravity, including its unladen state and the equipment
situation as regards transport
where:
n : List angle, in radian, from which the righting e) calculation of the heeling, trimming and righting
lever arm curve displays negative values moments, with specification of the list and trim angles
(stability limit); it may not be less than 20 and the corresponding residual freeboard and residual
or 0,35 rad and shall not be inserted into the safety clearances
formula for more than 30 or 0,52 rad: f) all of the results of the calculation with a specification
20 n 30 of the use and load limits.

116 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

8.3 Heeling moments 8.3.7 Ballast and supplies induced moment


The least favourable extent of tank filling from the point of
8.3.1 Load assumptions view of stability shall be determined and the corresponding
Stability assessment is to be based at least on the following moment introduced into the calculation when calculating
load assumptions: the moments resulting from the liquid ballast and the liquid
provisions.
a) Density of dredged material:
sands and gravels: 1,5 t/m3 8.3.8 Moment due to inertia forces
The moment resulting from the inertia forces must be taken
very wet sands: 2,0 t/m3
into account if the movements of the load and the working
soil, on average: 1,8 t/m3 gear are likely to affect its stability.
mixture of sand and water in the ducts: 1,3 t/m3
8.3.9 Moment due to other mechanical equipment
b) Clamshell dredgers: The moment due to other mechanical equipment is to be
the values given in a) are to be increased by 15% defined by the Designer.
c) Hydraulic dredgers:
8.4 Calculation of the righting moments
the maximum lifting power shall be considered.
8.4.1 The righting moments, in kN.m, for floating installa-
8.3.2 Load induced moment tions with vertical side walls may be calculated via the for-
The load induced moment is to be defined by the Designer. mula:
Ma = 10 GM sin
8.3.3 Asymmetric structure induced moment
where:
The asymmetric structure induced moment is to be defined
by the Designer. GM : Metacentric height, in m
: List angle.
8.3.4 Moment due to wind pressure
The moment caused by the wind pressure, in kN.m, shall be 8.4.2 The formula in [8.4.1] shall apply up to list angles of
calculated in accordance with the following formula: 10 or up to a list angle corresponding to immersion of the
edge of the deck or emergence of the edge of the bottom. In
MW = c PWD AW (W + T / 2) this instance the smallest angle shall be decisive. The for-
where: mula may be applied to oblique side walls up to list angles
of 5.
c : Shape-dependent coefficient of resistance tak-
ing account of gusts: If the particular shape of the vessel does not permit such
simplification the lever-effect curves referred to in [8.2.1]
for frameworks: c = 1,2 item c) shall be required.
for solid section beam: c = 1,6
PWD : Specific wind pressure, in kN/m2: 8.5 Intact stability
for IN(0) and IN(0,6): PWD = 0,25n 8.5.1 It shall be confirmed that, when account has been
for IN(0,6 < x 2): PWD = 0,3 n 0,5 taken of the loads applied during the use and operation of
the working gear, the residual freeboard defined in Pt B, Ch
AW : Side surface area of the floating installation, in 2, Sec 2, [1.2.4] and the residual safety clearance defined in
m2 Pt B, Ch 2, Sec 2, [1.2.6] are adequate, i.e.:
W : Distance, in m, of centre of gravity of area AW , The residual safety clearance value is, at least:
from waterline.
- 0,30 m for weathertight aperture
8.3.5 Turning circle induced moment - 0,40 m for unprotected openings.
For self-propelled vessels, the moment resulting from the The residual freeboard value is at least 0,30 m.
turning of the vessel in kN.m, is to be determined by the fol- The residual freeboard may be reduced if it is proven
lowing formula: that the requirements of [8.6] have been met.
2
0, 0347C B v
- KG ---
T For that purpose the list angle shall not exceed 10 and the
M dr = -----------------------------------
L WL 2 base of the hull shall not emerge.

8.3.6 Cross current induced moment 8.5.2 Stability checking shall take into account the heeling
The moment resulting from the cross current must only be moments defined in [8.3.2] to [8.3.9].
taken into account for a vessel which is anchored or The moments which may act simultaneously shall be added
moored across the current while operating. up.

November 2014 Bureau Veritas - Inland Navigation Rules 117


Pt D, Ch 2, Sec 6

8.6 Intact stability in case of reduced residual b) hydrostatic data or curves


freeboard c) righting lever curves for static stability

8.6.1 If a reduced residual freeboard is taken into account, d) description of the situations of use together with the cor-
it shall be checked, for all operating conditions, that: responding data concerning weight and centre of grav-
ity, including its unladen state and the equipment
a) after correction for the free surfaces of liquids, the meta- situation as regards transport
centric height GM is not less than 0,15 m
e) calculation of the list, trim and righting moments, with
b) for list angles between 0 and 30, there is a righting statement of the list and trim angles and the correspond-
lever, in m, of at least: ing residual freeboard and residual safety clearances
h = 0,30 0,28 n f) all of the results of the calculation with a statement of
where: the use and load limits.
n : List angle, in radian, from which the righting
lever arm curve displays negative values 9.3 Heeling moments
(stability limit); it may not be less than 20
or 0,35 rad and shall not be inserted into the 9.3.1 Load assumptions
formula for more than 30 or 0,52 rad: Stability assessment is to be based at least on the following
20 n 30 load assumptions:

c) the list angle does not exceed 10 a) Density of dredged material for dredgers:
d) the residual safety clearance value is, at least: sands and gravels: 1,5 t/m3
0,30 m for weathertight openings very wet sands: 2,0 t/m3
0,40 m for unprotected openings soil, on average: 1,8 t/m3
e) the residual freeboard is at least 0,05 m mixture of sand and water in the ducts: 1,3 t/m3
f) for list angles between 0 and 30, the residual righting b) Clamshell dredgers:
lever arm, in m, is at least: the values given in a) are to be increased by 15%
h = 0,20 0,23 n c) Hydraulic dredgers:
where: the maximum lifting power shall be considered.
n : List angle, in radian, from which the righting
lever arm curve displays negative values; 9.3.2 The moments which may act simultaneously shall be
this should not be inserted into the formula added up.
for more than 30 or 0,52 rad.
9.3.3 Load induced moment
Residual righting lever arm means the maximum differ-
The load induced moment is to be defined by the Designer.
ence existing between 0 and 30 list between the right-
ing lever and the heeling lever curves. If an opening 9.3.4 Asymmetric structure induced moment
towards the inside of the vessel is immersed at a list
angle less than the one corresponding to the maximum The asymmetric structure induced moment is to be defined
difference between the lever arm curves, the lever arm by the Designer.
corresponding to that list angle shall be taken into
9.3.5 Moment due to wind pressure
account.
The moment caused by the wind pressure, in kN.m, shall be
calculated in accordance with the following formula:
9 Hopper dredgers and hopper barges
MW = c PWD AW (W + T / 2)
Vessels without bottom doors
where:
9.1 General c : Shape-dependent coefficient of resistance tak-
ing account of gusts:
9.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to for frameworks: c = 1,2
Pt B, Ch 2, Sec 2, [3] are to be complied with.
for solid section beam: c = 1,6

9.2 Documentation to be submitted PWD : Specific wind pressure, in kN/m2:


for IN(0) and IN(0,6): PWD = 0,25n
9.2.1 Stability confirmation shall include the following data
for IN(0,6 < x 2): PWD = 0,3 n0,5
and documents:
AW : Side surface area of the floating installation, in
a) scale drawings of the vessel and the detailed data relat-
m2
ing to these that are needed to confirm stability, such as
content of the tanks, openings providing access to the W : Distance, in m, of centre of gravity of area AW ,
inside of the vessel, etc. from waterline.

118 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 6

9.3.6 Turning circle induced moment 9.5 Intact stability in case of reduced residual
For self-propelled vessels, the moment resulting from the freeboard
turning of the vessel in t.m, is to be determined by the fol- 9.5.1 If a reduced residual freeboard is taken into account,
lowing formula: it shall be checked, for all operating conditions, that:
2 a) after correction for the free surfaces of liquids, the meta-
0, 0347C B v
- KG ---
T
M dr = ----------------------------------- centric height GM is not less than 0,15 m
L WL 2
b) for list angles between 0 and 30, there is a righting
lever, in m, of at least:
9.3.7 Cross current induced moment
h = 0,30 0,28 n
The moment resulting from the cross current must only be where:
taken into account for vessel which is anchored or moored
n : List angle, in radian, from which the righting
across the current while operating. lever arm curve displays negative values
(stability limit); it may not be less than 20
9.3.8 Ballast and supplies induced moment or 0,35 rad and shall not be inserted into the
formula for more than 30 or 0,52 rad:
The least favourable extent of tank filling on stability shall
be determined and the corresponding moment introduced 20 n 30
into the calculation when calculating the moments resulting c) the list angle does not exceed 10
from the liquid ballast and the liquid provisions. d) the residual safety clearance value is, at least:
0,30 m for weathertight openings
9.3.9 Moment due to inertia forces
0,40 m for unprotected openings
The moment resulting from the inertia forces must be taken e) the residual freeboard is at least 0,05 m
into account if the movements of the load and the working
f) for list angles between 0 and 30, the residual righting
gear are likely to affect its stability. lever arm, in m, is at least:
h = 0,20 0,23 n
9.3.10 Moment due to other mechanical equipment
where:
The moment due to other mechanical equipment is to be n : List angle, in radian, from which the righting
defined by the Designer. lever arm curve displays negative values;
this should not be inserted into the formula
for more than 30 or 0,52 rad.
9.4 Intact stability
Residual righting lever arm means the maximum differ-
ence existing between 0 and 30 list between the right-
9.4.1 It shall be confirmed that, when account has been
ing lever and the heeling lever curves. If an opening
taken of the loads applied during the use and operation of towards the inside of the vessel is immersed at a list
the working gear, the residual freeboard defined in Pt B, Ch angle less than the one corresponding to the maximum
2, Sec 2, [1.2.4] and the residual safety clearance defined in difference between the lever arm curves, the lever arm
Pt B, Ch 2, Sec 2, [1.2.6] are adequate, i.e.: corresponding to that list angle shall be taken into
account.
The residual safety clearance value is, at least:

- 0,30 m for weathertight aperture 10 Hopper dredgers and hopper barges


Vessels fitted with bottom doors
- 0,40 m for unprotected openings.

The residual freeboard value is at least 0,30 m. 10.1 General


The residual freeboard may be reduced if it is proven 10.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
that the requirements of [9.5] have been met. Pt B, Ch 2, Sec 2, [3] are to be complied with.

For that purpose the list angle shall not exceed 10 and the 10.2 Documentation to be submitted
base of the hull shall not emerge.
10.2.1 Stability confirmation shall include the following
9.4.2 Stability checking shall take into account the heeling data and documents:
moments defined in [9.3.3] to [9.3.10]. a) scale drawings of the vessel and the detailed data relat-
ing to these that are needed to confirm stability, such as
The moments which may act simultaneously shall be added content of the tanks, openings providing access to the
up. inside of the vessel, etc.

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Pt D, Ch 2, Sec 6

b) hydrostatic data or curves the inflow of water at the lower edge of the overflow,
c) righting lever curves for static stability located at cargo level or at the lowest possible position
above cargo level, or at the lower edge of the lowest
d) description of the situations of use together with the cor-
overflow ports or spillways.
responding data concerning weight and centre of grav-
ity, including its unladen state and the equipment
situation as regards transport 10.5 Intact stability
e) calculation of the list, trim and righting moments, with
10.5.1 The intact stability of the vessel is to be sufficient to
statement of the list and trim angles and the correspond-
comply with the criteria indicated in [9.4] and [10.5.2] for
ing residual freeboard and residual safety clearances
all intended operational loading conditions.
f) all of the results of the calculation with a statement of
the use and load limits. 10.5.2 Using the calculation method given in [10.4], ves-
sels with bottom doors or similar means at port side and at
10.3 Heeling moments starboard side are to comply with the following criteria con-
sidering an asymmetric discharging:
10.3.1 The heeling moments are to be calculated in com-
pliance with [9.3]. The moments which may act simultane- the angle of equilibrium is not to exceed 27
ously shall be added up. the righting lever GZ within the 30 range beyond the
angle of equilibrium is to be at least 0,10 m
10.4 Calculation method the range of stability is not to be less than 30.
10.4.1 The calculation of the righting lever curves is to take The dredger is assumed loaded up to the dredging draught
into account: with solid cargo of a density defined in [9.3.1], when dis-
the change of trim due to heel charging, 20% of the total hopper load is assumed to be dis-
the inflow of river water or outflow of liquid cargo at the charged only at one side of the longitudinal centreline of
upper edge of the hopper coaming in the case of an the hopper, horizontally equally distributed at the discharg-
open hopper ing side.

