DNV-RU-SHIP Pt.6 Ch.5

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RULES FOR CLASSIFICATION
Ships
Edition July 2022
Amended August 2022
Part 6 Additional class notations
Chapter 5 Equipment and design features
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DNV AS
FOREWORD
DNV rules for classification contain procedural and technical requirements related to obtaining and
retaining a class certificate. The rules represent all requirements adopted by the Society as basis
for classification.
© DNV AS July 2022
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CHANGES – CURRENT
Part 6 Chapter 5 Changes - current
This document supersedes the July 2021 edition of DNV-RU-SHIP Pt.6 Ch.5.
The numbering and/or title of items containing changes is highlighted in red.
Amendments August 2022, entering into force 1 January 2023
Topic Reference Description
Requirements for solid bulk Sec.10 Table 13 Re-capitalised the Bulk Cargo Shipping Name column according

cargoes to the IMSBC Code.
Changes July 2022, entering into force 1 January 2023
Class notation Sec.2 Updated class notation Hatchcoverless to align with current

Hatchcoverless industry practice, new model test requirements (flag authority
Netherlands), considering experience with its application since
the introduction 2018.
Ventilation fans Sec.9 [5.1.1], Added requirement for ventilation fans serving hazardous

Sec.10 [2.6.1], spaces.
Sec.10 [3.5.1]
Sec.11 [5.2.6]
Insulation of machinery space Sec.10 [2.14.1] Clarified SOLAS requirements and provided a guidance note.

bulkheads on weather decks of
container ships
New edition of the IMSBC Sec.10 [3] Added and updated new cargoes and definitions amended.

Code, Amendment 06-21
Requirements for the Carriage Sec.10 Table 13 Clarified documentation requirements for adding of direct

of direct reduced iron (B) and reduced iron (B) and (C) to the cargo list.
(C)
Class notation Gas bunker Sec.14 Clarified rules requirements and provided guidance notes.
Sec.14 Table 3 Updated documentation requirements with comments to
document types, and added for flow diagram for vapour
handling cargo systems.
Sec.14 Table 4 Updatedcompliance documentation.
Sec.14 Table 5 Updated standards references.
Definitions Sec.15 [1.5] Added details to definition of cargo area for safety hazard

substances.
Return mud systems Sec.15 [2.9] Introduced requirements to return mud systems.
P/V valves Sec.15 [3.12.4] Introduced possibility to design in-line P/V valves with outlet

below design water line.
Rules for classification: Ships — DNV-RU-SHIP Pt.6 Ch.5. Edition July 2022, amended August 2022 Page 3
Equipment and design features
DNV AS
Part 6 Chapter 5 Changes - current
Class notation Gas power Sec.20 [1.7] Updated documentation requirements and compliance
plants documentation.
Sec.20 [1.8] Updated compliance documentation.
Class notation Smart Sec.24 Table 6 Updated and added enhancements for the qualifier OPM.
Sec.24 Table 7 Updated and added enhancements for the qualifier OPH.
Sec.24 Table 8 Updated, added and deleted enhancements for the qualifier
EEN.
Class notation Mooring Sec.25 Introduced the additional class notation Mooring, providing

a verification that MSC.1/Circ.1619 and MSC.1/Circ.1620 are
followed up during design and during operation of the ship.
Class notation SBC Sec.26 Implemented the new class notation SBC, demonstrating

compliance with MSC.277(85) for ships carrying solid dry bulk
cargo.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
DNV AS
CONTENTS
Part 6 Chapter 5 Contents
Changes – current.................................................................................................. 3
Section 1 Transportation of containers - Container...............................................23
1 General.............................................................................................. 23
1.1 Introduction................................................................................... 23
1.2 Scope............................................................................................ 23
1.3 Application..................................................................................... 23
1.4 Class notation................................................................................ 23
1.5 Documentation............................................................................... 23
1.6 Certification....................................................................................24
1.7 Surveys and testing........................................................................ 24
2 Stowage of containers on deck..........................................................24
2.1 General..........................................................................................24
2.2 Stowage on deck with neither lashing nor lateral rigid support.............. 25
2.3 Stowage on deck with lashing but without lateral rigid support..............25
2.4 Stowage on deck with lateral rigid support.........................................25
3 Stowage of containers below deck.................................................... 25
3.1 General..........................................................................................25
3.2 Stowage below deck with neither cell guides nor lashing...................... 25
3.3 Stowage below deck with lashing but without cell guides..................... 26
3.4 Dimensioning of other rigid lateral support structures.......................... 26
4 Lashing computer system.................................................................. 28
4.1 General..........................................................................................28
5 Hull support structures......................................................................28
5.1 General..........................................................................................28
6 Special requirements........................................................................29
6.1 Wave breakers................................................................................29
Section 2 Ships designed without hatchcover - Hatchcoverless............................ 30
1 General.............................................................................................. 30
1.1 Introduction................................................................................... 30
1.2 Scope............................................................................................ 30
1.3 Application..................................................................................... 30
1.4 Definitions......................................................................................30
1.5 Documentation requirements............................................................31
2 General requirements........................................................................ 31
2.1 Strength requirements in the intact flooded condition......................... 31
DNV AS
3 Special requirements for vessels with the class notation Multi-
purpose dry cargo ship or General dry cargo ship................................ 32
3.1 Adaption of MSC/Circ.608/Rev.1 requirements.................................... 32
3.2 Model tests for the determination of green water ingress in open cargo
holds.................................................................................................. 32
3.3 Procedure for model tests................................................................ 32
3.4 Intact stability................................................................................ 33
3.5 Damage stability.............................................................................34
3.6 Cargo hold bilge dewatering system and freeing ports......................... 34
3.7 Fire protection requirements............................................................ 35
3.8 Dangerous goods............................................................................ 37
3.9 Solid bulk cargoes.......................................................................... 37
3.10 Securing and stowage of opened or removed hatch covers................ 37
Section 3 Permanently installed cranes - Crane....................................................38
1 General.............................................................................................. 38
1.1 Introduction................................................................................... 38
1.2 Scope............................................................................................ 38
1.3 Application..................................................................................... 38
1.4 Definitions......................................................................................38
1.5 Certification....................................................................................38
1.6 Documentation............................................................................... 39
2 Design loads...................................................................................... 39
2.1 General..........................................................................................39
3 Overturning and sliding..................................................................... 40
3.1 Overturning.................................................................................... 40
3.2 Sliding........................................................................................... 40
4 Testing............................................................................................... 40
4.1 General..........................................................................................40
5 Stability............................................................................................. 40
5.1 Stability requirements for heavy lift operations................................... 40
Section 4 Additional fire safety - F....................................................................... 41
1 General.............................................................................................. 41
1.1 Objective....................................................................................... 41
1.2 Scope............................................................................................ 41
1.3 Application..................................................................................... 41
1.4 Class notation................................................................................ 41
1.6 Terms and definitions...................................................................... 44
DNV AS
1.7 Firefighter's outfit........................................................................... 45
2 Accommodation - F(A).......................................................................45
2.1 General..........................................................................................45
2.2 Restricted use of combustible materials............................................. 46
2.3 Emergency escape.......................................................................... 46
2.4 Structural fire protection..................................................................46
2.5 Ventilation - passenger vessels.........................................................47
2.6 Fire detection and alarm system.......................................................47
2.7 Portable fire extinguishers................................................................47
2.8 Fire water system........................................................................... 48
2.9 Other items....................................................................................48
3 Machinery spaces - F(M)................................................................... 48
3.1 General..........................................................................................48
3.2 Oil systems.................................................................................... 49
3.3 Hot surfaces...................................................................................50
3.4 Fire detection and alarm system.......................................................51
3.5 Fixed local application fire extinguishing system................................. 52
3.6 Main extinguishing systems..............................................................54
3.7 Portable fire extinguishers................................................................56
4 Machinery spaces, prevention - F(M-P)............................................. 56
4.1 General..........................................................................................56
4.2 Prevention of oil leakage................................................................. 57
4.3 Detection of oil leakage and shutdown system....................................58
4.4 Containment of oil leakage.............................................................. 60
4.5 Prevention of ignition...................................................................... 61
5 Cargo decks and cargo spaces - F(C)................................................ 63
5.1 Introduction................................................................................... 63
5.2 Tankers for oil, tankers for chemicals................................................ 63
5.3 Tankers for liquefied gas..................................................................65
5.4 General cargo carriers and dry bulk cargo carriers.............................. 67
5.5 Ships with ro/ro decks (car carriers, general ro/ro ships, ferries)........... 67
Section 5 Helicopter installations - HELDK............................................................72
1 General.............................................................................................. 72
1.1 Introduction................................................................................... 72
1.2 Scope............................................................................................ 72
1.3 Application..................................................................................... 72
1.4 Class notations............................................................................... 72
1.5 Definitions......................................................................................73
DNV AS
1.7 Certification requirements................................................................ 76
1.8 Testing requirements....................................................................... 76
1.9 Materials........................................................................................ 77
1.10 Steel and aluminium connections.................................................... 78
2 Design loads and load combinations..................................................78
2.1 General..........................................................................................78
2.2 Landing forces................................................................................ 79
2.3 Gravity and inertia forces - due to vessel motions and accelerations.......79
2.4 Minimum environmental loads.......................................................... 79
3 Structural strength............................................................................ 82
3.1 General..........................................................................................82
3.2 Deck plating and stiffeners.............................................................. 82
3.3 Primary supporting members and supporting structures of erected
separate platforms............................................................................... 83
3.4 Miscellaneous................................................................................. 86
4 Miscellaneous.....................................................................................87
4.1 Personnel safety............................................................................. 87
4.2 Tie-down points.............................................................................. 88
4.3 Surface friction of helicopter deck..................................................... 88
5 Requirements for vessel safety − qualifier S..................................... 88
5.1 Fire-fighting - general..................................................................... 88
5.2 Structural fire integrity.................................................................... 89
5.3 Firefighting equipment.....................................................................89
5.4 Communication between helicopter and vessel................................... 90
6 Requirements for helicopter safety − qualifier H............................... 90
6.1 Size of helicopter deck.................................................................... 90
6.2 Location......................................................................................... 91
6.3 Height of obstacles......................................................................... 92
6.4 Daylight marking............................................................................ 92
6.5 Night operation marking.................................................................. 93
6.6 Instrumentation.............................................................................. 94
7 Requirements for helicopter refuelling and hangar facilities −
qualifier F............................................................................................. 95
7.1 Classification and application............................................................ 95
7.2 Helicopter refuelling area................................................................. 95
7.3 Hangar.......................................................................................... 95
8 Requirements specified by the Norwegian Civil Aviation Authorities
− qualifier CAA-N................................................................................. 97
8.1 Helicopter deck dimension............................................................... 97
DNV AS
8.2 Loads............................................................................................ 97
8.3 Allowable stresses...........................................................................97
8.4 Rescue equipment...........................................................................97
8.5 Marking......................................................................................... 97
8.6 Location......................................................................................... 97
Section 6 Damage stability for offshore service vessels - SF................................ 98
1 General.............................................................................................. 98
1.1 Introduction................................................................................... 98
1.2 Scope............................................................................................ 98
1.3 Application..................................................................................... 98
1.4 Documentation............................................................................... 98
2 Damage stability................................................................................ 99
2.1 Damage stability.............................................................................99
Section 7 Special purpose ships - SPS................................................................ 100
1 General............................................................................................ 100
1.1 Introduction..................................................................................100
1.2 Scope.......................................................................................... 100
1.3 Application................................................................................... 100
1.4 Definitions.................................................................................... 100
1.5 Documentation..............................................................................101
2 Requirements...................................................................................102
2.1 General........................................................................................ 102
2.2 Stability and subdivision................................................................ 102
2.3 Machinery installations...................................................................103
2.4 Electrical installations.................................................................... 103
2.5 Emergency source of power........................................................... 103
2.6 Periodically unattended machinery spaces........................................ 103
2.7 Fire protection.............................................................................. 103
2.8 Dangerous goods.......................................................................... 104
2.9 Life-saving appliances.................................................................... 104
2.10 Radio communications................................................................. 105
2.11 Safety of navigation.................................................................... 105
Section 8 Inert gas systems - Inert.................................................................... 106
1 General............................................................................................ 106
1.1 Introduction..................................................................................106
1.2 Scope.......................................................................................... 106
1.3 Application................................................................................... 106
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1.4 Documentation..............................................................................106
1.5 Arrangements and systems............................................................ 107
Section 9 Offshore service vessels for transportation of low flashpoint liquids -
LFL...................................................................................................................... 108
1 General............................................................................................ 108
1.1 Introduction..................................................................................108
1.2 Scope.......................................................................................... 108
1.3 Application................................................................................... 108
1.4 Assumptions................................................................................. 108
1.5 Definitions.................................................................................... 109
1.6 Documentation requirements.......................................................... 109
1.7 Certification requirements.............................................................. 110
1.8 Materials...................................................................................... 111
1.9 Surveys and testing...................................................................... 111
2 Vessel arrangement......................................................................... 111
2.1 Tank arrangement......................................................................... 111
2.2 Access and openings general.......................................................... 112
2.3 Access and openings to accommodation...........................................112
2.4 Access and openings to pump room and cargo tanks......................... 112
2.5 Chain locker and windlass.............................................................. 112
2.6 Miscellaneous................................................................................112
3 Piping system in cargo area............................................................ 113
3.1 General........................................................................................ 113
3.2 Cargo piping system......................................................................113
3.3 Cargo heating system....................................................................114
4 Gas-freeing, inerting and venting of cargo tanks............................. 115
4.1 Gas-freeing of cargo tanks............................................................. 115
4.2 Inerting of cargo tanks.................................................................. 115
4.3 Cargo tank venting system............................................................ 116
5 Ventilation system within the cargo area........................................ 116
5.1 General........................................................................................ 116
6 Fire protection and extinction..........................................................116
6.1 Fire protection.............................................................................. 116
6.2 Fire extinction...............................................................................116
7 Electrical installations in hazardous areas....................................... 117
7.1 General........................................................................................ 117
8 Area classification............................................................................117
8.1 General........................................................................................ 117
DNV AS
8.2 Definitions.................................................................................... 117
9 Instrumentation and control system............................................... 119
9.1 General........................................................................................ 119
9.2 Level gauging and level alarm........................................................ 119
9.3 Gas detection............................................................................... 119
10 Signboards..................................................................................... 120
10.1 General...................................................................................... 120
11 Operational Instructions................................................................ 120
11.1 General...................................................................................... 120
Section 10 Carriage of dangerous goods in packaged form and solid bulk
cargoes – DG and DBC....................................................................................... 122
1 General............................................................................................ 122
1.1 Introduction..................................................................................122
1.2 Scope.......................................................................................... 122
1.3 Application................................................................................... 122
1.4 Class notations............................................................................. 122
1.5 Certification.................................................................................. 123
1.6 Definitions and abbreviations..........................................................123
1.8 References to other rules............................................................... 129
2 Requirements for the carriage of dangerous goods in packaged
form.................................................................................................... 130
2.1 General........................................................................................ 130
2.2 Fire-extinguishing system...............................................................132
2.3 Fire water supplies........................................................................ 132
2.4 Water cooling............................................................................... 133
2.5 Sources of ignition related to electrical equipment............................. 133
2.6 Sources of ignition related to safety of fans......................................134
2.7 Other sources of ignition................................................................134
2.8 Detection system.......................................................................... 135
2.9 Ventilation.................................................................................... 135
2.10 Bilge pumping.............................................................................136
2.11 Additional bilge system................................................................ 136
2.12 Personnel protection.................................................................... 137
2.13 Portable fire extinguishers............................................................ 137
2.14 Machinery space boundaries......................................................... 138
2.15 Separation of ro-ro spaces........................................................... 138
3 Requirements for the carriage of solid bulk cargoes........................ 154
3.1 General........................................................................................ 154
DNV AS
3.2 Fire-extinguishing system...............................................................155
3.3 Fire water supplies...................................................................... 155
3.4 Sources of ignition related to electrical equipment............................. 156
3.5 Sources of ignition related to safety of fans.................................... 156
3.6 Other sources of ignition................................................................157
3.7 Measurement equipment................................................................ 157
3.8 Ventilation.................................................................................... 158
3.9 Additional provisions on ventilation................................................. 158
3.10 Bilge pumping.............................................................................159
3.11 Personnel protection – full protective clothing................................. 159
3.12 Personnel protection - self-contained breathing apparatuses..............160
3.13 No smoking signs........................................................................ 160
3.14 Machinery space boundaries......................................................... 160
3.15 Other boundaries.........................................................................160
3.16 Gas sampling points.................................................................... 160
3.17 Weather tightness....................................................................... 161
3.18 Fuel tanks.................................................................................. 161
3.19 Self-unloading system..................................................................162
Section 11 Recovered oil reception and transportation - OILREC and OILREC
FP> 60°C............................................................................................................ 176
1 General............................................................................................ 176
1.1 Objective.................................................................................... 176
1.2 Scope.......................................................................................... 176
1.3 Application................................................................................... 176
1.4 Class notations............................................................................. 176
2 Documentation and testing............................................................ 177
2.1 Documentation..............................................................................177
2.2 Testing......................................................................................... 178
3 Basic requirements.......................................................................... 178
3.1 General........................................................................................ 178
3.2 Fire protection and extinction......................................................... 179
3.3 Tank arrangement......................................................................... 180
3.4 Support of heavy components........................................................ 181
4 Hazardous and non-hazardous areas............................................... 181
4.1 Area classification........................................................................ 181
4.2 Access openings between non-hazardous spaces and hazardous area.. 182
5 Arrangement and equipment........................................................... 182
5.1 General........................................................................................ 182
DNV AS
5.2 Ventilation system.........................................................................183
5.3 Tank venting system..................................................................... 183
5.4 Arrangement of piping systems.......................................................183
5.5 Tank heating - general...................................................................184
5.6 Steam nozzle arrangement - Penetrations below top of tank............... 185
5.7 Steam nozzle arrangement - penetrations from top of tank.................185
5.8 Power supply and electrical equipment........................................... 185
5.9 Miscellaneous requirements........................................................... 186
6 Operational instructions.................................................................. 186
6.1 General........................................................................................ 186
Section 12 Single point moorings - SPM............................................................. 188
1 General............................................................................................ 188
1.1 Introduction..................................................................................188
1.2 Scope.......................................................................................... 188
1.3 Application................................................................................... 188
1.4 Class notations............................................................................. 188
2 Procedural requirements................................................................. 189
3 Materials.......................................................................................... 190
3.1 General........................................................................................ 190
4 Arrangement and general design.....................................................190
4.1 Bow chain stoppers....................................................................... 190
4.2 Bow fairleads................................................................................191
4.3 Position of pedestal rollers............................................................. 191
4.4 Winches or capstans......................................................................192
4.5 Winch storage drum...................................................................... 192
Section 13 Enhanced system verification - ESV.................................................. 193
1 General............................................................................................ 193
1.1 Introduction..................................................................................193
1.2 Scope.......................................................................................... 193
1.3 Application................................................................................... 193
1.4 Class notations............................................................................. 193
2 Hardware-in-the-loop testing.......................................................... 198
2.1 Objectives.................................................................................... 198
DNV AS
2.2 Class notations............................................................................. 198
2.3 HIL test requirements....................................................................198
2.4 Requirements for the maker of the HIL test package......................... 198
2.5 HIL type approval......................................................................... 200
3 Documentation.................................................................................200
4 Tests................................................................................................ 203
4.1 General........................................................................................ 203
4.2 Test at manufacture’s works........................................................... 204
4.3 Test upon completion.................................................................... 205
4.4 Onboard test................................................................................ 205
5 HIL test package............................................................................. 206
5.1 General........................................................................................ 206
5.2 Risk assessment........................................................................... 207
5.3 Verification and validation.............................................................. 207
Section 14 Gas bunker vessels - Gas bunker...................................................... 209
1 General............................................................................................ 209
1.1 Objective......................................................................................209
1.2 Scope.......................................................................................... 209
1.3 Application................................................................................... 209
1.4 Class notation...............................................................................209
1.5 Special features............................................................................ 210
1.6 Terms and definitions.................................................................... 211
1.7 Documentation..............................................................................212
1.8 Required compliance documentation................................................ 216
1.9 Survey and testing........................................................................219
2 Materials.......................................................................................... 219
2.1 Material requirements.................................................................... 219
3 Arrangement and system design..................................................... 220
3.1 General........................................................................................ 220
4 Fire safety........................................................................................226
4.1 General........................................................................................ 226
5 Safety, control and monitoring systems.......................................... 226
5.1 General........................................................................................ 226
6 Operations....................................................................................... 227
6.1 General........................................................................................ 227
7 Special features/optional qualifiers................................................. 228
7.1 General........................................................................................ 228
DNV AS
Section 15 Transportation of chemicals and other substances for offshore
service vessels - Platform supply....................................................................... 230
1 General............................................................................................ 230
1.1 Objective......................................................................................230
1.2 Scope.......................................................................................... 230
1.3 Application................................................................................... 230
1.4 Class notations............................................................................. 230
1.5 Definitions.................................................................................... 231
2 Vessel arrangement general............................................................ 236
2.1 Location and arrangement of cargo tanks.........................................236
2.2 Types of cargo tanks..................................................................... 236
2.3 Cargo segregation......................................................................... 236
2.4 Accommodation, service and machinery spaces and control stations....237
2.5 Access to spaces in the cargo area................................................. 237
2.6 Fire fighting..................................................................................238
2.7 Piping system and equipment......................................................... 238
2.8 Liquid mud systems...................................................................... 239
2.9 Return mud systems..................................................................... 239
2.10 Acids..........................................................................................239
3 Toxic chemicals................................................................................240
3.1 Vessel arrangement....................................................................... 240
3.2 Access and openings general........................................................ 240
3.3 Access and openings to accommodation......................................... 240
3.4 Access and openings to pump room and cargo tanks........................ 240
3.5 Piping system arrangement in cargo area.........................................240
3.6 Bilge system.................................................................................241
3.7 Cargo piping system......................................................................241
3.8 Cargo heating system....................................................................242
3.9 Cargo tanks- and pipe cleaning...................................................... 242
3.10 Ballast system............................................................................ 242
3.11 Gas-freeing of cargo tanks........................................................... 243
3.12 Cargo tank venting......................................................................243
3.13 Inerting...................................................................................... 243
3.14 Ventilation system within the cargo area.......................................243
3.15 Toxic zones definition...................................................................244
3.16 Instrumentation and control system.............................................. 244
DNV AS
3.17 Gas detection..............................................................................245
3.18 Personnel protection.................................................................... 245
3.19 Signboards................................................................................. 246
3.20 Operational instructions................................................................247
4 Other cargoes.................................................................................. 248
4.1 Oil cargoes................................................................................... 248
4.2 Cement and dry mud systems........................................................ 248
4.3 Liquefied nitrogen- and carbon dioxide............................................ 249
Section 16 Offshore gangway installations - Walk2work and Walk2workready.. 251
1 General............................................................................................ 251
1.1 Objective......................................................................................251
1.2 Scope.......................................................................................... 251
1.3 Application................................................................................... 251
1.4 Class notations............................................................................. 251
2 Hull.................................................................................................. 254
2.1 Support within the vessel...............................................................254
3 Testing............................................................................................. 255
3.1 General........................................................................................ 255
4 Stability............................................................................................255
4.1 Application................................................................................... 255
5 Station keeping................................................................................255
5.1 General........................................................................................ 255
6 Notation Walk2workready............................................................... 255
6.1 General........................................................................................ 255
7 Operability....................................................................................... 256
7.1 General........................................................................................ 256
7.2 Station keeping.............................................................................257
7.3 Sea keeping................................................................................. 257
7.4 Combined operability..................................................................... 257
Section 17 Anchoring in deep and unsheltered water - ADW............................. 258
1 General...........................................................................................258
1.1 Objective......................................................................................258
1.2 Scope.......................................................................................... 258
1.3 Application................................................................................... 258
1.4 Class notations............................................................................. 258
DNV AS
2 Documentation............................................................................... 259
3 Design requirements...................................................................... 259
3.1 Equipment Number for deep and unsheltered water...........................259
3.2 Anchors........................................................................................261
3.3 Chain cables for bower anchors...................................................... 261
3.4 Anchor windlass and chain stopper..................................................262
Section 18 Specially constructed cargo ships for bulk cargo liquefaction -
BCLIQ..................................................................................................................263
1 Introduction................................................................................... 263
1.1 Objective......................................................................................263
1.2 Scope.......................................................................................... 263
1.3 Application..................................................................................263
1.4 Class notations............................................................................263
1.5 Definitions and symbols............................................................... 263
2 Documentation............................................................................... 264
2.1 Documentation requirements........................................................ 264
3 General requirements.....................................................................265
3.1 General...................................................................................... 265
3.2 Design scenario...........................................................................265
4 Stability.......................................................................................... 266
4.1 Design cargo characteristics........................................................... 266
4.2 Loading conditions....................................................................... 266
4.3 Intact stability.............................................................................266
4.4 Damage stability......................................................................... 267
5 Hull strength.................................................................................. 267
5.1 Cargo pressure............................................................................267
5.2 Hull local scantling...................................................................... 268
5.3 Hull Girder Buckling..................................................................... 268
5.4 Finite element analysis.................................................................268
Section 19 Transportation of vehicles loaded as RO-RO cargo- RO-RO................269
1 General............................................................................................ 269
1.1 Objective......................................................................................269
1.2 Scope.......................................................................................... 269
1.3 Application................................................................................... 269
1.4 Class notation...............................................................................269
1.5 Documentation..............................................................................269
1.6 Certification.................................................................................. 270
DNV AS
2 Racking............................................................................................ 270
2.1 General........................................................................................ 270
2.2 Scope.......................................................................................... 270
3 Primary supporting members.......................................................... 270
3.1 Strength.......................................................................................270
3.2 Local scantlings............................................................................ 270
4 Buckling........................................................................................... 270
5 Strengthening for wheel loading..................................................... 270
6 Special strength considerations....................................................... 270
7 RO/RO equipment............................................................................270
8 Securing points for lashing.............................................................. 270
Section 20 Gas power plants.............................................................................. 271

1 General............................................................................................ 271
1.1 Objective......................................................................................271
1.2 Scope.......................................................................................... 271
1.3 Application................................................................................... 271
1.4 Class notations............................................................................. 271
1.5 Terms and definitions.................................................................... 272
1.6 Documentation..............................................................................274
1.7 Onboard documentation................................................................. 278
1.9 Classification.................................................................................283
2 Materials.......................................................................................... 283
2.1 General........................................................................................ 283
3 Gas Systems.................................................................................... 284
3.1 Arrangement and protection........................................................... 284
3.2 System design.............................................................................. 285
4 Fire safety........................................................................................287
4.1 General........................................................................................ 287
5 Electrical systems............................................................................ 288
5.1 General........................................................................................ 288
6 Safety, control and monitoring systems.......................................... 289
6.1 General........................................................................................ 289
7 Manufacture, workmanship and testing........................................... 291
7.1 Manufacture, testing and commissioning.......................................... 291
8 Additional requirements for qualifier performance.......................... 291
8.1 General........................................................................................ 291
8.2 Electrical power plant.................................................................... 291
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Section 21 Cyber security................................................................................... 293
1 General............................................................................................ 293
1.1 Objective......................................................................................293
1.2 Scope.......................................................................................... 293
1.3 Application................................................................................... 294
1.4 Class notation...............................................................................294
1.5 References................................................................................... 296
1.6 Terminology and definitions............................................................ 297
1.7 Abbreviations................................................................................299
2 System under consideration (SuC).................................................. 303
2.1 Introduction..................................................................................303
2.2 Initial system selection.................................................................. 303
2.3 Default SuC..................................................................................304
2.4 Additional systems........................................................................ 305
3 Common requirements.....................................................................305
3.1 Introduction..................................................................................305
3.2 Zones and conduits....................................................................... 305
3.3 Remote access..............................................................................307
3.4 Removable devices........................................................................ 308
3.5 Malware....................................................................................... 308
3.6 Incident handling and reporting...................................................... 308
3.7 Compensating countermeasures......................................................308
3.8 Cyber security management system................................................ 308
4 Technical security requirements...................................................... 309
4.1 Introduction..................................................................................309
4.2 Identification and authentication..................................................... 310
4.3 Use control...................................................................................313
4.4 Systems integrity.......................................................................... 316
4.5 Data confidentiality....................................................................... 319
4.6 Restricted data flow...................................................................... 320
4.7 Timely response to events............................................................. 322
4.8 Resource availability...................................................................... 322
5 Survey and test upon completion.................................................... 324
5.1 Introduction..................................................................................324
5.2 System tests................................................................................ 324
5.3 Integration test.............................................................................325
5.4 Alterations and additions of approved systems..................................325
DNV AS
Section 22 Intentionally left blank......................................................................327
1 Intentionally left blank.................................................................... 327
Section 23 Additional fire safety for container vessels - FCS.............................. 328
1 General............................................................................................ 328
1.1 Objective......................................................................................328
1.2 Scope.......................................................................................... 328
1.3 Application................................................................................... 328
1.4 Class notation...............................................................................328
1.5 Documention requirements.............................................................329
2 General requirements...................................................................... 330
2.1 Firefighter's outfit..........................................................................330
3 Accommodation - FCS(A)................................................................. 330
3.1 Requirements................................................................................330
4 Machinery spaces - FCS(M)..............................................................331
4.1 Requirements................................................................................331
5 Machinery spaces, prevention - FCS(M-P)........................................331
5.1 Requirements................................................................................331
6 Container cargo spaces....................................................................331
6.1 General........................................................................................ 331
6.2 Additional fire safety for container ships cargo area - FCS(C)............ 332
6.3 Hazard identification assessment - FCS(HA)................................... 333
6.4 Enhanced fire detection - FCS(FD)................................................335
6.5 Enhanced fire detection with container identification - FCS(FD+)....... 337
6.6 Fire-fighting - FCS(FF)................................................................ 338
6.7 Fire-fighting in container holds by hold flooding - FCS(HF)................ 341
6.8 Container fire control station.......................................................... 343
Section 24 Smart vessel - Smart.........................................................................345
1 General............................................................................................ 345
1.1 Introduction..................................................................................345
1.2 Objective......................................................................................345
1.3 Scope.......................................................................................... 345
1.4 Application................................................................................... 345
1.5 Class notations............................................................................. 345
1.6 References................................................................................... 346
1.8 Procedural requirements................................................................ 348
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2 Requirements...................................................................................349
2.1 General........................................................................................ 349
2.2 Enhancements.............................................................................. 349
2.3 Operations and maintenance enhancements - machinery, equipment
and systems (OPM)............................................................................ 350
2.4 Operations and maintenance enhancements - Hull and structure......... 351
2.5 Energy efficiency and environment enhancements............................. 352
Section 25 Mooring............................................................................................. 355

1 General............................................................................................ 355
1.1 Objective......................................................................................355
1.2 Scope.......................................................................................... 355
1.3 Application................................................................................... 355
1.4 Class notation............................................................................. 355
1.6 Definition of terms........................................................................ 356
1.7 Surveys and testing...................................................................... 357
2 Requirements...................................................................................357
2.1 Application................................................................................... 357
2.2 Towing and mooring arrangement plan............................................ 357
2.3 Operational procedures.................................................................. 358
2.4 Additional requirements related to mooring equipment.......................358
2.5 Declaration and document of deviation............................................ 359
Section 26 Compliance with IMO requirements for carriage of solid bulk cargo
- SBC...................................................................................................................360
1 General............................................................................................ 360
1.1 Objective......................................................................................360
1.2 Scope.......................................................................................... 360
1.3 Application................................................................................... 360
1.4 Class notation............................................................................. 360
1.6 Testing during newbuilding............................................................. 361
2 General arrangement....................................................................... 361
2.1 General requirements.................................................................... 361
3 Water ingress alarms and drainage of forward spaces.................... 362
3.1 Water ingress alarms in dry cargo ships carrying dry cargo in bulk....... 362
3.2 Availability of pumping systems...................................................... 363
4 Additional safety measures for ships with LLL = 150 m and above... 363
4.1 Corrosion protection of double side spaces....................................... 363
DNV AS
4.2 Double side configuration............................................................... 363
4.3 Protection against loading/discharge equipment................................ 364
4.4 Single failure of cargo hold structures............................................. 364
Changes – historic.............................................................................................. 365
DNV AS
SECTION 1 TRANSPORTATION OF CONTAINERS - CONTAINER
Part 6 Chapter 5 Section 1
1 General
1.1 Introduction
The additional class notation Container provides a design standard enabling safe and reliable transportation
of containers on ships. Compliance with this notation, not only protects the ship, the cargo and the crew,
but also provides for the maximum use of the available capacity of the ship, and for rapid and systematic
discharging and loading.
1.2 Scope
The scope for additional class notation Container sets requirements for container storage arrangement, and
refers primarily to the Society's ship rules, IMO and IACS regulations.
1.3 Application
The additional class notation Container applies to ships without the class notation Container ship, and
will be assigned the notation Container when the vessel is found to be in compliance with the requirements
in this section. The requirements include those found in Pt.5 Ch.2 Sec.8 and Pt.5 Ch.2 Sec.9, and the Code
of Safe Practice for Cargo Stowage and Securing (CSS code) Annex 14 adopted by MSC.1/Circ. 1352 and
related /IACS UI SC265, considering design aspects to be implemented at the newbuilding stage.
1.4 Class notation
1.4.1 Additional notation - design and survey requirements
Ships built in compliance with the requirements as specified in Table 1 will be assigned the additional class
notation as follows:
Table 1 Additional class notation Container
Design and survey
Class notation Description Application
requirements
Design: [2.1.1], [5.1.1] and
Sec.2
Equipped for carriage of Ships with class notation
Container Survey: Pt.7 Ch.1 Sec.2,
containers other than Container ship
Pt.7 Ch.1 Sec.3 and Pt.7
Ch.1 Sec.4
1.5 Documentation
1.5.1 Documentation requirements
Documentation shall be submitted as required by Pt.5 Ch.2 Sec.1 Table 4.
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1.6 Certification
1.6.1 Certification requirements
For products that shall be installed on board, the builder shall request the manufacturers to order certification
as described in Pt.5 Ch.2 Sec.1 Table 5.
1.7 Surveys and testing
1.7.1 Application
The survey and testing requirements shall be applied as defined in Pt.5 Ch.2 Sec.1.
2 Stowage of containers on deck
2.1 General
Typically container securing systems on deck shall be designed as described in Pt.5 Ch.2 Sec.8. Typical
container stowage systems are single stowed stacks secured by twistlocks or stacks stowed in cell guides. For
non-typical container securing systems which are not covered by the aforementioned rules, such as line load-
or block stowage systems, the following requirements are applicable.
Guidance note:
It is strongly recommended for ships designed for carrying containers on deck to ensure the compliance with Code of Safe Practice
for Cargo Stowage and Securing (CSS code) Annex 14 adopted by MSC.1/Circ. 1352 and related /ACS UI SC265, considering
design aspects to be implemented at the newbuilding stage.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
2.1.1 Linear seating of containers
If containers are stowed with linear seating in several layers, the total weight of the containers above the
first layer shall not exceed the following values:
— 0.8G for 40 ft containers and
— 1.0G for 20 ft containers
where G is the container's maximum gross weight according to classification guideline DNV-CG-0060 App.B.
This kind of seating may be set up by arranging continuous steel or wooden dunnages below the longitudinal
bottom rails of the containers or by directly seating these bottom rails on the hatch covers or the decks, with
sunk-in pockets being arranged below the container corners.
The arrangement of short steel pads serving as dunnages placed on the girders of short hatch covers shall be
avoided.
Equipment used to obtain a linear seating shall be configured to leave a sufficient clearance (about 5
mm) between corner castings of the container and hatch covers or decks. For ISO standard containers, a
protruding depth of their corner castings of 4 mm to 17.5 mm from their bottom longitudinal rails and of 11
mm to 17.5 mm from the bottom transverse girders may be assumed. Special container types may require
additional dunnages for their transportation.
Linearly seated containers shall be secured against shifting by locking devices arranged on the hatch covers
and/or the deck.
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2.2 Stowage on deck with neither lashing nor lateral rigid support
2.2.1 Containers in one layer
Containers carried in one layer shall be secured against tilting and shifting by locking devices arranged at
their lower corner castings.
2.2.2 Containers in several layers
If containers are stowed in several layers, locking devices shall be arranged between the container layers.
Containers located in the lowermost layer shall be locked as well at their lower corner castings.
2.2.3 Dunnage
Placing containers on dunnage without lashing them is only permissible if effective securing devices can be
arranged to prevent them from shifting and tilting, see [2.2.1] and [2.1.1].
2.3 Stowage on deck with lashing but without lateral rigid support
Locking devices shall be arranged between container layers and below lowest container layer between
container corner castings/container support fittings.
2.4 Stowage on deck with lateral rigid support
2.4.1 Buttress system stowage
Instead of being lashed, containers may also be secured against sideward shifting and/or tilting by means
of buttress structures placed on deck (if necessary, on hatchways) or by a system consisting of buttress
structures and cone adapters.
Containers shall be shored by buttress structures in such a way that inadmissible deformations of the
container framework are prevented and the permissible container racking loads are not exceeded.
3 Stowage of containers below deck
3.1 General
Typically container securing systems on deck shall be designed as described in Pt.5 Ch.2 Sec.8. Typical
container stowage systems are single stowed stacks secured by twistlocks or stacks stowed in cell guides. For
non-typical container securing systems which are not covered by the aforementioned rules, such as line load-
or block stowage systems, the following requirements are applicable.
3.2 Stowage below deck with neither cell guides nor lashing
3.2.1 Container securing
Container stacks placed side by side shall be coupled by dual cone adapters or equivalent devices to form
container blocks. For container blocks extending over the hold width, bridge fittings for compression shall be
provided on the uppermost layer of containers if there is a lateral shoring point at this level. If containers are
separated into two blocks, bridge fittings for tension and compression shall be arranged at the level of the
shoring points.
In the lowest container layer each container shall be secured against shifting at all four corner castings.
Each container block shall be laterally supported at its container corner fittings. Support shall be provided by
sufficiently strong structural elements of the ship, such as decks and web frames.
DNV AS
3.2.2 Shoring forces
The number of lateral shoring points shall be determined so that the corner castings loads and container
racking loads will not be exceeded, see class guideline DNV-CG-0060 Sec.3.
Where necessary, the force at a shoring point may be distributed to the two adjacent corner fittings by a
special design of the shoring element.
Shoring forces may also be reduced by dividing the containers to be shored into two separate container
blocks, thus splitting up the transverse container forces into compressive shoring forces on one side and
tensile shoring forces on the other side of the hold.
3.2.3 Shoring element construction
Shoring elements shall be constructed to transmit compressive loads or, where necessary, compressive and
tensile loads. Shoring elements may be of fixed or removable configuration. Both kinds shall ensure that the
clearance between their contact faces and the container corner castings is as small as possible.
Wedges shall be sufficiently secured against their inadvertent loosening (e.g., on account of vibrations).
Shoring elements shall be easily accessible. Their weight and the associated number of loose parts shall be
restricted to a minimum.
3.3 Stowage below deck with lashing but without cell guides
Instead of or in combination with shoring systems described in [3.2], cargo hold containers may also be
secured by lashings. If this is the case, provisions in Pt.5 Ch.2 Sec.8 [2.3] apply additionally.
3.4 Dimensioning of other rigid lateral support structures
3.4.1 Dimensioning of cross ties
In general, forces acting on cross ties shall be calculated based on LC1 in accordance with Pt.5 Ch.2 Sec.8
[6.3.1]. Where necessary, additional compressive or tensile loads on the cross ties caused by transverse
deformations of the ship's hull shall be taken into account.
The resulting tensile and compressive stresses in cross ties shall not exceed permissible values given in Pt.5
Ch.2 Sec.8 [7.2].
Where longitudinal ties are not arranged, also bending and shear stresses in cross ties induced by
longitudinal container loads based on LC2 in accordance with Pt.5 Ch.2 Sec.8 [6.3.1] shall not exceed
permissible stresses given in Pt.5 Ch.2 Sec.8 [7.2]. The distribution of longitudinal loads on cross ties follows
from the arrangement of vertical guide rails. Alternatively, a load distribution throughout the length of the
cross tie may be assumed, as shown in Figure 1.
DNV AS


Figure 1 Load distribution throughout cross tie
2
For cross ties not directly connected to the hull, the minimum required sectional area, As req, in cm , of the
cross tie bar subject to the compressive load, Ps, shall be calculated as following:
2
[cm ]
where:
2
σp = permissible compressive stress, in N/mm
=
Ps = compressive tie bar load, in kN
κ = reduction factor
=
φ =
np = 0.34 for tubular and rectangular profiles
np = 0.49 for open sections
λs = degree of slenderness of the tie bar
=
ℓs = length of the tie bar, in cm
2
E = Young's modulus, in N/mm
is = radius of gyration of the tie bar, in cm
=
4
Is = smallest moment of inertia of tie bar cross section, in cm
S = safety factor
DNV AS
= 1.4 for λs ≤ 1
= 1.65 for λs > 1
3.4.2 For cross ties rigidly connected to the hull, the slenderness ratio of tie bars is required to be λs ≤ 250.
The slenderness, λs, shall be calculated according to [3.4.1], where the effective (buckling) length, sK, in cm,
is used instead of the tie bar length, ℓs:
sK = 0.7 · ℓs for welded connections
sK = ℓs for screw connections and suspended structures.
3.4.3 Dimensioning of longitudinal ties
Compressive and tensile loads on longitudinal ties shall be calculated based on LC2 in accordance with Pt.5
Ch.2 Sec.8 [6.3.1] and the number and arrangement of longitudinal ties. Resulting stresses shall not exceed
the permissible values given in Pt.5 Ch.2 Sec.8 [7.2].
For longitudinal ties subject to compressive forces, the slenderness ratio, λs , according to [3.4.1] shall not
exceed 250.
Longitudinal ties shall be connected to the ship's hull in a manner to not absorb compressive and tensile
stresses resulting from the ship's global deformations.
3.4.4 Dimensioning lateral supporting rails
The shoring forces according to classification guideline DNV-CG-0060 shall be used for dimensioning these
rails. Resulting stresses shall not exceed the permissible values given in Pt.5 Ch.2 Sec.8 [7.2].
4 Lashing computer system
4.1 General
4.1.1 For vessels with more than 2 tiers of containers on deck or more than 3 tiers of containers in hold,
a lashing computer system shall be installed on board and certified by the Society in accordance with
requirements given in Pt.5 Ch.2 Sec.8 [9].
4.1.2 For other ships not in compliance with [4.1.1], the container securing arrangement plan shall be
prepared for a limiting metacentric height (GM-value) not lower than that given in Pt.5 Ch.2 Sec.8 [6.1.2].
Actual operational conditions shall be below the GM-value used in the container securing arrangement plan.
5 Hull support structures
5.1 General
5.1.1 Application
The requirements regarding hull support structures for container support fittings and container securing
structures shall be applied as defined in Pt.5 Ch.2 Sec.9.
DNV AS
6 Special requirements
6.1 Wave breakers
6.1.1 If containers are intended to be carried above the weather deck at a location forward of 0.15 L from
F.E. a wave breaker shall be fitted in accordance with the requirements given in Pt.3 Ch.10 Sec.6 [10].
DNV AS
SECTION 2 SHIPS DESIGNED WITHOUT HATCHCOVER -
HATCHCOVERLESS
1 General
1.1 Introduction
The additional class notation Hatchcoverless sets requirements for vessels with the ship type notation
— Container ship where one or more cargo holds are not fitted with hatch covers, or
— Multi-purpose dry cargo ship and General dry cargo ship where the hatch covers may be completely
or partially open or removed during sea voyage.
This additional class notation is based on the IMO Circular MSC/Circ.608/Rev.1, dated 5 July 1994 Interim
Guideline for Open-Top Containerships.
In order to apply this class notation, the relevant flag state administration shall grant an exemption from the
International Convention of Load Line.
1.2 Scope
The additional class notation Hatchcoverless establishes requirements to:
— dimensioning of longitudinal structures for the intact flooded condition. considering the still water bending
moment in flooded condition for the required hull girder ultimate bending capacity check
— initial and periodic surveys
— intact and damage stability
— cargo hold dewatering systems
— fire protection
— arrangements and equipment for transportation of dangerous goods.
1.3 Application
1.3.1 Container Ship
The additional class notation Hatchcoverless is applicable to container ships designed such that one or
more cargo holds are not fitted with hatch covers, and may be assigned under the provision of compliance
with MSC/ Circ.608/ Rev.1 Interim guidelines for open-top containerships and when the requirements in [2]
are met.
1.3.2 Multi-purpose dry cargo ship or general dry cargo ship
The additional class notation Hatchcoverless is applicable to open-top multi purpose or general dry cargo
ships, designed such that one or more cargo holds are not fitted with hatch covers or where the hatch covers
could be completely or partially opened or removed during sea voyage. The notation may be assigned under
the provision of compliance with requirements defined in [2] and [3] for multi-purpose dry cargo and general
dry cargo ships, as applicable.
1.4 Definitions
1.4.1 Maximum sustained speed
The maximum sustained speed is defined as the maximum service speed, in kn, taking into account speed
loss due to resistance increase in regular waves. Voluntary speed loss is not taken into consideration.
DNV AS
1.4.2 Minimum ship manoeuvring speed
The minimum ship manoeuvring speed is defined to be the minimum speed, in kn, which maintains
directional control and is consistent with the operating characteristics of the ship.
1.5 Documentation requirements
The builder shall submit the documentation required by Table 1. The documentation will be reviewed by
the Society as a part of the class contract. This table is applicable for ships with the additional notation
Hatchcoverless.
Table 1 Documentation requirements
Object Document type Additional description Info
Considering the requirements as laid down in
Model test Z261 - Model test report FI
[3.2].
Additional stability case with still water
B050 - Preliminary stability manual AP
bending moments for flooded hold condition.
Stability
Additional stability case with still water
B120 - Final stability manual AP
bending moments for flooded hold condition.
Fire-
G200 - Fixed fire extinguishing system With additional requirements as laid down in
extinguishing AP
documentation [3.7].
system
Bilge
With additional requirements in accordance
handling S010 - Piping diagram (PD) AP
with [3.6].
systems
AP = approval, FI = for information
2 General requirements
2.1 Strength requirements in the intact flooded condition
2.1.1 For ships with the class notation Container ship the vertical hull girder bending strength in intact
flooded condition shall comply with Pt.5 Ch.2 Sec.4 [2.6]. For ships with the class notation Multi-purpose
dry cargo ship or General dry cargo ship the vertical hull girder bending strength in intact flooded
condition shall comply with Pt.5 Ch.1 Sec.4 [5.4].
2.1.2 The still water bending moment Msw-f applied in [2.1.1] shall be taken as the still water bending
moment for the intact flooded condition. For ships with the class notation Container ship, the intact flooded
condition is given in MSC/Circ.608/Rev.1, Ch.6. The condition given in [3.4.3] may be applied. For ships with
the class notation Multi-purpose dry cargo ship or General dry cargo ship the intact flooded condition
is given in [3.4]. The still water bending moment in the intact flooded condition shall be provided by the
designer.
2.1.3 The hull structure shall be considered as intact for the hull capacity calculation.
DNV AS
3 Special requirements for vessels with the class notation Multi-
purpose dry cargo ship or General dry cargo ship
3.1 Adaption of MSC/Circ.608/Rev.1 requirements
The application of the MSC/Circ.608/Rev.1, dated 5 July 1994 Interim Guideline for Open-Top Containerships
including the deviations giving in this document to vessels other than container ships, needs to be
individually agreed with the relevant flag state administration.
Requirements, given in this subsection [3], shall be considered and replace the related requirements of MSC/
Circ.608/Rev.1.
3.2 Model tests for the determination of green water ingress in open cargo
holds
3.2.1 Model tests and calculations shall be carried out to provide the Society with:
1) measured data for the maximum hourly rate of ingress of green water likely to be shipped into each
cargo hold
2) evaluation of the adequacy of the discharge rates from cargo hold freeing ports, if they are fitted to
reduce water level in cargo holds for intact flooded condition under [3.4.4].
3.2.2 The maximum hourly rate of ingress of green water in any one open hold determined from model
testing should not exceed the hatch opening area multiplied by 400 mm/hour.
3.3 Procedure for model tests
3.3.1 The model experiments shall be carried out in long-crested irregular waves in the following conditions:
1) the JONSWAP wave energy spectrum has to be used with the peak enhancement factor of 3.3
2) significant wave height to be set to 8.5 m
3) the most unfavourable realistic wave period as determined by calculation or previous testing experience
to be used.
Guidance note:
For head and bow-quartering seas the following peak wave period, [s], can be used:
where:
U = ship forward speed, in m/s
= wave direction (see [3.3.4]), in degree.
3.3.2 For ships operating in restricted areas only, the Society may allow other spectra.
3.3.3 The effect of wind generated spray need not be simulated during the tests.
3.3.4 The model experiments shall be carried out for at least the following wave directions based on
International Towing Tanks Conference conventions:
1) following seas (0 degrees/360 degrees)
DNV AS
2) stern-quartering seas (45 degrees/315 degrees)
3) beam seas (90 degrees/270 degrees)
4) bow-quartering seas (135 degrees/225 degrees)
5) head seas (180 degrees).
3.3.5 The model experiments shall be carried out for at least the following ship speeds:
1) maximum sustained speed in head seas and bow-quartering seas
2) minimum ship manoeuvring speed in stern-quartering seas and following seas
3) zero ship speed (dead ship condition) in beam seas.
3.3.6 The Society may require additional tests.
3.3.7 The model experiments shall be carried out with a self-propelled, unrestrained model. The time
duration of each experiment shall correspond to at least one hour in full scale.
3.3.8 The loading condition used for the tests shall correspond at least to the maximum loaded draught
in open top condition with level trim. If operational trim values differ substantially from level trim or are
considered in the damage stability calculation, additional trim values shall be included in the model test
program.
3.3.9 The VCG value selected for the test in all wave directions specified in [3.3.4] shall correspond to the
VCG value of the GM limit curve valid for the open top condition. A further run of the test shall be conducted
for the beam sea condition no. 3 in [3.3.4] considering the resonance VCG value of the wave peak period
with the natural roll period in beam seas.
3.3.10 For each test condition, the cargo hold which is meant to be open to sea shall be simulated as having
no cargo. Cargo placed on deck or reaching outboard of the open cargo hold shall not be used as a means to
prevent shipping of water into an empty cargo hold. Rain covers for the open holds shall not be used in the
model tests. The usage of additional means to reduce the ingress of water into the cargo holds, e.g. hatch
covers stowed on open deck, may be accepted based on a case-by-case agreement.
3.3.11 In addition to the usual parameters measured (ship motions, ship speed, relative motions, rudder
angles, etc.) the volume of water entering all open cargo holds shall be measured for each experiment. The
quantities of water taken aboard the model shall be removed and measured after each test run so that the
metacentric height, moment of inertia and displacement in the following tests are not significantly disturbed
by any accumulation of water from the previous tests.
3.3.12 Where freeing ports are fitted to reduce water level in cargo holds for intact flooded condition under
[3.4.4], an additional model test to comply with [3.2.1] shall be conducted at a draught which corresponds
to the condition of the ship fully loaded with cargo and open holds flooded to the static equilibrium level with
freeing ports open. A hold permeability of 0.90 shall be assumed. Tests shall be conducted at zero speed in
beam seas at the wave peak period corresponding to the resonance with the natural roll period.
3.3.13 The Society may require an observer to witness the tests.
3.4 Intact stability
3.4.1 The stability of the ship in all open top loading conditions shall meet the provisions of the International
Code on Intact Stability (2008 IS Code).
3.4.2 Where cargo hold freeing ports are fitted, they shall be considered closed for the purpose of
determining the flooding angle.
3.4.3 In addition to [3.4.1] the following open top loading condition shall be considered.
DNV AS
All open cargo holds shall be filled with water as agreed with the flag state administration. In case no flooding
level is given from the flag state administration a water level of 2.0 m above bottom of the cargo hold with a
3
water density of 1.0 t/m and a cargo hold permeability of 1.0 shall be used. The stability of the ship in the
intact condition shall meet the survival criterion (with factor s=1) when calculated in accordance with SOLAS
Chapter II-1, regulation 7-2.
If freeing ports are needed to reduce the water level in cargo holds for the intact stability calculation, open
holds shall be filled to the level of those freeing ports.
3.4.4 For the condition with flooded holds and an intact ship the free surfaces may be determined as
follows:
— the holds are treated as empty
— the seawater will not pour out during heeling
— the free surface correction to initial metacentric height shall be based on the inertia moment of liquid
surface at 5° of heeling angle divided by displacement
— the correction to righting lever shall be made on the basis of real shifting moment of water in the cargo
hold.
3.4.5 Intermediate conditions of hold flooding should be investigated.
3.5 Damage stability
3.5.1 For open-top multi purpose or general dry cargo ships subject to compliance with the applicable
damage stability requirements, the permeability for the cargo holds shall be 0.90 for the partial and
subdivision draught, and 0.95 for the lightest service draught. The coamings of open-top holds shall be
considered as downflooding areas.
3.6 Cargo hold bilge dewatering system and freeing ports
3.6.1 The bilge systems shall be designed for dewatering the hold at the required capacity and shall
incorporate sufficient redundancy features, so that the system will be fully operational and capable of
dewatering the hold spaces at the required capacity in the event of failure of any one system component,
including the piping system.
3.6.2 The bilge pumping system shall have a required capacity to pump, whichever is the greater:
1) The maximum hourly rate of green water shipped in seagoing conditions as established by the
comprehensive model testing specified.
2) An amount equal to rainfall of 100 mm/hour regardless of the installation of rain covers.
3) The amount of shipped green water measured during the seakeeping model tests for the dead ship
condition in beam sees, multiplied by safety factor 2.
4) 133% of the amount of water required for fire-fighter purposes in the largest hold.
5) An amount equal to the capacity required for ships with closed cargo holds.
3.6.3 The pumping of hold bilges shall be possible by at least three bilge pumps connected to a ring piping
system while each side is capable of being isolated from the pumps and from each other. Remote controlled
valves to be used. Arrangements of bilge piping providing equivalent redundancy and ensuring that the bilge
system will be fully operational and capable of dewatering the hold spaces at the required capacity in the
event of failure of any one system component are acceptable.
3.6.4 At least one of these pumps shall have a capacity of not less than the required capacity as defined in
[3.6.2] and shall be dedicated to bilge and ballast service only. It shall be located in such a way that it will
not be affected by a fire or other casualty to the space containing the pumps required in [3.6.5] below or the
space containing the main source of power and shall be supplied from the emergency switchboard.
DNV AS
3.6.5 The combined output of at least two further pumps shall not be less than the required capacity as
defined in [3.6.2]. These pumps shall be supplied from the main source of electrical or any other source of
power independent of the emergency switchboard.
3.6.6 The bilge pumping system including the bilge wells shall be arranged to be effective within the limiting
angles of inclination required for the emergency source of electrical power.
3.6.7 All bilge wells of open cargo holds shall be fitted with high level alarms. The alarms shall annunciate in
the machinery spaces and the manned control station and be independent from bilge pump controls.
3.6.8 Bilge valve to be remote controlled from engine control room or other suitable location, provided with
indications for open or closed valve position.
For operation of valves please see generally the Pt.4 Ch.6 Sec.3, esp. item Pt.4 Ch.6 Sec.3 [1.2].
3.6.9 Cargo hold bilge wells shall be specially designed to ensure discharge of water in all conditions. The
wells shall be readily accessible for cleaning. To prevent loss of suction the bilge wells shall have a minimum
capacity of 0,4 m³ and designed with at least two chambers, separated by a grid.
3.6.10 Special attention is drawn particularly to strainer plates and drums. The perforations shall be at
least 25 mm is diameter as the hold is not designed for transport of bulk cargo. Hence, sealing of bilge well
strainer plates is not accepted.
3.6.11 Alternative arrangements of the dewatering system may be accepted if equivalent level of safety is
provided.
3.6.12 Operational test of bilge system in the presence of theSociety shall be conducted.
3.6.13 If freeing ports are provided they should be fitted on both sides of each open cargo hold, subject to
the following:
1) The number, size and location of the freeing ports should be sufficient at each side of the open hold to
prevent the accumulation of water above the level defined in [3.3.12].
2) Efficient means of closure to prevent the accidental ingress of water should be provided. Such means
should be operated from above the freeboard deck. In case of a ship operating in areas where icing is
likely to occur, suitable arrangements and procedures shall be established to enable the freeing ports to
operate efficiently under such conditions.
3.7 Fire protection requirements
3.7.1 General
3.7.1.1 For carriage of dangerous goods and/or combustible cargo, fixed fire safety arrangements shall
comply with the requirements as specified in [3.7.2] and [3.7.3].
3.7.1.2 Paragraph [3.7.1.1] is not applicable, if no dangerous goods and only non-combustible materials
(cargoes) are carried in the open-top multi purpose or general dry cargo ship hold(s).
Guidance note:
A definition for 'non-combustible materials' is given in the 2010 FTP Code, Annex 2, paragraph 1.
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3.7.2 Fixed fire-extinguishing arrangements
3.7.2.1 Cargo spaces of open-top multi-purpose or general dry cargo ships shall be provided with a fixed
power monitor system consisting of at least two water monitors located on deck, one forward and one aft of
the open hold.
3.7.2.2 The minimum capacity of each monitor shall be selected from Table 2. With that output, each
location of the cargo hold shall be capable of being reached with a rigid jet of water at the required pressure
discharged from at least one monitor.
Table 2 Minimum water monitor capacity
Length of cargo space Min. water monitor capacity
up to 80 m 2000 l/min
> 120 m to be agreed with the Society
3.7.2.3 The distance from the monitor to the farthest extremity of the protected area forward of each
monitor (mid cargo space) shall be not more than 75 % of the monitor throw in still air conditions.
3.7.2.4 The monitors may be supplied by the ship's fire main provided that capacity and pressure of the fire
pumps and the fire main diameter are sufficient for a simultaneous operation of one monitor at the required
output and the required number of jets of water discharged from the ship's fire hoses.
3.7.2.5 The monitors shall preferably be positioned on the vessel's center line and be so located that they
have a free line for the water jets over the horizontal area covered. The monitor movement shall be as
follows:
1) The horizontal angular movement shall be sufficient to cover the protected area forward of each monitor.
2) The necessary angular movement in the vertical direction shall be determined by the required throw
height of the water jet taking account of the maximum stowage height of cargo to be loaded in the cargo
space.
3) The monitors shall be lockable in any position within these ranges.
3.7.2.6 The monitors and their foundations shall be of strong construction and capable of withstanding the
loads due to recoil action and sea conditions normally encountered in service.
3.7.2.7 The monitors shall be of approved type and be made of seawater resistant material.
3.7.2.8 Each monitor shall be equipped with a discharge nozzle of dual purpose spray/jet type.
3.7.2.9 The monitor controls and the associated control system shall be designed as follows:
1) The monitors and their controls and any associated shutoff valves shall be provided with remote
operating capability and local/manual control.
2) The remote control shall be arranged in a safe area, e.g. in a control room or at a control position with a
good general view to the protected area.
3) The open and closed indication of remotely controlled valves if fitted, shall be indicated at the remote
control position.
4) Failure in the remote control system shall initiate an alarm at the remote control position.
5) The monitor control circuits shall be independent from each other.
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3.7.2.10 If tween deck panels (movable stowage platforms) are used, the area underneath the panels shall
be protected with water spray nozzles. The system design shall follow the principles specified in SOLAS
II-2/19.3.1.3.
3.7.2.11 Alternative water based fixed fire extinguishing systems which are capable to provide an equivalent
level of safety may be accepted on a case by case basis if agreed with the relevant flag state administration.
3.7.2.12 Upon installation and prior to the vessel's delivery, an operational test of the monitors or other
equivalent fixed fire extinguishing system in the presence of the Societies attending surveyor shall be
conducted verifying the remote/local control functions and the required throw length and throw height of the
water jet.
3.7.3 Fire detection arrangement
3.7.3.1 If the open-top multi purpose or general dry cargo ship hold is designed for carriage of dangerous
goods, a fixed fire detection and fire alarm system shall be provided, taking into account the hold
configuration and ventilation arrangement.
3.8 Dangerous goods
3.8.1 Dangerous goods for which 'stowage on deck only' is specified in the IMDG Code shall not be carried in
or vertically above the open-top hold.
3.8.2 Dangerous goods other than those described in [3.8.1] shall not be carried in or vertically above the
open-top cargo hold unless the hold is in full compliance with SOLAS II-2, Reg. 19 as amended, applicable to
enclosed cargo spaces as appropriate for the cargo carried, see Sec.10.
3.8.3 Segregation of dangerous goods
The stowage and segregation requirements of the IMDG Code as amended shall be applied.
3.9 Solid bulk cargoes
Transport of solid bulk cargoes without weathertight hatch covers is not permitted .
3.10 Securing and stowage of opened or removed hatch covers
3.10.1 Opened or removed hatch covers shall be adequately secured during sea voyage. If the opened or
removed hatch covers are considered as wave breakers in the model test, the loads according to Pt.3 Ch.10
Sec.6 [10.2] and the accelerations according to Pt.3 Ch.4 Sec.3 [3.3] shall be taken into account for the
dimensioning of the lashings.
3.10.2 The height of hatch covers secured in open position shall not obstruct the line of sight from the
navigation bridge as required by SOLAS V/22.1.1.
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SECTION 3 PERMANENTLY INSTALLED CRANES - CRANE
1 General
1.1 Introduction
The additional class notation Crane sets requirements for a design standard for permanently installed cranes
on vessels.
1.2 Scope
The scope for additional class notation Crane provides requirements for cranes with respect to: safety and
functionality, devices for locking the crane in a parked position (vessel at sea) and for supporting the crane
structure. Three terms are used in this section to describe the intended use of the crane, these are: Offshore
crane - for cargo handling outside the vessel while at sea: Shipboard crane - for cargo handling in and
outside of the vessel, in harbour or sheltered waters; Platform crane - for cargo handling on offshore vessels.
For vessels with more than one crane installed, class notation Crane may be applied to selected cranes only.
The selected cranes will be identified in the Appendix to the Class Certificate.
1.3 Application
The additional class notation Crane applies to the selected cranes installed on vessels. See Pt.3 Ch.1
regarding additional requirements for the supporting structure, and Pt.5 Ch.10 Sec.2, concerning stability.
DNV-ST-0377 Standard for shipboard lifting appliances and DNV-ST-0378 Standard for offshore and
platform lifting appliances cover requirements for preventing overturning and sliding. Vessels found to be in
compliance with the requirements in this section may be assigned the additional class notation Crane.
1.4 Definitions
1.4.1
Table 1 Definitions and abbreviation
Term Definition or abbreviation
LF length of the ship as defined in the International Convention of Load Lines
a lifting appliance on board a vessel intended for handling of loads outside the vessel while at
offshore crane
open sea
a lifting appliance on board a ship intended for handling loads within and outside the vessel
shipboard crane
while in harbour and within the vessel while at sea
a lifting appliance on board an offshore unit intended for handling loads within and outside the
platform crane
vessel while in harbour and within the vessel while at sea
1.5 Certification
1.5.1
For cranes that class notation Crane shall be applied to, the builder shall request the manufacturers to order
certification as described in Table 2
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Table 2 Certification requirements
Object Certificate type Issued by Certification standard* Additional description
Offshore Product certificate CG2, see
PC Society DNV-ST-0378
crane DNV-ST-0378
Platform Product certificate CG2, see
crane DNV-ST-0378
Shipboard Product certificate CG2, see
crane DNV-ST-0377
* Unless otherwise specified the certification standard is the rules.
1.5.2 For definition of certification types, see Pt.1 Ch.3.
1.6 Documentation
1.6.1 Documentation shall be submitted as required by Table 3.
Object Documentation type Additional description Info
Including:
— main dimensions
Cranes Z030 - Arrangement plan — limiting positions of movable parts FI
— location onboard during operation and in
parked position.
Lifting
For contents, see International Code on Intact
operational and Z220 - Vessel operation manual FI
Stability, 2008, Part B, paragraph 3.9.
planning manual
AP = for approval; FI = for information
Guidance note:
Documentation requirements to hull support of the cranes are covered in Pt.3 and electrical power supply are covered in Pt.4 Ch.8.
1.6.2 For general requirements to documentation, including definition of the info codes, see DNV-CG-0550
Sec.6.
1.6.3 For a full definition of the documentation types, see DNV-CG-0550 Sec.5.
2 Design loads
2.1 General
In addition to the specific design loads given in DNV-ST-0378 Offshore and platform lifting appliances and
DNV-ST-0377 Shipboard lifting appliances, loads due to ship motions shall be considered. Design values of
linear and angular accelerations are given in Pt.3 Ch.1 Sec.4.
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3 Overturning and sliding
3.1 Overturning
Devices shall be provided for all cranes in parked position (vessel at sea) to be anchored to the hull structure.
The anchoring devices shall be designed to withstand inertia forces due to ship motions and loads due
to out of service winds. The strength calculations shall be based on accepted principles of statics and
strength of materials, applying the safety factors as stipulated for load case III in the DNV-ST-0378, or, load
combinations III in DNV-ST-0377.
3.2 Sliding
3.2.1 In parked position (vessel at sea) sliding is preferably to be prevented by means of anchoring devices.
See [3.1]. If sliding is intended to be prevented by friction between rail and wheels only, the coefficient of
friction shall not be taken greater than 0.15.
3.2.2 For a crane in operation, sliding shall not to take place unless the forces parallel to rails exceed 1.3
times the values for load case II in the DNV-ST-0378, or, load combinations II in DNV-ST-0377. When this is
not satisfied, sliding shall be prevented by a device locking the crane in position. The strength of this device
shall be based on the safety factors for load case II/load combination II, as referred to above.
4 Testing
4.1 General
After completed installation onboard, functional testing and load testing of the crane shall be carried out as
specified in the DNV-ST-0378, or DNV-ST-0377.
5 Stability
5.1 Stability requirements for heavy lift operations
The intact and damage stability for vessels with length LLL of 24 metres and above for which lifting operations
is one of the functions, shall be in compliance with the requirements given in Pt.5 Ch.10 Sec.2 [4]
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SECTION 4 ADDITIONAL FIRE SAFETY - F
1 General
1.1 Objective
The objective is to provide measures for enhanced fire detection and fire-fighting capabilities for different
ship types. The safety measures are supplementary to those given in SOLAS II-2.
1.2 Scope
The scope of the class notation, F is to provide procedures and requirements for fire detection and fire-
fighting for the accommodation area, machinery space and cargo area for specific ship types..
1.3 Application
The additional class notation F applies to cargo ships or passenger ships that comply with the SOLAS Reg.
II-2.
Specific requirements as given in [5] may apply for ships with the following ship type notations:
— Tanker for oil, Tanker for chemicals
— Tanker for liquified gas
— General dry cargo ship, Bulk carrier
— RO/RO ship, Car carrier, Ferry A
Specific requirements for fire detection, fire-fighting and crew protection for ships having the notation
Container ship are given in class notation FCS in Sec.23.
1.4 Class notation
1.4.1 Vessels built in compliance with the requirements as specified in Table 1 may be assigned the class
notations as follows.
Table 1 Class notations
Class notation Qualifier Purpose Application
F Additional fire protection in accommodation area (see
A
Mandatory: [2])
No Additional fire protection for machinery spaces - All ship types that comply
M
Design requirements: general (see [3]) with SOLAS Reg. II-2
Ch.4 Sec.4 Additional measures for machinery spaces - fire
M-P
FIS survey prevention (see [4])
requirements:
Pt.7 Ch.1 Sec.6 [1] C Additional fire protection in cargo area (see [5]) Ship types as given in [5]
1.4.2 Ships found in compliance with the requirements of several subsections of this notation may given a
combination of the corresponding qualifiers (e.g. F(A, M, M-P, C).
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1.5.1 For qualifiers A, M, and C, compliance with the requirements in this section shall be shown in the
documentation required by Pt.4 Ch.11 (using the entry for SOLAS ships where the Society is authorised to
issue safety certificates). In addition, documentation as required by Table 2 shall be submitted for approval
or incorporated into plans required by Pt.4 Ch.11.
Additional class notation and qualifier F(A):
M070 - List of combustible AP
Accommodation spaces
materials
Additional class notation and qualifier F(M):
Fire observation television Location of TV cameras AP
Z030 - Arrangement plan
monitoring system
Fire prevention Typical details and methods for shielding of AP
Z100 - Specification
arrangements couplings in oil piping systems
Fire prevention Z241 Measurement report Infrared thermo-scanning report with AP

arrangements corrective measures.
Additional class notation and qualifier F(M-P):
Fuel and lubrication oil S015 - Piping system A diagrammatic drawing showing the oil AP

systems schematic layout piping system in machinery spaces of
category A, including:
— location of leakage points
— location of control and monitoring
equipment such as automatic oil leak
detection.
The diagram shall include oil piping
systems in machinery spaces of category A,
including on engines and boilers and other
relevant components.
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Fuel and lubrication oil G070 - Details of leakage An overview of leakage points defined in AP
systems points [1.6], i.e. points from which a flammable
gas, vapour or liquid may be released into
the atmosphere, including the following
information:
— physical location of source
— identification of the physical item that
may leak, e.g. a pipe flange, together
with line number, tag number, etc.
— types of flammable gas, vapour or liquid
that may leak
3
— possible leak rate (m /h) in case of full
fracture
— details of solution to shield or contain
the leak, see [4.4] for details
— details of solution to detect the leak,
where applicable, see [4.3] for details.
.
Fuel and lubrication oil I100 - System diagram A schematic drawing showing the layout of AP

systems the system including all instruments and
control devices.
Safety management Z163 - Maintenance manual A maintenance plan which shall be included FI

in the vessel's planned maintenance
system to be subject for audits and as a
minimum shall include the following:
— maintenance of automatic oil leak
detection systems, see [4.3.1] for
details
— maintenance of oil piping shielding/
containment, see [4.4.1.7] for details
— maintenance of hot surface insulation
and measurement equipment, see
[4.5.3] for details
— process for maintaining clean surfaces
in the engine room to allow for efficient
visual detection of leaks, see [4.3.2.2]
for details.
Safety management Z250 - Procedure Procedure for maintenance of oil piping see FI

[4.2.3] for details.
Safety management Z250 - Procedure Manual inspection for oil leaks see [4.2.2.1] FI

for details.
Vibration G150 - Vibration See [4.2.1.1] for details. FI

measurement protocol
Fire prevention Z255 - Measurement Thermoscanning report, see [4.5.3.2] for FI

arrangements procedure details.
Safety management G020 - Emergency and Emergency response procedure, see FI

preparedness analysis [4.3.3.1] and [4.5.4.1] for details.
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Safety management Z250 - Procedure Continuous improvement process, see FI
[4.2.4.1] for details.
Fire observation television Z030 - Arrangement plan Location of TV cameras covering critical oil AP

monitoring system leakage points, such as the engine fuel oil
manifold cover and the engine fuel oil inlets
and outlets.
Additional class notation and qualifier F(C):
Cargo holds fire G200 - Fixed fire extinguishing For cargo holds, as installed. AP

extinguishing system system documentation
Cargo tank deck fire G200 - Fixed fire extinguishing For cargo deck areas, as installed. AP