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Pt D, Ch 2, Sec 7

SECTION 7 FIRE

1 General 1.3.2 A-class divisions


A-class divisions is defined in Pt C, Ch 3, Sec 1, [2.2].
1.1 Application 1.3.3 B-class divisions
B-class divisions is defined in Pt C, Ch 3, Sec 1, [2.3].
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of the additional class 1.3.4 Low flame-spread
notation Fire as defined in Pt A, Ch 1, Sec 3, [10.10].
Low flame-spread is defined in Pt C, Ch 3, Sec 1, [2.8].
These vessels are to comply with the requirements stated
under Part C, Chapter 3 and other relevant Sections of Part 1.3.5 Not readily ignitable material
D. Not readily ignitable material is defined in Pt C, Ch 3, Sec
1, [2.14].
The requirements of this Section applies to various vessel
notations according to Tab 1. 1.3.6 Machinery spaces of Category A
Machinery spaces of Category A is defined in Pt C, Ch 1,
Table 1 : Requirements applicable to vessels
Sec 1, [1.4].
Articles
Vessel types
General Specific
2 General provisions
Passenger vessels [2]
2.1 Determination of fire integrity standards
Pleasure vessels (1) [2]
Equipped for transport of passengers [4] [2] 2.1.1 For the purpose of determining the appropriate fire
integrity standard to be applied to boundaries between
Tankers [4] adjacent spaces, such spaces are classified according to
Other vessels [5] their fire risk described in the following categories.
(1) Where intended for the carriage of passengers The title of each category is intended to be typical rather
than restrictive.
1.2 Documentation to be submitted a) Control centres: defined in Pt C, Ch 3, Sec 1, [2.4]
Wheelhouse, rooms containing the vessels radio equip-
1.2.1 In addition to the documentation required in Pt C, Ch ment, rooms containing centralised fire alarm equip-
3, Sec 1, [1.4], the following fire protection detail are to be ment, rooms containing centralised emergency public
submitted to the Society: address system stations and equipment, etc.
Structural fire protection, showing the method of con- b) Stairwells: defined in Pt C, Ch 3, Sec 1, [2.18]
struction, purpose and category of the various spaces of Interior stairwells, lifts, enclosed emergency escape
the vessels, the fire rating of bulkheads and decks,
trunks. In this connection a stairwell which is enclosed
means of closings of openings in A and B class divi-
at one level only shall be regarded as part of the space
sions, draught stops from which it is not separated by a fire door, etc.
Ventilation systems showing the penetrations on A class c) Muster areas: defined in Pt C, Ch 3, Sec 1, [2.12]
divisions, location of dampers, means of closing,
arrangements of air conditioning rooms d) Lounges: defined in Pt C, Ch 3, Sec 1, [2.7]
Cabins, public spaces, sale shops, barber shops and
Protection of stairways and lifts in accommodation and
beauty parlours, saunas, pantries containing no cooking
service spaces
appliances, small lockers (deck area < 4 m2), etc.
Specifications of material properties with regards to fire
e) Machinery spaces: defined in Pt C, Ch 3, Sec 1, [2.10]
protection.
Main propulsion machinery room, auxiliary machinery
spaces, etc.
1.3 Definitions
f) Galleys: defined in Pt C, Ch 3, Sec 1, [2.6]
1.3.1 Non-combustible material g) Store rooms: defined in Pt C, Ch 3, Sec 1, [2.20]
Non-combustible material is defined in Pt C, Ch 3, Sec 1, Miscellaneous stores, lockers having deck area exceed-
[2.13]. ing 4 m2, air conditioning rooms.

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Pt D, Ch 2, Sec 7

2.2 Openings in class A and class B 2.3.3 The following surface materials shall have low flame
divisions spread characteristics:
exposed surfaces in corridors and stairways and of bulk-
2.2.1 The construction of all doors and door frames in class head and ceiling linings in all spaces, except machinery
A and B divisions, with the means of securing them when spaces and store rooms, and
closed, shall provide resistance to fire as well as to the pas-
sage of smoke (only for doors in class A divisions) and surfaces and grounds in concealed and inaccessible
flames equivalent to that of the bulkheads in which the spaces.
doors are fitted.
2.3.4 Paints, varnishings and other finishes used on
Such doors and door frames shall be of an approved type. exposed interior surfaces shall not be capable of producing
Watertight doors need not be insulated. excessive quantities of smoke and toxic gases (see Annex 1,
Part 2 of FTP Code).
2.2.2 Fire doors in divisions required by Tab 1 and Tab 2 to Note 1: FTP Code means Fire Test Procedures Code, as defined in
machinery spaces, to galleys and to staircases shall be of Pt C, Ch 3, Sec 1, [2.5].
self-closing type.
2.3.5 Fabrics, curtains and other hanging textiles (see
2.2.3 It shall be possible for each door to be opened and Annex 1, Part 7 of FTP Code) as well as upholstered furni-
closed from each side of the bulkhead by one person only. ture (see Annex 1, Part 8 of FTP Code) and bedding compo-
nents (see Annex 1, Part 9 of FTP Code) shall be fire
2.2.4 Self-closing doors, which are normally open, shall be retardant, unless the spaces are protected with a sprinkler
capable of remote release from a continuously manned installation. See Note 1 of [2.3.4].
central control station and shall also be capable of release
individually from a position at both sides of the door. Status 2.3.6 Furniture and fittings in public spaces, which are also
of each fire door (open/ closed position) shall be indicated assembly station, shall be made of non-combustible mate-
on the bridge. rial, unless the public spaces are protected with a sprinkler
installation.
2.3 Fire protection materials
3 Vessels intended for the carriage of
2.3.1 Insulation materials shall be non-combustible, except passengers
insulation of pipe fittings for cold service systems.

2.3.2 Ceilings and linings in accommodation spaces 3.1 Fire integrity of bulkheads and decks
including their substructures shall be of non-combustible
material, unless the space is protected with a sprinkler 3.1.1 The minimum fire integrity of all bulkheads and
installation. decks shall be as shown in Tab 1 and Tab 2.

Table 2 : Fire integrity of bulkheads and decks in spaces with sprinkler installation

Control Muster Machinery spaces


Spaces Stairwells Lounges Galleys Store rooms
centres areas of Category A
Control centres A0 A0 / B15 (1) A0 A60 A30 A0 / A30 (5)
Stairwells A0 A0 A60 A30 A0
Muster areas A30 / B15 (2) A60 A30 A0 / A30 (5)
Lounges / B15 / B0 (3) A60 A30 A0
Machinery spaces
A60 / A0 (4) A60 A60
of Category A
Galleys A0 / B15 (6)
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type B15.
(2) Divisions between lounges and internal muster areas shall correspond to type A30, but external muster areas only to type B15.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to Ch 1,
Sec 6, [3.5.1] shall comply with B0. Divisions between cabins and saunas shall comply with type B15.
(4) Divisions between machinery spaces of Category A shall comply with type A60; in other cases they shall comply with type A0.
(5) Divisions between store rooms for the storage of flammable liquids and control centres and muster areas shall comply with type
A60, for rooms fitted with pressurised sprinkler systems A30.
(6) B15 is sufficient for divisions between galleys, on the one hand, and cold-storage rooms and food store rooms, on the other.

122 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 7

Table 3 : Fire integrity of bulkheads and decks in spaces without sprinkler installation

Control Muster Machinery spaces


Spaces Stairwells Lounges Galleys Store rooms
centres areas of Category A
Control centres A0 A0 / B15 (1) A30 A60 A60 A30 / A60 (5)
Stairwells A0 A30 A60 A60 A30
Muster areas A30 / B15 (2) A60 A60 A30 / A60 (5)
Lounges / A0 / B15 (3) A60 A60 A30
Machinery spaces
A60 / A0 (4) A60 A60
of Category A
Galleys A0 A30 / B15 (6)
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type B15.
(2) Divisions between lounges and internal muster areas shall correspond to type A30, but external muster areas only to type B15.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to Ch 1,
Sec 6, [3.5.1] shall comply with B15. Divisions between cabins and saunas shall comply with type A0.
(4) Divisions between machinery spaces of Category A shall comply with type A60; in other cases they shall comply with type A0.
(5) Divisions between store rooms for the storage of flammable liquids and control centres and muster areas shall comply with type
A60, for rooms fitted with pressurised sprinkler systems A30.
(6) B15 is sufficient for divisions between galleys, on the one hand, and cold-storage rooms and food store rooms, on the other.

3.1.2 The following requirements shall govern the applica- 3.3.7 All power ventilation systems shall be capable of
tion of the Tables: being stopped from a central place outside the machinery
Tab 3 shall apply to spaces without an installed sprin- space.
kler installation.
3.3.8 Galleys have to be provided with separate ventilation
Tab 2 shall apply to spaces in which a sprinkler installa- systems and exhaust ducts from galley ranges.
tion is provided on both sides of bulkheads and deck.
Exhaust ducts from galley ranges shall comply with [3.3.1]
to [3.3.7] and shall in addition be provided with a manually
3.2 Means of escape operated fire damper located in the lower end of the duct.
3.2.1 Dead-end corridors
3.4 Protection of stairways and lifts in
Dead ends in connecting corridors shall be not longer than
2 m. accommodation and service spaces
3.4.1 Internal stairs and lifts shall be encapsulated at all
3.3 Ventilation systems levels by walls according to Tab 3 or Tab 2, with effective
means of closure for all openings.
3.3.1 They shall be so designed as to prevent the spread of
fire and smoke through the system. 3.4.2 The following exceptions are admissible:

3.3.2 The main inlets and outlets of all ventilation system a) A staircase connecting only two decks does not need to
shall be capable of being closed from outside the respective be encapsulated, if on one of the decks the staircase is
spaces in the event of a fire. enclosed according to Tab 3 or Tab 2.
b) In a lounge, stairs need not be encapsulated if they are
3.3.3 Ducts shall be constructed of steel or other equiva- located entirely within the interior of this room, and
lent non-combustible material.
if this room extends over only two decks, or
3.3.4 Ducts exceeding 0,02 m2 and passing through parti- if there is a pressurised sprinkler system installed in
tions complying with [3.1.1] shall be fitted with fire damp- this room on all decks, this room has a smoke
ers. The fire dampers shall operate automatically but shall extraction system and the room has access on all
also be capable of being manually closed from both sides of decks to a stairwell.
the penetrated division.
4 Vessels intended for the carriage of
3.3.5 Ventilation systems for galleys and machinery spaces
shall be independent of the ventilation system serving other dangerous goods
spaces.
4.1 Integrity of bulkheads and decks
3.3.6 Exhaust ducts are to be provided with suitably
arranged hatches for inspection and cleaning. The hatches 4.1.1 The minimum fire integrity of all bulkheads and
shall be located near the fire dampers. decks shall be as shown in Tab 4.

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Pt D, Ch 2, Sec 7

Table 4 : Fire integrity of bulkheads and decks

Control Muster Machinery spaces


Spaces Stairwells Lounges Galleys Store rooms
centres areas of Category A
Control centres A0 A0 / B0 (1) B0 A30 A0 A0
Stairwells A0 B0 A30 A0 A0
Muster areas A0 / B0 (2) A30 A0 A0
Lounges / B0 (3) A30 A0 A0
Machinery spaces
A30 / A0 (4) A15 A0
of Category A
Galleys A0 / B0 (5)
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type B0.
(2) Divisions between lounges and internal muster areas shall correspond to type A0, but external muster areas only to type B0.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to Ch 1,
Sec 6, [3.5.1] shall comply with B0.
(4) Divisions between machinery spaces of Category A shall comply with type A30; in other cases they shall comply with type A0.
(5) B0 is sufficient for divisions between galleys, on the one hand, and cold-storage rooms and food store rooms, on the other.

4.1.2 All insulation materials, bulkheads, linings, ceilings When ventilation ducts with a cross-section of more than
and draught stops shall be of at least approved non-com- 0,02 m2 are passed through partitions according to [4.1.1]
bustible material. of type A, they shall be fitted with approved fire dampers
Primary deck coverings and surface materials shall be of an which can be operated from a location permanently
approved type. manned by shipboard personnel or crew members.
4.1.3 All stairways are to be of steel frame or other non-
combustible construction. 5 Other vessels
Stairways connecting more than two decks are to be
enclosed by at least class B bulkheads. Stairways connect-
ing only two decks need to be protected at least at one deck 5.1 Integrity of bulkheads and decks
level by class B bulkheads. Doors shall have the same fire
resistance as the bulkheads in which they are fitted. 5.1.1 The minimum fire integrity of all bulkheads and
Where class A and B divisions are penetrated for the pas- decks shall comply with [4.1].
sage of cables, pipes, trunks, ducts etc. or for the fitting of
ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ensure that the fire resis- 5.2 Fire fighting
tance is not impaired.
5.2.1 Fixed gas fire extinguishing systems
4.1.4 Ventilation system
All parts of the system shall be made of non-combustible Machinery spaces containing internal combustion engines
material, except that short ducts applied at the end of the and oil fired boilers shall be provided with a fixed gas fire
ventilation device may be made of a material which has extinguishing system in compliance with Pt C, Ch 3, Sec 4,
low-flame spread characteristics. [4].

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Pt D, Ch 2, Sec 8

SECTION 8 UNATTENDED MACHINERY SPACES (AUT-UMS)

1 General Table 1 : Documents to be submitted

No. Document
1.1 Application
1 Means of communication diagram
1.1.1 The additional class notation AUT-UMS is assigned in 2 Technical description of automatic engineers alarm
accordance with Pt A, Ch 1, Sec 3, [10.2] to vessels fitted and connection of alarms to accommodation and
with automated installations enabling periodically unat- wheelhouse, when applicable
tended operation of machinery spaces, and complying with
3 System of protection against flooding
the requirements of this Section.
Machinery spaces are defined in Pt C, Ch 1, Sec 1, [1.5]. 4 Fire detection system: diagram, location and cabling

1.1.2 Applicable requirements stated under Pt C, Ch 2, Sec 3 Fire precautions


13, are to be complied with too.

1.1.3 The arrangements provided shall be such as to ensure 3.1 Fire prevention
that the safety of the vessel in all sailing conditions, includ-
ing manoeuvring, is equivalent to that of a vessel having the 3.1.1 For arrangements of remote stop, the requirements in
machinery spaces manned. Pt C, Ch 3, Sec 2, [2.1] are applicable.

1.2 Exemptions 3.2 Fire detection


1.2.1 To vessels whose deadweight is less than 500 t, the 3.2.1 An automatic fire detection system is to be fitted in
requirements of [6.4.3] do not apply. machinery spaces intended to be unattended.

1.2.2 For cargo carriers, the Society may wave the require- 3.2.2 The fire detection system is to be designed with self-
ments laid down in [3.3.1], insofar as the arrangements of monitoring properties. Power or system failures are to ini-
the machinery space access make it unnecessary. tiate an audible alarm distinguishable from the fire alarm.

1.3 Communication system 3.2.3 The fire detection indicating panel is to be located in
the wheelhouse, fire control station or other accessible
1.3.1 A reliable means of vocal communication shall be place where a fire in the machinery space will not render it
provided between the main machinery control room or the inoperative.
propulsion machinery control position as appropriate, the
navigation bridge and the engineer officers accommoda- 3.2.4 The fire detection indicating panel is to indicate the
tion. place of the detected fire in accordance with the arranged
This means of communication is to be foreseen in collective fire zones by means of a visual signal. Audible signals
or individual accommodation of engineer officers. clearly distinguishable in character from any other signals
are to be audible throughout the wheelhouse and the
1.3.2 Means of communication are to be capable of being accommodation area of the personnel responsible for the
operated even in the event of failure of supply from the operation of the machinery space.
main source of electrical power.
3.2.5 Fire detectors are to be of such type and so located
1.4 Monitoring and control of equipment that they will rapidly detect the onset of fire in conditions
normally present in the machinery space. The type and
1.4.1 Monitoring and control of unattended machinery location of detectors are to be approved by the Society and
space equipment is to be performed according to Tab 2. a combination of detector types is recommended in order to
enable the system to react to more than one type of fire
symptom.
2 Documentation
3.2.6 Except in spaces of restricted height and where their
2.1 Documents to be submitted use is specially appropriate, detection systems using ther-
mal detectors only are not permitted. Flame detectors may
2.1.1 In addition to those mentioned in Pt C, Ch 2, Sec 1, be installed, although they are to be considered as comple-
[2.1.6], the documents in Tab 1 are required for review. mentary and are not to replace the main installation.

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Pt D, Ch 2, Sec 8

3.2.7 Fire detector zones are to be arranged in a manner 5 Machinery


that will enable the operating staff to locate the seat of the
fire. The arrangement and the number of loops and the
5.1 General
location of detector heads are to be approved in each case.
Air currents created by the machinery are not to render the 5.1.1 Under all sailing conditions, including manoeuvring,
detection system ineffective. the speed, direction of thrust and, if applicable, the pitch of
the propeller shall be fully controllable from the wheel-
3.2.8 When fire detectors are provided with the means to house.
adjust their sensitivity, necessary arrangements are to be
5.1.2 All manual operations or services expected to be car-
allowed to fix and identify the set point.
ried out with a periodicity of less than 24 h are to be elimi-
nated or automated, particularly for: lubrication, toping up
3.2.9 When it is intended that a particular loop or detector of make up tanks and filling tanks, filter cleaning, cleaning
is to be temporarily switched off, this state is to be clearly of centrifugal purifiers, drainage, load sharing on main
indicated. Reactivation of the loop or detector is to be per- engines and various adjustments. Nevertheless, the transfer
formed automatically after a preset time. of operation mode may be effected manually.

3.2.10 The fire detection indicating panel is to be provided 5.1.3 A centralised control position shall be arranged with
the necessary alarm panels and instrumentation indicating
with facilities for functional testing.
any alarm.

3.2.11 The fire detection system is to be fed automatically 5.1.4 Parameters for essential services which need to be
from the emergency source of power by a separate feeder if adjusted to a preset value are to be automatically con-
the main source of power fails. trolled.

5.1.5 The control system shall be such that the services


3.2.12 Facilities are to be provided in the fire detecting sys-
needed for the operation of the main propulsion machinery
tem to manually release the fire alarm from the following
and its auxiliaries are ensured through the necessary auto-
places: matic arrangements.
passageways having entrances to machinery spaces
5.1.6 It shall be possible for all machinery essential for the
the wheelhouse safe operation of the vessel to be controlled from a local
position, even in the case of failure in any part of the auto-
the control station in the machinery space. matic arrangements.

5.1.7 The design of the remote automatic control system


3.3 Fire fighting shall be such that, in the case of its failure, an alarm will be
given. Unless impracticable, the preset speed and direction
3.3.1 Unless otherwise stated, pressurisation of the fire of thrust of the propeller shall be maintained until local
main at a suitable pressure by starting a main fire pump and control is in operation.
carrying out the other necessary operations is to be possible
5.1.8 Critical speed ranges, if any, are to be rapidly passed
from the wheelhouse. Alternatively, the fire main system
over by means of an appropriate automatic device.
may be permanently under pressure.
5.1.9 Propulsion machinery is to stop automatically only in
exceptional circumstances which could cause quick critical
4 Flooding precautions damage, due to internal faults in the machinery. The design
of automation systems whose failure could result in an
unexpected propulsion stop is to be specially examined. An
4.1 Protection against flooding
overriding device for cancelling the automatic shutdown is
to be considered.
4.1.1 Bilge wells or machinery spaces bilge levels are to be
monitored in such a way that the accumulation of liquid is 5.1.10 Where the propulsive plant includes several main
detected in normal angles of trim and heel, and are to be engines, a device is to be provided to prevent any abnormal
large enough to accommodate easily the normal drainage overload on each of them.
during the unattended period.
5.1.11 Where standby machines are required for other aux-
iliary machinery essential to propulsion, automatic change-
4.1.2 Bilge level alarms are to be given at the main control over devices shall be provided.
station and the wheelhouse.
5.2 Control of machinery
4.1.3 Alarm is to be given to the wheelhouse in case of
flooding into the machinery space situated below the load 5.2.1 Monitoring and control of machinery equipment is to
line, in compliance with Tab 2. be performed according to Tab 2.

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Pt D, Ch 2, Sec 8

Table 2 : Monitoring and control of machinery installations

Symbol convention
H = High, HH = Very high, L = Low Monitoring
I = Individual alarm, G = Group alarm
Alarms
Indication Indication Shut
Identification of system parameter Alarms wheelhouse
local wheelhouse down
(4)
MAIN ENGINE
Engine speed All engines x x
Engine power > 220kW HH x I x
Shaft revolution indicator x x
Lubricating oil pressure L x G x
Lubricating oil temperature H x G
Fresh cooling water system inlet pressure (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Fuel oil temperature for engines running on HFO L x G
Exhaust gas temperature (single cylinder when the dimensions permit) x
Starting air pressure L x I x
Charge air pressure x
Control air pressure x x
Exhaust gas temperature at turbocharger inlet/outlet x
(where the dimensions permit)
Manual emergency stop of propulsion x x x x (3)
Fault in the electronic governor x x G
REDUCTION GEAR
Tank level x x
Lubricating oil temperature x
Lubricating oil pressure x x
AUXILIARY MACHINE (2)
Engine speed All engines x x
Engine power > 220 kW HH x I x x
Low pressure cooling water system (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Lubricating oil pressure L x G
Fault in the electronic governor x x G
DIESEL BOW THRUSTER (2)
Engine speed All engines x x
Engine power > 220 kW HH x G x x
Low pressure cooling water system (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Direction of propulsion x x
Lubricating oil pressure L x G
Lubricating oil temperature x
Fault in the electronic governor x x G
PROPULSION
Propulsion remote control ready x x
Pitch control x x
ELECTRICITY
Earth fault (when insulated network) x x G
Main supply power failure x x G

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Pt D, Ch 2, Sec 8

Symbol convention
H = High, HH = Very high, L = Low Monitoring
I = Individual alarm, G = Group alarm
Alarms
Indication Indication Shut
Identification of system parameter Alarms wheelhouse
local wheelhouse down
(4)
FUEL OIL TANKS
Fuel oil level in service tank or tanks supplying directly services L x G
essential for safety or navigation
STEERING GEAR
Rudder angle indicator x x
Level of each hydraulic fluid L x I x
Indication that electric motor of each power unit is running x x
Failure of rate of turn control x I x
Overload failure x x I x
Phase failure x x I x
Loss of power supply x x I x
Loss of control supply x x I x
STEAM BOILER
Water level L+H x
LL x
Circulation stopped (when forced circulation boiler) x x
Flame failure x x
Temperature in boiler H
Steam pressure HH x x
THERMAL OIL
Thermal fluid temperature heater outlet H x x (5)
Thermal fluid pressure pump discharge H x x
Thermal fluid flow through heating element L x
LL x (5)
Expansion tank level L x
LL x (6)
Expansion tank temperature H
Forced draft fan stopped x x
Burner flame failure x x
Flue gas temperature heater outlet H
HH x (6)
FIRE
Fire detection x x
Fire manual call point x x
Automatic fixed fire extinguishing system activation, if fitted x x
FLOODING
Level of machinery space bilges/drain wells x x
ALARM SYSTEM
Alarm system power supply failure x x x
(1) A combination of level indication/alarm in expansion tank and indication/alarm cooling water temperature can be considered
as equivalent with consent of the Society.
(2) Exemptions can be given for diesel engines with a power of 50 kW and below.
(3) Openings of clutches can, with the consent of the Society, be considered as equivalent.
(4) Group of alarms are to be detailed in the machinery space or control room (if any).
(5) Shut-off of heat input only.
(6) Stop of fluid flow and shut-off of heat input.

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Pt D, Ch 2, Sec 8

6 Alarm system 6.4 Alarm system in wheelhouse


6.4.1 Alarms associated with faults requiring speed reduc-
6.1 General tion or automatic shutdown are to be separately identified
in the wheelhouse.
6.1.1 A system of alarm displays and controls is to be pro-
vided which readily allows identification of faults in the 6.4.2 The alarm system is to activate an audible and visual
machinery and satisfactory supervision of related equip- alarm in the wheelhouse for any situation which requires
ment. This may be arranged at a main control station or, action by or the attention of the officer on watch.
alternatively, at subsidiary control stations. In the latter case,
a master alarm display is to be provided at the main control 6.4.3 Individual alarms are to be provided in the wheel-
station showing which of the subsidiary control stations is house indicating any power supply failures of the remote
indicating a fault condition. control of propulsion machinery.

6.1.2 Unless otherwise justified, separation of monitoring 7 Safety system


and control systems is to be provided.
7.1 General
6.1.3 The alarm system is to be designed to function inde-
pendently of control and safety systems, so that a failure or 7.1.1 Safety systems of different units of the machinery
malfunction of these systems will not prevent the alarm sys- plant are to be independent. Failure in the safety system of
tem from operating. Common sensors for alarms and auto- one part of the plant is not to interfere with the operation of
matic slowdown functions may be accepted in specific the safety system in another part of the plant.
cases.
7.1.2 In order to avoid undesirable interruption in the oper-
6.1.4 The alarm system shall be continuously powered and ation of machinery, the system is to intervene sequentially
shall have an automatic change-over to a standby power after the operation of the alarm system by:
supply in the case of loss of normal power supply. starting of standby units
load reduction or shutdown, such that the least drastic
6.2 Alarm system design action is taken first.

6.2.1 The alarm system and associated sensors are to be 7.1.3 The arrangement for overriding the shutdown of the
capable of being tested during normal machinery operation. main propelling machinery is to be such as to preclude
inadvertent operation.
6.2.2 Insulation faults on any circuit of the alarm system
are to generate an alarm, when an insulated earth distribu- 7.1.4 After stoppage of the propulsion engine by a safety
tion system is used. shutdown device, the restart is only to be carried out, unless
otherwise justified, after setting the propulsion wheelhouse
6.2.3 An engineers alarm is to be activated when the control level on stop.
machinery alarm has not been accepted in the machinery
spaces or control room within 5 minutes. 8 Testing

6.3 Machinery alarm system 8.1 General


6.3.1 The local silencing of the alarms in the wheelhouse 8.1.1 The tests of automated installations are to be carried
or in accommodation spaces is not to stop the audible out according to Pt C, Ch 2, Sec 17, [3] to determine their
machinery space alarm. operating conditions. The details of these tests are defined,
in each case, after having studied the concept of the auto-
6.3.2 Machinery faults are to be indicated at the control mated installations and their construction. A complete test
locations for machinery. program is to be submitted for approval.

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Pt D, Ch 2, Sec 9

SECTION 9 ANNUAL SURVEY

1 General 1.2 Links between anniversary dates and


annual surveys, intermediate surveys
and class renewal surveys
1.1 Application
1.2.1 The link between the anniversary dates, the class
1.1.1 The additional class notation Annual survey is renewal survey and the annual and intermediate surveys is
assigned in accordance with Pt A, Ch 1, Sec 3, [10.1] to given in Fig 1.
vessels submitted to annual survey and intermediate survey
complying with the requirements of this Section. This Sec- 2 Annual survey
tion applies in addition to the applicable provisions of Pt A,
Ch 3, Sec 3 to Pt A, Ch 3, Sec 8.
2.1 General
1.1.2 Annual survey 2.1.1 At the time of annual surveys, the vessel is to be gen-
erally examined. The survey is to include a visual inspec-
Vessels assigned with the additional class notation Annual tion of the hull and hull equipment of the vessel and some
survey are to be submitted to annual survey in compliance tests thereof, so far as necessary and practicable in order to
with [2], carried out within three months before or after verify that the vessel is in a satisfactory and efficient general
each anniversary date. condition and is properly maintained.

1.1.3 Intermediate survey 2.2 Hull - General requirement


In addition to all the inspections and checks required for 2.2.1 The main structural elements of the hull are to be
annual surveys, the intermediate survey is to be carried out subjected to a general visual inspection, as far as accessi-
in compliance with [3], within the window from three ble. If applicable, ballast tank, storage and engine rooms
months before the second to three months after the third are to be surveyed at random, depending on the vessel type,
anniversary date. age and general condition. Where damages or excessive
wastage affecting the class are suspected, the Surveyor is
The intermediate survey is not applicable to vessels with
entitled to carry out further investigations as well as thick-
character of class II.
ness measurements, if required.

1.1.4 Owners are reminded that, in compliance with the 2.2.2 The rudder and manoeuvring arrangement and the
requirements in Pt A, Ch 2, Sec 1, [6.4], any modification to anchor equipment are to be checked for visible damages.
the vessels hull and equipment affecting its classification is For the related machinery and for operability, see Pt A, Ch 3,
to be made known to the Society. Sec 2, [4.1.1].