External surface protection G200 - Fixed fire extinguishing Arrangement and capacity. AP

water spraying system system documentation
AP = for approval, FI = for information
Sec.6.
1.5.4 On board documentation
The required documentation in this chapter along with manuals for the fire-extinguishing systems, fire-
fighting appliances and fire detection and alarm systems shall be kept in one place e.g. in the wheelhouse or
engine control room. The manuals shall include instructions for use of the systems, periodical maintenance,
and specification of periodical tests.
1.6 Terms and definitions
Table 3 Terms and definitions
Term Definition
in the context of this section 'oil' refers to fuel oil, lubrication oil, thermal oil or
oil
hydraulic oil
those locations in the machinery spaces of category A, including on the engine, where
oil leakage is most likely to occur during the lifetime of the ship and components, such
as:
— pipe connections, flanged, screwed or otherwise
— sensors and any hoses or pipes connecting them to oil piping
— oil pumps including connections, independent of the pressure produced or function
leakage point
served
— flexible couplings
— copper piping
— oil filters
— pressure dampers
.
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Term Definition
a system that will contain leaked oil close to the leakage point and prevent exposure
secondary containment
to potential ignition sources
1.7 Firefighter's outfit
1.7.1 Ships with one or combinations of the additional class notations F(A), F(M), F(C) shall have at least
4 sets of firefighter's outfit as specified in Ch.3 of International Code for Fire Safety Systems (FSS Code).
Additional requirements are given for some ship types under the F(C) notation in [5]. The firefighter's outfit
defined in these rules need not be additional to those required by SOLAS Reg. II-2/A/17.
1.7.2 Each of the breathing apparatus shall be provided with cylinders of 1,800 litres capacity. The total
weight of one apparatus (including cylinder filled with air, valves and mask) shall not exceed 12.0 kg. Two
spare cylinders shall be provided for each apparatus. All cylinders, apparatus and valves shall be of the same
type. Apparatus with less capacity and less weight may be accepted if deemed more suitable for the intended
service and if more spares are provided.
1.7.3 The firefighter's outfit (protective clothing, boots, gloves, helmet and breathing apparatus) shall
comply with the EN and ISO standards defined by the EU marine equipment directive (MED approved).
1.7.4 A high-pressure compressor suitable for filling of the cylinders for the breathing apparatus shall be
installed. The compressor shall be driven by a separate diesel engine or from the emergency power plant
and shall be placed in an easily accessible and safe place onboard. The capacity of the compressor shall be at
least 75 litres/minute.
Guidance note:
When considering the compressor location it should be kept in mind that, when a fire has broken out onboard, the compressor
should be operable and that the air to be compressed should be sufficiently clean for breathing purposes.
1.7.5 The firefighter’s outfits shall be divided between two fire stations placed at a safe distance from each
other. The fire stations shall be clearly marked and shall have access from open deck. Both stations shall be
readily accessible and located within the main accommodation block, preferably with one station on the port
side and one on the starboard side. The stations shall have minimum A-0 fire integrity towards other spaces.
1.7.6 The arrangement of the fire stations shall be such that all the equipment has its own place and is
easily accessible and ready for immediate use. There shall be arrangements for hanging up protective
clothing and other equipment, which should be stored in a suspended position.
2 Accommodation - F(A)
2.1 General
2.1.1 Purpose
The purpose of the requirements for fire technical subdivision of the accommodation is:
— to prevent a fire in any other part of the ship from spreading to the accommodation
— to prevent a fire in the accommodation from spreading to other parts of the accommodation (within the
time limits established for the concerned material's fire-technical class)
— to reduce the use of combustible material
— to provide rapid detection and safe escape from the cabins and corridors.
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2.1.2 Application
Passenger ships having the F(A) notation need only comply with:
— [2.2] Restricted use of combustible materials
— [2.5] Ventilation
— [2.9] Other items.
Cargo ships having the F(A) notation shall comply with all subsections.
2.2 Restricted use of combustible materials
2.2.1 Curtains and other suspended textile materials shall have resistance to flame as given in Part 7 of the
International Code for Application of Fire Test Procedures (FTP Code).
2.2.2 Furniture and other items in stairways and corridors shall only be accepted when fixed to the ship's
structure, does not obstruct the escape ways and complies with FTP Code, Part 8.
2.2.3 Bedding components shall comply with FTP Code, Part 9.
2.3 Emergency escape
2.3.1 Dead end corridors are prohibited. Recesses are accepted where the depth does not exceed the width.
2
2.3.2 Spaces exceeding 30 m shall be provided with at least two independent escape routes. The primary
escape route shall be a door directly to a corridor or an open deck. Windows that are of adequate size and
2 2
provided with ladders may be used as the second means of escape for spaces between 30 m and 50 m ,
2
whereas the secondary means of escape for spaces above 50 m shall consists of doors, corridors and
stairways being independent of the primary escape.
2.4 Structural fire protection
2.4.1 Construction method IC shall be used, see SOLAS Reg. II-2/9.2.3.2.
2.4.2 Corridors in the accommodation shall be divided by self-closing class B-15 doors at a maximum
distance of 20 m from each other. When transverse corridors and longitudinal corridors are connected to each
other, self-closing class B-15 doors are also to be provided if the total corridor length exceeds 20 m.
2.4.3 All doors fitted in corridors serving cabins and/or public spaces shall be of self-closing type. Service
hatches need not to comply with this requirement.
2.4.4 If a door required to be self-closing is equipped with an approved hold back device, this shall
automatically release the door when the fire alarm is sounded.
2.4.5 All decks in the accommodation spaces, including corridors, shall be of minimum class A-0.
2.4.6 All bulkheads and decks separating the accommodation from all machinery spaces (fire category
6 and 7), cargo holds and ballast and cargo pump rooms, as applicable, shall be of class A-60. This
requirement does not apply to fire category 7 spaces located within the accommodation unit and only serving
accommodation and service spaces (examples are air condition machinery spaces and service trunks serving
only cabins and similar spaces).
2.4.7 All bulkhead and decks enclosing the drying rooms and laundries shall be of minimum class A-0. The
doors, ventilation system and other penetrations shall be of A-class standard. The exhaust ducts shall have
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service hatches for cleaning and serve no other spaces but can be connected to the common accommodation
air condition unit.
2.4.8 All divisional bulkheads, linings, deckhead in accommodation spaces, service spaces and control
stations shall be of at least class B-15. The sanitary unit can be accepted as part of the cabin. Divisions of
minimum A-0 class will in this context be considered to be equivalent to B-15.
2.5 Ventilation - passenger vessels
2.5.1 On passenger vessels corridors shall be served by an independent ventilation fan and duct system
(exhaust and supply) which shall not serve any other spaces in the ventilation systems. The ventilation
system shall provide overpressure in the corridors (typically 50 Pa) compared to other spaces in the
accommodation, except stairways. Please observe also the SOLAS requirement for an independent system for
staircases (SOLAS Reg. II-2/9.7).
2.5.2 For all passenger vessels, the corridor ventilation system shall be designed as a passive smoke
extraction system with supply on a low level and at a low velocity (typically < 1.0 m per second) whereas
exhaust shall be provided at ceiling level. Other designs are accepted when documented safe by calculations
(standard fire load and awareness time 120 seconds).
2.5.3 The smoke control systems for corridors and staircases are intended to run in a fire until all persons
have escaped the area (this is an operation procedure and does not place additional requirements on the
components of the ventilation systems).
2.6 Fire detection and alarm system
2.6.1 General
In all accommodation, service spaces and control stations, an approved automatic fire detection and alarm
system of addressable type shall be installed in accordance with Pt.4 Ch.9. Optical smoke detectors shall
be used, except that heat detectors shall be installed in refrigerated chambers and in any saunas. Galleys
shall be provided with smoke detectors in preparation parts and heat detectors above deep fat fryers, steam
baths, ovens and similar equipment.
2.6.2 The fire detection system shall be of the addressable type.
2.6.3 Detectors fitted in cabins, when activated, shall also be capable of emitting, or cause to be emitted,
an audible alarm within the space where they are located. The alarm shall be immediate and local for the
cabin in question. PA/alarm system for a larger area shall not be used unless alarm can be routed to a single
cabin whereas designs extending alarms to a suitable number of adjacent cabins and/or corridor outside
cabin affected will be accepted.
2.7 Portable fire extinguishers
2.7.1 Number and location
The required extinguishers shall be 12 kg powder or 9 litre foam portable extinguishers of an approved type.
2.7.2 Two portable extinguishers shall be provided in corridors or stairways at each deck. In addition, at
least one such extinguisher shall be installed in all pantries, laundries, crew day rooms and similar spaces. At
least two extinguishers of suitable type for deep fat fryers shall be provided for the galley.
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2.8 Fire water system
2.8.1 When planning location of fire hydrants, the fact that the fire shall be fought from the outside
shall be considered. Hydrants and hose equipment are shall be located outside the entrance doors to the
accommodation. Size of fire hoses shall in general be 38 mm but other sizes ,may be approved on a case-by-
case basis considering locations, spaces served and the number of fire fighters dedicated to this task.
2.9 Other items
2.9.1 The electric power supply to deep fat fryers within the galley shall be disconnected when the fixed fire
extinguishing system protecting this item is release, see SOLAS Reg. II-2/10.6.4. This disconnection shall not
be automatically reset when the fixed fire extinguishing system is turned off, a manual action is required for
this purpose.
3 Machinery spaces - F(M)
3.1 General
3.1.1 Emergency escape and access
At least one of the escape routes from the engine control room shall be independent of the engine room.
3.1.2 Other machinery spaces (fire category 7) and workshops not being part of engine room (fire category
9) on cargo ships and similar spaces on passenger ships shall have minimum one escape route being
independent of machinery spaces of category A.
3.1.3 Ventilation
At least one of the machinery space fans shall in addition to the main power supply also have a supply from
the emergency source of power in order to purge the machinery spaces after a fire incident. This fan shall be
of the reversible type.
Guidance note:
Hold time after a fire will depend on type of extinguishing media and how long the space has been on fire. In case only a gas fire
extinguishing system has been used, typical hold time will be several hours.
3.1.4 All ventilation and air inlets shall be fitted with dampers or other closing arrangements, which can
be secured in a closed position. Indicators showing the open or closed position of the dampers shall be
fitted adjacent to the controls. The dampers shall be manoeuvrable from open deck or any space separated
from the space served by A-60 and with access directly from open deck. For passenger ships, this will be
in addition to the controls arranged at the safety centre if arranged below weather deck. The hand lever of
dampers is not to be located more than two (2) m above the deck.
Guidance note:
The aim of these requirements is to isolate a fire to the space it originated and to prevent supply of oxygen.
3.1.5 All dampers and fire dampers enclosing the engine room shall be made of a material that is corrosion
resistant in the marine environment, without the need for coatings or galvanizing, such as stainless steel of a
type suitable for the marine environment.
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3.1.6 Centralised fire control station
Controls for release of the local extinguishing system, stop of fuel pumps and ventilation fans shall be located
in a manned station (typically 16 hours a day). This station can be the engine control room or a manned
safety centre. The stations shall be separated from the engine room with minimum smoke tight divisions with
access and escape being independent of the engine room.
3.1.7 The CCTV system required by these rules and a fire detection slave panel station shall be located in
this station, in the vicinity of the controls installed in the station specified in [3.1.6].
3.1.8 Controls for release main extinguishing system and closing of oil fuel valves shall be readily accessible
but can be located outside the centralised fire control station.
3.1.9 Ships accepted to operate with unmanned engine room shall in addition to the above have controls for
release of the local extinguishing system also in the wheelhouse.
3.1.10 In cases where the division between engine control room and engine room is of A-class, the above
requirement can be combined with the control positions required by SOLAS, as applicable.
3.1.11 Emergency fire pump and fire hoses
3
The emergency fire pump shall have a capacity of not less than 72 m /hour. If the emergency fire pump
serves other critical safety consumers, the capacity shall be increased accordingly. The pump shall provide
a minimum pressure of 5.0 bar for the hydrants in the vicinity of machinery spaces with two water jets in
operation.
3.1.12 The space containing the emergency fire pump and its mover shall be well ventilated and provided
with emergency light. The pump's prime mover shall be provided with heating unless the space in which it is
located has adequate heating facilities.
The emergency fire pump shall be tested with power served only from the emergency generator. The pump
shall be started and run up to full flow with all other required consumers being connected to the emergency
generator.
3.1.13 During start of the fire pump, it shall be ensured that voltage and frequency variations are kept
within the limits given in Pt.4 Ch.8 Sec.2 [1.2.4]. Special considerations should be made when the motor
driving the emergency fire pump has a power rating exceeding 30% of the rating of the emergency
generator. Means to limit voltage peaks when starting the pump may be required.
3.1.14 The size of fire hoses intended for use in machinery spaces shall be chosen based on the number of
fire fighters dedicated to this task (38 mm hoses are recommended).
3.1.15 Protection of engine room casings, passenger ships
Casings on passenger ship carrying more than 36 passengers shall be assigned category 11 as defined in
SOLAS Reg. II-2 if separated from the engine rooms.
3.1.16 Where multiple plastic pipes are installed within casings on passenger ship carrying more than 36
passengers, these plastic pipes shall be covered with a fire retard ant material. The surface of the plastic
pipes with the cover material shall be of low flame spread type according to a relevant standard (FTP Code
Pt. 5 or ASTM D3806 or DIN 4102, B2 or any equivalent standard).
3.2 Oil systems
3.2.1 The arrangement of oil tanks, pipelines for oil under pressure, oil processing machinery, etc. shall be
such that the danger of leakage and ignition is reduced to a minimum.
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3.2.2 Separation of risk objects
The following installations shall be located in space separated from the spaces containing combustion engines
and oil fired boilers:
— oil fired thermal oil heaters
— fuel oil purifiers
— incinerators.
3.2.3 The above rooms shall be provided with fixed main fire extinguishing system as per [3.6.1] and a local
extinguishing system as per [3.5.1].
3.2.4 Hydraulic power aggregates, regardless of size, accepted within the engine room shall be provided
with shielding plates where facing major ignition hazards, such as combustion engines (less than ten (10) m
away) and electric motors and similar (less than three (3) m away).
3.2.5 Shielding of oil piping within machinery spaces of category A
1) All flanges and couplings in all oil piping systems on passenger vessels, and in fuel oil piping systems on
cargo vessels, shall be provided with steel sheet screens, with small diameter bore at bottom to indicate
leaks and divert leakage to safe area. The requirement does not apply to flanges and coupling effectively
screened from ignition sources by other means, for instance tight floor plating.
Guidance note:
Certified tape is not accepted as an equivalent.
Non-pressurised systems (such as overflow and drain pipes) need not comply with the above.
2) Oil piping located within a machinery space of category A shall not be laid above or adjacent to potential
ignition points unless arranged in double wall piping with safe drain from the annular space.
3.2.6 Visual inspection of oil leaks
The tank top or floor plating below oil piping located within a machinery space of category A shall be painted
white or with a light color to ensure easy visual detection.
3.3 Hot surfaces
3.3.1 Infrared scanning
All engines, exhaust ducts, steam ducts (if any) and similar equipment, where hot surfaces above 220
°C may be expected, shall be examined by an infrared scanning camera during normal operation of the
machinery (minimum 85 % load).
3.3.2 A report shall be issued to the plan approval centre and the local surveyor, identifying all items with
temperatures above 220° C. The infrared scanning shall be carried out by certified personnel or in co-
operation with a surveyor. The calibration of equipment to be documented and the chosen emissivity factor
shall be justified.
3.3.3 Corrective actions shall be taken for all surfaces with temperatures above 220°C. Such actions may
include improved insulation or improved heat dissipation (cooling ribs and or similar).
3.3.4 The corrective actions may be verified by manual equipment.
3.3.5 The infrared scanning shall be repeated and documented on an annual basis when the ship is in
operation.
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3.3.6 Insulation of hot surfaces
1) All insulation shall be made of non-combustible insulation protected by steel sheet cladding, or
equivalent solution.
2) The cladding shall be easy to dismantle and assemble wherever inspection of the protected equipment is
necessary.
3) The intersection between the ducting system and complex geometries can be accepted with foiled faced
insulation provided that these areas are limited. For steam systems the steel sheet cladding shall only be
required for areas where oil leakage can be expected.
4) The protective plating, and foiled faced insulation when applicable, shall be designed to prevent any oil
on its surface reaching the underlying insulation and potential ignition points.
Guidance note:
Examples of accepted and not accepted connection points in hot surface insulation.

3.4 Fire detection and alarm system
3.4.1 Fire detection
The requirements in SOLAS and Ch.2 Sec.2 [3.6] for ships with periodically unattended machinery space
shall be complied with for all ships with F(M) class.
3.4.2 Both machinery spaces of category A (fire category 6) and other machinery spaces (fire category 7)
shall be covered by a detection system. For passenger ships, auxiliary machinery spaces (fire category 10
and 11) shall also be covered by the detection system.
3.4.3 Fire detectors of more than one type shall be used for machinery spaces of category A. Smoke
detectors shall be provided throughout the space as per FSS Code. In addition, flame detectors shall cover all
engines, heated fuel oil separators, oil fired boilers and similar equipment.
Each flame detector shall cover maximum two adjacent engines and in no case a larger coverage area than
that approved for the detector in question. Only approved flame detectors of infrared type shall be used (UV
is not considered to be equivalent).
The response time (central unit scanning time) from when any detector(s) initiates an alarm, to this alarm
condition is reported at the central unit, shall not exceed five (5) seconds.
Casings on passenger ship carrying more than 36 passengers shall be protected by IR flame detectors
covering scrubbers and areas containing plastic pipes whereas optical smoke detectors with smoke collection
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plates, minimum 500 mm in diameter, shall cover as a minimum every second deck. The smoke detectors
shall have spacing and coverage area in accordance with the FSS Code.
The above applies also to casings being separated from the engine room.
3.4.4 Any workshop shall be provided smoke detectors connected to a timer function that will automatically
reset after not more than 20 minutes. In addition, heat detector(s) not connected to this timer shall be
provided at suitable locations.
3.4.5 TV monitoring system
A colour TV monitoring system shall cover all engines with rated power above 375 kW, heated fuel oil
separators, oil fired boilers and all oil fired equipment, except for the emergency generator which need not to
be provided with this system. Monitors shall be available in a manned control station or in an engine control
room.
The casing shall be covered by the CCTV system on passenger ships carrying more than 36 passengers. This
also applies to casings being separated from the engine room.
3.5 Fixed local application fire extinguishing system
3.5.1 General
A local application system in accordance with SOLAS Reg. II-2/10.5.6 and IMO MSC/Circ.1387 shall be
installed. Spaces identified in [3.2.2] shall also be protected.
3.5.2 The local application system and the main fire extinguishing system shall in addition to the specific
rules applicable to each system comply with the following requirements:
— the local application system and the main fire extinguishing system shall be independent of each other
and not have common components, and
— at least one of the systems shall be fully operable even in a situation where all power supply from the
space on fire is not available and the emergency power system is out of operation.
3.5.3 The requirement addressed in [3.5.2] shall be met by accumulators having the extinguishing media
stored under sufficient pressure at all times. These accumulators shall be provided in addition to the pump
serving the fire extinguishing system under normal conditions.
An arrangement where pumps driven by dedicated diesel engines or vessels having two independent power
systems in addition to the emergency generator (for example vessels with additional class notation for
redundant propulsion, RP, may be accepted as equivalent to the accumulator solution if the arrangement is
considered by the Society to be robust, reliable and quick acting.
Guidance note:
Examples of acceptable systems are:
1) CO2 or equivalent gas system for main fire extinguishing system and a local application system with supply from main and
emergency power supply.
2) Water based main fire extinguishing system and a local application system with a pump for continues supply and back-up of
20 minutes water supply (and foam supply, if applicable) from a dedicated pressure vessel.
3.5.4 Arrangement
The local application system shall be type approved by the Society in accordance with IMO MSC/Circ.1387.
3.5.5 The system shall be provided with both main and emergency power supply. Systems being served by
an accumulator (for instance as a means to comply with the requirement in [3.5.2]) shall also be provided
with a water pump complying with all parts of this section. Installation consisting of pumps moved directly by
a dedicated diesel engine shall be capable of delivering water at full pressure within 20 seconds (measured
from stand-by condition).
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3.5.6 The system shall discharge freshwater of potable quality. Foam additives are accepted, whereas use
of seawater is prohibited for the first 20 minutes of the discharge. The pump shall be able to operate under
all conditions without the use of any self-priming system. The pump and its mover shall be provided with
heating unless the space in which they are located has adequate heating facilities.
3.5.7 Separation of the system into sections shall be approved in each separate case. In any case, pump
capacity shall be designed to simultaneously cover risk objects less than 3 m apart, also when arranged as
separate sections. In addition, the water supply shall be designed to cover all auxiliary engines within a space
or the main engine, whichever demands the largest water supply. For other multi-engine arrangements, the
system shall cover more than half the engines within an engine room.
3.5.8 The spray head arrangement shall be according to the IMO MSC.1/Circ.1387 requirements and the
conditions specified in the Society’s type approval certificate, with the additional requirement that fuel oil
installations attached to the engines shall also be protected.
Turbo charger and other turbo machinery shall be protected. The spray heads shall be installed at a minimum
of 1.0 m away from such equipment.
Discharge of water directly into electric generators and engine air intakes shall be avoided.
3.5.9 A test and drain valve shall be provided. The valve shall be provided with means to secure it in a
closed position after use, whereas any isolation valve shall be secured in the open position. The valves may
be located upstream or downstream of the section valves, but shall in any case be installed close to the
section valve(s). No other in-line components (check valves, etc.) shall be accepted on the dry pipe side.
3.5.10 It shall be possible to manually operate the section valves via a direct manual operation on the stem.
Where this is not possible (for instance valves operated on pilot pressure) a manual by pass valve, complying
with 3.9.5, shall be provided in parallel with the section valve. A signboard identifying the valve and its
operation shall be posted adjacent to the bypass valve.
3.5.11 The section valves, test and drain valves, any accumulators, pump unit and its power supply and
control equipment shall be readily accessible and shall be located outside the protected spaces (this being
defined as outside a boundary being of A-class standard).
3.5.12 Automatic release shall be provided for the local application system. This shall be operational even
when the vessel is without main power, but not necessarily in the dead ship condition where manual release
from a readily accessible position is acceptable.
A suitable combination of flame detectors of infrared type and smoke detectors shall be arranged. Discharge
of water shall be arranged upon signal from not more than two detectors whereas not less than three
detectors shall be provided for each section. All detectors shall be of approved type.
The response time (central unit scanning time) from when any detector(s) initiates an alarm, to this alarm
condition is reported at the central unit, shall not exceed five (5) seconds.
3.5.13 The following procedures shall be stored in the engine control room:
— description of the operation of the system
— how many sections that can be released simultaneously, based on available pump or accumulator capacity
— recommendations for stop of ventilation
— guidelines for when and how to use the main firefighting system in case the local application system does
not extinguish the fire.
Guidance note:
When considering ventilation philosophy, note that some small droplet water mist system may be sensitive with respect to
performance in well ventilated spaces, especially when distance from protected object to hazard is large. Risk of reduced
propulsion or power supply in case of erroneously release of the local extinguishing system should also be taken into consideration.
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3.6 Main extinguishing systems
3.6.1 General
Machinery spaces of category A shall be protected by one of the following fixed fire extinguishing systems:
— a high pressure CO2 total flooding system as described in [3.6.6]
— a low pressure CO2 total flooding system as described in [3.6.13]
— a water mist system as described in [3.6.18]
— a high expansion foam or inside air foam system as described in [3.6.22]
— an equivalent gaseous agent as described in [3.6.25].
3.6.2 The main fire extinguishing system shall in addition to these specific rules applicable to each system,
comply with the functional requirements of [3.5.2] and [3.5.3].
3.6.3 The following spaces shall be covered by a fixed fire extinguishing system:
— spaces containing main electric propulsion systems (if fitted). This includes electrical motors if inside hull,
switchboards and transformers serving such motors
— spaces containing the main switchboards (of any size) and switch boards with capacity exceeding 1000
kW for cargo handling systems (cargo pumps or cargo compressors)
— engine control room
— casings on passenger ships carrying more than 36 passengers (including casings being separated from the
engine room).
The system may be omitted for bow thruster rooms if these spaces contain no other fire risks; such as
combustion machinery, fuel systems and similar equipment.
The switchboard rooms and similar spaces covered by this requirement shall have a fire extinguishing system
suitable for use on high voltage equipment. This will in general imply use of a gas based fire extinguishing
system unless that it can be documented that other systems (water mist based on potable water) has
equivalent firefighting performance (small fires/enclosed cabinets) and do not damage the electrical
equipment.
The water mist protection of casings on passenger ships carrying more than 36 passengers shall be designed
as a total flooding system based on IMO MSC/Circ.1165 as amended, and shall consider the chimney effect
expected for the casings in question. As a minimum, water mist nozzles shall be located on every second
deck and additional nozzles shall be provided for areas containing scrubbers and multiple plastic pipes.
3.6.4 The main fire extinguishing system shall be type approved by the Society according to the IMO
standard applicable to the type of system.
3.6.5 If different types of main fire extinguishing systems (e.g. gas and foam) are used onboard, the
protected spaces shall be divided by minimum A-0 divisions.
3.6.6 Fixed high-pressure CO2 total flooding system
Any high-pressure CO2 total flooding system for the machinery spaces category A shall comply with FSS Code
Ch. 5 and the requirements of [3.6.7] through [3.6.12].
3.6.7 The quantity of CO2 gas shall be sufficient for a minimum volume of 40% of the complete protected
space, including any casing.
3.6.8 CO2 section valve shall be designed to avoid any corrosion problems. The moving parts of the valve
shall be made of corrosion resistant materials (stainless steel or equivalent), and there shall not be metal to
metal contact between the main moving part (e.g. ball) and the valve housing.
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3.6.9 The CO2 valve shall also be designed for manual operation. For this purpose an extended lever shall
be provided for each type of valves with dimension exceeding DN25 (corresponding to pipe with 25 mm
diameter).
3.6.10 Piping system upstream of section valves shall be presented to the Society’s surveyor prior to
installation of section valves to verify that these pipes are clean.
3.6.11 Slow leak valves shall be provided for the pneumatic release lines to evacuate minor leakages,
whereas a pressure gauge shall be fitted to the each enclosed manifold.
3.6.12 The release station(s) shall be clearly marked. A principal diagram of the protected spaces shall be
provided at each release station if the CO2 system has more than one section valve.
3.6.13 Fixed low pressure CO2 total flooding system
Any low pressure CO2 total flooding system shall comply with FSS Code Ch. 5 and the requirements of
[3.6.14] through [3.6.17].
3.6.14 The CO2 tank shall be provided with an external connection (vertical pipe or multiple level drainage
valves) for determining liquid level. Float indicators are not considered as being equivalent to the external
pipe and shall not be accepted as single means of liquid indication.
3.6.15 The main tank valve and each section valve (timer operated valve) shall be provided with a manual
by pass valve. This valve shall be operated manually in case the primary valves fail to operate. A signboard
stating required opening time shall be posted adjacent to the bypass valve.
3.6.16 The tank and associated piping system upstream of section valves shall be presented to the Society’s
surveyor prior to filling the tank, this in order to ensure that these components are clean.
3.6.17 The release station(s) shall be clearly marked. A principal diagram of the protected spaces shall be
provided at each release station if the CO2 system has more than one section valve.
3.6.18 Water mist system
Any water mist system shall comply with SOLAS and the requirements of [3.6.19] through [3.6.21].
Guidance note:
See IMO MSC/Circ. 1165, as amended.
3.6.19 Arrangement and dimensioning of the system shall be approved in each case, taking into
consideration the volume of protected space, capacity, location of nozzles, location of pump units and power
source.
3.6.20 Foam injection pumps, if fitted, shall be duplicated. The backup pumps shall be installed in a manner
that minimises the risk of both pumps being stuck by foam concentrate, or any other means of being put out
of operation. One acceptable solution is keep the valves to one foam pump closed after flushing, while the
other is in open standby mode.
3.6.21 It shall be possible to manually operate the section valves via a direct manual operation on the stem.
Where this is not possible (for instance valves operated on pilot pressure) a manual by pass valve, complying
with the above, shall be provided in parallel with the section valve. A signboard identifying the valve and its
operation shall be posted adjacent to the bypass valve.
3.6.22 High expansion and inside air foam system
All foam systems shall comply with FSS Code Ch. 6 and the requirements of [3.6.23] and [3.6.24].
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3.6.23 Foam injection pumps, if fitted, shall be duplicated. The backup pumps shall be installed in a manner
that minimises the risk of both pumps being stuck by foam concentrate or any other means of being put out
of operation. One acceptable solution is keep the valves to one foam pump closed after flushing, while the
other is in open standby mode.
3.6.24 It shall be possible to operate the foam system and the exhaust fan defined in [3.1.3] simultaneously.
3.6.25 Equivalent gaseous agent
Any equivalent gaseous agent for the machinery spaces category A shall comply with IMO MSC/Circ. 848 as
amended.
3.7.1 Number and location
Only approved 12 kg powder or 9 litre foam portable extinguishers shall be installed in the category A
machinery spaces.
3.7.2 The numbers of portable extinguishers shall comply with SOLAS. In addition the following minimum
numbers shall be provided at readily accessible positions:
— four (4) at the lower level and four (4) at the platform level for each main engine (extinguisher can be
combined if there are several main engines in one space)
— one (1) near each auxiliary engine (three (3) required for three (3) auxiliary engines)
— one (1) at the entrance to and one (1) inside the spaces defined under [3.2.2].
Guidance note:
The required location of the extinguishers is general, and efforts should be made to place these in the vicinity of the installations
representing the greatest risk of fire. When installations are placed in separate rooms of limited size, some or all of the required
extinguishers can be placed immediately outside the doors leading into these rooms.
4 Machinery spaces, prevention - F(M-P)
4.1 General
4.1.1 Objective
The objective of class notation F(M-P) is to improve the strength and integrity of the following main safety
barriers that prevent fire in machinery spaces:
— prevention of oil leakage
— detection of oil leakage and shutdown system
— containment oil leakage
— prevention of ignition.
4.1.2 Application
The requirements apply to the design and operation of pressurized oil systems and other systems that are
critical with regards to fire prevention in machinery spaces of cat. A, as defined by SOLAS Reg. II-2/3.
All required documentation for F(M-P) class notation as listed in [1.5] shall be kept onboard the vessel to be
used as support during surveys and audits.
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4.2 Prevention of oil leakage
4.2.1 Vibration control
4.2.1.1 The vessel shall have a procedure for vibration control of critical systems for fire prevention, as a
minimum those mentioned in [4.2.1.2] The procedure shall be included in the vessel safety management
system and/or planned maintenance system and shall as a minimum include the following:
— a vibration measurement protocol to record measurements
— a list of the precise positions where the vibration levels shall be measured
— vibration acceptance levels for these positions, see [4.2.1.3] for details
— measurement intervals, see [4.2.1.4] for details
— relevant reference values such as engine running conditions and fuel type
— requirements for preparations and execution
— procedure and guidance for reporting, analysis and follow-up, see [4.2.1.5] for details.
4.2.1.2 Vibration control shall as a minimum be performed on the following components:
— oil piping in category A machinery spaces, including on engines
— engines
— turbochargers
— electric motors, separators and motor driven hydraulic pumps in oil systems in category A machinery
spaces.
4.2.1.3 Levels of vibrations on the components shall either comply with the principles and criteria as given
for the class notation VIBR in Ch.8 Sec.2 or with maker's recommendations.
4.2.1.4 The vibration measurements shall initially be performed at newbuilding delivery. In operation, the
vibration measurements shall be performed at a minimum after every main periodical overhaul of an engine
or as recommended by the maker.
4.2.1.5 The vibration levels shall be recorded in a way that allows for detection of abnormalities, data
capture and fleet-wide trending over time.
4.2.2 Early manual detection of failure
4.2.2.1 A procedure for manual detection of failure shall be included in the vessel’s safety management
system and/or planned maintenance system for periodical inspections of category A machinery spaces which
as a minimum shall include the following:
— safety precautions
— inspection intervals
— procedure and guidance for reporting, analysis and follow-up, see [4.2.2.2] for details
— rating and assessment criteria
— areas of attention for inspection such as:
— loose connection points that are identified by e.g. offset white markers on bolt and pipe, see [4.2.3.2]
for details
— damaged or missing secondary containment, see [4.4.1] for details
— abnormal vibrations
— damaged or missing pipe supports
— oil spills
— damaged or missing hot surface insulation.
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4.2.2.2 The findings from the periodical inspections shall be recorded in a way that allows for detection of
abnormalities, data capture and fleetwide trending over time.
4.2.3 Maintenance of critical components
4.2.3.1 Procedures for maintenance of oil piping components in category A machinery spaces shall be
included in the vessel's planned maintenance system and/or safety management system and shall as
minimum include the following:
— Overview of critical oil piping which may be determined based on e.g. probability of oil leak, vibration
exposure and vicinity of potential ignition points.
— Common briefing and review of maintenance prior to commencing task, including safety precautions.
— Quality checks, such as two-person checks or two-person tightening.
— Installation of secondary containment, see [4.4.1] for details.
— Testing prior to start-up.
— Debriefing after maintenance.
— Vibration measurements, if applicable, see [4.2.1] for details.
— Monitoring of components and systems in critical phase just after maintenance.
4.2.3.2 A procedure shall be in place for using white markers on bolts and nuts for early detection of
loosening connections, especially critical connections that are subject to vibrations because of their vicinity to
engines. Equivalent solutions may be accepted. This shall be included in the maintenance procedure required
in [4.2.3.1].
4.2.4 Continuous improvement by data analytics
4.2.4.1 A procedure to ensure continuous improvement of the safety barrier integrity shall be included in the
safety management system and/or planned maintenance system.
Data captured should allow for fleetwide analytics and safety management and should at least contain data
from the following sources:
— Manually reported oil leaks: the incident reporting system should capture necessary details such as exact
location of leak, details of the component where the leak occurred, type of fuel, engine load, assumed
cause of leak and rating of severity.
— Sensor data from automatic rapid oil leak detection systems, see [4.3] for details.
— Sensor data from regular automatic oil leak detection, which is typically a level switch capturing leaks in
the fuel oil manifold cover or from double walled high-pressure oil piping.
— Vibration measurements, see for details [4.2.1].
4.3 Detection of oil leakage and shutdown system
4.3.1 Rapid oil leak detection system
4.3.1.1 The critical leakage points in oil piping systems shall be covered by a rapid oil leakage detection
system. This may be exempted provided that the requirements in [4.3.1.2] are met.
Guidance note:
A critical leakage point is defined as any leakage point on engine mounted oil piping systems and the oil piping connections
between the engine and the vessel mounted oil piping systems. These leakage points are defined as critical due to their exposure
to vibrations and their vicinity of potential ignition points. However, the definition of critical leakage points and thereby the
requirement for rapid oil leakage detection system may be reconsidered if a study is presented that clearly indicates an acceptably
low risk of oil leakage.
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Guidance note:
Acceptable detection times for a rapid oil leak detection system are the best practices for detection of oil leaks in e.g. high
pressure double walled oil pipes or detection times for major fuel leaks in alternative fuel systems.
Examples of rapid oil leak detection systems are:
— atmospheric hydrocarbon detection
— laser hydrocarbon leak detection
— pressure monitoring of annular space of double walled flexible hoses
— automatic oil leak detection by video analytics
— level switches, as typically used on high pressure oil pipes.
4.3.1.2 The requirement of [4.3.1.1] to install rapid oil leak detection systems on critical oil leakage points
may be exempted if the following conditions are in place:
— The leakage point is covered by a secondary containment which is in compliance with all requirements in
[4.4.1].
— The leakage point is given additional attention through the following procedures:
— procedure for maintenance of oil piping, see [4.2.3] for details
— procedure for manual inspection of oil leaks, see [4.2.2.1] for details
— vibration measurement protocol, see [4.2.1.1] for details
— procedure for continuous improvement process by data analytics, see [4.2.4.1] for details.
4.3.1.3 The automatic rapid oil leak detection system shall be connected to the vessel's control and
monitoring system and as a minimum trigger a visual and audible alarm both in the space where the leakage
has occurred and in the engine control room.
4.3.1.4 Maintenance of the rapid oil leak detection system shall be covered in the required maintenance
procedure as mentioned in [1.5].
4.3.2 Manual detection of oil leaks
4.3.2.1 The secondary containment of leakage points in category A machinery spaces, as described in
[4.4.1], that are not covered by a rapid oil leak detection system, shall be designed in such a way that a
leakage can easily be detected by manual inspection. Manual leakage detection shall be possible without
removing the secondary containment by the following or equivalent solutions:
— The oil leakage points shall, if practically possible, be contained within transparent shielding solutions such
as plexiglass or similar. Such solutions may typically be applicable for duplex filters, booster units, valves
and to other flange connections that are not a part of the engine mounted oil piping.
— Secondary containment which are not transparent shall provide drainage to a safe location where the leak
can easily be visually detected.
— Secondary containment that are neither transparent nor provide easy visual detection of the drainage,
shall be equipped with an automatic leakage detection system within the shielding solution.
4.3.2.2 The tank top or floor plating below oil piping located within category A machinery spaces shall be
painted white or with a light colour to ensure easy visual leakage detection.
4.3.2.3 To allow for easy manual detection of leaks, the maintenance procedure required in [1.5] shall
include a procedure that ensures cleanliness of the tank top and machinery spaces in general.
4.3.3 Shutdown of system
4.3.3.1 An emergency response procedures shall be in place to ensure an efficient response to a severe oil
leak. The procedures shall as a minimum cover:
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— Considerations of what a severe oil leak is, including location of potential ignition sources and signs of
potential for escalation.
— Instructions for shutdown of machinery and oil supply.
— Considerations of engine room fire risks versus other major accident risks such as navigational risks and
black-out risk.
4.3.3.2 The engine fuel inlets shall be equipped with remote shut off valves. The engine return lines shall be
equipped with either a non-return valve or a remote shut off valve. The valves shall be installed on the fuel
inlets and outlets of each individual engine.
— The valves shall be located as close as practically possible to the engines, but before any flexible hoses
connecting the piping system to the engines.
— The remotely operated valves shall be able to be operated from a safe location outside the space in which
the engine is located.
4.3.3.3 Each engine shall be equipped with a local control panel with an emergency shutdown function.
The control panel shall be easily accessible in case of emergency. For vessels contracted after January
2019, emergency shutdown functions shall also be located outside the engine room close to each local fire
extinguishing release position.
4.3.3.4 Emergency shutdown of an engine shall lead to automatic shutdown of fuel supply to that engine.
4.4 Containment of oil leakage
4.4.1 Secondary containment
4.4.1.1 Leakage points in the pressurized parts of oil systems in category A machinery spaces, including
the oil piping on the engine and the flexible connections, shall be enclosed by a secondary containment
preventing oil from reaching, directly or indirectly, possible ignition sources.
4.4.1.2 The secondary containment shall be designed with drainage to a safe area without potential ignition
sources.
4.4.1.3 The secondary containment shall have automatic oil leak detection or manual visual oil leak
detection, see [4.3] for details.
4.4.1.4 Ease of access for maintenance and robustness against wear and tear shall be considered when
designing secondary containment.
4.4.1.5 The secondary containment shall provide a tight protection from pipe to pipe, with the drainage
solution being the only opening.
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Guidance note:
As an example, the secondary containment on the right is providing a tight cover from pipe to pipe, unlike the spray shielding on
the left.
Tight floor plating above leakage points may be accepted as an alternative to a secondary containment, on the condition that
the plating is completely covering the leakage point and preventing angled spray emitting at the edge of the floor plating. Tape
solutions are not accepted as equivalent solutions.
4.4.1.6 Leakage points that for practical reasons cannot comply with the requirements for secondary
containment of [4.4.1.1] to [4.4.1.5], compensating measures such as an automatic oil leak detection
system, as mentioned in [4.3.1], may be accepted.
4.4.1.7 Maintenance of the secondary containment shall be covered in the required maintenance procedure
as mentioned in [1.5].
4.5 Prevention of ignition
4.5.1 Location of oil leakage points
4.5.1.1 Location of leakage points shall be so that the possibility for a leak to reach ignition sources is
minimized. Leakage points should in particularly be minimized near the turbocharger.
4.5.1.2 As few as possible leakage points should be installed inside category A machinery spaces.
4.5.2 Design of hot surface insulation
4.5.2.1 To ensure robust solutions for hot surface insulation and a sufficient temperature margin up to
the typical autoignition points for oils, the maximum allowed surface temperature in category A machinery
spaces shall be 150°C upon completion of installation or after maintenance, and 180°C during operation.
4.5.2.2 All hot surface insulation shall be made of non-combustible and non-absorbable insulation protected
by steel sheet cladding, or equivalent solutions.
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4.5.2.3 The connections points in the hot surface insulation shall prevent oil seeping or dripping through to
ignition sources.
Guidance note:
Examples of accepted and not accepted connection points in hot surface insulation.
4.5.3 Maintenance of hot surface insulation
4.5.3.1 Procedures for maintenance of hot surface insulation in category A machinery spaces shall be
included in the vessel’s planned maintenance system and/or the safety management system and/or planned
maintenance system. The maintenance procedure shall cover both maintenance of the hot surface insulation
and maintenance of measuring equipment and other relevant tools.
4.5.3.2 A procedure for monitoring hot surfaces in machinery spaces of category A shall be included in
the vessel’s planned maintenance system and/or the safety management system, and shall as a minimum
include the following:
— safety precautions
— inspection intervals
— method and tools for measurement
— rating and assessment criteria
— procedure and guidance for reporting, analysis and follow-up, see [4.2.2.2] for details
— areas of attention for inspection.
The process shall be aligned with maker’s recommendations. The measurements shall be performed by
shipboard personnel in order to ensure understanding and ownership to the safety system.
4.5.4 Emergency response
4.5.4.1 The required emergency response procedure in [1.5] shall include instructions on manual release
of the local fire extinguishing system in case of a major oil leak, as a measure to prevent ignition. The
procedure shall provide rapid local fire extinguishing by any personnel with duties in the category A
machinery space and it shall cover limitations to the specific local fire extinguishing system.
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5 Cargo decks and cargo spaces - F(C)
5.1 Introduction
5.1.1 Purpose, application and general requirements
The purpose of these requirements is:
— to quickly detect and confirm a fire (applicable for enclosed spaces)
— to ensure that the fire extinguishing system operates as intended and has the reliability and performance
that is needed to extinguish a fire.
5.1.2 The rules apply to the following vessel types:
— Tanker for oil, Tanker for chemicals
— Tanker for liquified gas
— General dry cargo ship, Bulk carrier
— RO/RO ship, Car carrier, Ferry A
Each of the above vessel types has a dedicated paragraph ([5.2] through [5.5]) in this section. Only the
requirements defined under the applicable paragraph(s) shall apply with respect to F(C) additional class
notation.
5.2 Tankers for oil, tankers for chemicals
5.2.1 Gas detection systems and inert gas systems
The fixed gas detection system required by SOLAS Reg. II-2/4.5.10 shall be extended to cover all other
enclosed spaces in the cargo area, including ballast tanks, but excluding cargo tanks.
5.2.2 An inert gas generating system in compliance with SOLAS Reg. II-2/4.5.5 shall be provided for all
tankers with F(C) class notation (also those being less than 20 000 GT).
5.2.3 Cargo pump rooms
Cargo pump room shall have a fixed fire extinguishing system that complies with SOLAS and the
requirements defined for F(M), see [3.6].
5.2.4 If a CO2 system is provided, the available quantity of CO2 gas shall be sufficient to give a minimum
volume of free gas corresponding to 45% of the gross volume. If gas fire extinguishing system of another
type is provided, the gas concentration shall be minimum 1.3 times the ideal extinguishing concentration for
the cargos in question, but in no case less than that required by IMO MSC/Circ. 848.
Guidance note:
Some of the cargoes carried on crude oil tankers and chemical tankers may require a higher concentration of the fire extinguishing
gas than that established for refined fuel oils.
5.2.5 A smoke detection system approved for use in gas hazardous atmosphere and in compliance with FSS
Code Ch. 9 shall be provided in the cargo pump room. The system shall be monitored from the cargo control
room (if provided) and the wheelhouse.
5.2.6 One portable extinguisher shall be provided adjacent to the entrance of the cargo pump room and
two shall be located in readily accessible positions in the lower part of the cargo pump room. The portable
extinguishers shall be approved 12 kg powder or 9 l foam portable extinguishers.
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5.2.7 Fire main system (ring main)
The vessel shall have a fire main on deck arranged as a ring main to the port and starboard side. Isolation
valves shall be globe valves of steel or approved fire safe butterfly valves. Both main fire pumps shall be
arranged with remote start from the wheelhouse. Other requirements for the fire main shall be as specified in
SOLAS and the rules.
Guidance note:
Butterfly valves tested to API 607 or equivalent may be approved.
5.2.8 There shall be fire hose equipment for at least half the number of hydrants required for the tank deck,
in no case shall less than 9 fire hoses be provided for vessels below 10 000 GT and 12 fire hoses for vessels
above this size. The equipment shall be stored in clearly marked boxes made of corrosion resistant materials
(FRP or equivalent). One box with a minimum of 3 hoses shall be provided next to the accommodation
superstructure, readily accessible for use on the tank deck (not more than one deck above the tank deck).
A minimum of two portable foam applicators, required by SOLAS, shall be stored next to the front of the
accommodation facing cargo area, whereas a minimum of two shall be at a suitable position for ready use on
the cargo manifolds (the position will be aft of the manifold on a standard tanker).
5.2.9 The size of the fire hoses shall take into account the manning and firefighting philosophy of the vessel.
The size of the fire hoses placed within cargo area shall have diameters of 50 mm or 38 mm. All couplings
and hose connections for use within the cargo deck area shall be interchangeable.
5.2.10 All hoses shall be capable of also handling supplies from the foam line. The hose shall be made of
synthetic fibres and shall be approved according to the most recent edition of EN 671-2, ISO 15540 or 15541
or an equivalent standard. The nozzle shall be made of metallic, corrosion resistant material. All movable
parts shall be of copper alloy or equivalent. All the hydrants onboard shall be made of copper alloy or an
equivalent material.
5.2.11 Foam main system
These requirements apply to all tankers above 4000 grt. Tankers below 4000 grt need not a foam ring main
but shall have a fixed foam main and monitor system in compliance with the FSS Code Ch. 14 (applicators
only are not considered as equivalent).
5.2.12 The vessel shall have an independent foam main for the deck foam extinguishing systems as
specified in SOLAS and the rules. This line shall be arranged along the centre line as a single line with foam
outlet branches to both port and starboard arranged just aft of each monitor. For the two monitors required
in front of the accommodation, one foam hydrant to be arranged. Marked boxes made of corrosion resistant
materials containing hose and foam nozzle to be placed adjacent to each foam hydrant. The arrangement
shall otherwise comply with SOLAS and the rules.
5.2.13 The foam extinguishing system shall have redundancy in design with two foam mixing units and two
foam concentrate pumps placed together with the storage tank for foam concentrate in a dedicated room.
5.2.14 The water supply to the foam extinguishing system shall be supplied by the main fire pumps. The
capacity of the pumps shall be sufficient for simultaneously meeting the requirement of the foam system as
defined in SOLAS and the rules (applied though the monitors) and with one foam nozzle engaged (400 l/min)
from the foam line and two fire hoses engaged (2 x 400 l/min) from the fire main.
5.2.15 Arrangement of the foam concentrate pumps and the foam mixing units together with the main fire
pumps shall be such that each of the two sets will be capable of delivering the required amount of foam
solution. The pumps shall be installed in a manner that minimises the risk of both pumps being stuck by the
foam concentrate or otherwise put out of operation. One acceptable solution is keep the valves to one foam
pump closed after flushing, while the other is in open standby mode.
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5.2.16 Foam concentrate sufficient for 30 minutes of continuous foam production shall be stored onboard.
Only synthetic foam (not protein based) shall be provided.
5.2.17 The monitors shall have a free movement of plus or minus 45° in the vertical plane and in the
horizontal plane they shall be able to point at any part of the deck intended to be protected. The monitors
shall be lockable in any position within these ranges. The monitors and their foundations shall be of strong
construction and capable of withstanding the loads that they will be subjected to on the open deck.
5.2.18 Two foam monitors at each side of the accommodation front and monitors covering the cargo
manifold shall be arranged for remote control from the bridge or from another protected area with a good
view over the area covered by the monitors. The remote control arrangement shall cover the vertical as well
as the horizontal movement of the monitors. These monitors shall be of a type that is in a fixed position
when not operated by crew. Valves positioned within cargo area for supply of foam mixture to the monitors
shall be capable of remote operation from the same position as the remote control for the monitors.
5.2.19 Water spray protection for lifeboats
Lifeboats that are not shielded by steel bulkheads from the cargo areas shall be provided with a water spray
system. The system can be supplied from the fire main and shall in any case be capable of quick release from
2
the wheelhouse. The system shall deliver minimum 10 l/min/m for the sides and top of each lifeboat. The
capacity for water spray shall be added to the requirements for the main fire pumps given in [5.2.2] and
[5.2.3] if these are used for supply to the water spray system for lifeboats.
5.2.20 Firefighter’s outfits
The vessel shall be provided with not less than 6 sets of firefighters' outfits, which shall comply with, see
[1.7].
5.3 Tankers for liquefied gas
5.3.1 Cargo handling spaces
The following spaces shall be provided with a fire extinguishing system complying with this section:
— cargo compressor room
— cargo re-liquefy room, if fitted
— any electrical equipment room or other such spaces located in the cargo area.
5.3.2 The fire extinguishing system shall comply with the requirements defined for F(M) additional class
notation ([3.6]). Note the requirements for ex-rating electrical equipment in gas dangerous spaces.
5.3.3 If a CO2 system is provided, the available quantity of CO2 gas shall be sufficient to give a minimum
volume of free gas corresponding to 45% of the gross volume. If gas fire extinguishing system of another
type is provided, the gas concentration shall be minimum 1.3 times the ideal extinguishing concentration for
the cargos in question, but in no case less than that required by IMO MSC/Circ. 848.
Guidance note:
Substances like methane, ethane and heavier gases will normally require a higher concentration of the fire extinguishing gas than
that established for fuel oils.
5.3.4 A smoke detection system approved for use in gas hazardous atmosphere shall be provided. The
system shall be monitored from the wheelhouse.
5.3.5 Fire main system
The fire main system shall be as given for other tankers in [5.2.2].
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5.3.6 In addition, fixed water monitors supplied with water from the fire main shall be arranged at the same
position as the powder monitors for additional coverage of the cargo manifold area. The water monitors shall
have fixed arrangement for making dispersion of the water jet creating a water spray of not less than 10
2
l/min/m horizontal coverage of the manifold area extending 1.5 metres to each side and aft and forward
from the manifold connections. The water monitors and section valve for water supply to monitors shall be
arranged with both manual and remotely operation from a safe position outside of the cargo area.
5.3.7 Powder fire-extinguishing system
The dry chemical powder fire-extinguishing systems shall satisfy the requirements as specified in Pt.5 Ch.7
Sec.11 in addition the requirements in this sub-section element.
5.3.8 The dry powder stored on the tanks shall provide for 60 sec operation of each system, when all
attached monitors are activated.
5.3.9 The powder distribution lines and the pressure gas lines shall be made of stainless steel grade 316 or
equivalent corrosion resistant materials.
5.3.10 Nitrogen shall be provided as pressure gas for the powder. All release lines associated to the pressure
tank (also on the low pressure side) shall be regarded as class I piping. However, the main powder line can
be classified as class III piping.
Guidance note:
CO2 is not considered as equivalent to nitrogen as the content cannot be readily checked. Class I piping is required, as pressure
regulators and safety valves are sometimes clogged by the powder and become inoperative. This can pressurise piping systems not
intended for direct connection with the nitrogen cylinders.
5.3.11 The distance from the powder tank to the monitors shall be limited to 10 m. However, if full scale
testing has documented that the powder system can handle longer lines and measures are implemented to
avoid free water in the lines (self-draining pipes for example), longer distances may be considered.
5.3.12 Each dry powder hose station shall consist of:
— one (1) dry powder trigger nozzle
— one (1) dry powder hose line
— one (1) nitrogen gas container for pneumatic release.
The equipment shall be stored in boxes made of corrosion resistant materials. The boxes shall be clearly
marked and provided with brief instructions for operation of the system in the official language of the flag
state as well as in English.
5.3.13 Fire extinguishing in the gas venting arrangement
Venting masts for cargo tank venting system on liquefied gas carriers shall be provided with a fixed system
for extinguishing a fire at the vent outlet. Nitrogen, CO2 or any other suitable medium is acceptable.
5.3.14 Water spray system for cargo tanks and manifolds
The water spray system required by IGC Code 11.3 shall have piping made of CuNi or equivalent corrosion
resistant materials.
5.3.15 Water spray protection for lifeboats
Lifeboats that are not shielded by steel bulkheads from the cargo areas shall be provided with a water spray
system. The system can be supplied from the fire main and shall in any case be capable of quick release from
2
the wheelhouse. The system shall deliver minimum 10 l/min/m for the sides and top of each lifeboat. The
capacity for water spray shall be added to the requirements for the main fire pumps given in [3.6] if these
are used for supply to the water spray system for lifeboats.
DNV AS
The vessel shall be provided with not less than eight (8) sets of firefighters’ outfits, which shall comply with,
see [1.7].
5.4 General cargo carriers and dry bulk cargo carriers
5.4.1 Application
The rules apply to dry cargo spaces (holds in bulk carriers and general cargo spaces) for vessels having F(C)
additional class notation. The requirements apply to all cargo spaces as defined in SOLAS.
The requirements of SOLAS, FSS Code and the rules shall be complied with.
5.4.3 All dry cargo holds shall be fitted with a detection system based on smoke extraction or heat detection,
which automatically indicates the presence of smoke or abnormal heat in any of these holds.
5.4.4 Fire extinguishing system
The requirements of SOLAS, FSS Code and the rules shall be complied with. A vessel having an exemption
certificate (and thus not provided with a fixed fire extinguishing system for cargo spaces) cannot be assigned
F-(C) additional class notation.
5.4.5 The storage room for the fixed fire extinguishing medium shall be easily accessible and close to the
main superstructure. Operation controls for the fixed fire extinguishing system shall be grouped and shall be
easily accessible.
5.4.6 If a high pressure CO2 system is fitted, it shall comply with the requirements regarding components
specifications, cleaning of piping and operational procedures for F(M), see [3.5.4] and [3.6.6] to [3.6.12].
Further, when CO2 is used for extinguishing, the available quantity of CO2 gas shall be sufficient to give a
minimum volume of free gas corresponding to 40 % of the gross volume of the largest hold.
5.4.7 Any other type of fire extinguishing system shall comply with applicable requirements specified in the
F(M) notation, see [5.5.3] to [5.5.5] and [5.5.7] to [5.5.8].
5.4.8 Piping carrying fire extinguishing media such as CO2 and water, for example, shall be protected
internally and externally against corrosion for parts located outside the cargo space being protected. Full
galvanised piping is accepted unless other requirements specify higher material standards.
The vessel shall be provided with 4 sets of firefighters’ outfits, which shall comply with [1.4].
5.5 Ships with ro/ro decks (car carriers, general ro/ro ships, ferries)
5.5.1 Application
The rules apply to ro/ro decks and special category spaces for vessels having F(C) class notation.
5.5.2 Fire detection and confirmation
5.5.3 All ro/ro and special category spaces shall be covered by combined smoke and heat detectors served
by an addressable fire detection system. The system shall be connected to a software based presentation
system that displays the alarms on a general layout drawing.
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5.5.4 Fire confirmation (TV monitoring system for passenger ships)
A colour TV monitoring system shall cover all decks, including moveable decks. Monitors shall be available in
a manned control station. This requirement if only applicable to passenger ships (ferries).
5.5.5 Portable extinguishers
5.5.6 The required portable extinguishers shall be approved 12 kg powder or 9 l foam portable extinguishers.
Portable extinguishers shall be located at easily accessible positions, such as along walkways or entry points
to the ro-ro space.
5.5.7 Fire extinguishing system
The requirements of SOLAS, FSS Code and the rules shall be complied with. The system that is provided shall
in addition comply with [5.5.6] and [5.5.8] to [5.5.9]. One of the following systems shall be installed:
— high pressure CO2 system as described in [5.5.8]
— low pressure CO2 system as described in [5.5.10]
— water mist system as described in [5.5.12]
— water spray/mist system according to MSC.1/Circ.1430
— high expansion foam or inside air foam as described in [5.5.13].
5.5.8 High pressure CO2 systems
The requirements regarding components specifications, cleaning of piping and operational procedures for the
F(M) class notation, see [3.5.4] and [3.6.8] to [3.6.11], shall be implemented.
5.5.9 A connection from the fire main system to the CO2 discharge piping shall be provided. This connection
shall be non-permanent (spool piece or fire hose to be used) and located in a space being readily accessible
in case of a fire. It shall be possible to release the water through any of the CO2 section valves.
Guidance note:
The purpose of this system is to cool down the space on fire after a CO2 release or in case the CO2 system fails to operate. It can
also be applied to cool down the cargo space above the space on fire.
5.5.10 Low pressure CO2 systems
The requirements regarding tank level indication, components specifications, back-up valves, cleaning of
piping and operational procedures for F(M), see [3.6.13] and [3.6.15] to [3.6.17], shall be implemented.
5.5.11 A connection from the fire main, as defined for the high pressure CO2 systems, see [5.5.9], shall be
provided.
5.5.12 Water mist
The requirements regarding dimensioning and foam pump for F(M), see [3.6.18], shall be implemented. The
applicable IMO standard for this system is MSC.1/Circ.1430.
5.5.13 High expansion and inside air foam system
The requirements regarding dimensioning and foam pump for F(M) , see [3.6.22] and [3.6.23], shall be
implemented.
5.5.14 It shall be possible to operate the foam system and at least one exhaust fan simultaneously. This
fan can be served by power from the main switchboard, but power and control cables shall be routed
independent of the protected space.
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5.5.15 Deluge and water mist systems
5.5.15.1 Release controls and markings
Release stations with controls for start and stop of pumps and operation of deluge valves (opening and
closing) shall be provided in the engine control room, deluge station and wheelhouse. Each of the release
units shall have remote indication of pump running, position of valves (open/closed) and actual pressure in
valve manifold.
Each control valve (deluge valve) shall be provided with remote position indicator and shall be clearly
marked. A principal diagram of the protected area shall be provided for each valve and at the remote release
station. However, if the total number of such valves are less than ten a common diagram will be accepted,
but each valve shall be marked with its section number.
A pressure switch shall be installed in the valve manifold (upstream of deluge valves).
Sections within the protected space shall be marked using same designation as the one used at the release
stations. Letters and numbers shall be minimum 300 mm in height and be in a clearly visible and contrasting
colour.
5.5.16 Piping
The piping and couplings shall be protected internally and externally against corrosion for all parts between
sea inlet and the spray heads. Full galvanised piping is accepted unless other requirements specify a higher
material standard.
If stainless steel piping is used the grade shall be 316 or a grade providing higher corrosion resistance for
seawater.
A connection to a fresh water tank shall be provided. This shall have capacity to test any one section for
5 minutes at the required flow of water. The connection may be used to supply the system with an initial
supply of fresh water in case of a fire if an approved and remote controlled switch-over to a seawater supply
is provided.
An air connection and drain valve(s) shall be provided ensuring that all parts of the piping system can be
drained and blown through with air after testing. All parts of the piping system shall be self-draining to drain
valves or open nozzles.
5.5.17 Water monitors for weather decks
All weather decks shall be protected by dedicated water monitor(s). The monitor(s) shall be able to serve all
parts of the weather deck even when calculating with 75% of the nominal throw length (this will compensate
for adverse wind condition). One water monitor is acceptable if this can cover all weather decks.
3
Each monitor shall have a capacity of minimum 3.000 litre per minute (180 m per hour) for decks above
2 3 2
1000 m and minimum 1.500 litre per minute (90 m per hour) for decks below 1000 m .
The monitors shall be accessible in case of fire on weather deck or ro/ro spaces. Manual control is acceptable.
The monitors shall be supplied from the deluge pump of the fire main. The capacity shall be such that any
monitor, two deluge sections (the adjacent or below sections) and 4 hoses (calculated at their actual capacity
3
but not less than 4 x 25 m /h) may be served by the actual pump configuration (deluge pumps plus fire main
pumps as applicable).
5.5.18 Access point of weather decks
An access point shall be provided to ensure that crew can have a clear view above cargo stowed on weather
deck. This may be a deck structure or dedicated ladders and platforms provided for this purpose. The access
point should be designed to provide a safe access and escape in case of fire on the weather deck.
5.5.19 Arrangement of open ro/ro decks
Open ro/ro decks and open special category spaces are not permitted.
5.5.20 Ventilation systems
Access to ventilation controls shall not be cut off by a fire in any ro/ro space or on weather decks unless
controls are remotely operated from a safe position with indication (open/closed) at this position and
designed with fire resistant components (using steel piping or equivalent and fire resistant cables).
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Any inlet or outlet from a ro-ro space shall either be located at least 3.0 m above lifeboats, air intakes to
engine rooms, emergency generator and accommodation or at least 10 m fore or aft of such items.
Any damper or fire damper being operated by actuators shall be of a fail-to-close type. This requirement
does not preclude use of manual dampers.
5.5.21 Safe operations on ro/ro decks
5.5.21.1 Electrical connections on ro-ro decks serving reefer units and other consumers
A plan for stowing and fighting fires in reefer units shall be available if the vessel is intended to carry such
units. It is advised that such units are stowed in locations where impact from fires is minimised, preferably
weather deck.
Sockets serving reefer units and other consumers on ro/ro deck shall be of safe design and designed
according to a recognised standard.
Power supply circuits serving such units shall be monitored for short circuit/ground fault with alarm to a
continuously manned control station. Means to isolate these circuits shall be readily accessible for the crew
and clearly marked.
5.5.21.2 Electrical vehicles/alternative fuelled vehicles
A plan for stowing and fighting fires in electrical vehicles and vehicles powered by alternative fuel, such as
gas (compressed or liquid), methanol / ethanol and hydrogen shall be available. Hydrogen vehicles shall be
stowed along bulkheads or other suitable locations where the impact of hydrogen fire is minimised. For other
vehicles (electrical vehicles and alternative fuel other than hydrogen) there are no specific requirements but
it is advised that electrical vehicles are stowed in locations where impact from fires in other cars and cargo is
minimised.
On board charging of electrical vehicles is only accepted if a safety case is presented. The case shall consider
the following elements:
i) Available charging per unit shall in general be provided with low/medium power (up to 5 kW). Charging
at higher power, including supercharging, will require special measures.
ii) Power supply circuits serving such units shall be monitored for short circuit/ground fault with alarm to
a continuously manned control station. Means to isolate these circuits shall be readily accessible for the
crew and clearly marked.
iii) A manual for safe operation of the charging facility shall be available. Connection of chargers shall be
monitored by the crew.
iv) Charging shall be in an area where impact from a fire in other units is minimised and impact from a fire
starting in charges or electrical vehicle being charge is minimised. An acceptable solution is A60 above
and below the area where chargers are available.
v) The design of the charging system should be based on the principles from IEC 61851-1, Electrical vehicle
conductive charging system, general requirements.
5.5.21.3 Other activities
All available sockets, other than any covered by the above safety case, shall be marked and secured to
prevent unauthorized use. Diesel powered reefer units are not allow to operate on board, except if located on
weather deck.
5.5.22 Communication - radios
The vessel shall be provided with a minimum of ten (10) sets of type approved UHF radios of specified
type. Only one type of radio shall be used for this purpose. Relevant SOLAS requirements and the Society’s
statutory interpretations apply for mandatory internal communications systems.
5.5.23 At least two of the radios shall be especially adapted for use by the firefighting team (installed inside
helmet).
5.5.24 Stations for relaying the UHF signals shall be provided, where a radio at the ro/ro deck cannot
communicate with the bridge or another radio on the ro/ro deck. This requirement shall apply to a minimum
DNV AS
of 95% of the accessible ro-ro deck. Relevant SOLAS requirements and the Society’s statutory interpretations
apply for mandatory internal communications systems.
The vessel shall be provided with 8 sets of firefighter’s outfits, which shall comply with [1.7].
DNV AS
SECTION 5 HELICOPTER INSTALLATIONS - HELDK
1 General
1.1 Introduction
The additional class notation HELDK provides a design standard for vessels with an erected landing platform
for helicopters, or a landing area arranged directly on the weather deck or on the top of a deckhouse.
1.2 Scope
The scope for additional class notation HELDK provides requirements for design loads, structural strength,
personnel safety, vessel safety and helicopter refuelling facilities for vessels with an erected or integrated
helicopter landing platform. These requirements are not intended to apply to landing areas used for
occasional or emergency operations as regulated by SOLAS Ch. II-2 Reg. 18.2.2. The responsibility for
compliance with national requirements, not covered by these rules, rests with the operator of the vessel on
which the helicopter deck is arranged. It will be necessary also to comply with the safety regulations of the
flag state in which the vessel is registered.
1.3 Application
The additional class notation HELDK applies to vessels built in compliance with the relevant requirements in
this section. The basic notation HELDK may be extended by supplementary qualifiers where compliance with
additional requirements have been met; such as HELDK(S), HELDK(S, H), HELDK(S, H, F). An additional
supplementary qualifier CAA-N may be added when the vessel has either HELDK(S, H) or HELDK(S, H, F)
notation, e.g. HELDK(S, H, CAA-N).
Details of these notations can be found in Table 1. If the Society is delegated to issue the SOLAS Safety
Construction and Safety Equipment Certificates on behalf of the flag state, SOLAS Reg. II-2/18 will apply as
a minimum requirement with respect to fire safety. The non-structural requirements given for the helicopter
deck notations are based on CAP 437 - Offshore helicopter landing areas - guidance on standards.
1.4 Class notations
1.4.1 Vessels built in compliance with the requirements as specified in Table 1 will be assigned the class
notations as follows:
Table 1 Optional class notations
HELDK helicopter deck structure,
<none>
Mandatory: see [1], [2], [3] and [4]
No S vessel safety, see [5]
Design requirements:
H helicopter safety, see [6]
— this section
helicopter service facility,
FIS survey requirements: F
see [7]
— Pt.7 Ch.1 Sec.6
requirements specified by
CAA-N the Norwegian Civil Aviation
Authorities, see [8]
DNV AS
1.5 Definitions
1.5.1 Terms
For terms, symbols and definitions not defined in this section, see Pt.3 Ch.1 Sec.4.
Table 2 Terms
Terms Definition
helideck purpose built helicopter landing area located on a ship including all structure,
firefighting appliances and other equipment necessary for the safe operation of
helicopters
helicopter facility helideck including any refuelling and hangar facilities
helicopter landing area an area on a ship designed for emergency landing of helicopters
RAST recovery, assist, secure and traverse
SHOLS ship helicopter operations limitations
1.6.1 Class notation
Documentation shall be submitted as required by Table 3.
Table 3 Documentation requirements − class notation HELDK
Helicopter deck deck, substructure and safety net supports including
H050 – Structural drawing AP
arrangement reaction forces at the hull supports
H050 – Structural drawing tie-down points, including capacity (breaking load) AP
steel and aluminium connections, including specification
H050 – Structural drawing AP
of insulation materials and bolts
H080 – Strength analyses including specification of helicopter type, overall length
with rotors running, maximum total mass and wheel load FI
distribution
Z030 – Arrangement plan including location of tie-down points AP
Z252 – Test procedure at load test. For erected decks built up by unconventional
AP
manufacturer profile
Z262 – Report from test at load test. For erected decks built up by unconventional
AP
manufacturer profiles
Helicopter deck Z030 – Arrangement plan landing net/rope net AP

nets
Z030 – Arrangement plan safety net, including strength AP
DNV AS
1.6.2 Qualifier S
Table 4 Documentation requirements − qualifier S
Helicopter deck M020 – Material specification, fire deck and insulation towards superstructure AP

arrangement related properties
Z030 – Arrangement plan escape routes, rescue equipment, firefighting equipment, AP
hatches and drainage
Z262 – Report from test at fire test of aluminium deck AP
manufacturer
Aeronautical Z100 – Specification details of VHF installation AP

communication
Helicopter G200 – Fixed fire extinguishing
deck foam fire system documentation
AP
extinguishing
system
1.6.3 Qualifier H
Table 5 Documentation requirements − qualifier H
Helicopter Z030 – Arrangement plan including height of all obstacles AP

obstacle-free
sector
Helicopter deck Z030 – Arrangement plan including details and position of wind indicator AP

daylight marks
Helicopter deck Z030 – Arrangement plan floodlights and perimeter lights AP

night operation E170 – Electrical schematic including power supply AP
marks drawing
1.6.4 Qualifier F
Table 6 Documentation requirements − qualifier F
Helicopter deck Z100 – Specification non-skid coating on deck between landing area and AP

arrangement hangar and in the hangar
DNV AS
Hangar Z030 – Arrangement plan including escape routes, location of equipment, drainage
arrangement arrangement, rope nets and rapid securing or traversing AP
system (recessed grid, rails and other arrangements)
Hangar H050 – Structural drawing including hangar doors. Including functional loads/

design information, e.g. the horizontal components of AP
the helicopter down wash on the hangar
H050 – Structural drawing tie down points, including capacity (breaking load) AP
Z030 – Arrangement plan tie down points AP
Helicopter fuel Z030 – Arrangement plan refuelling area, including position relative to

system accommodation and embarkation areas. Including AP
drainage facilities
Helicopter fuel H050 – Structural drawing including inspection hatches, level indicators, ventilation AP

storage tanks and foundations
Helicopter fuel S010 – Piping diagram including filters, flow meters, delivery hoses, earth

piping system connections and emergency shut-down arrangement AP
from safe location
Hazardous area G080 – Hazardous area AP
classification classification drawing
Structural fire G060 – Structural fire protection helicopter hangar and service area, including decks, AP

protection drawing bulkheads, doors and closing appliances
arrangements
Fire detection and I200 – Control and monitoring AP
alarm system system documentation
Z030 – Arrangement plan AP
Hangar water G200 – Fixed fire extinguishing
spraying fire system documentation
AP
extinguishing
system
Ventilation S012 – Ducting diagram AP
systems for
hangars S030 – Capacity calculation AP
1.6.5 Qualifier CAA-N
Table 7 Documentation requirements − qualifier CAA-N
Helicopter deck Z300 – Declaration turbulence conditions FI

arrangement
For general requirements for documentation, including definition of the info codes, see DNV-CG-0550 Sec.6.
DNV AS
For a full definition of the documentation types, see DNV-CG-0550 Sec.5.
1.7 Certification requirements
1.7.1 For products that shall be installed on board, the builder shall request the manufacturers to order
certification as described in Table 8.
Object Certificate Issued by Certification Additional description

type standard*
Storage tanks and
associated equipment PC Society for qualifier F
for flammable liquids
Foam concentrate PC Society including physical properties and production date
Bimetallic connection PC Society approved manufacturer