Figure 1 : Links between anniversary dates and annual, intermediate and class renewal surveys

Start of class End of class


period period

years 0 1 2 2.5 3 4 5

Annual survey
-,+ 3 m -,+ 3 m -,+ 3 m -,+ 3 m

Intermediate survey
-,+ 9 m

Class renewal survey -15 m


(normal system)

130 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 9

2.2.3 The foundations and their substructure of special general examination of machinery and boiler spaces
equipment, particularly on the upper deck, shall be with particular attention to the fire and explosion haz-
inspected for damages. ards; confirmation that emergency escape routes are
practicable and not blocked
2.2.4 Compartments and rooms normally not accessible, or
general examination of the machinery, steam, hydraulic,
accessible only after special preparations, may be required
pneumatic and other systems and their associated fit-
to be opened for inspection, depending on the vessel's age
tings, for confirmation of their proper maintenance
and available information about service conditions.
testing of the means of communication and order trans-
mission between the navigating bridge and the machin-
2.3 Ballast tanks
ery control positions and other control stations
2.3.1 Depending on the vessel's age, the Surveyor may confirmation that the rudder angle indicator on the
require opening of ballast tanks for visual inspection, partic- bridge is in working order
ularly if deterioration of the coating or excessive wastage
examination, as far as practicable, of the bilge pumping
has already been observed at previous surveys.
systems and bilge wells, including operation of the
If coating is to be partly or totally renewed, only approved pumps, remote reach rods and level alarms, where fitted
coating is applicable in case of a repair. The whole working
visual examination of the condition of any expansion
procedure including the surface preparation has to be docu-
joints in river water systems
mented.
external examination of pressure vessels other than boil-
ers and their appurtenances, including safety devices,
2.4 Hatches and covers, bow, side and stern
foundations, controls, relieving gear, high pressure pip-
doors ing, insulation and gauges.

2.4.1 Hatches and covers, bulkhead and hull doors, ramps


2.5.2 When the vessel is equipped with a refrigerating
and any openings in the outer shell shall be surveyed
plant (whether or not covered by an additional class nota-
regarding structural integrity as well as tightness and opera-
tion), the annual survey is to include the external examina-
bility of all closures.
tion of:

2.4.2 Additionally to the overall survey the following struc- pressure vessels of the installation to the same extent as
tural members of bow, side and stern doors are to be thor- indicated in [2.5.1]
oughly inspected:
refrigerant piping, as far as practicable
all hinges and the pertinent hydraulic cylinders in way
for refrigerating machinery spaces using ammonia as
of their securing points
refrigerant:
all securing elements of the locking devices and stop-
- ventilation system including functional test
pers.
- water-spraying fire-extinguishing system; see [2.8.2]
2.4.3 Where considered necessary by the Surveyor, addi- item d)
tionally crack tests shall be carried out at structural mem-
- bilge system including functional test
bers of bow, side and stern doors.
Essentially, the crack tests will cover: - electrical equipment, confirming its proper mainte-
nance
main joining welds and their interfacial areas both on
the vessel's hull and on the doors - gas detection system

highly stressed areas in way of the centres of rotation of - breathing apparatus and protective clothing.
the hinges
2.5.3 When the vessel is equipped with thruster installa-
highly stressed areas of the locking devices and their tions, the annual survey is to include:
stoppers
an external examination of the machinery installation
repair welding.
an operating test of the complete installation.
For crack detection the dye penetration method or the mag-
netic particle inspection method shall be employed, and a
2.6 Boilers
test protocol is to be prepared.

2.6.1 For main and auxiliary boilers, the annual survey


2.5 General machinery installations consists of an external examination of boilers and their
appurtenances, including safety devices, foundations, con-
2.5.1 The survey of general machinery installations is to trols, relieving, high pressure and steam escape piping,
cover the following items: insulation and gauges.

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Pt D, Ch 2, Sec 9

2.6.2 For thermal oil heaters, a functional test while in 2.8.2 The operational readiness and maintenance of fire
operation is to be carried out, during which the following fighting systems is to be checked. The survey requirements
items are checked: for all types of fire-fighting systems that are usually found on
board vessels related either to machinery spaces or to cargo
the heater for detection of leakages
areas and/or spaces or to accommodation spaces, irrespec-
the condition of the insulation tive of the service notation assigned, are the following:

the operation of indication, control and safety devices a) Water fire system
the condition of remote controls for shut-off and dis- examination of the fire main system and confirma-
charge valves. tion that each fire pump including the emergency
fire pump can be operated separately so that the two
A satisfactory analysis of the quality of oil is to be made
required powerful jets of water can be produced
available to the Surveyor.
simultaneously from different hydrants, at any part of
the vessel whilst the required pressure is maintained
2.6.3 For exhaust gas thermal oil heaters, in addition to the in the fire main
requirements of [2.6.2], a visual examination and a tight-
ness testing to the working pressure of the heater tubes are checking that fire hoses, nozzles, applicators, span-
to be carried out. ners and international shore connection (where fit-
ted) are in satisfactory working condition and
situated at their respective locations
2.7 Electrical machinery and equipment
b) Fixed gas fire-extinguishing system
2.7.1 The survey of electrical machinery and equipment is
to cover the following items: external examination of receivers of CO2 (or other
gas) fixed fire-extinguishing systems and their acces-
general examination, visually and in operation, as feasi- sories, including the removal of insulation for insu-
ble, of the electrical installations for power and lighting, lated low pressure CO2 containers
in particular main and emergency generators, electric
motors, switchboards, switchgears, cables and circuit examination of fixed fire-fighting system controls,
protective devices, indicators of electrical insulation piping, instructions and marking; checking for evi-
and automatic starting, where provided, of emergency dence of proper maintenance and servicing, includ-
sources of power ing date of last system tests
checking, as far as practicable, the operation of emer- test of the alarm triggered before the CO2 is released
gency sources of power and, where they are automatic,
also including the automatic mode. c) Sprinkler system

2.7.2 The survey is also to cover the bridge control of pro- examination of the system, including piping, valves,
pulsion machinery, and related arrangements (alarms and sprinklers and header tank
safety devices), when fitted.
test of the automatic starting of the pump activated
by a pressure drop
2.8 Fire protection, detection and extinction
check of the alarm system while the above test is
carried out
2.8.1 The survey of fire prevention and other general
arrangements is to cover the following items: d) Water-spraying system
checking that fire control plans are properly posted
examination of the system, including piping, noz-
examination and testing, as feasible, of the operation of zles, distribution valves and header tank
manual and/or automatic fire doors, where fitted
test of the starting of the pump activated by a pres-
checking, as far as practicable, that the remote controls sure drop (applicable only for machinery spaces)
for stopping fans and machinery and shutting off fuel
supplies in machinery spaces and, where fitted, the e) Fixed foam systems (low or high expansion)
remote controls for stopping fans in accommodation
spaces and the means of cutting off power to the galley examination of the foam system
are in working order test to confirm that the minimum number of jets of
examination of the closing arrangements of ventilators, water at the required pressure in the fire main is
funnel annular spaces, skylights, doorways and tunnel, obtained when the system is in operation
where applicable
checking the supplies of foam concentrate and
examination, as far as practicable, and testing, as feasi- receiving confirmation that it is periodically tested
ble and at random, of the fire and/or smoke detection (not later than three years after manufacture and
systems. annually thereafter) by the manufacturer or an agent

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Pt D, Ch 2, Sec 9

f) Dry powder system 3 Intermediate survey


examination of the dry powder system, including the
powder release control devices 3.1 General
checking the supplies of powder contained in the
receivers and that it has maintained its original 3.1.1 The intermediate survey is to include examination
smoothness and checks on a sufficiently extensive part of the structure
checking that the pressure of propelling inert gas to show that the structures of the vessel are in satisfactory
contained in the relevant bottles is satisfactory. condition so that the vessel is expected to operate until the
end of the current period of class, provided that the vessel is
2.8.3 As far as other fire-fighting equipment is concerned, it properly maintained and other surveys for maintenance of
is to be checked that: class are duly carried out during this period.
semi-portable and portable fire extinguishers and foam
applicators are in their stowed positions, with evidence 3.2 Hull
of proper maintenance and servicing, and detection of
any discharged containers 3.2.1 The requirements given in Tab 1 for the survey and
firemen's outfits are complete and in satisfactory condi- testing of water ballast spaces, cargo holds and cargo tanks
tion. are to be complied with.

Table 1 : Intermediate survey of hull

Age of vessel (in years at time of intermediate survey)


ITEM
5 < age 10 10 < age 15 age > 15
WATER BALLAST SPACES Representative spaces inter- All spaces internally examined All spaces internally examined
nally examined Thickness measurements, if Thickness measurements, if con-
Thickness measurements, if considered necessary by the sidered necessary by the Surveyor
considered necessary by the Surveyor Tightness of inner bottom plating
Surveyor of cargo holds in way of double
bottom water ballast tanks
checked, if considered necessary
by the Surveyor
See (1) (2) (3) See (1) (3) See (1) (3)
CARGO HOLDS Selected cargo holds internally
examined
CARGO TANKS Selected cargo tanks internally Selected cargo tanks internally
examined examined
(1) If such examinations reveal no visible structural defects, the examination may be limited to a verification that the corrosion pre-
vention system remains effective.
(2) If there is no hard protective coating, soft coating or poor coating condition, the examination is to be extended to other ballast
spaces of the same type.
(3) For water ballast spaces, if there is no hard protective coating, soft coating or poor coating condition and it is not renewed, the
spaces in question are to be internally examined at annual intervals.
Note 1: Due attention is also to be given to fuel oil piping passing through ballast tanks, which is to be pressure tested should doubts
arise.

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Pt D, Ch 2, Sec 10

SECTION 10 GRABLOADING

1 General inner bottom plating net thickness is to be increased by


2 mm
inner bottom longitudinal net section modulus is to be
1.1 Application
increased 1,4 times.
1.1.1 The additional class notation Grabloading is
assigned, in accordance with Pt A, Ch 1, Sec 3, [10.11.1] to 2.3 Hold sides and bulkheads
bulk cargo vessels with holds specially reinforced for load-
ing/unloading cargoes by means of buckets or grabs and 2.3.1 The net thicknesses of:
complying with the requirements of this Section. hold side plating up to 1,5 m from the inner bottom
hold bulkhead plating up to 1,5 m from the inner bot-
2 Scantlings tom,
are to be increased by 1,5 mm.
2.1 General
2.3.2 The net section modulus of:
2.1.1 The net scantlings of plating and structural members hold side secondary stiffeners up to 1,5 m from the
within the cargo hold obtained from Ch 1, Sec 2 are to be inner bottom
increased in compliance with [2.2] and [2.3]. hold bulkhead secondary stiffeners up to 1,5 m from the
inner bottom,
2.2 Inner bottom is to be increased 1,4 times.

2.2.1 The net scantlings of inner bottom plating and longi- 2.3.3 Above 1,5 m from the inner bottom, the net scant-
tudinals, where no continuous wooden ceiling is fitted, lings of plating and structural members may be tapered to
obtained from Ch 1, Sec 2 are to be reinforced as follows: those obtained from Ch 1, Sec 2.

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Pt D, Ch 2, Sec 11

SECTION 11 POLLUTION PREVENTION

1 Scope and application 2 Definitions and abbreviations

1.1 General 2.1 Definitions related to water pollution


1.1.1 This Section contains the requirements for the pre-
2.1.1 Hazardous wastes
vention of water and air pollution.
Hazardous wastes are those wastes composed of substances
1.1.2 Additional class notations for the prevention of water which are identified as water pollutants in the European
and air pollution include: Agreement concerning the International Carriage of Dan-
Cleanvessel gerous Goods (ADN).
other notations having a specific scope. Hazardous wastes include in particular:
The relevant symbol, scope, reference to the Rules and photo processing chemicals
assignment conditions are given in Tab 1.
dry cleaning waste
Examples of notations:
Cleanvessel used paints

OWS-5 ppm solvents


AWT, NDO-2 days heavy metals

1.1.3 Requirements for onboard surveys are given in Article expired chemicals and pharmaceuticals
[11] and in Pt A, Ch 3, Sec 8, [3]. waste from printers

1.2 Applicable rules and regulations hydrocarbons and chlorinated hydrocarbons


used fluorescent and mercury vapour light bulbs
1.2.1 Additional requirements may be imposed by the ves-
sel flag Authorities and/or by the State or Port Administra- batteries.
tion in the jurisdiction of which the vessel is intended to
Note 1: Empty packagings previously used for the carriage of haz-
operate, in particular with respect to:
ardous substances are to be considered as hazardous substances.
exhaust gas smoke (particulate emissions, smoke opacity)
fuel oil sulphur content 2.1.2 Wastewater
bilge water oil content Wastewater includes both sewage and grey water defined
on board waste incineration. hereunder.

Table 1 : Additional class notations for the prevention of pollution

Reference to
Symbol Scope Assignment conditions
Articles
Cleanvessel Prevention of water and air pollution [4]
AWT Fitting of an Advanced Wastewater Treatment plant [5]
GWT Fitting of a treatment installation for Grey Waters [6]
NDO-x days The vessel is designed for No Discharge Operation [7]
during x days
NOX-x% Average NOx emissions of engines not exceeding x% [8]
of limit
OWS-x ppm Fitting of an Oily Water Separator producing effluents [9]
having a hydrocarbon content not exceeding x ppm
(parts per million)
SOX-x% Oil fuels have a sulphur content not exceeding x% of [10] As an alternative, equivalent
the relevant limit arrangements (e.g. exhaust gas
cleaning systems) may be accepted

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Pt D, Ch 2, Sec 11

2.1.3 Sewage 2.1.11 Oily wastes


Sewage means: Oily wastes means oil residues (sludge) and oily bilge water.

drainage and other wastes from any form of toilets, uri-


2.1.12 Advanced Wastewater Treatment (AWT)
nals, and WC scuppers, here designated as black waters
Advanced wastewater treatment means any treatment of
drainage from medical premises (dispensary, sick bay, wastewater that goes beyond the secondary or biological
etc.) via wash basins, wash tubs and scuppers located in water treatment stage and includes the removal of nutrients
such premises such as phosphorus and nitrogen and a high percentage of
suspended solids. AWT water effluent standard corresponds
drainage from spaces containing live animals, or
to the technology currently available for municipal waste-
other waste waters when mixed with the drainages water treatment plants.
defined above.
2.1.13 Accidental discharge
2.1.4 Sewage sludge Accidental discharge is all discharge to water caused by
Sewage sludge means any solid, semi-solid, or liquid resi- unforeseen or accidental events, such as damage to the ves-
due removed during the treatment of on-board sewage. sel or its equipment, and includes discharge necessary for
the purpose of protection of the vessel or saving life.