flats
1.7.2 For general certification requirements, see DNV-CG-0550 Sec.4.
1.7.3 For a definition of the certification types, see DNV-CG-0550 Sec.3.
1.8 Testing requirements
1.8.1 Load test for erected helidecks built up of unconventional profiles
For erected helidecks built up of unconventional profiles, the capacity of the profiles shall be documented
through a load test which shall be witnessed by a surveyor. A load test procedure shall be submitted for
approval prior to the load test being carried out, and the results shall be documented in a test report which
shall be approved by the Society. Requirements to the load test are given in [1.8.2] to [1.8.5].
1.8.2 The beams shall be load tested without any permanent deflections for a load of 3 times the fraction of
the maximum take-off mass of helicopter acting on the wheel(s)/part of tubular skid having the highest load.
1.8.3 The length between the supports shall be equal to or bigger than the maximum span that is used in
the applicable design.
1.8.4 The support of the beams shall reflect the worst possible situations in the applicable design.
1.8.5 The test load shall be distributed over an area equal to the contact area during landing, as specified
by the helicopter manufacturer. When simulating the contact area for the helicopter wheels, rubber pads
equivalent in size to the contact area shall be fitted on the steel plate onto which the force is applied.
1.8.6 Testing of landing area and hangar deck
The helicopter deck shall be hose tested for watertightness.
1.8.7 Drainage in the landing and hangar deck area shall be tested for functionality with all fire extinguishing
systems in operation.
1.8.8 The coating on the landing area and in the hangar (qualifier F) shall be tested in order to check that
the required coefficient of friction or more is obtained.
DNV AS
1.8.9 Testing of visual landing aids
The visual landing aids shall be tested for correct functionality.
1.8.10 Testing of fire protection
The fire protection system shall in accordance with approved test procedures be functionality tested.
The test shall cover:
— remote control functions of foam monitor(s)
— validity of batch certificate for the foam concentrate
— correct mixing ratio of foam proportioner
— helicopter deck foam system (by means of monitors) if installed, shall include throw length of monitors
(75% of throw length credited in still air) with sea water
— helicopter deck foam system (by means of pop up sprinklers) if installed, shall include function test of
pop-up nozzles and their distribution pattern in accordance with system manuals with sea water
— hangar fixed fire extinguishing system complying with SOLAS 2000 II-2/10.5 shall be tested as required
for water based spray/mist/foam systems for machinery category A spaces.
1.8.11 Testing of fire integrity of aluminium structure
These rules consider aluminium helicopter decks as being equivalent to steel with respect to fire integrity
when tested as outlined below.
Test procedure:
— size of prototype helicopter deck 5×5 m
— a static load simulating actual helicopter weight to be present on the deck
— helicopter fuel shall be continuously supplied to the deck for 10 minutes, so that the deck is filled with
fuel at all times during the test. At all times during the test should fuel be dripping from drainage
arrangements while there is a fire on the deck.
Acceptance criteria (visual observations of the deck and sealing):
— the helicopter deck shall not collapse or be deformed
— no fuel leakage or flames shall be observed under the deck.
The test shall be witnessed by a recognized society.
Guidance note 1:
This test does not consider other aspects, for example rotor damage caused by an overturned helicopter. For qualifier S, aluminium
helicopter decks are required to be tested as outlined above.
Guidance note 2:
For notation HELDK, SOLAS Ch. II-2 Reg. 18.3.2 will be used when the Society is delegated to issue SOLAS safety certificates.
1.9 Materials
1.9.1 The grades of steel and aluminium materials shall be in compliance with the requirements for hull
materials given in Pt.3 Ch.3 Sec.1.
1.9.2 The extent of press weld testing as outlined in Pt.2 Ch.2 Sec.10 [1.10] need not be complied with for
profiles in erected aluminium helicopter decks. For such profiles, press weld testing can be carried out on one
sample per heat and batch.
1.9.3 In welded zones of rolled or extruded aluminium products (heat affected zones) the mechanical
properties given for extruded products may in general be used as basis for the scantling requirements as
outlined in Pt.3 Ch.3 Sec.1 [4].
DNV AS
1.10 Steel and aluminium connections
1.10.1 In sea exposed areas, to prevent galvanic corrosion, a non-hygroscopic insulation material shall be
applied between steel and aluminium. Bolts with nuts and washers shall be of stainless steel.
Guidance note:
Stainless steel shim is considered applicable non-hygroscopic material.
1.10.2 Horizontal inertia forces in bolted connections may be required to be taken up by metal to metal
stoppers with insulation tape in the gap.
1.10.3 Aluminium superstructures, which are provided with insulating material between aluminium and steel,
shall be earthed to the hull. See Pt.4 Ch.8 Sec.2 [9.7].
1.10.4 For welded connections, any bimetallic connection flats shall be delivered from approved
manufacturer and with the Society’s product certificate. The bimetallic connection flats shall be approved for
use in sea exposed environment.
Maximum allowable stresses in the bimetallic connection shall be included in the documentation.
Aluminium-steel transition joints (bi-metallic connections) shall not be used when exposed to tensile loads.
2 Design loads and load combinations
2.1 General
2.1.1 The scantlings of each structural element shall be based on the most unfavourable of the following
loading conditions:
— landing condition
— stowed condition (helicopter lashed onboard at sea).
Guidance note:
In the stowed condition, the helicopter deck strength and its supporting structure may be checked using Pt.3 Ch.6 and the wheel
loading requirements given in Pt.3 Ch.10 Sec.5.
2.1.2 Both the normal operational conditions and any identifiable accidental conditions shall be considered.
The following loads are in general to be considered:
— landing impact forces
— gravity and inertia forces of the helicopter in stowed position
— hull still water loads (applicable for use of weather decks as helicopter deck)
— sea pressure.
Guidance note:
Wind loads on the helicopter in stowed condition may generally be neglected.
2.1.3 For landing platforms erected as separate structure the following loads are also to be considered:
— gravity and inertia forces of the structure with equipment
— wind forces (for erected structures)
— ice loads.
DNV AS
2.1.4 In the landing condition, the landing impact force shall be combined with associated environmental
loads. Heel and trim need not be considered.
2.1.5 The loads in [2.2] to [2.4] shall be combined as follows:
Operational conditions:
1) Landing condition
— landing force
— gravity forces of the structure with equipment.
2) Stowed condition (helicopter lashed onboard)
— gravity and inertia of the helicopter
— gravity and inertia of the structure with equipment
— hull bending loads (only applicable for integrated helicopter decks)
— sea pressure, minimum sea pressure/wind load
— ice loads on erected helicopter deck and supporting structure
— green sea on pillars supporting erected helicopter decks.
3) Wind lift forces on erected structures (no helicopter on deck).
2.2 Landing forces
2.2.1 The total vertical force from the helicopter during landing shall be taken not less than:
Pv = 3·g0·MH
where:
MH = maximum take-off mass, in t, of helicopter.
The total force Pv shall be considered as distributed on the helicopter's landing gear in the same manner as
when the helicopter is resting on a horizontal surface and the helicopter's centre of gravity is in its normal
position in relation to the landing gear.
2.3 Gravity and inertia forces - due to vessel motions and accelerations
2.3.1 The dynamic design forces caused by the platform structure itself and, if applicable, by the helicopter
in its stowed position are preferably to be taken either from direct calculations or model tests.
2.3.2 Worst case realistic load combinations for the static plus dynamic (S+D) design load scenarios of static
and dynamic design forces shall be considered.
For ships in world-wide operation, inertia forces can be based on envelope accelerations determined from
Pt.3 Ch.4 Sec.3 [3.3], and combined according to Table 9 for operational conditions.
2.4 Minimum environmental loads
2
2.4.1 The environmental load in kN/m on helideck shall not be taken less than:
Pe = 3.5 for erected helideck pancake located more than 1.7 CW m above WL at scantling draught
Pe = PD for other helidecks
2
PD = Green sea pressure on exposed decks in N/mm , in accordance with Pt.3 Ch.4 Sec.5 [2.2]
DNV AS
CW = Wave load coefficient, see Pt.3 Ch.4 Sec.4
2.4.2 Loads from green sea on members supporting erected helicopter decks shall be included for helicopter
2
deck positioned in the fore ship. The horizontal pressure, in kN/m , caused by green sea is given by the
following equation:
P = 4.1 CD a (1.79 CW – h0)
where:
CD = drag coefficient
= 1.0 for circular cross section
= 2.0 for non-circular sections
a = 2 + L/120, maximum 4.5
h0 = vertical distance in m from the waterline at draught T to the load point
CW = wave load coefficient, see Pt.3 Ch.4 Sec.4.
This is a horizontal load acting in the direction of the ship longitudinal axis. It shall be used on the supporting
structures, and shall be combined with acceleration loads as specified in Pt.3 Ch.4 Sec.3.
2.4.3 For structures where wind suction forces may be of importance, e.g. bolted platforms, wind lift forces
Pwd in kN, shall be taken into account by:
where:
2
AD = deck area in m .
2.4.4 Ice thickness for erected structures shall be taken into account in the stowed condition as follows:
— in the North Sea 5 cm on exposed surfaces
— in Arctic waters 15 cm on exposed surfaces
— or by designers specification of maximum ice thickness.
2.4.5 The helicopter deck shall be checked for other loads as applicable.
Guidance note:
Such loads should be presented to the Society.
DNV AS
Table 9 Load combinations for erected helicopter installations
Load combinations
Stowed helicopter Stowed helicopter Helicopter landing Wind suction

+ ice + vertical + ice + vertical
and transverse and longitudinal
accelerations accelerations
Load cases A B C D
Mass of structure X X X X
Mass of equipment X X X X
Mass of helicopter X X
2)
Landing loads according to [2.2.1] X
Ice mass, acc. to [2.4.4], on both sides
X X
of helideck pancake
Ice mass, acc. to [2.4.4], on the
supporting structure: 100 % of the
surface that get green sea loading, X X
50% of the surface that not get green
sea loading
Minimum environmental load on
X X
helideck acc. to [2.4.1]
Green sea load on supporting structure 1)
X
in longitudinal direction acc. to [2.4.2]
Wind suction acc. to [2.4.3] X
Vertical accelerations times mass mU·g mU(g+ aZ) mU·g mU·g
Transverse accelerations times mass ±mU·aY
Longitudinal accelerations times mass ±mU·aX
1) For global strength, the green sea impact pressure need not to be taken larger than 37.5% of the impact pressure
on each individual member. For local check of individual member, 100% green sea impact pressure as specified in
[2.4.2] shall be used.
2) The landing locations for the helicopter landings shall cover the worst situations for all members and elements of the
helideck and supporting structure.
where:
mU = mass of the unit, in t
2
aX = longitudinal envelope acceleration, in m/s , at the centre of gravity of the unit for the considered
load case, to be obtained according to Pt.3 Ch.4 Sec.3 [3.3.1]
2
aY = transverse envelope acceleration, in m/s , at the centre of gravity of the unit for the considered
load case, to be obtained according to Pt.3 Ch.4 Sec.3 [3.3.2]
2
aZ = vertical envelope acceleration, in m/s , at the centre of gravity of the unit for the considered load
case, to be obtained according to Pt.3 Ch.4 Sec.3 [3.3.3].
DNV AS
3 Structural strength
3.1 General
3.1.1 Decks for helicopters supported on wheels with pneumatic tyres shall have scantlings in accordance
with the requirements given in [3.2] to [3.3].
3.2 Deck plating and stiffeners
3.2.1 The net thickness, in mm, of steel plating shall not be less than:
The gross thickness, in mm, of aluminium plating shall not be less than:
where:
k1 = 0.5 in separate platforms
= 0.55 in weather decks general
= 0.6 in longitudinal framed strength deck and in weather deck hatch covers
= 0.75 in transversely framed strength deck
b = breadth of plate panel, in mm, as defined in Pt.3 Ch.3 Sec.7 [2.1]
PW = fraction of total landing force Pv acting on the wheel(s) considered, in kN.
3
The net section modulus, in cm , of stiffeners for the static plus dynamic (S+D) design load scenarios shall
not be less than:
where:
M = bending moment, in kNm, from the most unfavourable location of landing forces point loads.
fu = factor for unsymmetrical profiles, to be taken as:
= 1.00 for flatbars and symmetrical profiles (T-profiles)
= 1.03 for bulb profiles
= 1.15 for unsymmetrical profiles (L-profiles)
Cs = permissible bending stress coefficient for supporting members not subject to hull girder stresses, to
be taken as:
Cs = 1.0 in general (acceptance criteria AC-II)
Cs = 0.75 for class notation Offshore service vessel(+) (acceptance criteria AC-I).
For supporting members subject to hull girder stresses the permissible bending stress coefficient Cs shall be
in accordance with Pt.3 Ch.6 Sec.5 Table 3, applying:
— acceptance criteria AC-II in general
DNV AS
— acceptance criteria AC-I for class notation Offshore service vessel(+).
2
Intersection of stiffeners and primary supporting members (PSM) shall have a net shear area, in cm , of not
less than:
3.2.2 Decks for helicopters supported on tubular skids shall have scantlings in accordance with the following.
The net thickness, in mm, of steel plating shall be:
where:
k1 = 1.1 in separate platforms
= 1.2 in weather deck general
= 1.3 in longitudinal framed strength deck and in weather deck hatch covers
= 1.7 in transversely framed strength deck
PW = fraction of total landing force Pv acting on the skid or saddle joint considered, in kN
ε = a1/b
a1 = length of tubular line load, usually taken as 0.6 m (twice the distance from saddle joint to skid end)
b = breadth of plate panel, in mm, as defined in Pt.3 Ch.3 Sec.7 [2.1].
The gross thickness, in mm, of aluminium plating shall be:
where:
k1 = 1.2 for separate platforms
= 1.35 for weather deck hatch covers.
PW and ε as above.
The net section modulus of stiffeners as for wheel helicopters.
3.2.3 In cases where the deck is proposed to be built from sections, the connections between them will have
to be documented to give the same strength as required for an intact deck and also the necessary oil and
fuel (including burning fuel) tightness.
3.2.4 Unconventional deck profiles in erected helidecks shall be load tested in accordance with [1.8.1].
3.3 Primary supporting members and supporting structures of erected
separate platforms
3.3.1 Yield criteria for beam analysis
The scantlings shall be based on direct stress analysis.
DNV AS
2
The calculated stresses, in N/mm , for the static plus dynamic (S+D) design load scenarios shall comply with
the following criteria:
where:
2
τ = average shear stress in member, in N/mm , at the considered position
Q = shear force, in kN, at the considered position
2
Ashr‐n50 = net shear area, in cm , at the considered position
2
σb = bending normal stress, in N/mm , at the considered position
M = bending moment, in kNm, at the considered position
3
Zn50 = net section modulus, in cm , at the considered position.
DNV AS
Table 10 Beam analysis of primary supporting members, definition of Cs and Ct
Acceptance Description Structural member Cs Ct
criteria
Applicable for: all primary supporting members 0.75 0.70

AC-I vessels with class notation Offshore
service vessel(+)
AC-II In general all primary supporting members 0.90 0.85
AC-III Landing all primary supporting members 1.0 0.95
3.3.2 Buckling criteria for beam analysis
Column and beam-column buckling capacity calculations of supporting members shall be in accordance with
DNV-CG-0128 Sec.3.
The structural member is considered to have an acceptable buckling strength if it satisfies the following
criterion for the static plus dynamic (S+D) design load scenarios:
η = maximum buckling utilisation factor based on the applied stress, as defined in DNV-CG-0128 Sec.3
ηall = allowable buckling utilisation factor, as defined in Table 11.
Table 11 Allowable buckling utilisation factor ηall
Acceptance Description Structural member ηall

criteria
AC-I Applicable for: all supporting members 0.65

vessels with class notation
Offshore service
vessel(+)
AC-II In general all supporting members 0.75
AC-III Landing: all supporting members 0.75

for notation Offshore
service vessel(+)
Landing: all supporting members 0.85

in general
3.3.3 Buckling criteria for supporting bulkheads
Bulkheads supporting decks and which are exposed to compressive forces from impact landing loads and/or
gravity and inertia loads from the helicopter deck shall be checked for buckling strength. Buckling strength
of bulkhead stiffeners and adjoining plates shall be checked. Compressive forces shall be based on beam
analysis.
2
Simplified method of finding compressive axial stress, in N/mm , based on pillar force Fpill, for the static plus
dynamic (S+D) design load scenarios to be taken as:
where:
DNV AS
Fpill = compressive axial load acting on the bulkhead stiffener taken from beam analysis, in kN
= Pw as defined in [3.2.1], in kN
t = net thickness of bulkhead plating, in mm
s = stiffener spacing, in mm
2
As = net sectional area of the stiffener without attached plating, in mm .
The product t·s may have to be considered by the Society on a case-by-case basis in way of cut outs in the
bulkhead.
The structural member is considered to have an acceptable buckling strength if it satisfies the following
criterion for the static plus dynamic (S+D) design load scenarios:
where:
ηstiffener, ηplate = maximum buckling utilisation factor based on the applied stress, as defined in DNV-
CG-0128 for plates and [3.2.3] for stiffeners
ηall = allowable buckling utilisation factor, as defined in Table 12.
Stresses taken from the strength assessment which are based on beam analysis and applied for buckling
capacity calculation of plate panels shall be corrected as given in DNV-CG-0128.
Table 12 Allowable buckling utilisation factor ηall
Acceptance Description Structural member ηall

criteria
AC-I Applicable for: plates and stiffeners/stiffened panels 0.8

vessels with class notation Offshore
service vessel(+)
AC-II In general plates and stiffeners/stiffened panels 1.0
AC-III Emergency landing plates and stiffeners/stiffened panels 1.0
Tripping brackets and local stiffening of plating shall be provided where necessary.
3.4 Miscellaneous
3.4.1 In case of landing on a hatch cover section that is underlying in the packing joint, the strength and
spacing of cleats shall be sufficient to keep the connection intact and tight.
DNV AS
4 Miscellaneous
4.1 Personnel safety
4.1.1 The landing area shall be surrounded by a safety net of not less than 1.5 m width. The safety net shall
have an upward and outboard slope of about 10° from slightly below to slightly above the level of the landing
area but not more than 250 mm.
Guidance note:
The safety net may further facilitate:
— that it can be safely secured in the upright position
— that it can be secured in the lowered position, in order to avoid being blown upright by rotor downdraft
— that it is flush with helicopter deck in the lowered position
— that the safety net webbing is installed with slack in order to contain personnel who fall over the deck edge (avoid rebounding)
— that the safety net webbing is made of flame resistant materials
— that the safety net webbing is made of material resistant to seawater
— that it can be lowered and raised in a manner that minimises the risk for personnel falling overboard during operations.
4.1.2 The flexibility and tightening shall be chosen to avoid rebounding. The number and shape of rails and
brackets shall be chosen to minimise injuries.
4.1.3 The test load for safety net and safety net supporting structure surrounding a helicopter deck shall not
be taken less than 100 kg dropped from 1 m.
Guidance note 1:
Approximate calculations may be based on a static load of 0.2 tons/m run of net. For soft, hammock type nets this load may be
converted into 0.2 g0 kN/m acting along inner and outer rails in an inward plane 30° below the net plane, see Figure 1.
Guidance note 2:
In rails, brackets and other details supporting safety nets, allowable stresses in approximate static calculations may be taken as
given in [3.3.1].

Figure 1 Safety net
4.1.4 A 5 cm high steel coaming shall border landing platforms and landing areas in exposed positions,
to assist in minimising the probability of personnel or equipment from sliding off the helicopter deck. The
coaming shall not impede good drainage of water and or spilt fuel.
DNV AS
4.2 Tie-down points
4.2.1 Helicopter decks shall have recessed tie-down points for lashing of the helicopter. The housing of the
tie down point shall be sufficiently flush fitted and shall not exceed a total height of 25 mm above the landing
area, in order to avoid hazards to helicopter operations and tripping incidents. Helicopter operators can
advise on the best configuration of the tie down points on the helicopter deck.
4.2.2 The breaking load of the tie-down points for helicopters calling at the vessel should be confirmed from
helicopter operator or manufacturer. Unless otherwise provided a force F, in kN, per tie-down where MH in
ton, is given in [2.2] may be used.
where:
n = the number of active tie-down points acting in same direction.
4.3 Surface friction of helicopter deck
4.3.1 The surface of helicopter decks and landing areas shall be of such a nature or so equipped that
the static coefficient of friction between the helicopter's landing gear and the surface will be satisfactory
(recommended value 0.6) in any weather condition. To prevent sliding in cold weather when there is danger
for icing, the surface is either to have a grid of ribs (for wheel helicopters) or shall be arranged for fitting a
rope net/ landing net, which shall be kept on board.
4.3.2 The helicopter rope net mentioned in [4.3.1] shall have a size as given in Table 13.
Table 13 Minimum rope net size
Deck diameter D according to [6.1] Net size
Less than 13 m 6 × 9 m
13 to 14 m 9 × 9 m
14 to 20 m 12 × 12 m
More than 20 m 15 × 15 m
Note:
The rope net shall be secured every 1.5 m. Mesh size and tightening shall be such as to avoid hooking of helicopter
substructure.
5 Requirements for vessel safety − qualifier S
5.1 Fire-fighting - general
5.1.1 The requirements in this subsection is considered to cover the requirements in SOLAS Reg.
II-2/18.1-5.
DNV AS
5.2 Structural fire integrity
5.2.1 Escape routes from the helicopter deck shall be arranged on opposite sides. Minimum two escape
routes shall be provided.
5.2.2 In general, the construction of the helicopter decks shall be of steel or other equivalent material,
see also [1.8.11]. If the helicopter deck forms the deckhead of a deckhouse or superstructure, it shall be
insulated to A-60 class standard.
5.2.3 Enclosed piping used in drainage systems should be made of steel, open scupper arrangement may
however be made of aluminium. The drainage arrangement shall be lead directly overboard independent of
any other system and shall be designed such that drainage does not fall onto any part of the ship. Drainage
shall be provided at the perimeter of the helicopter decks. The deck shall be constructed so that water/fluids
will not accumulate on the deck.
Guidance note:
Drainage of helicopter decks landing area can for example be achieved by cambering or slope (minimum 1:100) or by perforated
surface for collecting drained fluid over board to prevent water/fluids from collecting on the deck surface.
5.3 Firefighting equipment
5.3.1 A fixed foam application system consisting of either monitors or pop up nozzles with a minimum
2
capacity of at least 6 l/m /min shall be provided. The system shall be able to cover the whole of the
helicopter landing area, and with sufficient foam medium to enable the foam application rate to be
maintained for at least 5 minutes.
5.3.2 In addition to the fixed foam system, two hand held foam applicators with a capacity of at least 250 l/
min each shall be provided. The fire hose connection shall be suitable for both foam equipment and fire water
nozzle, see [5.3.4] 3).
5.3.3 The foam shall be of an approved medium suitable for the helicopter fuel used and for use with salt
water.
5.3.4 The following firefighting appliances shall be provided and stored near the means of access to the
helideck:
1) At least two dry powder extinguishers having a total capacity of 45 kg.
2) CO2 extinguishers of a total capacity of not less than 18 kg or equivalent.
3) Two fire hoses and two nozzles of an approved dual purpose type (jet/spray) sufficient to reach any part
of the helicopter deck.
4) Two fire-fighter’s outfits dedicated for the helicopter deck. The fire-fighter’s outfit shall comply with
Ch.3.2.1 of the FSS Code.
DNV AS
5) The following rescue equipment:
— adjustable wrench
— rescue axe, large (non wedge or aircraft type)
— cutters, bolt, 60 cm
— crowbar, large
— hook, grab or salving
— hacksaw, heavy duty c/w 6 spare blades
— blanket, fire resistant
— ladder (two-piece)
— life line, 5 mm, 15 m in length plus rescue harness
— pliers, side cutting (tin snips)
— set of assorted screwdrivers
— harness knife c/w sheath
— gloves, fire resistant
— power cutting tool.
5.4 Communication between helicopter and vessel
5.4.1 Helicopter and vessel shall communicate through a VHF installation, maritime or aeromobile.
Guidance note 1:
For helicopter decks with frequent landings an aeromobile VHF should be installed and licensed by the aviation authority of the
coastal state.
Guidance note 2:
For passenger ships, the communication requirements should be in accordance with SOLAS Chapter IV, Regulation 7.5.
Guidance note 3:
For naval craft, helicopter communications should be thorough HF, V/UHF normal and VHF/UHF.
A portable VHF apparatus with earphones shall be available. Three-way communication between helicopter,
helicopter deck and bridge shall be possible.
6 Requirements for helicopter safety − qualifier H
6.1 Size of helicopter deck
6.1.1 The diameter D of the helicopter deck or landing area shall be according to Table 14.
Table 14 D-value and helicopter type criteria
Type D-value Perimeter Rotor Max. weight “t”

(m) “D” diameter (kg) value
marking (m)
Bolkow Bo 105D 12.00 12 9.90 2 400 2.4t
Bolkow 117 13.00 13 11.00 3 200 3.2t
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Type D-value Perimeter Rotor Max. weight “t”
(m) “D” diameter (kg) value
marking (m)
Agusta A109 13.05 13 11.00 2 600 2.6t
Dauphin SA 365N2 13.68 14 11.93 4 250 4.3t
EC 155B1 14.30 14 12.60 4 850 4.9t
Sikorsky S76 16.00 16 13.40 5 307 5.3t
Agusta/Bell 139 16.66 17 13.80 6 400 6.4t
Bell 212 17.46 17 14.63 5 080 5.1 t
Super Puma AS332L 18.70 19 15.00 8 599 8.6t
Bell 214ST 18.95 19 15.85 7 936 8.0t
Super Puma AS332L2 19.50 20 16.20 9 300 9.3t
EC 225 19.50 20 16.20 11 000 11.0t
Sikorsky S92 20.88 21 17.17 11 861 11.9t
Sikorsky S61 N 22.20 22 18.90 9 298 9.3t
EH101/AH101 22.80 23 18.60 14 600 14.6t
Boeing BV234LR
30.18 30 18.29 21 315 21.3t
Chinook
6.2 Location
6.2.1 For location at ship's ends a free approach and take-off sector of 210° is required. The whole deck or
landing area shall be located within this sector.
Guidance note:
The ship end location is recommended.
6.2.2 For helicopter landing areas located amidships, across ship obstacle free sectors shall be provided.
These sectors shall originate at the most forward and aft points on the periphery of the D reference circle and
diverge at 15° forward and 15° aft relative to straight transverse lines.
6.2.3 For any helicopter landing areas amidships located adjacent to the ships side with one-sided approach,
the obstacle free sector shall originate at the most forward and aft points on the periphery of the D reference
circle and diverge to achieve 1.5 D at the ship’s side.
6.2.4 For erected helicopter decks there shall be sufficient separation between helicopter deck and
underlying superstructure to ensure that air may flow freely between the deck and the underlying structure.
This distance shall be minimum 1 m.
6.2.5 For naval craft, the requirements in [6.2.1] to [6.2.4] may be deviated from if so required by the navy.
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Guidance note:
Vertical component of airflow from horizontal wind velocities up to 25 m/s should not exceed 0.9 m/s over the landing area at main
rotor height.
Some helicopter operators may require turbulence conditions for different wind directions above the helicopter deck and
information of possible exhaust emission from the ship that may have effect on the landing conditions.
Such environmental conditions are not covered by the HELDK(S, H) notation, and are considered the operators responsibility to
provide as applicable.
6.3 Height of obstacles
6.3.1 The landing area should be as flush as possible to avoid hazards to helicopter operations and tripping
incidents. Objects whose function requires that they are located on the helicopter deck, typically tie-down
points, landing net (where required) and marking lights, shall not exceed a height of 25 mm above the
landing area.
6.3.2 Steel or other solid construction at perimeter may extend 50 mm above deck level.
6.3.3 In the approach sector, on and outside of perimeter, only aids essential to helicopter operations are
allowed to extend up to a maximum height of 250 mm, e.g. landing lights, floodlights, foam monitors, outer
edge of safety net and similar arrangements.
6.3.4 In bow or stern located helicopter landing areas, outside the obstacle free sector, obstacle heights shall
be limited to 0.05 D to a distance 0.62 D from the centre of the landing area and thence are required to be
below a rising plane of 1:2 to a distance of 0.83 D from the centre of the landing area.
6.3.5 Forward and aft of the approach sector of a flight channel across the ship, within a length equal to
helicopter overall length forward and aft of sector, obstacles are required to be below a plane with 1:5
longitudinal inclination.
6.3.6 For helicopter landing areas located adjacent to the ship’s side, outside the obstacle free sector,
obstacles shall be limited to a height of 0.05 D for a distance of 0.25 D from the edge of the obstacle free
sector and the landing area.
6.3.7 For naval craft, the requirements in [6.3.4] to [6.3.6] may be deviated from if so required by the navy.
6.3.8 No loose gear that can create foreign object damage shall be stored on or in the vicinity of the
helicopter deck.
6.4 Daylight marking
6.4.1 Obstacles, which the helicopter operator should be especially aware of, shall be painted in diagonal
stripes of contrasting colours.
6.4.2 Wind direction indicator (windsock) shall be provided so as to indicate the clear area wind condition
representative for the helicopter deck.
6.4.3 The perimeter of the helicopter deck shall be marked with a 300 mm white line. The preferred colour of
deck within perimeter line is dark grey or dark green.
6.4.4 The name of the vessel shall be marked on the helicopter deck surface between the origin of the
obstacle-free sector and the aiming circle in symbols not less than 1200 mm high and in a colour which
contrasts to the helicopter deck surface.
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6.4.5 Obstacle-free sector shall be marked on the helicopter deck by a black chevron, each leg being 790
mm long and 100 mm wide. The chevron shall delineate the separation of the 210º obstacle-free sector and
the 150º limited obstacle sector.
6.4.6 The actual D-value of the helicopter deck shall be painted on the helicopter deck inboard of the
chevron in alphanumeric symbols of 100 mm height and around the perimeter of the helicopter deck directly
opposite and in 90º to each side of the chevron in with symbol of 600 mm height and rounded down to the
nearest whole number.
6.4.7 The maximum allowable mass shall be marked on the helicopter deck in a position that is readable
from the preferred final approach direction and consist of a two-or three-digit number expressed to one
decimal place rounded to the nearest 100 kg and followed by the letter t. The height of the numbers shall be
900 mm with a line width of 120 mm.
6.4.8 An aiming circle, which shall be a 1000 mm yellow line with inner diameter 0.5 D. Its centre should be
displaced 0.1 D from the centre of the D-circle towards the outboard edge, except for decks with a midship
cross flight channel.
6.4.9 A letter H shall be painted 4 x 3 m of 750 mm white lines located in the centre of the aiming circle with
the mid-bar of the H located along the midline of the approach sector.
6.4.10 A signal flag to alert approaching helicopters that landing is prohibited in case the helicopter deck for
technical reasons cannot be used shall be carried on board. This shall be a red flag 4 000 x 4 000 mm with
yellow diagonal cross that can be laid above the "H" inside of the aiming circle.
6.4.11 For naval crafts, marking shall be in accordance with naval requirements.
Guidance note:
A signal or light that shows Helicopter operations are going on should be installed. The indicator should be displayed on this ship's
bridge and another made clearly visible for the pilot. The indicator should be able to be switched from a go to no go mark.
6.5 Night operation marking
6.5.1 Green lights shall be fitted on the perimeter line, maximum 3 m apart. The intensity of lighting shall
be 30 candela. The lighting shall not be visible below the helicopter deck level.
Guidance note:
Details of perimeter-lights should follow the recommendations given by ICAO's Regulation Annex 14 (ICAO = International Civil
Aviation Organisation).
6.5.2 At least 16 discrete, yellow lighting segments shall be fitted on the touchdown/positioning marking
circle, minimum 0,5 m apart, and of such a length as to provide between 50% to 75% coverage of the
circumference. The light intensity of each segment shall be between 7,5 and 60 candela depending on
segment length. If a segment is made up of a number of individual lighting elements, each element shall be
of same nominal performance and spaced 3-10 cm apart.
Guidance note:
Details of touchdown/positioning marking circle lighting should follow the recommendations given by ICAO's Regulation Annex 14.
6.5.3 Green lighting sub-sections shall be fitted outlining the heliport identification marking (letter H),
maximum 10 cm apart. The intensity of the lighting along the edge of the outline of the letter H shall be
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between 3,5 and 60 candela. If a lighting sub-section is made up of a number of individual lighting elements,
each element shall be of same nominal performance and spaced 3-10 cm apart.
Guidance note:
Details of heliport identification marking lighting should follow the recommendations given by ICAO's Regulation Annex 14.
6.5.4 The design of the perimeter lights, touchdown/positioning marking circle lights and helideck
identification marking lights shall be such that the luminance of the perimeter lights is equal to or greater
than that of the touchdown/position marking circle segments, and the luminance of the touchdown/position
marking circle segments is equal to or greater than that of the letter H.
Guidance note:
Floodlights, if any, should be arranged for illumination of the total landing area, with care not to dazzle the pilot.
6.5.5 A helideck status light system shall be arranged to provide visual warning if a condition exist which
may be hazardous for the helicopter or its occupants. The status light shall be flashing red and visible to the
pilot from any direction of approach and on any landing heading.
Guidance note:
Details of the helideck status light system should follow the recommendations given by ICAO's Regulation Annex 14.
6.5.6 The wind indicator shall be illuminated.
6.5.7 All obstacles, which may obstruct the landing approach shall be indicated by red obstruction lights
visible from all directions, or floodlighting or a combination of both.
6.5.8 Perimeter lights, touchdown/position marking circle lights, heliport identification marking lights,
helideck status lights, wind indicator lights and obstruction lights shall have electric power fed from
emergency and transitional source of power. UPS'es shall comply with the requirements given in Pt.4 Ch.8
Sec.7. The transitional power shall last for at least 30 min. The system shall also have a supply circuit from
main power so that a single failure in either the main electric power distribution system or the emergency
power distribution system shall not render the helicopter deck lighting inoperable. Individual protected
distribution circuits shall be arranged for:
— perimeter lights
— touchdown/position marking circle lights
— heliport identification marking lights
— wind indicator lights
— obstruction lights
— helideck status lights.
6.5.9 For naval craft light marking shall be in accordance with naval requirements.
6.6 Instrumentation
6.6.1 Wind velocity and direction, barometric pressure, vessel's roll and pitch shall be recorded and
communicated to helicopter before landing. Simple instruments for this purpose shall be available.
Guidance note:
For use in connection with ship helicopter operations limitations (SHOLS), the roll and pitch information should be true values.
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7 Requirements for helicopter refuelling and hangar facilities −
qualifier F
7.1 Classification and application
7.1.1 The requirements in [7] apply to vessels equipped to support helicopter operations. The rules
concerning refuelling is limited to handling of fuel with flame point above 60ºC.
For fuel with lower flame point, special considerations are required and the storage tank/systems shall
comply with the relevant regulations as given in Sec.9 concerning transport of low flashpoint liquids.
7.1.2 A refuelling area, a hangar, or both, complying with the requirements in [7] is sufficient to qualify for
the qualifier F.
7.1.3 The requirement in [7] cover permanent shipboard installations for refuelling and maintenance hangar
for helicopters. The requirements in this subsection are also considered to cover the requirements in SOLAS
Reg. II-2/18.7.
7.2 Helicopter refuelling area
7.2.1 The helicopter fuel storage tanks shall be constructed to suitable standards and material that is
compatible with helicopter fuel and secured to the vessels structure. The tank shall have inspection hatch,
level indicator and ventilation arrangement.
7.2.2 The pumping unit shall be arranged with flow meter and emergency shutdown system from safe
location.
7.2.3 Drainage facilities in way of the refuelling area to be arranged with drainage to collection tank or
directly overboard.
7.2.4 One 25 kg powder extinguisher and one foam applicator shall be arranged for protection of the
helicopter refuelling station.
7.2.5 No smoking signboard and clear refuelling instruction shall be provided at the refuelling station.
7.3 Hangar
7.3.1 The hangar shall be designed in accordance with the requirements given for superstructures as given
in Pt.3 Ch.6.
7.3.2 The deck in the hangar area shall be designed in accordance with load requirements provided for wheel
loading and car deck structure.
Guidance note:
Requirements are given in Pt.3 Ch.10 Sec.5, as appropriate.
7.3.3 The hangar door shall be weathertight and be able to withstand the horizontal component of the
helicopter down wash.
7.3.4 The hangar door shall be equipped with suitable opening and closing mechanisms of adequate
strength.
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7.3.5 The hangar door or the immediate surround shall be fitted with a viewing port, which permits
personnel to observe operations on the flight deck. The viewing port shall be fabricated from hardened
armour plate safety glass. The viewing port shall have a minimum diameter of 150 mm and be equipped with
a blackout cover.
7.3.6 There shall be a minimum clearance between hangar door and the appropriate helicopter according to
the traversing system.
Guidance note:
The clearance should be ≥ 0.5 m each side for rail guided traversing systems and ≥ 0.6 m each side for non-rail guided systems.
7.3.7 The hangar shall be equipped with a general access, in addition to the main hangar door, between
the flight deck and the hangar area. The door shall open onto the flight deck area and maintain weather
tightness and fire resistance of the hangar area.
7.3.8 The hangar shall be treated as a category A machinery space with regard to structural fire protection,
ref SOLAS Ch. II-2.
7.3.9 The hangar shall be provided with mechanical ventilation of non-sparking type having a capacity of at
least 6 air changes per hour.
7.3.10 The hangar shall be provided with fixed fire detection system.
7.3.11 The hangar shall be protected by a fixed water based fire extinguishing system with application rate
2
of not less than 10 l/min/m and with possibilities for injection of foam liquid for not less than 20 minutes.
7.3.12 The hangar shall be provided with drainage sufficient to handle the water spray system and also to
ensure safe drainage in case of spill from the helicopter.
Drainage shall be lead directly overboard at safe location.
7.3.13 Electrical equipment within the height of 450 mm above the deck shall be of ex proof certified type.
7.3.14 Personnel safety equipment
The support facility shall be equipped with:
Fire-fighters outfits:
— firefighter’s equipment as required in [5].
Other personnel safety equipment including:
— goggles
— helmets
— gloves.
7.3.15 The deck within the hangar shall be provided with tie-down points in a pattern to ensure safe
mooring of the helicopter when parked. The strength of the tie down points shall comply with [4.1.4].
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8 Requirements specified by the Norwegian Civil Aviation
Authorities − qualifier CAA-N
8.1 Helicopter deck dimension
8.1.1 The helicopter deck shall have a dimension corresponding to a circle with a diameter not less than 1.25
x D.
8.2 Loads
8.2.1 The dimensions of the helideck shall be based on the presumption that any point on the deck may
be subjected to a single impact load of 75% of the total weight of the heaviest helicopter used. The single
impact load shall be evenly distributed across the contact area. The contact area between the undercarriage
of the helicopter and the helideck shall be calculated in accordance with the specifications from the helicopter
manufacturer.
8.2.2 The load bearing structures beneath the helideck shall be dimensioned to carry a static load up to
3.0 times the take-off weight of the heaviest helicopter used, with the normal weight distribution on the
undercarriage for this type of helicopter. The helicopter shall be placed in the most adverse position on the
deck.
8.3 Allowable stresses
8.3.1 With the loads of the helicopter as stated in [8.2.1] and [8.2.2], plus the mass of the structure and the
wind forces, the allowable stresses shall not exceed the yield stress, ReH, of the material, and not exceeding
2/3 of the specified minimum tensile strength of the material, RM.
8.4 Rescue equipment
8.4.1 The rescue equipment shall in addition to [5.3.4](5) include:
— total of two 2 fire axes
— total of 3 stainless steel knives
— two explosion proof hand torches
— hammer
— jack with minimum 0.5 tonne capacity.
8.5 Marking
8.5.1 The number indicating maximum allowable mass shall be 1 000 mm height and 500 mm wide. The
letter t shall be 800 mm height and 300 mm wide. Line width shall be 150 mm for both.
8.6 Location
8.6.1 Effects from turbulence shall be documented by testing in wind tunnel or simulation model.
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SECTION 6 DAMAGE STABILITY FOR OFFSHORE SERVICE VESSELS -
SF
1 General
1.1 Introduction
The additional class notation SF sets requirements for vessels with length of 24 m and above complying with
the requirements for intact stability and damage stability.
1.2 Scope
The scope for additional class notation SF provides requirements for intact and damage stability where the
stability manual, approved by the national authorities, shall be submitted as documentation of compliance
with the rule requirements. Cargo ships not complying with the definition of "Offshore supply vessel", in
accordance with IMO guidelines, may not use compliance with additional class notation SF, for exclusion of
compliance with application of SOLAS Ch. II-1, as amended, Part B-1.
1.3 Application
The additional class notation SF applies to vessels with length of 24 m and above complying with the
requirements for intact stability given in Pt.5 Ch.9 Sec.2 [5], and damage stability given in this section,
may be given the additional class notation SF. Examination and approval of stability documents carried
out by national authorities, having equivalent intact and damage stability requirements (i.e. Guidelines for
the Design and Construction of Offshore Supply Vessels, 2006, IMO Res.MSC.235(82), alternatively with
respect to damage stability as amended by Amendments to the Guidelines for the Design and Construction
of Offshore Supply Vessels, 2006, IMO Res. MSC.335(90)), may be accepted as a basis for assigning the
additional class notation SF.
1.4 Documentation
1.4.1 Documentation shall be submitted as required by Table 1
Object Document type Additional description Info
B070 - Preliminary damage stability
AP
calculations
Damage stability Not required in case of approved limit curves,
B130 - Final damage stability
or if approved lightweight data are not less AP
calculations
favourable than estimated lightweight data
Internal watertight B030 - Internal watertight
FI
integrity integrity plan
For general requirements for documentation, including definition of the info codes, see DNV-CG-0550 Sec.6.
1.4.2 Detailed description of stability documentation is given in DNV-CG-0156 Sec.6.
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2 Damage stability
2.1.1 The damage stability calculations shall contain GM or VCG limit curves for damage conditions showing
the permissible area of operation.
2.1.2 The vessel shall comply with the damage stability requirements of IMO Res. MSC.235(82) (Guidelines
for the Design and Construction of Offshore Supply Vessels, 2006), alternatively as amended by IMO Res.
MSC.335(90) (Amendments to the Guidelines for the Design and Construction of Offshore Supply Vessels,
2006).
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SECTION 7 SPECIAL PURPOSE SHIPS - SPS
1 General
1.1 Introduction
The additional class notation SPS sets requirements for ships that by virtue of their specialized nature of
service are carrying special personnel who are neither crew members nor passengers as defined in the 1974
SOLAS Convention.
1.2 Scope
The scope for additional class notation SPS adds an additional level of safety in providing reference to design
criteria, construction standards and other safety measures concerning special purpose ships. A passenger or
cargo ship, which is converted to a special purpose ship, will be treated as a special purpose ship constructed
on the date on which the contract for conversion is signed. A memo to owners should be issued stating the
number of persons for which the ships complies with the SPS Code. For flag administrations that have not
accepted the use of the SPS Code, their requirements will prevail whilst under that flag, only.
1.3 Application
The additional class notation SPS applies to ships that fall into the category of a passenger vessel as defined
in the Code of Safety for Special Purpose Ships, 2008 (2008 SPS Code), as adopted by the Maritime Safety
Committee as resolution MSC.266(84) on 13 May 2008. References to the applicable rules and SOLAS are
given regarding requirements for: Stability and sub-division, fire protection, lifesaving appliances, electrical
installations, dangerous goods [IMDG Code], radio communications and safety of navigation. All ships
shall also comply with the additional class notation E0. The provisions of this section may upon special
consideration by the Society be applied to ships of less than 500 GT.
1.4 Definitions
1.4.1 For the purpose of this section, the definitions given in Table 1 and in the SPS Code apply.
Table 1 Definitions
Term Definition
all persons carried onboard the ship to provide navigation
and maintenance of the ship, its machinery, systems, and
crew
arrangements essential for propulsion and safe navigation
or to provide services for other persons on board
International Maritime Dangerous Goods Code, adopted
by the Maritime Safety Committee of the International
IMDG Code
Maritime Organization IMO as resolution MSC.122(75), as
amended
length as defined in the International Convention of Load
length
Lines, 1966
International Life-Saving Appliance Code, adopted by the
LSA Code Maritime Safety Committee by resolution MSC.48(66), as
amended
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Term Definition
means every person other than:
— the master and the members of the crew or other
passenger persons employed or engaged in any capacity on board
a ship on the business of that ship; and
— a child under one year of age.
International Convention on Safety of Lives at Sea currently
SOLAS
in force
all persons who are not passengers or members of the
crew or children of less than one year of age and who are
carried on board in connection with the special purpose
special personnel of that ship or because of special work being carried out
aboard that ship. Wherever in this section the number of
special personnel appears as a parameter it shall include
the number of passengers carried on board
Code of Safety for Special Purpose Ships, 2008 (2008 SPS
SPS Code code), as adopted by the Maritime Safety Committee as
resolution MSC.266(84) on 13 May 2008
1.5 Documentation
1.5.1 Documentation shall be submitted as specified in [1.5.2], [1.5.3] and [1.5.4].
1.5.2 Stability and subdivision
B030 - Internal watertight integrity plan FI
B060 - Floodable length calculation / subdivision index
AP
calculation
Stability B150 - Damage control plan AP
B160 - Damage control booklet AP
B070 - Preliminary damage stability calculation AP
B130 - Final damage stability calculation AP
For general requirements to documentation, including definition of the info codes, see DNV-CG-0550 Sec.6.
1.5.3 Fire protection
For ships operating as defined under [2.7], documentation shall be submitted as given in relevant tables in
the Society's statutory interpretations (SOLAS Ch. II-2).
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1.5.4 Life-saving appliances
For ships operating as defined under [2.9], documentation shall be submitted as given in relevant tables in
the Society’s statutory interpretations (SOLAS Ch. III).
2 Requirements
2.1 General
2.1.1 The ship shall comply with the 2008 SPS code as amended by resolution MSC.408(96).
2.1.2 Special purpose ships (SPS certificate according to 2008 SPS code), carrying 240 or more persons on
board, shall comply with the requirements of the safe return to port notation SRTP, see Ch.2 Sec.11.
Guidance note:
See MSC.1/Circ.1422
2.2 Stability and subdivision
2.2.1 The intact stability requirements of Pt.3 Ch.15 shall be complied with.
2.2.2 The stability documentation shall include calculations of the most unfavourable loading conditions
anticipated for each intended service mode.
2.2.3 For ships carrying 240 persons or more, the supplementary intact stability requirements of Pt.5 Ch.4
Sec.4 [1.1] shall be complied with as though the ship is a passenger ship and the special personnel are
considered passengers.
Guidance note:
Unless required by the flag state a special purpose ship need not be considered a passenger ship for application of SOLAS
regulation II-1/5.5 on periodical lightweight surveys.
2.2.4 The subdivision and damage stability shall in general be in accordance with SOLAS Ch. II-1 as
amended where the ship is considered a passenger ship and special personnel are considered passengers,
with an R-value calculated as follows:
— for ships carrying 240 persons or more, the R-value is assigned as 1.0 R
— for ships carrying not more than 60 persons, the R-value is assigned as 0.8 R; and
— for ships carrying more than 60 persons, but less than 240 persons, the R-value shall be determined by
linear interpolation between the R-values given above.
Where:
N = N1 + 2N2
N1 = number of persons for whom lifeboats are provided
N2 = number of persons (including officers and crew) the ship is permitted to carry in excess of N1
Ls = subdivision length as defined by SOLAS regulation II-1/2.1.
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2.2.5 For ships carrying 240 persons or more, the requirements of SOLAS regulations II-1/8 and II-1/8-1
and of SOLAS Ch. II-1, parts B-2, B-3 and B-4 shall be applied as though the ship is a passenger ship and
the special personnel are passengers. However, SOLAS regulations II-1/14 and II-1/18 are not applicable.
2.2.6 Except as provided in [2.2.7] for ships carrying less than 240 persons the provisions of SOLAS Ch.
II-1, parts B-2, B-3 and B-4 shall be applied as though the ship is a cargo ship and the special personnel are
crew. SOLAS regulations II-1/8, II-1/8-1, II-1/14 and II-1/18 are not applicable.
2.2.7 All ships shall comply with SOLAS regulations II-1/9, II-1/13, II-1/19, II-1/20, II-1/21 and II-1/35-1
as though the ship is a passenger ship.
Guidance note:
In general the interpretations in the explanatory notes to SOLAS chapter II-1 subdivision and damage stability regulations,
adopted by IMO as Resolution MSC.429(98) shall be used for the application of SOLAS Ch. II-1. The recommendations in resolution
MSC.245(83) should be applied if cross-flooding systems are utilised.
2.3 Machinery installations
2.3.1 All ships shall comply with Pt.5 Ch.4 as though the ship is a passenger ship
2.3.2 All steering gear installations in special purpose ships carrying more than 240 persons shall comply
with Pt.4 Ch.10 Sec.2 [1.6.2] as though the ship is a passenger ship.
2.4 Electrical installations
2.4.1 Electrical distribution systems in ships carrying more than 60 persons shall comply with Pt.5 Ch.4
Sec.3.
2.5 Emergency source of power
2.5.1 The emergency source of electrical power in special purpose ships carrying not more than 60 persons
and which are more than 50 m in length shall be capable, having regard to starting currents and the
transitory nature of certain loads, of supplying simultaneously at least the following services for a period of
half an hour if they depend on an electrical source for their operation:
1) any watertight doors required by SOLAS Reg. II-1/13 to be power operated together with their indicators
and warning signals
2) the emergency arrangements to bring the lift cars to deck level for the escape of persons.
2.5.2 Installations in special purpose ships carrying more than 60 persons shall comply with: Pt.5 Ch.4 Sec.3
as if the ship is a passenger ship.
2.6 Periodically unattended machinery spaces
2.6.1 All ships shall comply with the requirements contained in Ch.2 as applicable for the additional class
notation E0.
2.7 Fire protection
2.7.1 For ships carrying more than 240 persons on board, the requirements of Chapter II-2 of SOLAS for
passenger ships carrying more than 36 passengers shall be applied.
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2.7.2 For ships carrying more than 60, but not more than 240 persons on board, the requirements of
Chapter II-2 of SOLAS for passenger ships carrying not more than 36 passengers shall be applied, except
that Reg. II-2/21 and 22 shall not apply.
2.7.3 For ships carrying not more than 60 persons on board, the requirements of chapter II-2 of SOLAS for
cargo ships shall be applied.
Guidance note:
For further details and clarification of the basic SOLAS requirements implemented in this section please see statutory
interpretations DNV-SI-0364 Sec.3.
2.8 Dangerous goods
2.8.1 Dangerous goods that are carried on board for shipment as cargo and are not used on board are
subject to the provisions of the IMDG Code.
2.8.2 Spaces used for the carriage of any significant amount of dangerous goods as ships’ stores and
intended for use on board shall comply with the provisions of the IMDG Code as far as reasonable and
practicable.
2.9 Life-saving appliances
2.9.1 The requirements of chapter III of SOLAS shall be applied with the specifications given in [2.9.2]
through [2.9.6].
2.9.2 Ships carrying more than 60 persons shall comply with the requirements contained in Chapter III of
SOLAS for passenger ships engaged in international voyages that are not short international voyages.
2.9.3 Notwithstanding the provisions of [2.9.2], a ship carrying more than 60 persons but not more than 200
persons may in lieu of meeting the requirements of regulations 21.1.1 of Chapter III of SOLAS comply with
the requirements of regulation 21.1.5 of Chapter III of SOLAS, including the provision of at least two rescue
boat(s) in accordance with regulation 21.2.1 of Chapter III.
Guidance note:
The Society considers item [2.9.3] to apply only for ships with a gross tonnage of less than 500 and with a total number of persons
on board less than 200.
2.9.4 Ships carrying not more than 60 persons shall comply with the requirements contained in Chapter
III of SOLAS for cargo ships other than tankers. Such ships may, however, carry life-saving appliances in
accordance with the passenger ship requirements in [2.9.2] if they comply with the subdivision requirements
in [2.2.4] as though the ship is carrying 60 persons.
2.9.5 Regulations 2, 19.2.3, 21.1.2, 21.1.3, 31.1.6 and 31.1.7 of Chapter III of SOLAS and the requirements
of paragraphs 4.8 and 4.9 of the LSA Code are not applicable to special purpose ships.
2.9.6 Where in Chapter III of SOLAS the term “passenger” is used; it should be read to mean “special
personnel”.
DNV AS
2.10 Radio communications
2.10.1 All special purpose ships shall carry a valid Cargo Ship Safety Radio Certificate in compliance with
Chapter IV of SOLAS.
2.11 Safety of navigation
2.11.1 All special purpose ships shall comply with the requirements of Chapter V of SOLAS. Ships carrying
not more than 240 persons on board should comply with the provisions relating to cargo ships and ships
carrying more than 240 persons on board should comply with the provisions relating to passenger ships
according to the gross tonnage.
DNV AS
SECTION 8 INERT GAS SYSTEMS - INERT
1 General
1.1 Introduction
The additional class notation Inert sets requirements for inert gas systems for tanks and void spaces within
the cargo area. Inert gas systems are used to reduce the likelihood of fire and explosions on-board ships that
carry crude oil, hydrocarbon gases or refined oil products.
1.2 Scope
The scope for additional class notation Inert adds additional safety requirements for oil tankers intended
for the carriage of oil cargoes; all ships with crude oil washing arrangement regardless of size shall be fitted
with a permanently installed inert gas systems. The inert gas system shall be designed in such a way so as to
prevent hydrocarbon gases from reaching non-hazardous spaces, and prevent interconnection between tanks
and spaces within the cargo area. Stored carbon dioxide systems will be the subject of special consideration,
related to the risk of ignition. Inert gas systems based on other means than combustion of hydrocarbons
shall comply with the requirements of the main class rules for ship types.
1.3 Application
1.3.1 The requirements in this section apply to inert gas systems for inerting of tanks and void spaces within
the cargo area.
1.3.2 Oil carriers (Tanker for oil or Tanker for oil products) of 8000 dwt and above intended for the
carriage of oil cargoes having a flashpoint not exceeding 60°C (closed cup test) and all ships with crude
oil washing arrangement regardless of size shall be fitted with a permanently installed inert gas system
complying with the rules in this section.
Oil carriers (Tanker for oil or Tanker for oil products) and chemical carriers less than 8000 dwt fitted
with inert gas system complying with the requirements in this section may be assigned the special features
notation Inert.
Guidance note:
The requirements in this section are considered to meet the FSS code Ch. 15 and SOLAS Reg. II-2/4.5.5 and II-2/11.6.3.4 and
as amended by IMO Res. MSC.367(93). For ships above 8000 dwt main class will cover requirements for oil carriers and chemical
carriers.
1.3.3 Oil carriers of 8000 dwt and above constructed on or after 1 january 2016 shall be fitted with a fixed
inert gas system, complying with the requirements in this section.
Guidance note:
Oxygen alarm setting will from the date 01.01.2016 be reduced from 8% to 5%.
See also IMO Res. MSC.365(93)
1.4 Documentation
1.4.1 Documentation shall be submitted as per Pt.5 Ch.5 for inert gas plants based on flue gas and inert gas
generators.
DNV AS
1.4.2 Documentation shall be submitted as per Pt.5 Ch.6 for inert gas systems based on nitrogen separation.
1.5 Arrangements and systems
1.5.1 To be designed as per Pt.5 Ch.5 for inert gas plants based on flue gas and inert gas generators.
1.5.2 To be designed as per Pt.5 Ch.6 for inert gas systems based on nitrogen separation.
1.5.3 The inert gas system shall be capable of supplying a gas or mixture of gases with an oxygen content of
not more than 5% at a capacity to satisfy the intended use under all normal operating conditions.
DNV AS
SECTION 9 OFFSHORE SERVICE VESSELS FOR TRANSPORTATION OF
LOW FLASHPOINT LIQUIDS - LFL
1 General
1.1 Introduction
The additional class notation LFL sets requirements for vessels intended for transportation of liquids with
flashpoint below 60°C in bulk, to and from offshore installations.
1.2 Scope
The scope for additional class notation LFL establishes requirements for the arrangement and location
of tanks and spaces with low flashpoint, and includes related piping installations, and entrances to such
spaces. Piping systems in cargo area, ventilation of cargo tanks, fire protection and extinction, electrical
installations in hazardous areas and instrumentation and control systems all form part of the specification for
this notation.
1.3 Application
The additional class notation LFL is mandatory for vessels intended for transportation of liquids with
flashpoint below 60°C in bulk to and from offshore installations, which have not been assigned the class
notations Tanker for oil or Tanker for chemicals. Vessels built and equipped in compliance with the
requirements of this section for carriage of liquids with flashpoint not lower than 43°C will be given the
class notation LFL(1) . If the requirements for carriage of liquids with flashpoint below 43°C have been
complied with, then the notation LFL(2) may be given. Cargoes intended to be carried in vessels built for
class notations LFL(1) or LFL(2) shall be specified for approval by the Society. The cargoes which may be
carried will be stated in the Appendix to the Classification Certificate. Vessels built to class notation LFL(1)
or LFL(2) shall comply with the requirements in Pt.5 Ch.9 Sec.2 [5] and Sec.6.
1.4 Assumptions
1.4.1 The classification of the vessel is based on the assumption that cargo handling operations are carried
out in accordance with the approved operational instruction manual, see [11].
1.4.2 It is assumed that dry cargo and low flashpoint liquid cargo are not carried simultaneously unless one
of the following conditions is satisfied:
— the cargo has a flashpoint of not less than 43°C and is only carried within areas where it is known for
certain that the ambient air temperature cannot rise to more than 10°C below the flashpoint of the cargo
— dry cargo is carried aft and low flashpoint liquid cargo forward of the superstructure, or vice versa
— the cargo tanks are kept filled with inert gas and the gas-concentration in the cofferdams is monitored by
an automatic gas detection arrangement while the vessel is solely carrying dry cargo
— the cargo tanks are kept filled with inert gas and the cofferdams are filled with water while the vessel is
solely carrying dry cargo
— the cargo tanks are kept filled with inert gas and the cofferdams are kept filled with inert gas and
monitored by a leakage detection system while the vessel is solely carrying dry cargo.
Operational assumptions corresponding to the above will be stated in the “Appendix to the classification
certificate”.
DNV AS
1.5 Definitions
1.5.1 A hazardous area is an area in which an explosive gas atmosphere is or may be expected to be
present, in such quantities that it will require special precautions for:
— the construction,
— installation and
— use of electrical apparatus.
Hazardous areas shall be defined in compliance with [8].
1.5.2 The term cargo refers generally to liquids having flashpoint below 60°C.
1.5.3 Cargo area is that part of the offshore support vessel where cargo and cargo vapours are likely to be
present, (see [8]).
S010 - Piping system (PD) AP
Cargo piping system
Z161 - Operational manual See [11] AP
S010 - Piping system (PD) AP
Inert gas system I200 - Control and monitoring system
AP
documentation
Cargo heating system S010 - Piping system (PD) AP
Hazardous area G080 - Hazardous area classification
AP
classifications drawing
Ventilation systems S012 - Ducting diagram (DD) In cargo area, including capacity AP
Cargo tanks pressure-
vacuum valves or high Z110 - Data sheet FI
velocity vent valves
Electrical equipment in hazardous areas.
Where relevant, based on an approved
'Hazardous area classification drawing'
Z030 - Arrangement plan AP
where location of electric equipment in
hazardous area is added (except battery
Explosion (Ex) protection room, paint stores and gas bottle store)
Cargo tanks level E250 - Maintenance manual AP
monitoring system
Single line diagrams for all intrinsically
safe circuits, for each circuit including
E170 - Electrical schematic drawing data for verification of the compatibility AP
between the barrier and the field
components
DNV AS
I200 - Control and monitoring system
AP
documentation
Cargo tanks overflow I200 - Control and monitoring system
AP
protection system documentation
Cargo valves and pumps
I200 - Control and monitoring system
control and monitoring AP
documentation
system
Hydrocarbon gas I200 - Control and monitoring system
AP
detection and alarm documentation
system, fixed Z030 - Arrangement plan AP
Cargo area leakage
I200 - Control and monitoring system In cofferdams
detection system AP
documentation
Cargo tank deck fire G200 - Fixed fire extinguishing system
AP
extinguishing system documentation
Exhaust systems Z030 - Arrangement plan Including spark arrestors FI
Internal access Z030 - Arrangement plan See [2.1.2] AP
Sec.6.
1.6.4 When flag administrations survey the vessel in accordance with the current requirements of the
International Convention on Safety of Life at Sea (SOLAS), copies of the Cargo Ship Safety Construction
Certificate and the Cargo Ship Safety Equipment Certificate shall be submitted by the customer or builder.
This documentation shall be considered as equivalent to a survey carried out by the Society.
1.7.1 Components shall be certified as required by Table 2.
Certificate Certification
Object Issued by Additional description
type standard*
Inert gas control and monitoring
PC Society
system
Hydrocarbon gas detection and alarm
PC Society Only for fixed systems
system
Cargo tanks level monitoring system PC Society
DNV AS
Certificate Certification
Object Issued by Additional description
type standard*
Cargo tanks overflow protection
PC Society
system
Cargo valves and pumps control and
PC Society
monitoring system
* Unless otherwise specified the certification standard is the rules
1.8 Materials
1.8.1 Structural materials used for tank construction, together with associated piping, valves, vents and their
jointing materials, shall be suitable at the carriage temperature and pressure for the cargo to be carried.
Materials used shall be presented to the Society for acceptance.
1.9.1 Before assignment of class all systems covered by this section shall be function tested. This shall
include testing of the nitrogen system capacity to verify that it is in accordance with [4.2.4].
2 Vessel arrangement
2.1 Tank arrangement
2.1.1 Cargo tanks shall not be located within the accommodation or engine room area. Engine room and
accommodation shall not be located above tanks or cofferdams.
2.1.2 Where not bounded by bottom shell plating or pump room, the cargo tanks shall be surrounded by
cofferdams.
For safe access to and within tanks for low flashpoint liquids and adjacent cofferdams, horizontal hatches
or openings to or within cargo tanks or cofferdams surrounding tanks for low flashpoint liquids shall have
a minimum clear opening of 600 × 600mm that also facilitates the hoisting of an injured person from the
bottom of the tank/cofferdam. For access through vertical openings providing main passage through the
length and breadth within cargo tanks and cofferdams surrounding tanks for low flashpoint liquids, the
minimum clear opening shall not be less than 600×800 mm at a height of not more than 600 mm from
bottom plating unless gratings or footholds are provided. Smaller openings may be accepted provided
evacuation of an injured person from the bottom of the tank/cofferdam can be demonstrated.
Minimum horizontal distance between the tank side or pipes leading from the tank and the ship's shell shall
be 760 mm.
2.1.3 Cargo tanks situated forward of the superstructure may extend to the deck plating, provided dry cargo
is not handled in this area.
2.1.4 Cargo tanks for liquids with a flashpoint of not less than 43°C may extend to the ship's shell and the
deck plating.
Tanks for other purposes (except freshwater and lubricating oil tanks) shall be accepted as cofferdams for
these tanks.
2.1.5 The spaces forward of the collision bulkhead (forepeak) and aft of the aftermost bulkhead (afterpeak)
shall not be arranged as cargo tanks nor as cofferdams.
DNV AS
2.1.6 Cofferdams shall be arranged for water filling. The filling system shall not be permanently connected to
the cofferdams.
2.1.7 Tanks on open deck may be approved after special considerations in each particular case.
2.1.8 Cargoes, which react in a hazardous manner with other cargoes or fuel oils, shall be segregated from
such by means of a cofferdam, pump room or tank containing a mutually compatible cargo.
2.2 Access and openings general
2.2.1 No accommodation, service spaces, control stations or machinery spaces shall be located within the
cargo area.
2.3 Access and openings to accommodation
2.3.1 Entrances, air inlets and openings to accommodation, service and machinery spaces and control
stations shall, in general, not face the cargo area.
For vessels with cargo tanks aft of the superstructure, entrances, air inlets and openings facing the cargo
area may be accepted provided they are situated at least 10 m from the nearest hazardous area.
The following provisions apply for such boundaries:
a) Doors shall be kept closed during loading/discharge operations. Signboards shall be fitted.
b) Port lights or windows shall be of a non-opening type. Inside covers of steel or equivalent material shall
be fitted in the first tier on main deck.
c) Ventilation inlets shall be installed as far as practicable from the nearest hazardous area (in no case less
than 10 m).
2.4 Access and openings to pump room and cargo tanks
2.4.1 Cargo tanks and cofferdams surrounding cargo tanks shall have suitable access from open deck for
cleaning and gas-freeing. Where cofferdams are provided over cargo tanks, small trunks shall be arranged to
penetrate the cofferdam. The trunks shall be arranged for water filling.
2.4.2 Access openings shall not be arranged from cargo tanks or cofferdams to other spaces.
2.4.3 Pump room entrances shall be from open deck.
2.4.4 Access entrances and passages shall have a clear opening of at least 600 × 600 mm.
2.5 Chain locker and windlass
2.5.1 The chain locker shall be arranged as a non-hazardous space.
2.5.2 Windlass cable lifters and chain pipes shall be situated outside hazardous areas.
2.6 Miscellaneous
2.6.1 Exhaust outlets from combustion equipment shall have spark arrestors.
2.6.2 Surface temperatures of equipment and piping in hazardous areas shall not exceed 220°C.
DNV AS
3 Piping system in cargo area
3.1 General
3.1.1 Cargo piping systems shall comply with the requirements in Pt.5 Ch.6.
3.1.2 There shall be no permanent connection between piping systems in the cargo area and piping systems
in the remainder of the vessel. For exemption see [3.3].
3.1.3 Where non-permanent connections between piping systems in the cargo area and piping systems in
the remainder of the vessel are accepted, this separation may be achieved by the use of one of the following
arrangements:
— removing spool pieces or valves and blanking the pipe ends
— blind flange valves.
Such arrangements shall not be located within a cargo tank or cofferdam.
For filling and drainage of cofferdams surrounding cargo tanks, non-permanent hose connections shall be
accepted.
3.1.4 The cofferdam boundaries shall not be penetrated at a level below the top of the cargo tanks.
Guidance note:
Typically hydraulics for pumps and valves, cables for instrumentation.
3.1.5 Bulkhead penetrations shall not utilise flanges bolted through the bulkhead.
3.1.6 Deck spills shall be kept away from accommodation and service areas through suitable precautionary
means, such as a permanent coaming of suitable height extending from side to side or around loading and
discharge stations.
3.1.7 Cargo pump room, pipe tunnels and cofferdams shall have a separate drainage system connected to
pumps or bilge ejectors situated entirely within the cargo area.
3.1.8 Bilge ejectors serving hazardous areas shall not be permanently connected to the drive water system.
3.1.9 Cofferdams shall be provided with sounding pipes and with air pipes led to the atmosphere. The air
pipes shall be fitted with flame screens at their outlets.
3.2 Cargo piping system
3.2.1 The complete cargo piping system shall be located within the cargo area and shall be entirely separate
from all other piping systems on board.
3.2.2 Cargoes, which react in a hazardous manner with other cargoes, shall have separate pumping and
piping systems. They shall not pass through other cargo tanks containing such cargoes unless encased in a
tunnel.
3.2.3 Cargo piping shall not penetrate cargo tank boundaries below the top of the tank. However,
penetrations below the top of the tank may be accepted provided that a remotely operated stop valve is
fitted within the cargo tank served. Where a cargo tank is adjacent to a pump room, the remotely operated
stop valve may be fitted on the cargo tank bulkhead on the pump room side.
DNV AS
3.2.4 Filling lines to cargo tanks shall be so arranged such that the generation of static electricity is reduced,
e.g. by reducing the free fall into the tank to a minimum.
3.2.5 Hydraulically powered pumps, submerged in cargo tanks (e.g. deep well pumps), shall be arranged
with double barriers, preventing the hydraulic system serving the pumps from being directly exposed to the
cargo. The double barrier shall be arranged for detection and drainage of possible cargo leakages.
Guidance note:
Due precautions shall be taken in order to avoid cargo release on deck due to too low location of leakage check point. E.g.
Expansion tank, air blow connections.
3.2.6 Displacement pumps shall have relief valves with discharge to the suction line.
3.2.7 Means shall be provided such that pumps can be stopped the bridge or a similar position facing the
cargo area.
3.2.8 The connecting coupling for the transfer hose shall be of a type which automatically closes at
disconnection (self-sealing type).
Means of quick-release of the transfer hose shall be provided, e.g. by installation of a weak link assembly or
by installation of a remotely controlled coupling.
Quick-release shall be capable of being effectuated from the bridge.
3.3 Cargo heating system
3.3.1 The heating medium shall be compatible with the cargo and the temperature of the heating medium
shall not exceed 220°C.
3.3.2 The cargo heating system shall be arranged as a secondary system independent of other ship's
services and not enter the engine room.
3.3.3 Heating or cooling systems shall be provided with valves to isolate the system for each tank.
3.3.4 For any heating system, means shall be provided to ensure that, when in any other but the empty
condition, a higher pressure than the maximum pressure head exerted by the cargo tank content on the
system is maintained within the system.
The heating circuit expansion tank shall be fitted with a gas detector or low level alarm and be vented to
open air.
3.3.5 Cargo heating pipes shall not penetrate the cargo tank boundaries other than on the top of the tank.
Guidance note:
If low flashpoint liquid tanks are used as tanks for recovered oil, see also Sec.11 [5.6.3].
DNV AS
4 Gas-freeing, inerting and venting of cargo tanks
4.1 Gas-freeing of cargo tanks
4.1.1 Gas freeing operations shall be carried out such that vapour is initially discharged in one of the
following ways:
1) through outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 30
m/s maintained during the gas freeing operation; or
2) through outlets at least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 20
m/s which are protected by suitable devices to prevent the passage of flame.
Guidance note 1:
When the flammable vapour concentration at the outlets has been reduced to 30% of the lower flammable limit, gas freeing may
thereafter be continued at cargo tank deck level.
Guidance note 2:
Procedures to be included in the operation manual are given in [9].
4.2 Inerting of cargo tanks
4.2.1 Inerting of cargo tanks is required as per [1.4.2].
4.2.2 To prevent the return of cargo vapour to any gas safe spaces, the inert gas supply line shall be fitted
with two shut-off valves in series with a venting valve in between (double block and bleed valves). In
addition a closable non-return valve shall be installed between the double block and bleed arrangement and
the cargo tank.
These valves shall be located outside non-hazardous spaces and shall function under all normal conditions of
trim, list and ship motions.
The following conditions shall apply:
a) The operation of the valves shall be automatically executed. Signals for opening and closing shall be
taken from the process directly, e.g. inert gas flow or differential pressure.
b) An alarm for faulty operation of the valves shall be provided.
4.2.3 Where the connections to the hold spaces or to the cargo piping are non-permanent, two non-return
valves may substitute the non-return devices required in [4.2.2].
Guidance note:
Cargo tank connections for inert gas padding are considered as permanent for the purpose of this requirement.
4.2.4 If the cofferdams are arranged for inert gas filling, the supply lines shall be protected from the return
of cargo vapour via the tank padding supply lines with a double block and bleed arrangement.
4.2.5 The cargo discharge rate from tanks being protected shall be restricted to 80% of the inert gas
capacity.
4.2.6 Low-pressure alarm shall be provided in the nitrogen supply line on the cargo tank side of any double
block and bleed valves and pressure reduction units.
DNV AS
If pressure/vacuum alarms are fitted in each cargo tank as means to comply with redundant venting
requirements, a separate low-pressure alarm is not required.
4.2.7 A high oxygen content alarm shall be provided at the cargo operation console. The alarm shall be
activated when the oxygen content in the inert gas supply exceeds 8%.
4.2.8 Where a nitrogen generator or nitrogen storage facilities are installed in a separate compartment,
outside of the engine room, the separate compartment shall be fitted with an independent mechanical
extraction ventilation system, providing 6 air changes per hour. A low oxygen alarm shall be fitted.
Such separate compartments shall be treated as one of other machinery spaces, with respect to fire
protection.
4.3 Cargo tank venting system
4.3.1 The cargo tanks shall have a breathing system for relief of pressure and vacuum. Such breathing shall
be through P/V-valves (pressure/vacuum relief valves). The system shall comply with the requirements given
in Pt.5 Ch.6 Sec.9 [2.3] except that the height specified in Pt.5 Ch.6 Sec.9 [2.3.8] may be reduced to 2 m.
4.3.2 Cargoes, which react in a hazardous manner with other cargoes, shall have separate tank venting
systems.
5 Ventilation system within the cargo area
5.1 General
5.1.1 The ventilation system shall comply with the requirements given in Pt.5 Ch.6 Sec.10. Ventilation
fans serving hazardous spaces shall comply with requirements in Pt.4 Ch.6 Sec.9 [2.6]. The following
requirements in Pt.5 Ch.6 Sec.10 [2.3.3] may be relaxed after special consideration in each case:
— the height of the exhaust outlets from cargo handling spaces
— the horizontal distance between exhaust outlets from cargo handling spaces and the ventilation inlets to
non-hazardous spaces other than accommodation.
6 Fire protection and extinction
6.1 Fire protection
6.1.1 The vessel is in general to comply with the current requirements of the International convention for
the safety of life at sea (SOLAS) for tankers. For vessels with cargo tanks aft of the superstructure and where
the superstructure is situated at least 10 m from nearest hazardous area, compliance with the provisions of
SOLAS for cargo ships shall be acceptable.
6.2 Fire extinction
6.2.1 The vessel shall have a fixed foam fire extinguishing system for protection of the cargo deck area.
Deck area to be simultaneously protected:
— within 3 m radius from tank openings, cargo pipe flanges and cargo valves
— within 5 m radius from cargo breathing valves
— within 10 m radius from cargo load/unload connection(s).
DNV AS
The deck area defined above shall be protected by either foam monitor(s) or nozzles or a combination
of both. In case of monitors, nominal length of throw for coverage of the farthest extremity of the area
protected by monitors shall be used.
Application rate shall be not less than:
2
a) 5 litres/minute/m with sufficient supply for at least 20 minutes, applicable for return mud or oil products
for which the class notation LFL(1) shall apply.
2
b) 10 litres/minute/m with sufficient supply for at least 20 minutes, applicable for products covered by the
IBC Code or methanol or oil products for which the class notation LFL(2) shall apply.
Water supply to the fixed foam fire extinguishing system shall be in addition to the water supply required
for the vessels fire main.
The foam concentrates shall be compatible with the cargo carried.
6.2.2 In addition, the vessel should carry in a readily available position, at cargo deck level, four portable
foam applicator units with at least 8 portable 20 litre containers with foam concentrate, for use with water
supplied by the vessels fire main.
6.2.3 Two fire fighter's outfits shall be provided in addition to those required by SOLAS Reg. II-2/10.10.
6.2.4 Cargo pump rooms shall be protected by an approved fire extinguishing system.
Fixed pressure water-spraying system and high expansion foam system may also be considered.
6.2.5 The deck foam system shall be capable of simple and rapid operation. The main control station for
the system shall be suitably located outside of the cargo area, adjacent to the accommodation spaces and
readily accessible and operable in the event of fires in the areas protected. Start of the system should be
supported by automatic sequential start of the system by activation of one single button. Foam monitors
requiring manual operation shall be positioned outside of the protected area and be readily available in case
of fire in the protected area. For pumps that also support other services such as ballast water; valves and
pumps shall be in fire mode during transport of LFL(2) and in addition have remote control for switch-over
to fire mode from the same position as the deck foam system operation controls in accommodation.
7 Electrical installations in hazardous areas
7.1 General
7.1.1 Electrical installations in hazardous areas shall comply with the requirements given in Pt.5 Ch.6
Sec.12.
7.1.2 In hazardous areas only electrical equipment suitable for the relevant zone shall be installed. Electrical
equipment not suitable for the relevant zone with arrangements for disconnection shall not be accepted.
8 Area classification
8.1 General
8.1.1 In order to facilitate the selection of appropriate electrical apparatus and the design of suitable
electrical installations, hazardous areas are divided into zones 0, 1 and 2.
8.2 Definitions
8.2.1 Hazardous areas zone 0.
DNV AS
The interiors of cargo tanks, slop tanks, any pipework of pressure-relief or other venting systems for cargo
and slop tanks, pipes and equipment containing the cargo or developing flammable gases or vapours.
8.2.2 Hazardous area zone 1
1) cofferdams adjacent to cargo tanks
2) hold spaces containing independent cargo tanks
3) cargo pump rooms
4) enclosed spaces above or adjacent to cargo tanks
5) areas on open deck, or semi- enclosed spaces on deck, within 3 m of any cargo tank outlet, gas or
vapour outlet, cargo manifold valve, cargo valve, cargo pipe flange, cargo pump-room ventilation outlets
and cargo tank openings for pressure release provided to permit the flow of small volumes of gas or
vapour mixtures caused by thermal variation
6) areas on open deck, or semi-enclosed spaces on open deck above and in the vicinity of any cargo gas
outlet intended for the passage of large volumes of gas or vapour mixture during cargo loading, within a
vertical cylinder of unlimited height and 6 m radius cantered upon the centre of the outlet, and within a
hemisphere of 6 m radius below the outlet
7) areas on open deck, or semi-enclosed spaces on deck, within 1.5 m of cargo pump room entrances,
cargo pump room ventilation inlet, openings into cofferdams or other zone 1 spaces
8) areas on the open deck within spillage coamings surrounding cargo manifold valves and 3 m beyond
these, up to a height of 2.4 m above the deck
9) compartments for cargo hoses
10) enclosed or semi-enclosed spaces in which pipes containing cargoes are located.
Guidance note 1:
A cargo rail that is not open from above and with at least two sides may be considered as a semi-enclosed space. If gas tight doors
are installed in the cargo rail this may be considered when analysing and classifying the space.
Guidance note 2:
Areas on open deck within 3 m of cargo tank access openings for vessels with cofferdams towards deck are not defined as
hazardous zones. Safety precautions related to the use of such access openings in connection with gas freeing should be covered
in the operation manual.
8.2.3 Hazardous areas zone 2
1) Areas within 1.5 m surrounding open or semi-enclosed spaces of zone 1 as specified in [8.2.2], if not
otherwise specified.
2) Spaces 4 m beyond the cylinder and 4 m beyond the sphere defined in [8.2.2] 6).
3) The spaces forming an air-lock as defined in Pt.5 Ch.6 Sec.1 Table 6.
4) Areas on open deck over all cargo tanks and to the full breadth of the vessel plus 3 m fore and aft of the
forward-most and aft-most cargo tank bulkhead, up to a height of 2.4 m above the deck (the open deck
over the cargo area shall not be defined as a hazardous area when cofferdams are fitted above the cargo
tanks).
8.2.4 Spaces with access or opening located in hazardous area shall have the same zone classification as the
hazardous area.
DNV AS
9 Instrumentation and control system
9.1 General
9.1.1 Control systems for cargo valves and pumps shall comply with the requirements given in Pt.5 Ch.5
Sec.9 [2].
9.2 Level gauging and level alarm
9.2.1 Each cargo tank shall be fitted with at least one level gauging device.
Where only one gauging device is fitted, it shall be arranged so that any necessary maintenance can be
carried out while the cargo tank is in service. If this is not possible, means for manual sounding shall be
provided.
9.2.2 Each cargo tank shall be fitted with a high level alarm giving alarm at 95 % filling by volume. The
alarm shall be activated by a level sensing device independent of the gauging device.
9.2.3 Cofferdams surrounding cargo tanks shall be fitted with leakage detection unless they are water filled
when carrying low flashpoint liquids or fitted with gas detection. Alarms shall be provided at a manned
control station.
9.3 Gas detection
9.3.1 The vessel shall have portable gas measuring equipment consisting of at least two apparatus each
measuring:
— oxygen
— hydrocarbon content in the range 1 to 100 % hydrocarbon gas by volume
— low hydrocarbon gas contents (0 to 100 % LEL).
9.3.2 Cofferdams surrounding cargo tanks shall be fitted with gas detection unless they are water filled when
carrying low flashpoint liquids or fitted with leakage detection. Alarm shall be provided at a manned control
station.
9.3.3 Arrangements shall be made to facilitate measurement of the gas concentration in all tanks and other
compartments within the cargo area.
Easily accessible sampling points shall be provided for closed gas detection of cargo tanks and inerted
cofferdams from open deck. Where the atmosphere in the bottom part of cofferdams cannot be reliably
measured using flexible gas sampling hoses, such spaces shall be fitted with permanent gas sampling lines.
9.3.4 The cargo pump room shall be provided with a system for continuous monitoring of the concentration
of hydrocarbon gases in accordance with SOLAS II-2 Reg.4.5.10.1.3.
9.3.5 Sequential sampling is acceptable as long as it is dedicated for the pump room only, including exhaust
ducts, and the sampling time is reasonably short.
DNV AS
10 Signboards
10.1 General
10.1.1 Doors to accommodation and service spaces facing the cargo area shall be provided with signboards
with the following text:
TO BE KEPT CLOSED DURING HANDLING OF FLAMMABLE CARGO
10.1.2 For signboards regarding electrical installations, see Pt.5 Ch.5 Sec.8.
11 Operational Instructions
11.1 General
11.1.1 An operation manual describing all essential procedures for handling of flammable cargoes shall be
prepared. The manual is subject to approval and shall be kept on board.
11.1.2 The operation manual shall, in general, include the following items:
1) ship particulars
2) cargo system particulars
— tank capacities
— cargo handling system
— inert gas N2
— cargo tank venting
— cargo tank heating
— pump room safety if applicable
— cargo tank instrumentation
— fire safety
— gas detection.
3) Operations
— assumptions
— loading
— voyage
— discharging
— cleaning and gas freeing (tank entry)
— cofferdam safety
— cargo area access plan
— gas detection
— pump room safety.
DNV AS
4) Reference documents
— general arrangement
— capacity plan
— methanol/special product cargo system
— pressure/vacuum valves flow curves
— nitrogen system
— cargo venting
— mechanical ventilation cargo area
— hazardous zones
— fire extinguishing
— P&A manual (if applicable)
— bilge cargo area.
11.1.3 The following instructions shall be included in the operation manual as applicable:
— hydrocarbon gas measurements shall be carried out regularly
— doors to accommodation and service spaces facing the cargo area shall be kept closed during cargo
handling
— dry cargo shall not be handled in cargo area forward of the superstructure.
For vessels not satisfying the conditions in [1.4.2], in addition:
— dry cargo and low flashpoint liquid cargoes shall not be carried simultaneously
— before the vessel enters dry cargo service, all cargo piping, tanks and compartments in the cargo area
shall be cleaned and ventilated to the extent that the hydrocarbon gas content is less than 4% of LEL.
For vessels satisfying the requirements in [4.2.1] and [8.2.2], in addition:
During carriage of dry cargo the following items shall be complied with:
— the cargo tanks and piping shall be filled with inert gas and the O2-content in the tanks shall not exceed
8% by volume
— the gas detection system in cofferdams surrounding the cargo tanks shall be function tested, or
alternatively
— the cofferdams surrounding the cargo tanks shall be filled with inert gas and the O2-content shall not
exceed 8% by volume and the leakage detection system shall be function tested, or alternatively
— the cofferdams surrounding the cargo tanks shall be filled with water.
DNV AS
SECTION 10 CARRIAGE OF DANGEROUS GOODS IN PACKAGED
FORM AND SOLID BULK CARGOES – DG AND DBC
1 General
1.1 Introduction
The additional class notations DG and DBC set requirements for additional measures in providing an
increased level of safety for ships carrying dangerous goods in packaged form and/or solid bulk cargoes.
1.2 Scope
The scope for additional class notation DG and DBC includes two distinct sets of requirements: one for
packaged goods and one for solid bulk cargoes. The rules in [2] are considered to satisfy the requirements
of SOLAS regulation II-2/19 in respect of carriage of dangerous goods in packaged form. The requirements
are not applicable if such goods are transported in limited or excepted quantities according to chapter 3.4
and 3.5 of the IMDG Code. Furthermore the requirements do not apply to ships' stores and equipment.
For the carriage of limited amounts of hazardous and noxious liquid substances on offshore service vessels
IMO Res.A.673(16), as amended shall be considered. Whereas, the rules in [3] are considered to satisfy
the requirements of SOLAS regulation II-2/19 and the technical provisions of the IMSBC Code in respect
of carriage of solid bulk cargoes other than grain. For the carriage of grain the requirements of the IMO
International Code for the Safe Carriage of Grain in Bulk shall be observed.
1.3 Application
The additional class notations DG and DBC applies to ships complying with requirements of this section
and may be given the class notation DG(B), DG(P), DG(B, P) and/or DBC as described in Table 1. The
requirements depend upon the type of cargo space and class of dangerous goods.
1.4 Class notations
Ships complying with requirements of this section may be given the class notation DG(B), DG(P), DG(B, P)
and/or DBC as described in Table 1.
Table 1 Notations
Arranged for carriage of
dangerous goods in solid
B form in bulk in compliance
with SOLAS regulation
II-2/19
DG
Arranged for carriage
of dangerous goods
P in packaged form in
compliance with SOLAS
regulation II-2/19
DNV AS
Arranged for carriage
of solid bulk cargoes
DBC <None> in compliance with the
technical provisions of the
IMSBC Code
1.5 Certification
1.5.1 Packaged goods
On request and when authorized by the flag administration the Document of Compliance for the Carriage
of Dangerous Goods according to SOLAS regulation II-2/19.4 may be issued after approval and successful
survey.
1.5.2 Solid bulk cargoes
On request the following certificates may be issued after successful survey:
— When authorized by the flag administration the Document of Compliance for the Carriage of Dangerous
Goods according to SOLAS regulation II-2/19.4.
— When authorized or not by the flag administration the Statement of Compliance for the Carriage of Solid
Bulk Cargoes certifying ship’s compliance with the technical provisions of the IMSBC Code.
1.6 Definitions and abbreviations
1.6.1 Definitions
Table 2 Definitions
Term Definition
the bulk cargo shipping name (BCSN) identifies a solid bulk cargo. The BCSN is
bulk cargo shipping name supplemented with the United Nations (UN) number when the cargo is dangerous goods
according to the IMDG Code. (IMSBC Code 1.7)
cargo spaces are all spaces used for cargo and trunks to such spaces. (SOLAS regulation
cargo spaces
II-2/3.8)
cargo transport unit which totally encloses the contents by permanent structures with
closed freight container complete and rigid surfaces. Cargo transport units with fabric sides or tops are not
considered closed freight containers. (IMDG Code 1.2.1)
closed ro-ro spaces are ro-ro spaces which are neither open ro-ro spaces nor weather
closed ro-ro spaces
decks. (SOLAS regulation II-2/3.12)
purpose-built container cargo spaces are cargo spaces fitted with cell guides for stowage
container cargo spaces
securing of containers. (MSC/Circ.1120 and IACS UI SC84)
area (comparable with zone 2) in which an explosive atmosphere is not likely to occur in
extended hazardous area normal operation and, if it does occur, is likely to do so only infrequently and will exist for
a short period only. (IEC 60092-506 3.2)
solid bulk cargoes which possess a hazard due to moisture that may result in liquefaction
group A or dynamic separation if shipped at a moisture content in excess of their transportable
moisture limit. (IMSBC Code 1.7)
DNV AS
Term Definition
solid bulk cargoes which possess a chemical hazard which could give rise to a dangerous
group B
situation on a ship. For classification of these cargoes see [3.1.2]. (IMSBC Code 1.7)
group C solid bulk cargoes which are neither classified as group A nor group B. (IMSBC Code 1.7)
area (comparable with zone 1) in which an explosive atmosphere is likely to occur in
hazardous area normal operation. The explosive atmosphere may exist due to gas and or dust. (IEC
60092-506 3.1)
machinery spaces of category A are those spaces and trunks to such spaces which
contain internal combustion machinery used for main propulsion; or internal combustion
machinery spaces of machinery used for purposes other than main propulsion where such machinery has in
category A the aggregate a total power output of not less than 375 kW; or any oil-fired boiler or
oil fuel unit, or any oil-fired equipment other than boilers, such as inert gas generators,
incinerators, etc. (SOLAS regulation II-2/3.31)
cargo spaces not specifically designed for the carriage of freight containers, but intended
not specifically designed
for the carriage of dangerous goods in packaged form including goods in freight containers
cargo spaces
and portable tanks. (SOLAS regulation II-2/19.2.2.1)
open ro-ro spaces are ro-ro spaces either open at both ends or open at one end, and
provided with adequate natural ventilation effective over their entire length through
open ro-ro spaces permanent openings distributed in the side plating or deckhead or from above, having
a total area of at least 10% of the total area of the space sides. (SOLAS regulation
II-2/3.35)
portable tank portable tank means a multimodal tank as defined in the IMDG Code 6.7.2.1.
ro-ro spaces are spaces not normally subdivided in any way and extending to either a
substantial length or the entire length of the ship in which goods (packaged or in bulk, in
or on rail or road cars, vehicles, trailers, containers, pallets, demountable tanks or in or
ro-ro spaces on similar stowage units or other receptacles) can be loaded and unloaded normally in a
horizontal direction. (SOLAS regulation II-2/3.41)
Ro-ro spaces include special category spaces and vehicle spaces. (MSC/Circ.1120 and
IACS UI SC85)
shipborne barge means an independent, non-self-propelled vessel, specially designed
shipborne barges and equipped to be lifted in a loaded condition and stowed aboard a barge-carrying ship.
(IMDG Code 1.2.1)
weather deck is a deck which is completely exposed to the weather from above and from
weather deck
at least two sides. (SOLAS regulation II-2/3.50)
DNV AS
1.6.2 Definition of hazardous areas
Table 3 Hazardous areas (IEC 60092-506 Annex B and IACS UI SC79)
Class Typical example Description
Packaged form:
1.1 to 1.6 except 1.4S,
2.1, Closed cargo spaces including open ro-ro spaces and
2.3 flammable, permanently fixed magazines.
3 FP < 23°C,
4.3 liquids FP < 23°C
6.1 liquids FP < 23°C,
8 liquids FP < 23°C, and
9 evolving flammable
vapour.
Solid form in bulk:
4.1,
4.2, Pipes having open ends (e.g. ventilation ducts and bilge
pipes, etc.) in a hazardous area.
4.3,
5.1,
9 if applicable, and