2.1.5 Grey water


2.1.14 No discharge condition
Grey water includes drainage from dishwashers, showers,
No discharge condition means the condition without dis-
sinks, baths and washbasins, laundry and galleys.
charge of hazardous wastes, treated and untreated waste-
water, oily wastes or garbage into the water.
2.1.6 Garbage
Note 1: Where the AWT notation is assigned to the vessel, the dis-
Garbage means all kinds of victual, domestic and opera- charge of treated sewage and treated grey water is allowed.
tional waste excluding fresh fish and parts thereof, gener-
Note 2: In the scope of the No discharge condition, no effluents
ated during the normal operation of the vessel.
from exhaust gas cleaning systems may be discharged into the
water.
Garbage includes all kinds of solid wastes like plastics,
paper, oily rags, glass, metal, bottles, and incinerator ash.
Food wastes are considered as garbage. 2.2 Definitions related to air pollution

2.1.7 Oil residue (sludge) 2.2.1 Emission


Oil residue (sludge) means the residual waste oil products Emission means any release of substances from vessels into
generated during the normal operation of a vessel such as the atmosphere or water.
those resulting from the purification of fuel or lubricating oil
for main or auxiliary machinery, separated waste oil from 2.2.2 Ozone-depleting substances
oil filtering equipment, waste oil collected in drip trays, and
waste hydraulic and lubricating oils. Ozone-depleting substances means controlled substances
defined in paragraph (4) of article 1 of the Montreal Proto-
col on Substances that Deplete the Ozone Layer, 1987,
2.1.8 Oil residue (sludge) tank
listed in Annexes A, B, C or E to the said protocol in force.
Oil residue (sludge) tank means a tank which holds oil resi-
due (sludge) from which sludge may be disposed directly Ozone-depleting substances that may be found on board
vessel include, but are not limited to:
through the standard discharge connection or any other
approved means of disposal. Halon 1211Bromochlorodifluoromethane

2.1.9 Oily bilge water Halon 1301Bromotrifluoromethane

Oily bilge water means water which may be contaminated Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane
by oil resulting from things such as leakage or maintenance (also known as Halon 114B2)
work in machinery spaces. Any liquid entering the bilge CFC-11 Trichlorofluoromethane
system including bilge wells, bilge piping, tank top or bilge
holding tanks is considered oily bilge water. CFC-12 Dichlorodifluoromethane

CFC-113 Trichloro-1,2,2-trifluoroethane
2.1.10 Oily bilge water holding tank
CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane
Oily bilge water holding tank means a tank collecting oily
bilge water prior to its discharge, transfer. CFC-115 Chloropentafluoroethane.

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Pt D, Ch 2, Sec 11

2.2.3 Onboard incineration 2.3.3 OWS


Onboard incineration means the incineration of wastes or OWS means oily water separator.
other matter on board a vessel, if such wastes or other mat-
ter were generated during normal operation of that vessel.
3 Documents to be submitted and
2.2.4 Onboard incinerator applicable standards
Onboard incinerator means an onboard facility designed
for the primary purpose of incineration.
3.1 Documents to be submitted
2.2.5 Exhaust gas smoke
Exhaust gas smoke is a visible suspension of solid and/or 3.1.1 Certificates
liquid particles in gases resulting from combustion or pyrol- The certificates to be submitted prior to the assignment of
ysis. the additional class notation Cleanvessel and other nota-
Note 1: tions are listed in Tab 2.
Black smoke (soot) is mainly comprised of carbon particles
3.1.2 Operational procedures
Blue smoke is usually due to droplets resulting from the incom-
plete combustion of fuel or lubricating oil The operational procedures to be submitted are listed in
White smoke is usually due to condensed water and/or liquid fuel Tab 3.
Yellow smoke is caused by NO2.
3.1.3 Plans and documents

2.3 Abbreviations The plans and documents to be submitted are listed in Tab 4.

2.3.1 AWT 3.2 Modifications and additions


AWT means advanced wastewater treatment.
3.2.1 In case of modifications or additions to the approved
2.3.2 EGC installations, arrangements or procedures, the relevant
EGC means exhaust gas cleaning. details are to be submitted for review/approval.

Table 2 : Required certificates

Notations Certificate Applicable Rules and Regulations


Cleanvessel Type approval certificate of the sewage system IMO Resolution MEPC.159(55)
Type approval certificate of the incinerator (1) IMO Resolution MEPC.76(40) as amended by Resolu-
tion MAPC.93(45)
Annex VI of MARPOL 73/78, Appendix IV
Type approval certificate for new engines (2)
SOx emission compliance certificate IMO Resolution MEPC.184(59), Appendix I
Certificate of unit approval for exhaust gas
cleaning system (3)
IAFS certificate or Declaration on Anti-fouling International Convention on the control of Harmful and
system Anti-fouling systems, 2001, Annex 4, Appendices 1and 2
AWT Type approval of the AWT plant Article [5]
GWT Type approval certificate of the grey water treat- Article [6]
ment plant
NDO-x days N/R (4)
NOX-x% Type approval certificate for new engines (2) Article [8]
OWS-x ppm Type approval certificate of the oily water sepa- Article [9]
rator with indication of x ppm performance
SOX-x% Type approval certificate of the exhaust gas Article [10]
cleaning system (3)
(1) Onboard incinerator is not required. However, when fitted on board, it is to be type-approved.
(2) Type approval certificate may include a NOx-reducing device as a component of the engine.
(3) Where such an equivalent arrangement is provided.
(4) N/R = not required.

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Pt D, Ch 2, Sec 11

Table 3 : Required operational procedures

Notations Operational procedure Applicable Rules and Regulations


Cleanvessel Onboard oil pollution plan IMO Resolution MEPC.54(32) as
amended by Resolution MEPC.86(44)
Procedure to prepare and maintain an oil record book
Bunkering procedure
Measures to prevent oil pollution
Sewage and grey water management plan and discharge control plan IMO Resolution MEPC.157(55)
Garbage management plan including procedures to prepare and IMO Resolution MEPC.70(38)
maintain a garbage record book and hazardous waste procedures IMO Circular MEPC/Circ.317
IMO Resolution MEPC.92(45)
Operating procedure to be followed to minimise the risk and the con-
sequences of ozone-depleting refrigerant leakage, under normal and
emergency conditions, including (1):
checking of the piping tightness
recharge
detection of leakage
maintenance and repair
Procedure to prepare and maintain the ozone-depleting substances
record book (1)
NOx emission control plan
Fuel oil quality management plan IMO Resolution MEPC.182(59)
Where an exhaust gas cleaning (EGC) system is used: IMO Resolution MEPC.184(59)
SOx emission compliance plan
Onboard monitoring manual
Procedure to prepare and maintain the EGC record book
AWT Wastewater management plan and discharge control plan
GWT Grey water management plan and discharge control plan
NDO-x days Management and storage plan for liquid effluents and solid waste in
case of no-discharge operation
NOX-x% NOx emissions control plan
OWS-x ppm Performance monitoring plan for the oily water separator
SOX-x% SOx emissions control plan
(1) Only where ozone-depleting substances are used on board.

Table 4 : Required plans and documents

Notation Documents Approval status


Cleanvessel General:
general arrangement plan with indication of the waste collection and conveying circuits, I
storage means and treatment installations intended for the prevention of pollution by oil,
sewage, grey waters, garbage and hazardous packaged substances
capacity plan I
program for a waste source reduction, minimization and recycling A
Prevention of pollution by oil:
diagram of the oil residue (sludge) system, I
diagram of the independent clean drain system, where provided I
diagram of the oily bilge system (pumping, treatment, discharge) I
details of the bilge water holding tank A
calculation of the bilge water holding tank capacity A

138 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 11

Notation Documents Approval status


Cleanvessel Prevention of pollution by sewage and wastewater:
diagram of the grey water system (collection, treatment, discharge) I
diagram of the sewage system (collection, treatment, discharge) I
details of the sewage holding tank and grey water holding tank A
calculation of the sewage holding tank and grey water holding tank capacity A
description of the sewage treatment plant or comminuting/disinfecting system I
Prevention of pollution by garbage:
general information on the equipment intended for collecting, storing, processing and I
disposing of garbage (except where type-approved)
calculation of the necessary storing, processing and disposing capacities A
diagram of control and monitoring systems for garbage handling equipment A
Prevention of pollution by oil spillage and leakage:
diagram of the fuel oil and lubricating oil overflow systems A
diagram of the fuel oil and lubricating oil filling, transfer and venting systems I
arrangement of the fuel oil and lubricating oil spillage containment systems A
diagram of the control and monitoring system for fuel oil filling, transfer and overflow I
systems
diagram of the stern tube lubricating oil system A
Prevention of oil pollution in case of collision or stranding:
arrangement of the fuel oil tanks, lubricating oil tanks and sludge tanks with indication of I
the volume and of the distance between the tank and the vessel base line/vessel shell side
Prevention of pollution by anti-fouling systems:
specification of antifouling paint A
AWT diagram of the grey water system (collection, treatment, discharge) I
diagram of the sewage system (collection, treatment, discharge) I
details of the sewage holding tank and grey water holding tank A
calculation of the sewage holding tank and grey water holding tank capacity A
description of the Advanced Wastewater Treatment (AWT) plant and relevant operating I
principles
GWT diagram of the grey water system (collection, treatment, discharge) I
details of the grey water holding tank A
calculation of the grey water holding tank capacity A
description of the grey water treatment plant and relevant operating principles I
NDO-x days Calculation of the storage capacity for solid wastes and liquid effluents A
NOX-x% calculation of the weighted average NOx emission level of the vessel A
calculation of the weighted average NOx emission limit of the vessel A
OWS-x ppm Description of the OWS plant and relevant operating principles I
SOX-x% Where low sulphur fuel oils are used:
diagram of the fuel oil supply systems I
change-over procedure I
Where an exhaust gas cleaning system is fitted:
washwater diagram A
description of the system and relevant operating principles I
Note 1:
I = to be submitted for information
A = to be submitted for review
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.

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4 Design requirements for additional 4.1.3 Incineration


class notation Cleanvessel Although incineration is possible, storage and subsequent
discharge to port reception facilities is to be given first prior-
ity.
4.1 Waste management
Except otherwise stated in this Article, storage arrangements
4.1.1 Waste generation are to be provided for all kinds of liquid and solid wastes,
The waste quantities to be considered for calculation of the: with a capacity corresponding to one day operation of the
volume of the holding tanks vessel.
capacity of the waste treatment and storage equipment, Note 1: The attention is drawn to the specific requirements
imposed by certain flag Authorities and/or State or Port Administra-
are to be derived from the experience gained on similar
tion, which may restrict or prohibit waste discharge and/or inciner-
types of vessels operated in similar conditions. Where no
ation in the waters under their jurisdiction.
data are available, the values given in Tab 5 are to be used.

4.1.2 Separation of waste streams 4.2 Oily wastes


Design arrangements and procedures for collecting, sorting,
treating, storing and discharging solid and liquid waste and 4.2.1 Bilge water holding tank
harmful substances are to be such that the discharge or dis- All machinery space bilges and spaces containing hydraulic
charge prohibition criteria can be fulfilled. equipment have to be drained into a bilge water holding
Generally, this implies that the following categories of tank before separation and oil filtration or discharge ashore.
wastes are separated before any treatment or storage: This bilge holding tank is to be separate and independent
products containing hazardous substance, as defined in from the sludge tanks.
[2.1.1] River or freshwater drains not contaminated by oil may be
plastics, which have to be separated from wastes ulti- discharged overboard.
mately discharged to river (sewage or food wastes for
For vessels operating with heavy fuel oil having a relative
instance)
density greater than 0,94 at 15C, the bilge water holding
sewage, including drainage from medical premises, tank is to be fitted with heating facilities.
which has to be collected separately from grey water,
except if a common treatment installation is installed on The bilge water holding tank is to be arranged so as to facil-
board. itate the separation of any oil (or oil emulsions resulting
from the use of bilge cleaning agents) from the bilge water
Note 1: This does not preclude the mixing of effluents after treat- and the removal of accumulated sediments.
ment (e.g. treated sewage mixed with grey water).
Note 2: When water is mixed with wastewater (e.g. for the purpose
The shore discharge piping system from the bilge water
of washing the holding tanks), the discharge requirements for the holding tank is to be terminated by the standard discharge
wastewater apply to the resulting mixture. connection specified in Tab 7.
Note 3: When categories of wastewater having different discharge Note 1: The attention is drawn to the specific requirements
requirements are mixed together, the most stringent requirements imposed by certain flag Authorities and/or State or Port Administra-
apply to the resulting mixture. tion.