MHB capable of creating
explosive dust and/
or explosive gas
atmosphere.
DNV AS
Packaged form:
2.1,
2.3 flammable, Enclosed or semi-enclosed space with direct opening to
closed cargo space.
3 FP < 23°C,


8 liquids FP < 23°C, and
9 evolving flammable
Enclosed or semi-enclosed space with direct opening
vapour.
to closed cargo space with gastight door and natural
Solid form in bulk: ventilation.
4.2, capable of
creating explosive gas
atmosphere
Where a space has an opening into an adjacent
4.3, and
hazardous space or area, it may be made into a non-
MHB, capable of hazardous space in accordance with the following
creating explosive gas
requirements:
atmosphere.
— A minimum overpressure of 25 Pa (0.25 mbar) with
respect to the adjacent hazardous space or area
is provided at all points inside the space and its
associated ducts at which leaks are liable to occur, all
doors and windows being closed.
— Visual and acoustic alarm is provided at a manned
position in case of loss of pressure.
Enclosed or semi-enclosed space with direct opening to
closed cargo space with air lock and natural ventilation.
Areas on open deck, or semi-enclosed spaces on open
deck, in the indicated distance from ventilation in- and
outlets of hazardous areas.
(The distance shall be measured from the outer edge of
the in- and outlets.)
DNV AS
Packaged form: Pipe tunnels and bilge pump rooms The spaces are provided with continuous mechanical
3 FP < 23°C, containing bilge pipes with flanges, ventilation with a capacity of at least six air changes per
valves pumps etc. dedicated for the hour.
carriage of flammable liquids with Except where the space is protected with a redundant
6.1 liquids FP < 23°C, a flashpoint of less than 23°C are mechanical ventilation system capable of starting the
and classified as extended hazardous stand-by fan automatically, equipment not certified
8 liquids FP < 23°C. areas unless these spaces fulfill the for extended hazardous areas shall be automatically
following requirements: disconnected from the power supply following loss of
ventilation while essential systems such as bilge and
ballast systems shall be certified for extended hazardous
areas.
Where a redundant mechanical ventilation system is
provided, equipment and essential systems not certified
for extended hazardous areas shall be interlocked so as
to prevent inadvertent operation if the ventilation is not
operational. Audible and visual alarms shall be provided
at a manned station if failure occurs.

Hazardous area Extended Non- Gastight self-closing door

hazardous area hazardous space
1.6.3 Abbreviations
Table 4 Abbreviations
Term Definition
EmS Guide Emergency Response Procedures for Ships Carrying Dangerous Goods, as amended
FP Flashpoint (closed-cup test) (IMDG Code 1.2.1)
IEC International Electrotechnical Commission
IMDG Code International Maritime Dangerous Goods Code, as amended
IMSBC Code International Maritime Solid Bulk Cargoes Code, as amended
MFAG Medical First Aid Guide for Use in Accidents Involving Dangerous Goods, as amended
DNV AS
1.7.1 Documentation shall be submitted as required by Table 5 and/or Table 6.
Table 5 Documentation requirement for class notation DG and DBC
Structural fire G060 – Structural fire Bulkheads and decks separating cargo spaces from

AP
protection protection drawing machinery spaces of category A.
S010 – Piping diagram AP
Fire water supply and
S030 – Capacity analysis AP
distribution system
G200 – Fixed fire-
Fixed fire-extinguishing
extinguishing system AP
system in cargo holds
documentation
Cargo handling
Z330 - Cargo list FI
arrangement
For cargo holds, cargo handling spaces and spaces
Ventilation system S012 – Ducting diagram AP
having openings into those spaces.
Hazardous area G080 - Hazardous area
AP
E090 - Table of Ex-
AP
installation
Single line diagrams for all intrinsically safe circuits,
E170 - Electrical schematic for each circuit including data for verification of
AP
drawing the compatibility between the barrier and the field
components.
Explosion (Ex) E250 - Explosion protected
protection equipment maintenance AP
manual
Electrical equipment in hazardous areas. Where
relevant, based on an approved hazardous area
Z030 - Arrangement plan classification drawing where location of electric FI
equipment in hazardous area is added (except battery
room, paint stores and gas bottle store).
Piping diagram showing the isolating valve in the
Bilge pumping
machinery space and the additional bilge system
arrangement or cargo S010 - Piping diagram AP
or separate bilge system for the cargo spaces, if
spaces
applicable.
DNV AS
Table 6 Additional documentation requirement for class notation DG with qualifier P
I200 Control and
Fire detection and alarm monitoring system AP
system documentation
Z030 Arrangement Plan AP
Fixed extinguishing
G200 Fixed fire-
system in vehicle,
special category and ro-
documentation
ro spaces
G200 Fixed fire-
Cargo cooling water Applicable for vessels carrying goods of class 1.1 to
spraying system 1.6 except 1.4S.
documentation
Sec.6.
1.8 References to other rules
1.8.1
— SOLAS regulation II-2/19, Carriage of dangerous goods
— SOLAS chapter VI, part A, General provisions
— SOLAS chapter VI, part B, Special provisions for bulk cargoes other than grain
— SOLAS chapter VII, part A, Carriage of dangerous goods in packaged form
— SOLAS chapter VII, part A-1, Carriage of dangerous goods in solid form in bulk
— ICLL, annex B, annex I, chapter II, regulation 19, Ventilators, (3)
— EmS
— IMDG Code
— IMSBC Code
— MFAG
— IMO Res.A.673(16), Limited amounts of hazardous and noxious liquid substances in bulk on offshore
service vessels
— MSC/Circ.608, Interim Guidelines for Open Top Containerships
— MSC/Circ.1120, Unified interpretations of SOLAS chapter II-2, the FSS Code, the FTP Code and related fire
test procedures
— IMO MSC.1/Circ.1351, Interpretation of stowage and segregation requirements for BROWN COAL and
COAL related to "hot areas" in the IMSBC Code
— MSC.1/Circ.1395, List of solid bulk cargoes for which a fixed gas fire-extinguishing system may be
exempted or for which a fixed gas fire-extinguishing system is ineffective
— IACS UI SC52, Special requirements for ships carrying dangerous goods
— IACS UI SC79, Certified Safe Type Electrical Equipment for Ships Carrying Dangerous Goods
— IACS UI SC84, Purpose Built Container Space
— IACS UI SC85, Ro-Ro Space
— IACS UI SC89, Ventilation of Cargo Spaces
DNV AS
— IACS UI SC90, Bilge Drainage
— IACS UI SC91, Personal Protection – Protective Clothing
— IACS UI SC92, Personal Protection – Self-Contained Breathing Apparatus
— IACS UI SC103, Insulation of machinery space boundaries
— IACS UI SC109, Open top container holds – Water supplies
— IACS UI SC110, Open top container holds – Ventilation
— IACS UI SC111, Open top container holds – Bilge pumping
— IACS UI SC159, Equivalent Protection SOLAS II-2/10.7.2
— IACS UI SC168, Hydrants for dangerous goods
— IACS UR F29, Non-sparking fans
— IEC 60092 Electrical installations in ships - Part 506: Special features – Ships carrying specific dangerous
goods and materials hazardous only in bulk.
2 Requirements for the carriage of dangerous goods in packaged
form
2.1 General
2.1.1 Requirements for various types of cargo space
The requirements depend on the type of cargo space, the dangerous goods class and the special properties
of the goods to be carried. The requirements for the different types of cargo spaces are shown in the
following tables:
— Table 7 for not specifically designed cargo spaces
— Table 8 for container cargo spaces
— Table 9 for closed ro-ro spaces
— Table 10 for open ro-ro spaces
— Table 11 for shipborne barges
— Table 12 for weather decks.
2.1.2 Classification
The following classes are specified for goods in packaged form in the appendix of the Document of
Compliance for the Carriage of Dangerous Goods:
Class 1.1 to 1.6:
Explosives.
Division 1.1: Substances and articles which have a mass explosion hazard.
Division 1.2: Substances and articles which have a projection hazard but not a mass explosion hazard.
Division 1.3: Substances and articles which have a fire hazard and either a minor blast hazard or a minor
projection hazard or both, but not a mass explosion hazard.
Division 1.4: Substances and articles which present no significant hazard.
Division 1.5: Very insensitive substances and articles which have a mass explosion hazard.
Division 1.6: Extremely insensitive articles which do not have a mass explosion hazard.
Class 1.4S:
Explosives
Division 1.4, compatibility group S: Substances or articles so packaged or designed that any hazardous
effects arising from accidental functioning are confined within the package unless the package has been
degraded by fire, in which case all blast or projection effects are limited to the extent that they do not
significantly hinder or prohibit fire-fighting or other emergency response efforts in the immediate vicinity of
the package.
DNV AS
Class 2.1 hydrogen and hydrogen mixtures exclusively:
Hydrogen and hydrogen mixtures.
Class 2.1 other than hydrogen and hydrogen mixtures:
Flammable gases other than hydrogen and mixtures of hydrogen.
Class 2.2:
Non-flammable, non-toxic gases.
Class 2.3 flammable:
Toxic gases with a subsidiary risk class 2.1.
Class 2.3 non-flammable:
Toxic gases without a subsidiary risk class 2.1.
Class 3 FP < 23°C:
Flammable liquids having a flashpoint below 23°C closed-cup test.
Class 3 23°C ≤ FP ≤ 60°C:
Flammable liquids having a flashpoint between 23°C and 60°C closed-cup test.
Class 4.1:
Flammable solids, self-reactive substances and solid desensitized explosives.
Class 4.2:
Substances liable to spontaneous combustions.
Class 4.3 liquids:
Liquids which, in contact with water, emit flammable gases.
Class 4.3 solids:
Solids which, in contact with water, emit flammable gases.
Class 5.1:
Oxidizing substances.
Class 5.2:
Organic peroxides.
Class 6.1 liquids FP < 23°C:
Toxic liquids having a flashpoint below 23°C closed-cup test.
Class 6.1 liquids 23°C ≤ FP ≤ 60°C:
Toxic liquids having a flashpoint between 23°C and 60°C closed-cup test.
Class 6.1 liquids FP > 60°C:
Toxic liquids having a flashpoint above 60°C closed-cup test.
Class 6.1 solids:
Toxic solids.
Class 8 liquids FP < 23°C:
Corrosive liquids having a flashpoint below 23°C closed-cup test.
Class 8 liquids 23°C ≤ FP ≤ 60°C:
Corrosive liquids having a flashpoint between 23°C and 60°C closed-cup test.
Class 8 liquids FP > 60°C:
Corrosive liquids having a flashpoint above 60°C closed-cup test.
Class 8 solids:
Corrosive solids.
DNV AS
Class 9 goods evolving flammable vapour exclusively:
Miscellaneous dangerous substances and articles and environmentally hazardous substances evolving
flammable vapour.
Class 9 other than goods evolving flammable vapour:
Miscellaneous dangerous substances and articles and environmentally hazardous substances, not evolving
flammable vapour.
Guidance note:
The carriage of dangerous goods of classes 6.2 (infectious substances) and 7 (radioactive materials) is not covered by the
Document of Compliance of Dangerous Goods. For the carriage of class 6.2 the IMDG Code and for the carriage of class 7 the
IMDG Code and the INF Code shall be observed.
2.2 Fire-extinguishing system
2.2.1 Fixed gas fire-extinguishing system
Cargo holds shall be equipped with a fixed CO2 fire-extinguishing system.
(SOLAS regulation II-2/10.7.2)
Guidance note:
Open top container cargo spaces should be provided with a fixed water-spraying system according to MSC/Circ.608
2.2.2 Fixed pressure water-spraying system
Open ro-ro spaces having a deck above it, ro-ro spaces not capable of being sealed and special category
spaces shall be equipped with a pressure water-spraying system for manual operation which shall protect
all parts of any deck and vehicle platform in such space. The capacity of the system shall be sufficiently for
2
providing at least 5 l/min/m of the horizontal area of decks and platforms.
Drainage and pumping arrangements shall be designed in compliance with Pt.4 Ch.6, as applicable.
2.2.3 Stowage on weather deck
The requirements of [2.2.1] and [2.2.2] apply even if the dangerous goods shall be stowed exclusively on the
weather deck.
(MSC/Circ.1120)
2.3 Fire water supplies
2.3.1 Immediate supply of water
Immediate supply of water from the fire main shall be provided by remote starting arrangement for the main
fire pumps from the navigation bridge or from other permanently manned control station or by permanent
pressurization of the fire main and by automatic start-up of the main fire pumps.
(SOLAS regulation II-2/19.3.1.1)
If fire water supply pumps arranged for remote starting also serve other purposes, the arrangement shall be
such that the pump selected is connected to the fire water system, e.g. by automatic change-over of valves
or visual signals for valves' positions at the remote starting position.
2.3.2 Quantity of water and arrangement of hydrants
The capacity of the main fire pumps shall be sufficient for supplying four jets of water at the pressure as
prescribed in SOLAS regulation II-2/10.2.1.6.
DNV AS
The number and position of hydrants shall be such that at least two of the required four jets of water, when
supplied by single lengths of hose, may reach any part of the cargo space when empty; and all four jets of
water, each supplied by single lengths of hose may reach any part of ro-ro spaces.
(SOLAS regulation II-2/19.3.1.2, MSC/Circ.1120 and IACS UI SC168)
Guidance note:
The length of the water jet is generally not to be taken more than 7 m.
Three additional hoses and nozzles shall be provided.
(SOLAS regulation II-2/10.2.3.2.3.1)
2.4 Water cooling
2.4.1 Cargo spaces shall be fitted with arrangements for the application of water spray (deluge system).
2
The flow rate of water required shall be determined on the basis of 5 l/min/m of the largest horizontal cross
section of the cargo space or a dedicated section of it.
2.4.2 The water may be supplied by means of the main fire pumps. The water supply shall provide for
simultaneous operation of the nozzles specified in [2.3.2] and the deluge system for the largest designated
cargo space.
2.4.3 The required water shall be distributed evenly over the cargo space area from above via a fixed piping
system and full bore nozzles. The piping and nozzle system may be divided into sections and be integrated
into the hatch covers. Connection may be via hoses with quick acting couplings. Additional hydrants shall be
provided on deck for this purpose.
2.4.4 Drainage and pumping arrangements shall be such as to prevent the build-up of free surfaces:
— the drainage system shall have a capacity of not less than 1.25 times of the capacity discharged during
the simultaneous operation of the water spraying system and four fire hose nozzles,
— the valves of the drainage arrangement shall be operable from outside the protected space, and
— the bilge wells shall be of sufficient holding capacity and shall be arranged at both sides of the ship at a
distance from each other of not more than 40 m in each watertight compartment.
If this is not possible, the additional weight of water and the influence of the free surfaces shall be taken into
account in the ship's stability information.
(SOLAS regulation II-2/19.3.1.3 and II-2/19.3.1.5)
Guidance note:
The water spraying system required for open top container cargo holds in paragraphs 9.2, 9.3 and 9.4 of MSC/Circ.608 also
satisfies the requirement for dangerous goods. The water supply should provide the simultaneous operation of the four fire nozzles
and the water spraying system for the largest designated cargo space.
(MSC/Circ.1120 and IACS UI SC109)
2.5 Sources of ignition related to electrical equipment
2.5.1 The apparatus group, temperature class and degree of protection required for the individual classes is
specified in column "Sources of ignition" of Table 7 to Table 11.
If any apparatus group or temperature class is given, explosion protection is required, and the following
conditions related to electrical equipment shall be complied with.
2.5.2 Electrical equipment and wiring shall not be fitted in hazardous areas unless it is essential for the
safety and operation of the ship.
DNV AS
(IEC 60092-506 5.1)
2.5.3 All electrical equipment in the hazardous area and being essential for the ship's operation shall be of
certified safe type suitable for installation in zone 1 for apparatus group and temperature class as shown in
Table 7 to Table 11.
(SOLAS regulation II-2/19.3.2 and IEC 60092-506)
2.5.4 Electrical equipment not being essential for ship's operation need not to be of certified safe type
provided it can be electrically disconnected from the power source, by appropriate means other than fuses
(e.g. by removal of links, lockable switches), at a point external to the space and to be secured against
unintentional re-connection.
2.5.5 The electrical equipment in extended hazardous areas shall either:
— comply with [2.5.3]; or
— be suitable for zone 2 for apparatus group and temperature class as shown in Table 7 to Table 11, see Pt.4
Ch.8 Sec.11 [3.2].
2.5.6 The hazardous area and extended hazardous areas shall be categorised in accordance with Table 3.
2.5.7 Cables shall be either
— protected by electrically continuous metal sheathing or metallic wire armour braid or tape, or
— enclosed in screwed heavy gauge steel drawn or seam-welded and galvanized conduit.
2.5.8 All metallic protective coverings of power and lighting cables passing through a hazardous area or
connected to equipment in such an area, shall be earthed at least at each end. The metallic covering of all
other cables shall be earthed at least at one end.
2.5.9 Cable penetrations of decks and bulkheads shall be gas tight, and of a recognised make.
2.5.10 Cable joints in cargo spaces shall be avoided where possible. Where joints are unavoidable, they shall
be enclosed in metal-clad or impact strength plastic junction boxes of certified safe type, or heat shrink or
encapsulated crimp sleeve cable joints.
2.6 Sources of ignition related to safety of fans
2.6.1 The fans being essential for the ship's operation shall be of a type (non-sparking type) that prevents
the possibility of the ignition of flammable gas air mixtures and shall comply with Pt.4 Ch.6 Sec.9 [2.6].
Otherwise the fans shall be capable of being disconnected from the power source, see [2.5.4].
(SOLAS regulation II-2/19.3.4.2, IACS UI SC52.1 and IACS UR F29)
2.6.2 The fan openings on deck shall be fitted with fixed wire mesh guards with a mesh size not exceeding
13 mm.
The purpose of the wire mesh guards is to prevent foreign objects from entering into the fan casing.
(SOLAS regulation II-2/19.3.4.2, IACS UI SC52.2 and MSC/Circ.1120)
2.6.3 The air inlets and outlets shall be placed at a safe distance from possible ignition sources. A spherical
radius of 3 m around the air outlets, within which ignition sources are prohibited, is required.
2.7 Other sources of ignition
2.7.1 Other sources of ignition shall not be installed in hazardous areas and extended hazardous areas, e.g.
steam or thermal oil lines.
DNV AS