Table 5 : Waste generation quantities

Quantities for

No. Type of waste Unit Passenger Passenger


Passenger
vessel / Ferry vessel / Ferry Cargo vessel
vessel
(cabin) (day trip)
1 Plastics kg/person/day 0,1 0,1 0,1 0,1
2 Paper and cardboard kg/person/day 1,0 1,0 1,0 1,0
3 Glass and tins kg/person/day 1,0 1,0 1,0 1,0
4 Food wastes kg/person/day 0,7 0,7 0,7 0,7
5 Total garbage (1 + 2 + 3 + 4) kg/person/day 2,8 2,8 2,8 2,8
12 for a vacuum system
6 Black water litres/person/day
100 for a conventional flushing system
Grey water
7 litres/person/day 160 150 50 100
(excluding laundry and galley)
8 Laundry litres/person/day 80 20 20 40
9 Galley litres/person/day 90 30 30 60
10 Total grey water (7 + 8 + 9) litres/person/day 330 200 100 200

140 Bureau Veritas - Inland Navigation Rules November 2014


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Table 6 : Standard dimensions of flangers for discharge connection

Description Dimension
Outside diameter 215 mm
Inner diameter according to pipe outside diameter
Bolt circle diameter 183 mm
Slots in flange 6 holes 22 mm in diameter, equidistantly placed on the bolt circle of 183 mm diameter, slotted
to the flange periphery. The slot width is to be 22 mm
Flange thickness 20 mm
Bolts and nuts quantity 6, each having a diameter equal to 20 mm and a suitable length
Note 1: The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent
material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.

Table 7 : Standard dimensions of flanges for discharge connection

Description Dimension
Outside diameter 210 mm
Inner diameter according to pipe outside diameter
Bolt circle diameter 170 mm
Slots in flange 4 holes 18 mm in diameter, equidistantly placed on the bolt circle of 170 mm diameter, slotted
to the flange periphery. The slot width is to be 18 mm
Flange thickness 16 mm
Bolts and nuts quantity 4, each having a diameter equal to 16 mm and a suitable length
Note 1: The flange is designed to accept pipes up to a maximum internal diameter of 100 mm and shall be of steel or other equivalent
material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.

4.2.2 Oil residue (sludge) tanks 4.3 Wastewaters


Oil residue (sludge) may be disposed of directly from the oil
residue (sludge) tanks through the standard discharge con- 4.3.1 Design and arrangement of the sewage
nection specified in Tab 7, or any other approved means of system
disposal. The vessel is to be fitted with the following sewage systems:
Note 1: The attention is drawn to the specific requirements
a sewage treatment plant, or
imposed by certain Flag Authorities and/or State or Port Administra-
tion. a sewage comminuting and disinfecting system fitted
with facilities for temporary storage of sewage, or
4.2.3 Overboard discharges from the bilge pumping
system a holding tank of the capacity to the satisfaction of the
Society for the retention of all sewage, having regard to
The overboard discharge valve of any bilge overboard dis-
the operation of the vessel, the number of persons on
charge line, unless passing through the 15 ppm bilge sepa-
board and other relevant factors.
rator, is to be kept shut and provided with lead-sealing
arrangements.
4.3.2 Holding tanks
4.2.4 Segregation of oil and water ballast The holding tanks are to be efficiently protected against cor-
No ballast water is to be carried in any fuel oil or lubricat- rosion and fitted with a level indicator and a high level
ing oil tank. alarm.

4.2.5 Discharge records 4.3.3 Sewage treatment plants and piping

Provisions are to be made to record the following parame- Sewage treatment plants are to be of a type approved in
ters related to the oily water discharge: accordance with the provisions of IMO Resolution
MEPC.159(55).
date and time of the discharge
Provisions are to be made in the design for easy access
vessel location
points for the purpose of obtaining representative influent
quantity and oil content of oily water discharged. and effluent samples.

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4.3.4 Discharge records Table 8 : Waste density


Provisions are to be made to record the following parame-
ters related to the sewage and grey water discharge: Density (kg/m3) of waste
Type of waste
date and time of discharge compacted uncompacted

position of the vessel Glass, tin 1600 160

quantity of sewage or grey water discharged. Paper, cardboard, plastic 410 40


Food wastes 300
4.4 Garbage and hazardous wastes
If incineration is permitted in the areas where the vessel is
4.4.1 Garbage management plan intended to operate, the needed capacity for wastes other
Procedures for collection, sorting, processing and disposal than glass and tins may be reduced by 40%, without being
of garbage are to be available in the garbage management less than the needed volume corresponding to one day.
plan.
4.4.5 Food wastes
The garbage management plan is to include procedures in
Arrangements are to be made to store food wastes prior to
order to make sure that the following hazardous wastes are
discharge to port reception facilities or, where permitted,
not mixed with other waste streams:
disposal into the river.
photo processing waste (including X-ray development
fluid waste) The onboard storage capacity is to be sufficient for one day
food waste production, taking into account the quantities
dry cleaning waste, containing in particular tetrachloro- given in [4.1.1] and the densities given in Tab 8.
ethylene or perchloroethylene (PERC)
Where food waste disposal into the river is permitted, pre-
printing materials, like inks, except soy based, non chlo-
cautions are to be taken to ensure that plastics contami-
rinated hydrocarbon based ink products
nated by food wastes, like plastic food wrappers, are not
laser printer toner cartridges discharged to river with other food wastes.
unused and outdated pharmaceuticals
4.4.6 Incinerators
fluorescent / mercury vapour bulbs
Where fitted, incinerators are to be type-approved by the
batteries Society, designed and constructed according to the require-
used cleaners, solvents, paints and thinners ments of MEPC.76(40), as amended by MEPC.93(45).
products containing metals such as lead, chromium, Proper hazardous waste management procedures including
copper, cadmium and mercury. segregating hazardous wastes should be instituted onboard
each vessel to assure hazardous wastes are not introduced
4.4.2 Handling of hazardous waste into the incinerator. In particular, batteries should be
Hazardous wastes are to be collected and stored in separate removed from any waste that will be incinerated onboard.
leakproof containers prior to disposal ashore. The storage
Ashes containing toxic or heavy metal residues are to be
capacity is to be sufficient for the average production of kept on board in a suitable container and landed ashore for
30 days. The contents of all containers are to be clearly
disposal. Other ashes may be discharged at river where per-
marked.
mitted.
Note 1: Waste fluids associated with photo processing, including
Note 1: Ashes are considered as free from toxic or heavy metal res-
X-ray development, may be treated to remove silver for recycling.
idues when metal analysis show that the limit concentrations given
The effluent from the recovery unit may be led to the grey water
in Tab 10 are not exceeded.
provided it contains less than 5 parts per million (ppm). The resi-
dues from the recovery unit are to be landed ashore for disposal or
recycling. Table 9 : Limit concentrations of
toxic and heavy metal substances in ashes
4.4.3 Collection of garbage
Garbage bins are to be placed at suitable places and within Substance Limit concentration (ppm)
a suitable distance in accommodation spaces and open Arsenic 0,3
decks. Barium 4,0
Hazardous wastes, plastics and food contaminated wastes Cadmium 0,3
are to be collected separately from other wastes.
Chromium 5,0
4.4.4 Storage of garbage Lead 1,5
The vessel is to have sufficient capacity to store all kinds of Mercury 0,01
garbage produced during one day, taking into account the
Selenium 0,3
daily waste generation quantities given in [4.1.1] and the
densities given in Tab 9. Silver 0,2

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4.4.7 Discharge records A seven-barrel spill kit containing the following is to be


available on board, ready to be used during bunkering
Provisions are to be made to record the following parame-
operation:
ters related to the garbage discharge:
sorbents sufficient to absorb seven barrels of oil
date and time of discharge
non-sparking hand scoops, shovels and buckets
vessel location (latitude and longitude) or location of
ashore discharge facilities portable containers suitable for holding seven barrels of
recovered solid waste and seven barrels of recovered
estimated amounts discharged for each category, includ-
liquid waste
ing incinerator ash (in m3).
a minimum of 60 litres of a deck cleaning agent
4.5 Hull antifouling systems appropriate protective clothing to protect personnel
from inhalation hazards, eye exposure and skin contact
4.5.1 Compliance with IMO AFS Convention non-sparking portable pumps with appropriate hoses.
Vessels granted with additional class notation Cleanvessel
have to comply with the relevant requirements of IMO Con- 4.6.3 Stern tube leakage
vention on the Control of Harmful Anti-fouling Systems on
The sealing glands are to be provided with an oil leak pre-
vessels, 2001, requiring the complete prohibition of organ-
vention air seal or the stern tube oil is to be of a non-toxic
otin compounds which act as biocides in anti-fouling sys-
and biodegradable quality approved in accordance with
tems.
recognized standards.

4.5.2 Type-approval of anti-fouling systems The oil tanks are to be fitted with a level sensor giving an
alarm in case of low level. Arrangements are to be made to
Anti-fouling paints are to be of a type approved by the Soci-
record the level of those tanks.
ety, on the basis of the following criteria:
All oil filling or topping up operations are to be recorded.
the product is to be TBT-free
small quantities of organotin compounds acting as a 4.6.4 Oily condensates from venting pipes
chemical catalyst are allowed provided their concentra-
Venting pipes from machinery spaces and containing
tion does not exceed 2500 mg total tin per kg of dry
hydrocarbon vapours are to be led to a venting box pro-
paint.
vided with a draining pipe connected to a suitable oily
drain tank.
4.6 Prevention of pollution by oil spillage
and leakage 4.7 Refrigeration systems
4.6.1 Overflow systems 4.7.1 Application
All fuel and lubricating oil tanks the capacity of which The present sub-article applies to the vessel centralized
exceeds 10 m3 are to be fitted with an overflow system and refrigerating plants, centralized air conditioning plants and
a high level alarm or a flow alarm in the overflow system. gas reliquefaction plants.
The alarm signal is to be given where the person in charge
of the bunkering or transfer operation will normally be They do not apply to the refrigeration facilities intended for
located. the storage of the galley supplies and to the air conditioning
plants for limited parts of the vessel, such as the control
Note 1: The overflow system is to comply with the provisions of Pt C,
rooms and the wheelhouse.
Ch 1, Sec 10, [9.3].

4.7.2 Acceptable refrigerants


4.6.2 Containment systems
The use of halogenated substances as refrigerant is prohib-
On the weather and superstructure decks, each fuel or
ited, with the exception of hydrochlorofluorocarbons
lubricating oil tank vent, overflow and fill pipe connection
(HCFCs), which are permitted until 1 January 2020.
and each other area where oil spillage may occur is to be
fitted with a fixed deck container or enclosed deck area
with a capacity of: 4.7.3 Retention facilities
Refrigeration systems are to be fitted with retention facilities
80 litres if the maximum displacement of the vessel is
having the capability to retain all the refrigerants, should the
between 300 and 1600
necessity to evacuate the whole plant arise in an emer-
160 litres if the maximum displacement of the vessel is gency. The retention facilities may be tanks for liquid media
greater than 1600. and/or bottles for gaseous media. If only tanks for liquid are
used as retention facilities, one or more compressors having
The deck container or area is to be fitted with a closed the combined capacity to discharge completely the
drainage system. medium from the system into the tanks are to be installed.

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4.7.4 Prevention of leakage 4.9.3 NOx reduction methods


Refrigeration systems are to be designed in such a way as to Where NOx reduction methods (such as water injection,
minimise the risk of medium release in the case of mainte- fuel oil emulsification, charge air humidification, exhaust
nance, repair or servicing. Arrangements are to be made to gas after-treatment) are used, they are to be approved by the
isolate those sections which are to be serviced by a system Society and taken into account in the type approval certifi-
of valves and by-passes, in such a way as not to stop the cate of the engine.
operation of the plant, while in service, preventing the risk The measurement of NOx emission levels, where required
of release of the medium outside of the plant. for the control of the reduction process (e.g. to adjust the
Means are to be provided to avoid the possibility of leak to injection rate of the reduction agent for SCR systems), is to
the atmosphere of the refrigerants or its vapours in any case be carried out by means of type-approved analysers.
of failure of the plant.
A warning instruction plate stating that deliberate emissions 4.10 Emission of sulphur oxides (SOx)
of halogenated substances is prohibited is to be displayed in
the vicinity of the vessels and of the releasing devices. 4.10.1 Use of low sulphur fuel oils
Arrangements are to be made to record the following
4.7.5 Leak detection parameters:
The spaces where the medium might be likely to leak are to volume of fuel oil in each tank
be continuously monitored by appropriate leak detectors, date, time and position of the vessel when the fuel
which are to be of a type approved by the Society. change-over operation is completed or started.
4.7.6 Alarm 4.10.2 Use of exhaust gas cleaning systems
Any detection of medium leak is to activate an audible and Exhaust gas cleaning (EGC) systems, which may be
visible alarm in a normally manned location. The alarm is accepted as an arrangement equivalent to the use of low
to be activated when the concentration of refrigerating or sulphur fuel oils are to be approved in accordance with
fire extinguishing medium reaches a value agreed with the IMO Resolution MEPC.184(59): 2009 Guidelines for
Society on a case by case basis. exhaust gas cleaning systems.
EGC systems are to be fitted with data measuring, recording
4.8 Fire-fighting systems and processing devices in accordance with the aforesaid
Resolution.
4.8.1 Acceptable fire-fighting media
The discharge washwater is to satisfy the criteria given in
The use of halon and halocarbons media in the fixed and
the aforesaid Resolution.
portable fire fighting equipment is prohibited.
Washwater treatment residues generated by the EGC unit
4.8.2 Design requirements for fire-fighting systems are to be stored in a holding tank having a capacity suffi-
Provisions are to be made for the safe containment and dis- cient for 30 days operation of the vessel, then delivered
posal of fire-fighting media in case of spillage during main- ashore to adequate reception facilities. Such residues are
tenance or repair. not be discharged to the sea or incinerated on board.

4.9 Emission of nitrogen oxides (NOx) 5 Additional class notation AWT


4.9.1 Application 5.1 Scope
The following requirements apply to all diesel engines,
independently of the service, with a rated power of more 5.1.1 The additional class notation AWT applies to vessels
than 130 kW, installed on the vessel, with the exceptions of: fitted with an advanced wastewater treatment (AWT) plant,
emergency diesel engines, diesel engines installed in capable of treating both sewage and grey waters with an
lifeboats and any other diesel engines intended to be effluent quality complying with [5.3].
used solely in an emergency situation, independently of Note 1: Effluents from the AWT plant may be reused or recycled
their rated power only if they comply with a recognised quality standard for potable
water.
engines which are subject to alternative measures for
limiting NOx emission, under special consideration of
the Society.
5.2 Definitions and abbreviations

Note 1: NOx emissions from gas only engines, gas turbines, boilers 5.2.1 7-day average
and incinerators are not subject to these requirements. The 7-day average is the arithmetic mean of pollutant
parameter values for samples collected in a period of
4.9.2 NOx certification of engines 7 consecutive days.
Prior to installation onboard the vessel, new engines have to
be NOx-certified in accordance with the relevant provisions 5.2.2 30-day average
of the NOx limit for the intended application. A valid type The 30-day average is the arithmetic mean of pollutant
approval certificate (or statement of compliance) is nor- parameter values for samples collected in a period of
mally to be issued by the Society. 30 consecutive days.

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5.2.3 BOD5 a) Fecal coliform standard


BOD5 is the 5-day measure of the pollutant parameter bio- The geometrical mean of the fecal coliform count of the
chemical oxygen demand. samples of the effluent taken during the test period
should not exceed 14 coliforms/100 ml M.P.N. (most
5.2.4 Percent removal probable number) as determined by a 5-tube fermenta-
tion analysis or an equivalent analytical procedure. In
The percent removal is a percentage expression of the addition, no more than 10% of the number of samples
removal efficiency across a treatment plant for a given pol- exceed a M.P.N. of 43 coliforms/100 ml.
lutant parameter, as determined from the 30-day average
values of the raw wastewater influent pollutant concentra- b) Total suspended solids standard
tions to the AWT plant and the 30-day average values of the The geometrical mean of total suspended solids is not to
effluent pollutant concentrations for a given time period. exceed 10 mg/l.
c) 5-day biochemical oxygen demand (BOD5) standard
5.2.5 SS
The geometrical mean of BOD5 is not to exceed
SS is the pollutant parameter total suspended solids.
20 mg/l.
d) Total nitrogen (TN) standard
5.3 Design of the AWT plant
The geometrical mean of TN is not to exceed 10 mg/l.
5.3.1 Required capacity e) Total phosphorus (TP) standard
The capacity of the AWT plant is to be sufficient for the The geometrical mean of TP is not to exceed 1 mg/l.
maximum number of persons onboard, taking into account
the sewage and grey water quantities given in [4.1.1].
6 Additional class notation GWT
5.3.2 Effluent quality
The AWT plant is to be so designed that the minimum level 6.1 Scope
of effluent quality complies with the following limits:
6.1.1 The additional class notation GWT applies to vessels
a) BOD5 fitted with a grey water treatment system, the effluents from
which have a quality complying with [6.2].
1) the 30-day average is not to exceed 30 mg/l
Note 1: Effluents from the grey water treatment plant may be
2) the 7-day average is not to exceed 45 mg/l reused or recycled only if they comply with a recognised quality
3) the 30-day average percent removal is not to be less standard for potable water.
than 85%
6.2 Design of the grey water treatment plant
b) SS
1) the 30-day average is not to exceed 30 mg/l 6.2.1 Required capacity
2) the 7-day average is not to exceed 45 mg/l The capacity of the grey water treatment plant is to be suffi-
cient for the maximum number of persons onboard, taking
3) the 30-day average percent removal is not to be less into account the daily production of grey water given in
than 85% [4.1.1].
c) pH
6.2.2 Effluent quality
The effluent values for pH are to be maintained within The grey water treatment plant is to be so designed that the
the limits of 6,0 to 9,0 minimum level of effluent quality complies with the limits
d) Fecal coliform given in IMO Resolution MEPC.159(55).
The geometric mean of the samples from the discharge 6.2.3 Type tests
during any 30-day period is not to exceed 20 fecal coli-
Grey water treatment plants are to be type-approved in
forms/100 millilitres (ml) and no more than 10% of the
accordance with IMO Resolution MEPC.159(55).
samples may exceed 40 fecal coliforms/100 ml
e) Total residual chlorine
7 Additional class notation NDO-x days
Concentrations of total residual chlorine is not to
exceed 10,0 micrograms per litre (g/l).
7.1 Scope
5.3.3 Type tests 7.1.1 The additional class notation NDO-x days applies to
Advanced Wastewater Treatment plants are to be of a type vessels having sufficient onboard storage capacity for solid
approved in accordance with IMO Resolution waste and liquid effluents, allowing the fully loaded vessel
MEPC.159(55), taking into account the following effluent to operate without discharging any substances into the
standards: water during x consecutive days (no discharge period).

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7.2 Design requirements 8 Additional class notation NOX-x%


7.2.1 The no discharge operation presupposes that, during
8.1 Scope
the no discharge period:
no incineration is carried out 8.1.1 The additional class notation NOX-x% applies to ves-
sels fitted with diesel engines having a weighted average
no waste nor effluents are discharged into the water.
NOx emission level not exceeding x% of the weighted aver-
age limit.
Note 1: Where the AWT notation is assigned to the vessel, the dis-
charge of treated sewage and treated grey water is allowed. The NOx performance index x is to be 90.
Note 2: Discharge of washwaters from exhaust gas clean cleaning
(EGC) systems are not allowed during the no discharge operation. 8.2 Design requirements
The installation of closed loop EGC systems may be considered in
this respect.
8.2.1 General
7.2.2 The storage capacity for each of the following solid The diesel engines to be considered are those referred to in
and liquid wastes is to be sufficient to allow the no dis- [4.9.1].
charge operation of the vessel during x days: NOx reducing devices may be considered if they are cov-
plastics ered by the type approval certificate of the engine.

paper and cardboard 8.2.2 Calculation of the weighted average NOx


emission level of the vessel
glass and tins
The weighted average NOx emission level of the vessel
food waste
[NOx]vessel , in g/kWh, is to be calculated as follows:
sewage (see Note 1) n

grey water (see Note 1) [ NOx ] P


i=1
i i

[ NOx ] vessel = -----------------------------------


sewage sludges (where applicable) n

Pi
bilge water i=1

oil residues (sludge) where:

hazardous wastes n : Total number of engines installed on the vessel

washwater treatment residues from EGC units (where [NOx]i : NOx emission level, in g/kWh, of each individ-
applicable). ual engine as per EIAPP certificate
Pi : Rated power of each engine, in kW.
Note 1: Storage capacity is not required for treated sewage and
treated grey water when the notation AWT is assigned to the vessel.
8.2.3 Calculation of the weighted average NOx
emission limit of the vessel
7.2.3 Except otherwise stated, the storage capacities are to
be based on: The weighted average NOx emission limit of the vessel
[NOX]max , in g/kWh, is to be calculated as follows:
the maximum number of persons onboard
n

the daily production of solid waste and liquid effluents [ NO ]


i=1
X max, i Pi
given in [4.1.1]. [ NO X ] max = --------------------------------------------
n

7.2.4 Unless otherwise justified, the minimum capacity Pi


i=1
required for the bilge water holding tank is not to be less
than x times the capacity given in Tab 6. where:
n, Pi : As defined in [8.2.2]
Table 10 : Minimum capacity of the bilge water
[NOX]max, i: Applicable NOx emission limit of each individ-
holding tank according to main engine rating
ual engine, in g/kWh, to be taken, depending
on the engine rotational speed N, equal to:
Main engine rating (1) Capacity (m3)
[14,4 when N < 130 rpm
up to 1000 kW 1,5
above 1000 kW 1,5 + (P 1000) / 1500 44 n0,23 when 130 < N 2000

(1) For diesel-electric propulsions, the main engine rating 7,7 when N > 2000.
is to be substituted with the aggregate power of the Note 1: More stringent restrictions may be imposed by National
electric power motors. Flag Authorities in certain area.

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Pt D, Ch 2, Sec 11

8.2.4 Calculation of the NOx performance index x 10.2.2 Use of exhaust gas cleaning systems as
alternative arrangement
The NOx performance index x is to be calculated as fol-
lows: Where exhaust gas cleaning systems are used, they are to
be approved for a SOx emission performance correspond-
[ NOx ] vessel ing to the use of a fuel oil having a sulphur content of x% of
x = ---------------------------
-
[ NO X ] max the limit 0,1% m/m.
where: Provisions of [4.10.2] for data measuring and recording are
[NOx]vessel : Weighted average NOx emissions for the vessel, to be complied with.
in g/kWh, as calculated in [8.2.2]
[NOX]max: Weighted average NOx emission limit for the 11 Onboard surveys
vessel, in g/kWh, as calculated in [8.2.3].

11.1 Application
9 Additional class notation OWS-x ppm
11.1.1 Survey requirements for the additional class nota-
9.1 Scope tions Cleanvessel, and other additional class notations listed
in Tab 1 are given in Pt A, Ch 3, Sec 8.
9.1.1 The additional class notation OWS-x ppm applies to This Article contains additional requirements applying to
vessels fitted with an oily water separator (OWS) capable of the additional class notations Cleanvessel.
producing effluents having a hydrocarbon content not
exceeding x ppm.
11.2 Periodical tests and measurements
The OWS performance index x is to be 10.
done by the vessel Owner
Note 1: ppm means parts of oil per million parts of water by vol-
ume. 11.2.1 Purpose
The following tests and measurements, done under the
9.2 Design requirements responsibility of the vessel Owner, are intended to demon-
strate the effective implementation of the waste manage-
9.2.1 The OWS is to be type-approved in accordance with ment procedures and the constant level over time kept by
the provisions of IMO Resolution MEPC.107(49), for an the quality of the effluents discharged at water.
effluent quality of x ppm.
The bilge alarm and the automatic stopping device are to be 11.2.2 Initial period - Initial tests
efficient for the x ppm limit.
During the first year of commercial operation, the vessel
Owner is to proceed with the following measurements and
10 Additional class notation SOX-x% analyses:

collection of actual on board datas concerning the vol-


10.1 Scope ume of wastes generation, using the waste streams as
defined in Tab 10
10.1.1 The additional class notation SOX-x% applies to
analyses of the effluent and waste streams for pollutant
vessels using fuel oils with the sulphur content not exceed-
concentration, according to the periodicity defined in
ing x% of the limit 3,5% m/m.
Tab 11.
The SOx performance index x is to be 90.
Table 11 : Frequency of analyses of waste streams
Alternative arrangements may be accepted if the resulting
during the first year of service
SOx emission reduction is deemed equivalent to that corre-
sponding to the use of fuel oils with reduced sulphur con-
tent. Frequency of
Waste stream
analyses
Note 1: More stringent restrictions may be imposed by National
Flag Authorities in certain area. Metals analyses in incinerator ash (1) quarterly
Metals analyses in grey water quarterly

10.2 Design requirements Effluent analyses sewage treatment plan yearly


Effluent analyses for Advanced Waste-
quarterly
10.2.1 Use of fuel oils with reduced sulphur content water Treatment
Where fuel oils with reduced sulphur content are used, the (1) If the vessel is equipped to dump incinerator ash over-
requirements in [4.10] are to be complied with. board.

November 2014 Bureau Veritas - Inland Navigation Rules 147


Pt D, Ch 2, Sec 11

11.2.3 Periodical tests after first year of service Table 13 : Permissible number of analyses
The effluents and wastes usually discharged to water are to exceeding limit values
be periodically sampled and analyzed by a qualified labo-
Number of analyses Maximum number of
ratory. The frequency of these tests in a five-year term period
in a 5-year period analyses above limit
is specified in Tab 12.
2-5 0
Tab 13 lists the number of occurrences where the pollutant
maximum concentration may exceed the limit concentra- 20 3
tion specified in Tab 14 and Tab 9, without exceeding the
reject value. 11.2.4 Water effluent standard
The effluent standard for biological analyses of waters are
Test results of the measurements are to be recorded in the given in Tab 14.
wastewater and garbage logbooks and made available to
the surveyor during the periodical surveys. 11.2.5 Metals analyses
The analyses given in Tab 9 are to qualify the incinerator
Table 12 : Frequency of analyses of waste streams ash and grey water as free from hazardous wastes. The met-
after the first year of service als listed in Tab 9 are considered as indicators of toxicity.

Number of analyses
Waste stream
in a 5-year period
11.3 Periodical surveys
Metals analyses in incinerator ash (1) 2 11.3.1 Initial survey Tests
Metals analyses in grey water 2 After installation on board, the equipment and systems rele-
vant to the requirements of the present Section are to be
Effluent analyses sewage treatment tested in the presence of the Surveyor under operating con-
2
plan ditions. The control, monitoring and alarm systems are also
Effluent analyses for Advanced to be tested in the presence of the Surveyor or their func-
20
Wastewater Treatment tioning is to be simulated according to a procedure agreed
Oil content analyses of machinery with the Society.
2
bilge water
11.3.2 Periodical survey
(1) If the vessel is equipped to dump incinerator ash over- The periodical surveys are to be carried out in accordance
board. with the provisions of Pt A, Ch 3, Sec 8, [3].

Table 14 : Biological analyses standard for waters

Water to be tested Pollutant Limit concentration Reject value


Effluent of oil filtering equipment Oil 15 ppm
Effluent of sewage treatment plant Fecal coliform 100 coliforms/100 ml
Total suspended solids (TSS) 35 mg/l
5-day biochemical oxygen demand (BOD5) 25 mg/l
Effluent of AWT unit Fecal coliform 14 coliforms/100 ml 43 coliforms/100 ml
(applies only to vessels having the
TSS 10 mg/l 25 mg/l
additional class notation AWT)
BOD5 20 mg/l 30 mg/l
Total Nitrogen (TN) 10 mg/l 25 mg/l
Total phosphorus (TP) 1 mg/l 5 mg/l

148 Bureau Veritas - Inland Navigation Rules November 2014


Pt D, Ch 2, Sec 12

SECTION 12 EQUIPPED FOR TRANSPORT OF PASSENGERS

1 General 1.3.2 Non-combustible material


Definition of a non-combustible material is given in Pt C,
Ch 3, Sec 1, [2.13].
1.1 Application
1.3.3 A-class divisions
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of the additional class A-class divisions are defined in Pt C, Ch 3, Sec 1, [2.2].
notation Equipped for transport of passengers, as defined in
1.3.4 B-class divisions
Pt A, Ch 1, Sec 3, [10.7].
B-class divisions are defined in Pt C, Ch 3, Sec 1, [2.3].
1.1.2 Vessels dealt with in this Section are, in addition, to
comply with the requirements stated under Part A, Part B 1.3.5 Main fire zones
and Part C of the Rules, as applicable. Main fire zones are those sections into which the hull,
superstructures and deckhouses are divided by divisions of
1.1.3 The requirements of this Section are to be applied for adequate fire integrity:
safety of passengers according to Tab 1. the mean length and width of which on any deck does
Where available, statutory Rules (dealing with safety) in the not, in general, exceed 40 m, or
operating area of the vessel (e.g. European directive) are to the area of which on any deck does not exceed 800 m2.
take precedence over these requirements.
1.3.6 Safe area
Table 1 : Requirements applicable Safe area is the area which is externally bounded by a verti-
for safety of passengers cal surface running at a distance of BWL/5 parallel to the
course of the hull in the line of maximum draught (see Note
Item Articles
1).
Vessel arrangement [2] Note 1: Breadth of waterline BWL is the breadth of the vessel mea-
Fire protection, detection and extinction [3] sured from the outside of the side plating at the maximum draught
line.
Safety devices and equipment [4]
Stability [5]
2 Vessel arrangement
1.2 Documentation to be submitted
2.1 Watertight subdivision
1.2.1 In addition to the documents required in other parts
2.1.1 The bulkheads called for in Pt B, Ch 2, Sec 1, [1] are
of these Rules, the following drawings and documents are
to be extended upwards to the bulkhead deck.
to be submitted where applicable, for review:
ventilation plan 2.1.2 Passenger spaces are to be separated by gastight bulk-
safety plan (with escape way) heads from holds and machinery spaces.
fire divisions
2.2 Openings in watertight bulkheads
vessel arrangement plan
details of fire protection, detection and extinction 2.2.1 The number of openings in watertight bulkheads shall
be as small as is compatible with the construction and
details of safety devices and equipment
proper operation of the vessel.
intact stability calculations.
2.2.2 Open piping systems and ventilation ducts are to be
1.3 Definitions routed in such a way that no further flooding can take place
in any considered damaged condition.
1.3.1 Margin line Bulkhead openings below the margin line are to be made
Margin line is an imaginary line drawn on the side plating watertight.
not less than 10 cm below the bulkhead deck and not less
than 10 cm below the lowest non watertight point of the 2.3 Bulkhead doors
vessel side. If there is no bulkhead deck, a line drawn not
less than 10 cm below the lowest line up to which the outer 2.3.1 Bulkhead doors are not permitted in the bulkheads
plating is watertight shall be used. between passenger and machinery spaces.

November 2014 Bureau Veritas - Inland Navigation Rules 149


Pt D, Ch 2, Sec 12

2.3.2 Bulkhead doors which are normally in the OPEN 3.3.5 Manually operated call points are to be provided, in
position must be locally operable from both sides of the addition to the automatic system:
bulkhead, must be capable of being closed from an accessi- in passageways, enclosed stairways and at lifts
ble location above the bulkhead deck. in saloons, day rooms and dining rooms
Bulkhead doors without remote control are permitted only in machinery spaces, galleys and spaces with a similar
outside the passenger area. They are to be kept closed and fire hazard.
may only be briefly opened to allow passageway. The manually operated call points shall be spaced not more
than 10 m apart, however at least one call point shall be
available in every watertight compartment.
3 Fire protection, detection and
extinction 3.3.6 The alarm set off by a manual call point shall be
transmitted only to the rooms of the vessel's officers and
crew and must be capable of being cancelled by the ves-
3.1 General sel's officers. Manual call points are to be safeguarded
against unintended operation.
3.1.1 The requirements of this Article apply in addition to
the general requirements for fire protection, detection and 3.4 Control of smoke spread
extinction developed in Part C, Chapter 3.
3.4.1 Control centres, stairways and internal assembly sta-
tions shall be provided with a natural or a mechanical
3.2 Fire prevention smoke extraction system.
Smoke extraction systems shall comply with [3.4.2] to
3.2.1 Sounding pipes [3.4.8].

Sounding pipes of fuel tanks may not terminate in accom- 3.4.2 They shall provide sufficient capacity and reliability.
modation or passenger spaces.
3.4.3 They shall consider the operating conditions of pas-
senger vessels.
3.3 Fire detection and alarm
3.4.4 When the normal ventilation system is used for this
purpose, it shall be designed that its function will not be
3.3.1 All day rooms normally accessible to passengers and impaired by smoke.
crew as well as galleys and machinery spaces are to be
monitored by a type tested, automatic fire detection and 3.4.5 They shall be provided with manual actuation.
alarm system.
3.4.6 It shall be possible to operate mechanical smoke
extraction systems from a position permanently occupied
3.3.2 Detectors are to be grouped into separate sections, by crew.
each of which shall not comprise more than one main fire
zone or one watertight division and not more than two ver- 3.4.7 Natural smoke extraction systems shall be provided
tically adjacent decks. with an opening mechanism, operated either manually or
by a power source inside the ventilator.
If the fire detection system is designed for remote and indi-
vidual identification of detectors, several decks in one main 3.4.8 Manually operated actuators and opening mecha-
fire zone respectively one watertight division may be moni- nism shall be accessible from inside and outside of the pro-
tored by the same detector loop. The detector loop shall be tected space.
so arranged, that in the event of a damage (wire break, short
circuit, etc.) only a part of the loop becomes faulty. 3.5 Fire containment

Smoke detectors shall be used in passage ways, stairways 3.5.1 The following passenger areas shall be divided by
and escape routes. Heat detectors shall be used in cabins in vertical divisions complying with [3.6]:
the accommodation area. Flame detectors shall only be a) passenger areas with a total surface area of more than
used in addition to the other detectors. 800 m2
b) passenger areas in which there are cabins, at intervals of
3.3.3 The blowout of a fire and the area concerned are to not more than 40 m.
be signalled automatically to a permanently manned sta- The vertical divisions shall be smoke-tight under normal
tion. operating conditions and shall be continuous from deck to
deck.
3.3.4 Requirements [3.3.2] and [3.3.3] are deemed to be The doors shall be of self-closing type or shall be capable of
met in case of spaces protected by an automatic pressure remote release from the bridge and individually from both
water-spraying system designed in accordance with Pt C, sides of the door. Status of each fire door (open/closed posi-
Ch 3, Sec 4, [3]. tion) shall be indicated on the bridge.

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Pt D, Ch 2, Sec 12

3.5.2 Hollows above ceilings, beneath floors and behind g) Store rooms: defined in Pt C, Ch 3, Sec 1, [2.20]
wall claddings shall be separated at intervals of not more Miscellaneous stores, lockers having deck area exceed-
than 14 m by non-combustible draught stops which, even ing 4 m2, air conditioning rooms.
in the event of fire, provide an effective fireproof seal.
The title of each category is intended to be typical rather
than restrictive.
3.6 Fire structural integrity
3.6.3 All insulation materials, bulkheads, linings, ceilings
3.6.1 Integrity of bulkheads and decks and draught stops shall be of at least approved non-com-
bustible material.
The minimum fire integrity of all bulkheads and decks shall
be as shown in Tab 2. Primary deck coverings and surface materials shall be of an
approved type.
3.6.2 For the purpose of determining the appropriate fire
3.6.4 All stairways are to be of steel frame or other non-
integrity standard to be applied to boundaries between
combustible construction.
adjacent spaces, such spaces are classified according to
their fire risk described in the following categories: Stairways connecting more than two decks are to be
enclosed by at least class B bulkheads. Stairways connect-
a) Control centres: defined in Pt C, Ch 3, Sec 1, [2.4] ing only two decks need to be protected at least at one deck
Wheelhouse, rooms containing the vessels radio equip- level by class B bulkheads. Doors shall have the same fire
ment, rooms containing centralised fire alarm equip- resistance as the bulkheads in which they are fitted.
ment, rooms containing centralised emergency public Where class A and B divisions are penetrated for the pas-
address system stations and equipment, etc. sage of cables, pipes, trunks, ducts etc. or for the fitting of
b) Stairwells: defined in Pt C, Ch 3, Sec 1, [2.18] ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ensure that the fire resis-
Interior stairwells, lifts, enclosed emergency escape tance is not impaired.
trunks. In this connection a stairwell which is enclosed
at one level only shall be regarded as part of the space 3.6.5 Ventilation system
from which it is not separated by a fire door, etc. All parts of the system shall be made of non-combustible
c) Muster areas: defined in Pt C, Ch 3, Sec 1, [2.12] material, except that short ducts applied at the end of the
ventilation device may be made of a material which has
d) Lounges: defined in Pt C, Ch 3, Sec 1, [2.7] low-flame spread characteristics.
Cabins, public spaces, sale shops, barber shops and The ventilation ducts shall be divided with closing appli-
beauty parlours, saunas, pantries containing no cooking ances analogously to the requirements of [3.5.1].
appliances, small lockers (deck area < 4 m2), etc. When ventilation ducts with a cross-section of more than
e) Machinery spaces: defined in Pt C, Ch 3, Sec 1, [2.10] 0,02 m2 are passed through partitions according to [3.6.1]
of type A or partitions according to [3.5.1], they shall be fit-
Main propulsion machinery room, auxiliary machinery
ted with approved fire dampers which can be operated from
spaces, etc.
a location permanently manned by shipboard personnel or
f) Galleys: defined in Pt C, Ch 3, Sec 1, [2.6] crew members.

Table 2 : Fire integrity of bulkheads and decks

Control Muster Machinery spaces


Spaces Stairwells Lounges Galleys Store rooms
centres areas of Category A
Control centres A0 A0 / B0 (1) B0 A30 A0 A0
Stairwells A0 B0 A30 A0 A0
Muster areas A0 / B0 (2) A30 A0 A0
Lounges / B0 (3) A30 A0 A0
Machinery spaces of A30 / A0 (4) A15 A0
Category A
Galleys A0 / B0 (5)
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type
B0.
(2) Divisions between lounges and internal muster areas shall correspond to type A0, but external muster areas only to type B0.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to Ch 1,
Sec 6, [3.5.1] shall comply with B0.
(4) Divisions between machinery spaces of Category A shall comply with type A30; in other cases they shall comply with type A0.
(5) B0 is sufficient for divisions between galleys, on the one hand, and cold-storage rooms and food store rooms, on the other.

November 2014 Bureau Veritas - Inland Navigation Rules 151


Pt D, Ch 2, Sec 12

3.7 Fire fighting 3.8 Escape

3.7.1 General water fire extinguishing system 3.8.1 Means of escape

Vessels over 25 m LWL are, in addition to the applicable The number and width of the exits of passenger rooms shall
requirements of Pt C, Ch 3, Sec 4, subject to the following comply with the applicable statutory Regulations or recog-
requirements: nized standards

a) It must be possible to project at least two jets of water 3.8.2 Doors of passenger rooms
simultaneously on any part of the vessel from two differ- Doors of passenger rooms shall comply with the following
ent hydrants using for each a single length of hose not requirements:
more than 20 m long. The length of throw must be at
least 12 m with a nozzle diameter of 12 mm. a) with the exception of doors leading to connecting corri-
dors, they shall be capable of being opened outwards or
b) The minimum capacity of the fire pump is to be be constructed as sliding doors
20 m3/h.
b) cabin doors shall be made in such a way that they can
c) If the fire pump is located in the engine room, a second also be unlocked from the outside at any time
power-driven fire pump must be provided outside the c) powered doors shall open easily in the event of failure
engine room. The pump drive must be independent of of the power supply to this mechanism.
the engine room, and the pump capacity must conform
to items a) and b) above. 3.8.3 Stairs
Connections in the piping system with the engine room Stairs and their landings in the passenger areas shall comply
must be capable of being shut off from outside at the with the following provisions:
point of entry into the engine room.
a) they shall be designed and constructed in accordance
A portable pump may be accepted, provided that a per- with applicable statutory Regulations and/or recognized
manently installed pump is available in the engine standards
room.
b) where there is not at least one staircase on each side of
d) Two fire hoses with dual-purpose nozzles are to be the vessel in the same room, they shall lie in the safe
located in hose boxes in both fore ship and aft ship. Fur- area.
ther fire hoses may be required depending on the size
and structural features of the vessel. 3.8.4 Escape routes
Escape routes shall comply with the following require-
3.7.2 Portable fire extinguishers ments:
a) One additional fire extinguisher is to be provided for: a) stairways, exits and emergency exits shall be so dis-
posed that, in the event of a fire in any given area, the
each unit of 120 m2, or part thereof, of the gross other areas may be evacuated safely
floor area in passenger areas
b) the escape routes shall lead by the shortest route to mus-
each group of 10 cabins, or part thereof. ter areas
b) Galleys and shops shall, depending on their size and c) escape routes shall not lead through engine rooms or
contents, be provided with additional fire extinguishers. galleys
c) These additional fire extinguishers are to be installed d) there shall be no rungs, ladders or the like installed at
and distributed on the vessel so that, in the event of fire any point along the escape routes
starting at any point and at any time, a fire extinguisher
e) doors to escape routes shall be constructed in such a
can be reached immediately.
way as not to reduce the minimum width of the escape
route
3.7.3 Fixed gas fire extinguishing systems
f) escape routes and emergency exits shall be clearly
Machinery spaces containing internal combustion engines, signed.
and oil fired boilers shall be provided with a fixed gas fire
extinguishing system i