Guidance note:
According to the IMDG Code 7.1.2 potential sources of ignition means, but is not limited to, open fires, machinery exhausts, galley
uptakes, electrical outlets and electrical equipment including those on refrigerated or heated cargo transport units unless they are
of certified safe type.
2.8 Detection system
2.8.1 The cargo spaces shall be equipped with a fixed fire detection and alarm system or sample extraction
smoke detection and alarm system.
Guidance note:
If a cargo space or the weather deck is intended for the carriage of class 1 goods it is recommended to monitor adjacent cargo
spaces, with the exception of open ro-ro spaces, by a fixed fire detection and alarm system.
2.9 Ventilation
2.9.1 General
Cargo hold ventilation systems shall be separated from the ventilation systems serving other spaces.
If cargo holds are subdivided for reasons of stability, freeboard or fire protection (e.g. separate flooding with
CO2) this has to be taken into account for the design of the ventilation systems.
Air ducts and components of ventilation systems shall be so installed that they are protected from damage.
If adjacent spaces are not separated from cargo spaces by gastight bulkheads or decks, then they are
considered as part of the enclosed cargo space and the ventilation requirements shall apply to the adjacent
space as for the enclosed cargo space itself.
2.9.2 Ducting
The ducting shall be arranged for removal of gases and vapours from the upper and lower part of the cargo
hold. This requirement is considered to be met if the ducting is arranged such that approximately 1/3 of the
air volume is removed from the upper part and 2/3 from the lower part. The position of air inlets and air
outlets shall be such as to prevent short circuiting of the air.
For open top container holds the mechanical ventilation is interpreted to be required only for the lower part
of the cargo hold for which purpose ducting is required.
Guidance note:
For the carriage of goods evolving toxic gases or vapour the ventilation outlets should be located at a minimum of 3 m away from
accommodation, air intakes, machinery spaces and other enclosed work areas.
2.9.3 Mechanical ventilation (six air changes/h)
A ventilation system which incorporates powered fans with a capacity of at least six air changes per hour
based on the empty cargo hold shall be provided.
DNV AS
2.9.4 Mechanical ventilation (two air changes/h)
The ventilation rate according to [2.9.3] may be reduced to not less than two air changes per hour, provided
the goods are carried in container cargo spaces in closed freight containers or portable tanks.
(SOLAS regulation II-2/19, table 19.1, note 1)
2.10 Bilge pumping
2.10.1 Inadvertent pumping
The bilge system shall be designed so as to prevent inadvertent pumping of flammable and toxic liquids
through pumps and pipelines in the machinery space.
2.10.2 Isolating valves
The cargo hold bilge lines shall be provided with isolating valves outside the machinery space or at the point
of exit from the machinery space located close to the bulkhead.
The valves shall be capable of being secured in closed position (e.g. safety locking device).
Remote controlled valves shall be capable of being secured in closed position. In case a computer-based
system is provided, this system shall contain a corresponding safety query on the display.
2.10.3 Warning signs
Warning signs shall be displayed at the isolating valve or control positions, e.g. “This valve to be kept secured
in closed position during the carriage of dangerous goods in cargo hold nos. __ and may be operated with the
permission of the master only”.
2.11 Additional bilge system
3
2.11.1 An additional fixed bilge system with a capacity of at least 10 m /h per cargo hold shall be provided.
3
If more than two cargo holds are connected to a common system, the capacity need not exceed 25 m /h.
2.11.2 The additional bilge system has to enable any leaked dangerous liquids to be removed from all bilge
wells in the cargo space.
2.11.3 Pumps and pipelines shall not be installed in machinery spaces.
2.11.4 Spaces containing additional bilge pumps shall be provided with independent mechanical ventilation
giving at least 6 air changes per hour. If this space has access from another enclosed space, the door shall be
of self-closing type. For the design of the electrical equipment, see [2.5].
2.11.5 Pt.4 Ch.6 Sec.4 applies analogously.
2.11.6 Water driven ejectors shall be equipped on the suction side with a means of reverse flow protection.
If bilge ejectors are used driving water may be taken from a pump in the engine room provided a non-return
valve is fitted in the supply line.
2.11.7 If the bilge drainage of the cargo space is arranged by gravity drainage, the drainage shall be either
led directly overboard or to a closed drain tank located outside the machinery spaces, having a minimum
volume sufficient to accumulate 1/3 of the drainage capacity per hour of the largest cargo space according to
Pt.4 Ch.6 Sec.4 [4].
DNV AS
Drainage from a cargo space into bilge wells in a lower space is only permitted if that space fulfils the same
requirements as the cargo space above.
2.11.8 Collecting tank
Where tanks are provided for collecting and storage of dangerous goods spillage, their vent pipes shall be led
to a safe position on open deck.
Guidance note:
The bilge pumps for open top container cargo holds in paragraph 8.2, of MSC/Circ.608 can also be used for dangerous goods
provided the arrangement satisfies the requirements under [2.10] and [2.11].
(IACS UI SC111)
2.12 Personnel protection
2.12.1 Full protective clothing
Four sets of full protective clothing appropriate to the properties of the cargo shall be provided.
The protective clothing shall satisfy the equipment requirements specified in the EmS Guide for the individual
substances.
The required protective clothing is for emergency purposes.
2.12.2 Self-contained breathing apparatuses
Additional two sets of self-contained breathing apparatuses with spare air cylinders for at least two refills for
each set shall be provided.
(SOLAS regulation II-2/19.3.6.2 and IACS UI SC92)
Guidance note:
Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully
recharging the air cylinders, need carry only one spare charge for each required apparatus.
Two additional portable fire extinguishers, each having a capacity of not less than 6 kg of dry powder or
equivalent, shall be provided.
(SOLAS regulation II-2/19.3.7 and MSC.1/Circ.1275)
Guidance note:
Equivalent to dry powder may be either CO2 or foam. 1 kg of dry powder is equal to either 1 kg CO2 or 1.8 litre foam according to
paragraph 3.1.1 of FSS Code chapter 4.
Guidance note:
The requirement is independent of the number of cargo spaces.
DNV AS
2.14 Machinery space boundaries
2.14.1 Bulkheads
Bulkheads between cargo spaces and machinery spaces of category A shall be provided with a fire insulation
to “A-60” class standard. Otherwise the cargoes shall be stowed at least 3 m away from the machinery space
bulkhead.
Guidance note:
The requirement is not applicable to weather decks on container ships.
2.14.2 Decks
Decks between cargo and machinery spaces of category A shall be insulated to “A-60” class standard.
In case that a cargo space is located partly above a machinery space of category A and the deck above the
machinery space is not insulated to “A-60” class standard, the goods are prohibited in the whole of that cargo
space. If the uninsulated deck above the machinery space is a weather deck, the goods are prohibited only
for the portion of the deck located above the machinery space.
(IACS UI SC103)
2.14.3 Insulation for goods of class 1
For goods of class 1, with the exception of class 1.4S, both, the fire insulation of “A-60” class standard for the
bulkhead between cargo space and machinery space of category A and stowage at least 3 m away from this
bulkhead, is required. Stowage above machinery space of category A is not permitted in any case.
(SOLAS regulation II-2/19, table 19.3, note 12)
2.15 Separation of ro-ro spaces
2.15.1 A separation, suitable to minimise the passage of dangerous vapours and liquids, shall be provided
between a closed ro-ro space and an adjacent open ro-ro space. Where such separation is not provided the
ro-ro space is considered to be a closed ro-ro space over its entire length and the special requirements for
closed ro-ro spaces apply.
2.15.2 A separation, suitable to minimise the passage of dangerous vapours and liquids, shall be provided
between a closed ro-ro space and an adjacent weather deck. Where such separation is not provided the
arrangements of the closed ro-ro space shall be in accordance with those required for the dangerous goods
carried on the adjacent weather deck.
DNV AS
Table 7 Requirements for the carriage of dangerous goods in packaged form in not specifically designed cargo spaces
Rules for classification: Ships — DNV-RU-SHIP Pt.6 Ch.5. Edition July 2022, amended August 2022
Requirements
Sources of ignition 2.5-2.7
Machinery space boundaries
Portable fire-extinguishers
extinguishing system
Personnel protection
Detection system
Degree of protection
Water supplies
Bilge pumping
Temperature class
Water cooling
Fixed gas fire-
Apparatus group
Ventilation
Class
1.1 to 1.6 2.2.1 2.3 2.4 IIA T5 IP65 2.8 2.14.3
1.4S 2.2.1 2.3 2.8

DNV AS
2.1 including
2.14.1
hydrogen and 2.2.1 2.3 IIC T4 2.8 2.9 2.12
2.14.2
hydrogen mixtures
2.1 other than
2.14.1
hydrogen and 2.2.1 2.3 IIB T4 2.8 2.9 2.12
2.14.2
hydrogen mixtures
2.14.1
2.2 2.2.1 2.3 2.8 2.12
2.14.2
1)
2.3 flammable
1)
2.3 non-flammable
2.10 2.14.1
3 FP < 23°C 2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.13
2.11 2.14.2
2.14.1
3 23°C ≤ FP ≤ 60°C 2.2.1 2.3 2.8 2.12 2.13
2.14.2
2) 2.14.1
4.1 2.2.1 2.3 2.8 2.9 2.12 2.13
2.14.2
Page 139
2) 2.14.1
4.2 2.2.1 2.3 2.8 2.9 2.12 2.13
2.14.2
Requirements
Detection system
Water supplies
Bilge pumping
Temperature class
Water cooling
Fixed gas fire-
Apparatus group
Ventilation
Class
1) 2.14.1
4.3 liquids 2.2.1 2.3 2.8 2.9 2.12 2.13
2.14.2
2.14.1
4.3 solids 2.2.1 2.3 2.8 2.9 2.12 2.13
2.14.2
DNV AS
4)
2) 2.14.1
5.1 2.2.1 2.3 2.8 2.9 2.12 2.13 4)
2.14.2
1)
5.2
2.10 2.14.1
6.1 liquids FP < 23°C 2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.13
2.11 2.14.2
6.1 liquids 2.10 2.14.1

2.2.1 2.3 2.8 2.9 2.12 2.13
23°C ≤ FP ≤ 60°C 2.11 2.14.2
2.10
6.1 liquids FP > 60°C 2.2.1 2.3 2.8 2.12
2.11
2)
6.1 solids 2.2.1 2.3 2.8 2.9 2.12
2.10 2.14.1
8 liquids FP < 23°C 2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.13
2.11 2.14.2
2.10
3)
8 liquids 2.14.1
2.2.1 2.3 2.8 2.9 2.12 2.13
23°C ≤ FP ≤ 60°C 2.11 2.14.2
3)
Page 140
Requirements
Detection system
Water supplies
Bilge pumping
Temperature class
Water cooling
Fixed gas fire-
Apparatus group
Ventilation
Class
2.10
3)
8 liquids FP > 60°C 2.2.1 2.3 2.8 2.12
2.11
3)
DNV AS
8 solids 2.2.1 2.3 2.8 2.12
9 goods evolving
flammable vapour 2.2.1 2.3 IIB T4 2.9 2.12
exclusively
9 other than goods
2)
evolving flammable 2.2.1 2.3 2.9 2.12
vapour
1) Under the provisions of the IMDG Code stowage of class 2.3, class 4.3 liquids having a flashpoint less than 23°C as listed in the IMDG Code and
class 5.2 under deck is prohibited.
2) When "mechanically-ventilated spaces" are required by the IMDG Code.
3) Only applicable to dangerous goods having a subsidiary risk class 6.1.
4) When "protected from sources of heat" is required by the IMDG Code.
Page 141
Table 8 Requirements for the carriage of dangerous goods in packaged form in container cargo spaces
Requirements
Sources of
Ignition 2.5-2.7
Detectionsystem
Water supplies
Bilge pumping
Water cooling
Fixed gas fire-
Temperature class
Ventilation
Apparatus group
Class
1.1 to 1.6 2.2.1 2.3 2.4 IIA T5 IP65 2.8 2.14.3

DNV AS
1.4S 2.2.1 2.3 2.8
2.1 including hydrogen
2.2.1 2.3 IIC T4 2.8 2.9 2.12 2.14.2
and hydrogen mixtures
2.1 other than hydrogen
2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.14.2
and hydrogen mixtures
2.2 2.2.1 2.3 2.8 2.12 2.14.2

1)
2.3 flammable
1)
2.3 non-flammable
2.10
3 FP < 23°C 2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.13 2.14.2
2.11
3 23°C ≤ FP ≤ 60°C 2.2.1 2.3 2.8 2.12 2.13 2.14.2
2.9
4.1 2.2.1 2.3 2.8 2)3) 2.12 2.13 2.14.2
2.9
4.2 2.2.1 2.3 2.8 2)3) 2.12 2.13 2.14.2
Page 142
1)
4.3 liquids 2.2.1 2.3 2.8 2.9 2.12 2.13 2.14.2
3)
4.3 solids 2.2.1 2.3 2.8 2.9 2.12 2.13 2.14.2
Requirements
Sources of
Ignition 2.5-2.7
Detectionsystem
Water supplies
Bilge pumping
Water cooling
Fixed gas fire-
Temperature class
Ventilation
Apparatus group
Class
2.9 5)
5.1 2.2.1 2.3 2.8 2) 3) 2.12 2.13 2.14.2
1)
5.2
DNV AS
2.10
6.1 liquids FP < 23°C 2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.13 2.14.2
2.11
6.1 liquids 23°C ≤ FP ≤ 2.10
2.2.1 2.3 2.8 2.9 2.12 2.13 2.14.2
60°C 2.11
2.10
6.1 liquids FP > 60°C 2.2.1 2.3 2.8 2.12
2.11
2)
6.1 solids 2.2.1 2.3 2.8 2.9 2.12
2.10
8 liquids FP < 23°C 2.2.1 2.3 IIB T4 2.8 2.9 2.12 2.13 2.14.2
2.11
4)
8 liquids 23°C ≤ FP ≤ 2.10
2.2.1 2.3 2.8 2.9 4) 2.12 2.13 2.14.2
60°C 2.11
4)
2.10
8 liquids FP > 60°C 2.2.1 2.3 2.8 4) 2.12
2.11
8 solids 2.2.1 2.3 2.8 2.12
9 goods evolving
Page 143
flammable vapour 2.2.1 2.3 IIB T4 2.9 2.12

exclusively
Requirements
Sources of
Ignition 2.5-2.7
Detectionsystem
Water supplies
Bilge pumping
Water cooling
Fixed gas fire-
Temperature class
Ventilation
Apparatus group
Class
9 other than goods
2)
evolving flammable 2.2.1 2.3 2.9 2.12
vapour
DNV AS
2) When 'mechanically-ventilated spaces' are required by the IMDG Code.
3) For solids not applicable to closed freight containers.
5) When 'protected from sources of heat' is required by the IMDG Code.
Page 144
Table 9 Requirements for the carriage of dangerous goods in packaged form in closed ro-ro spaces
Requirements
Sources of
ignition 2.5-2.7
5)
Fire-extinguishing system
Separation of ro-ro spaces
Detection system
Water supplies
Bilge pumping
Water cooling
Temperature class
Ventilation
Apparatus group
Class
1.1 to 1.6 2.2 2.3 2.4 IIA T5 IP65 2.8 2.14.3 2.15

DNV AS
1.4S 2.2 2.3 2.8 2.15
2.1 including hydrogen 2.14.1
2.2 2.3 IIC T4 2.8 2.9 2.12 2.15
and hydrogen mixtures 2.14.2
2.1 other than hydrogen 2.14.1
2.2 2.3 IIB T4 2.8 2.9 2.12 2.15
2.14.1
2.2 2.2 2.3 2.8 2.12 2.15
2.14.2
1)
2.3 flammable
1)
2.3 non-flammable
2.10 2.14.1
3 FP < 23°C 2.2 2.3 IIB T4 2.8 2.9 2.12 2.13 2.15
2.11 2.14.2
2.14.1
3 23°C ≤ FP ≤ 60°C 2.2 2.3 2.8 2.12 2.13 2.15
2.14.2
2) 2.14.1
4.1 2.2 2.3 2.8 2.9 2.12 2.13 2.15
2.14.2
Page 145
2) 2.14.1
4.2 2.2 2.3 2.8 2.9 2.12 2.13 2.15
2.14.2
Requirements
Sources of
ignition 2.5-2.7
5)
Detection system
Water supplies
Bilge pumping
Water cooling
Temperature class
Ventilation
Apparatus group
Class
1) 2.14.1
4.3 liquids 2.2 2.3 2.8 2.9 2.12 2.13 2.15
2.14.2
2.14.1
4.3 solids 2.2 2.3 2.8 2.9 2.12 2.13 2.15
DNV AS
2.14.2
4)
2) 2.14.1
5.1 2.2 2.3 2.8 2.9 2.12 2.13 4) 2.15
2.14.2
1)
5.2
2.10 2.14.1
6.1 liquids FP < 23°C 2.2 2.3 IIB T4 2.8 2.9 2.12 2.13 2.15
2.11 2.14.2
6.1 liquids 23°C ≤ FP ≤ 2.10 2.14.1

2.2 2.3 2.8 2.9 2.12 2.13 2.15
60°C 2.11 2.14.2
2.10
6.1 liquids FP > 60°C 2.2 2.3 2.8 2.12 2.15
2.11
2)
6.1 solids 2.2 2.3 2.8 2.9 2.12 2.15
2.10 2.14.1
8 liquids FP < 23°C 2.2 2.3 IIB T4 2.8 2.9 2.12 2.13 2.15
2.11 2.14.2
2.10
3)
8 liquids 23°C ≤ FP ≤ 2.14.1
2.2 2.3 2.8 2.9 2.12 2.13 2.15
60°C 2.11 2.14.2
Page 146
3)
Requirements
Sources of
ignition 2.5-2.7
5)
Detection system
Water supplies
Bilge pumping
Water cooling
Temperature class
Ventilation
Apparatus group
Class
2.10
3)
8 liquids FP > 60°C 2.2 2.3 2.8 2.12 2.15
2.11
3)
DNV AS
8 solids 2.2 2.3 2.8 2.12 2.15
9 goods evolving
flammable vapour 2.2 2.3 IIB T4 2.9 2.12 2.15
exclusively
9 other than goods
2)
evolving flammable 2.2 2.3 2.9 2.12 2.15
vapour
Page 147
Table 10 Requirements for the carriage of dangerous goods in packaged form in open ro-ro spaces
Requirements
Fixed Sources of ignition 2.5-2.7
Class pressure Portable Machinery
Water Water Degree Personnel
water fire- Apparatus Temperature fire space
supplies cooling of protection
extinguishing group class extinguishers boundaries
system protection
1.1 to 1.6 2.2.2 2.3 2.4 IIA T5 IP65 2.14.3
1.4S 2.2.2 2.3
2.1 including hydrogen 2.14.1
2.2.2 2.3 IIC T4 2.12
2.1 other than hydrogen 2.14.1
2.2.2 2.3 IIB T4 2.12
2.14.1
2.2 2.2.2 2.3 2.12
2.14.2
2.14.1
DNV AS
3)
2.3 flammable 2.2.2 2.3 IIB T4 2.12
2.14.2
3) 2.14.1
2.3 non-flammable 2.2.2 2.3 2.12
2.14.2
2.14.1
3 FP < 23°C 2.2.2 2.3 IIB T4 2.12 2.13
2.14.2
2.14.1
3 23°C ≤ FP ≤ 60°C 2.2.2 2.3 2.12 2.13
2.14.2
2.14.1
4.1 2.2.2 2.3 2.12 2.13
2.14.2
2.14.1
4.2 2.2.2 2.3 2.12 2.13
2.14.2
3) 2) 2) 2.14.1
4.3 liquids 2.2.2 2.3 IIC T4 2.12 2.13
2.14.2
2.14.1
4.3 solids 2.2.2 2.3 2.12 2.13
2.14.2
Page 148
1)
2.14.1
5.1 2.2.2 2.3 2.12 2.13 1)
2.14.2
Requirements
Class pressure Portable Machinery
Water Water Degree Personnel
water fire- Apparatus Temperature fire space
supplies cooling of protection
extinguishing group class extinguishers boundaries
system protection
3) 2.14.1
5.2 2.2.2 2.3 2.12
2.14.2
2.14.1
6.1 liquids FP < 23°C 2.2.2 2.3 IIB T4 2.12 2.13
2.14.2
6.1 liquids 23°C ≤ FP ≤ 2.14.1
2.2.2 2.3 2.12 2.13
60°C 2.14.2
6.1 liquids FP > 60°C 2.2.2 2.3 2.12
6.1 solids 2.2.2 2.3 2.12
2.14.1
8 liquids FP < 23°C 2.2.2 2.3 IIB T4 2.12 2.13
2.14.2
DNV AS
8 liquids 23°C ≤ FP ≤ 2.14.1
2.2.2 2.3 2.12 2.13
60°C 2.14.2
8 liquids FP > 60°C 2.2.2 2.3 2.12
8 solids 2.2.2 2.3 2.12
9 goods evolving
flammable vapour 2.2.2 2.3 IIB T4 2.12
exclusively
9 other than goods
evolving flammable 2.2.2 2.3 2.12
vapour
2) Applicable to goods having a flashpoint less than 23°C as listed in the IMDG Code.
3) Under the provisions of the IMDG Code goods of class 2.3, class 4.3 liquids having a flashpoint less than 23°C as listed in the IMDG Code and
class 5.2 may only be carried in open ro-ro spaces when authorized by the flag administration according to IMDG Code 7.5.2.6.
Page 149
Table 11 Requirements for the carriage of dangerous goods in packaged form in shipborne barges
Requirements
Class gas fire- Water Water Detection Ventilation
Apparatus Temperature Degree of 2) 2)
extinguishing supplies cooling system
system group class protection
1.1 to 1.6 2.2.1 2.3 2.4 IIA T5 IP65 2.8
1.4S 2.2.1 2.3 2.8
2.1 including hydrogen and hydrogen 2.9.2
2.2.1 2.3 IIC T4 2.8
mixtures 2.9.3
2.1 other than hydrogen and 2.9.2
2.2.1 2.3 IIB T4 2.8
hydrogen mixtures 2.9.3
2.2 2.2.1 2.3 2.8

1)
2.3 flammable
1)
2.3 non-flammable
DNV AS
2.9.2
3 FP < 23°C 2.2.1 2.3 IIB T4 2.8
2.9.3
3 23°C ≤ FP ≤ 60°C 2.2.1 2.3 2.8

3)
2.9.2
4.1 2.2.1 2.3 2.8 3)
2.9.3
3)
2.9.2
4.2 2.2.1 2.3 2.8 3)
2.9.3
1) 2.9.2
4.3 liquids 2.2.1 2.3 2.8
2.9.3
2.9.2
4.3 solids 2.2.1 2.3 2.8
2.9.3
3)
2.9.2
5.1 2.2.1 2.3 2.8 3)
2.9.3
1)
5.2
2.9.2
6.1 liquids FP < 23°C 2.2.1 2.3 IIB T4 2.8
Page 150
2.9.3
Requirements
Class gas fire- Water Water Detection Ventilation
Apparatus Temperature Degree of 2) 2)
extinguishing supplies cooling system
system group class protection
2.9.2
6.1 liquids 23°C ≤ FP ≤ 60°C 2.2.1 2.3 2.8
2.9.3
6.1 liquids FP > 60°C 2.2.1 2.3 2.8

3)
2.9.2
6.1 solids 2.2.1 2.3 2.8 3)
2.9.3
2.9.2
8 liquids FP < 23°C 2.2.1 2.3 IIB T4 2.8
2.9.3
2.9.2
8 liquids 23°C ≤ FP ≤ 60°C 2.2.1 2.3 2.8
2.9.3
8 liquids FP > 60°C 2.2.1 2.3 2.8
8 solids 2.2.1 2.3 2.8

DNV AS
9 goods evolving flammable vapour 2.9.2
2.2.1 2.3 IIB T4
exclusively 2.9.3
3)
9 other than goods evolving flammable 2.9.2
2.2.1 2.3 3)
vapour 2.9.3
1) Under the provisions of the IMDG Code stowage of class 2.3, class 4.3 liquids having a flashpoint less than 23°C listed in the IMDG Code and
2) In the special case where the barges are capable of containing flammable vapours or alternatively if they are capable of discharging flammable
vapours to a safe outside the barge carrier compartment by means of ventilation ducts connected to the barges, these requirements may be
reduced or waived to the satisfaction of the administration.
Page 151
Table 12 Requirements for the carriage of dangerous goods in packaged form on the weather deck
Requirements
Class Fixed fire-
Personnel Portable fire- Machinery space
extinguishing Water supplies
protection extinguishers boundaries
system
1.1 to 1.6 2.2.3 2.3 2.14.3
1.4S 2.2.3 2.3
2.14.1
2.1 including hydrogen and hydrogen mixtures 2.2.3 2.3 2.12
2.14.2
2.14.1
2.1 other than hydrogen and hydrogen mixtures 2.2.3 2.3 2.12
2.14.2
2.14.1
2.2 2.2.3 2.3 2.12
2.14.2
2.14.1
2.3 flammable 2.2.3 2.3 2.12
2.14.2
DNV AS
2.14.1
2.3 non-flammable 2.2.3 2.3 2.12
2.14.2
2.14.1
3 FP < 23°C 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
3 23°C ≤ FP ≤ 60°C 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
4.1 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
4.2 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
4.3 liquids 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
4.3 solids 2.2.3 2.3 2.12 2.13
2.14.2
1)
2.14.1
5.1 2.2.3 2.3 2.12 2.13 1)
2.14.2
Page 152
2.14.1
5.2 2.2.3 2.3 2.12
2.14.2
Requirements
Class Fixed fire-
Personnel Portable fire- Machinery space
extinguishing Water supplies
protection extinguishers boundaries
system
2.14.1
6.1 liquids FP < 23°C 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
6.1 liquids 23°C ≤ FP ≤ 60°C 2.2.3 2.3 2.12 2.13
2.14.2
6.1 liquids FP > 60°C 2.2.3 2.3 2.12
6.1 solids 2.2.3 2.3 2.12
2.14.1
8 liquids FP < 23°C 2.2.3 2.3 2.12 2.13
2.14.2
2.14.1
8 liquids 23°C ≤ FP ≤ 60°C 2.2.3 2.3 2.12 2.13
2.14.2
8 liquids FP > 60°C 2.2.3 2.3 2.12

DNV AS
8 solids 2.2.3 2.3 2.12
9 goods evolving flammable vapour exclusively 2.2.3 2.3 2.12
9 other than goods evolving flammable vapour 2.2.3 2.3 2.12
Page 153
3 Requirements for the carriage of solid bulk cargoes
3.1 General
3.1.1 Requirements
The requirements depend on the dangerous goods class and special properties of the cargoes to be carried.
The cargoes of group B and the applicable provisions are shown in Table 13. For cargoes of group A and C the
requirements of [3.1.3] shall be observed. For cargoes of group A shipped at a moisture content in excess of
their transportable moisture limit, see Sec.18.
3.1.2 Classification
Dangerous goods in solid form in bulk are being classified in accordance with the IMDG Code.
Class 4.1: Flammable solids
Readily combustible solids and solids which may cause fire through friction.
Class 4.2: Substances liable to spontaneous combustion
Materials, other than pyrophoric materials, which, in contact with air without energy supply, are liable to self-
heating.
Class 4.3: Substances which, in contact with water, emit flammable gases
Solids which, by interaction with water, are liable to become spontaneously flammable or to give off
flammable gases in dangerous quantities.
Class 5.1: Oxidizing substances
Materials that, while in themselves not necessarily combustible, may, generally by yielding oxygen, cause, or
contribute to, the combustion of other material.
Class 7: Radioactive material
Materials containing radionuclides where both the activity concentration and the total activity in the
consignment exceed the values specified in 2.7.2.2.1 to 2.7.2.2.6 of the IMDG Code.
Class 9: Miscellaneous dangerous substances
Materials which, during transport, present a danger not covered by other classes.
Materials hazardous only in bulk (MHB) are materials which, when carried in bulk, possess chemical hazards
other than the hazards covered by the classification system of the IMDG Code. The notational references
listed below specify the recognized chemical hazard(s) according to the IMSBC Code 9.2.3:
— Combustible solid: CB
— Self-heating solids: SH
— Solids that evolve flammable gas when wet: WF
— Solids that evolve toxic gas when wet: WT
— Toxic solids: TX
— Corrosive solids: CR
— Other hazards: OH.
3.1.3 Documentation
All ships intended for the carriage of solid bulk cargoes shall be provided with following documentation:
— IMSBC Code, as amended
— Approved loading manual
— Approved stability information
— Bulk cargo booklet according to SOLAS regulation VI/7.2
— MFAG (to be provided for cargoes of group B only).
(IMSBC Code 3.1.2)
DNV AS
3.2 Fire-extinguishing system
3.2.1 Fixed gas fire-extinguishing system
All cargo holds of the following ships shall be equipped with a fixed CO2 fire-extinguishing system:
— ships intended for the carriage of dangerous goods in solid form in bulk
— ships of 2000 GT and above.
(SOLAS regulation II-2/10.7.1.3 and II-2/10.7.2)
Guidance note:
For ships of less than 500 GT the requirement may be dispensed with subject to acceptance by the flag administration.
3.2.2 Exemption certificate
A ship may be exempted from the requirement of a fixed gas fire-extinguishing system if constructed and
solely intended for the carriage of cargoes as specified in MSC.1/Circ.1395. Such exemption may be granted
only if the ship is fitted with steel hatch covers and effective means of closing all ventilators and other
openings leading to the cargo spaces.
For cargoes according to MSC.1/Circ.1395, table 2 a fire-extinguishing system giving equivalent protection
shall be provided.
For fire-extinguishing systems giving equivalent protection, see [3.3.2].
3.3 Fire water supplies
3.3.1 Immediate supply of water
Immediate supply of water from the fire main shall be provided by remote starting arrangement for the main
fire pumps from the navigation bridge or from other continuously manned control station or by permanent
pressurization of the fire main and by automatic start-up of the main fire pumps.
If fire water supply pumps arranged for remote starting also serve other purposes, the pump selected shall
be connected to the fire water system, e.g. by automatic change-over of valves or visual signals for valves'
correct positions at the remote starting position.
3.3.2 Quantity of water and arrangement of hydrants
The capacity of the main fire pumps shall be sufficient for supplying four jets of water at the pressure as
prescribed in SOLAS regulation II-2/10.2.1.6.
The number and position of hydrants shall be such that at least two of the required four jets of water, when
supplied by single lengths of hose, may reach any part of the cargo space when empty; and all four jets of
water, each supplied by single lengths of hose may reach any part of ro-ro spaces.
(SOLAS regulation II-2/19.3.1.2, MSC/Circ.1120 and IACS UI SC168)
Guidance note:
The length of the water jet is generally not to be taken more than 7 m.
Three additional hoses and nozzles shall be provided.
(SOLAS regulation II-2/10.2.3.2.3.1)
DNV AS
3.4 Sources of ignition related to electrical equipment
3.4.1 The apparatus group, temperature class and degree of protection required for the individual cargoes
is specified in column 'Sources of ignition' of Table 13. If explosion protection is required the following
conditions shall be complied with.
3.4.2 Electrical equipment and wiring shall not be fitted in hazardous areas unless it is essential for the
safety and operation of the ship.
(IEC 60092-506 5.1)
3.4.3 All electrical equipment in the hazardous area and being essential for the ship's operation shall be of
certified safe type corresponding to the degree of explosion protection as shown in Table 13.
3.4.4 Electrical equipment that are not essential to ship's operation need not to be of certified safe type
provided it can be electrically disconnected from the power source, by appropriate means other than fuses
(e.g. by removal of links, lockable switches), at a point external to the space and to be secured against
unintentional re-connection.
3.4.5 The electrical equipment in extended hazardous areas shall either:
— be appropriate for use in the adjacent space in accordance with Table 13; or
— be suitable for zone 2, see Pt.4 Ch.8 Sec.11 [3.2].
3.4.6 The hazardous areas and extended hazardous areas shall be categorised in accordance with Table 3.
3.4.7 Cables shall be either
— protected by electrically continuous metal sheathing or metallic wire armour braid or tape; or
— enclosed in screwed heavy gauge steel drawn or seam-welded and galvanized conduit.
3.4.8 All metallic protective coverings of power and lighting cables passing through a hazardous area or
connected to equipment in such an area shall be earthed at least at each end. The metallic covering of all
other cables shall be earthed at least at one end.
3.4.9 Cable penetrations of decks and bulkheads shall be gas tight, and of a recognised make.
3.4.10 Cable joints in cargo spaces shall be avoided where possible. Where joints are unavoidable, they shall
be enclosed in metal-clad or impact strength plastic junction boxes of certified safe type, or heat shrink or
encapsulated crimp sleeve cable joints.
3.5 Sources of ignition related to safety of fans
3.5.1 The fans being essential for the ship's operation shall be of a type (non-sparking type) that prevents
the possibility of the ignition of flammable gas air mixtures and shall comply with Pt.4 Ch.6 Sec.9 [2.6].
Otherwise the fans shall be capable of being disconnected from the power source, see [3.4.4].
(SOLAS regulation II-2/19.3.4.2, IACS UI SC52.1 and IACS UR F29)
3.5.2 The fan openings on deck shall be fitted with fixed wire mesh guards with a mesh size not exceeding
13 mm.
The purpose of the wire mesh guards is to prevent foreign objects from entering into the fan casing.
(SOLAS regulation II-2/19.3.4.2, IACS UI SC52.2 and MSC/Circ.1120)
DNV AS
3.5.3 The air inlets and outlets shall be placed at a safe distance from possible ignition sources. A spherical
radius of 3 m around the air outlets, within which ignition sources are prohibited, is required.
3.6 Other sources of ignition
Other sources of ignition shall not be installed in hazardous areas and extended hazardous areas, e.g. steam
or thermal oil lines.
Guidance note:
According to the IMSBC Code 1.7 potential sources of ignition means, but is not limited to, open fires, machinery exhausts, galley
uptakes, electrical outlets and electrical equipment unless they are of certified safe type.
3.7 Measurement equipment
3.7.1 Portable equipment required for the carriage of individual cargoes shall be available on board prior to
loading.
3.7.2 Surface temperature
Means shall be provided for measuring the surface temperature of the cargo. In case of portable temperature
sensors, the arrangement shall enable the measurement without entering the hold.
3.7.3 Cargo temperature
Means shall be provided for measuring the temperature inside the cargo. In case of portable temperature
sensors, the arrangement shall enable the measurement without entering the hold.
Guidance note:
Detailed requirements on temperature measurement for the individual cargoes should be agreed with the shipper.
3.7.4 Gas measurement
For the quantitative measurements of the following gases in the cargo spaces and adjacent enclosed spaces
suitable detectors for each gas or combination of gases shall be provided:
a) acetylene
b) ammonia
c) arsine
d) carbon dioxide
e) carbon monoxide
f) hydrogen
g) hydrogen cyanide
h) hydrogen sulphide
i) methane
j) oxygen (0 - 21% by volume)
k) phosphine
l) silane
m) sulphur dioxide
n) toxic gases that may be given off from the particular cargo according to shipper’s instructions/material
safety data sheet
(SOLAS regulation VI/3.1, IMSBC Code 3.2.5 and IMSBC Code appendix 1)
Suitable personal gas detection equipment for crew entering cargo spaces and adjacent enclosed spaces
for following gases shall be provided:
o) carbon monoxide meters
DNV AS
p) oxygen meters.
(IMSBC Code appendix 1)
3.7.5 Acidity of bilge water
Means shall be provided for testing the acidity of the water in the bilge wells.
3.8 Ventilation
3.8.1 General
Cargo hold ventilation systems shall be separated from the ventilation systems serving other spaces.
If cargo holds are subdivided for reasons of stability, freeboard or fire protection (e.g. separate flooding with
CO2) this has to be taken into account for the design of the ventilation systems.
Air ducts and components of ventilation systems shall be so installed that they are protected from damage.
If adjacent spaces are not separated from cargo spaces by gastight bulkheads or decks, then they shall be
considered as part of the enclosed cargo space and the ventilation requirements shall apply to the adjacent
space as for the enclosed cargo space itself.
3.8.2 Ducting
The ducting shall be arranged such that the space above the cargo can be ventilated and that exchange of
air from outside to inside the entire cargo space is provided. The position of air inlets and air outlets shall be
such as to prevent short circuiting of the air.
3.8.3 Natural ventilation
A ventilation system which does not incorporate mechanical fans is sufficient.
3.8.4 Mechanical ventilation
A ventilation system which incorporates powered fans with an unspecified capacity shall be provided.
3.8.5 Mechanical ventilation (six air changes/h)
A ventilation system which incorporates powered fans with a capacity of at least six air changes per hour
based on the empty cargo hold shall be provided.
3.8.6 Continuous mechanical ventilation
A ventilation system which incorporates at least two powered fans with a capacity of at least three air
changes per hour each (six air changes/h in total) based on the empty cargo hold shall be provided.
(IACS UI SC89)
3.8.7 Portable fans
If ventilation fans are required portable fans may be used instead of fixed ones. If so, suitable arrangements
for securing the fans safely shall be provided. Electrical connections shall be fixed and expertly laid for the
duration of the installation. Details shall be submitted for approval.
3.9 Additional provisions on ventilation
3.9.1 Spark arresting screens
All ventilation openings on deck shall be fitted with suitable spark arresting screens prior to loading. Spark
arresting screens are considered portable equipment shall be available on board prior to loading.
DNV AS
3.9.2 Openings for continuous mechanical ventilation
The ventilation openings shall comply with the requirements of the Load Line Convention, for openings not
fitted with means of closure. According to ICLL, regulation 19(3) the openings shall be arranged at least 4.50
m above deck in position 1 and at least 2.30 m above deck in position 2.
(IMSBC Code 3.5.4 and IACS UI SC89)
Guidance note:
This does not prohibit ventilators from being fitted with a means of closure as required for fire protection purposes under SOLAS
regulation II-2/5.2.1.1.
(IACS UI SC89)
3.9.3 Escaping gases
The ventilation outlets shall be arranged at least 10 m away from living quarters on or under deck.
3.10 Bilge pumping
3.10.1 Inadvertent pumping
The bilge system shall be designed so as to prevent inadvertent pumping of flammable and toxic liquids
through pumps and pipelines in the machinery space.
3.10.2 Isolating valves
The cargo hold bilge lines shall be provided with isolating valves outside the machinery space or at the point
of exit from the machinery space located close to the bulkhead.
The valves shall be capable of being secured in closed position (e.g. safety locking device).
Remote controlled valves shall be capable of being secured in closed position. In case a computer-based
system is provided, this system shall contain a corresponding safety query on the display.
3.10.3 Warning signs
Warning signs shall be displayed at the isolating valve or control positions, e.g. “This valve to be kept secured
in closed position during the carriage of dangerous goods in cargo hold nos. __ and may be operated with the
permission of the master only”.
3.10.4 Inspection of bilge pumping arrangements
Prior to loading, the safety of the bilge pumping arrangements for cargo holds shall be approved by the flag
administration.
3.11 Personnel protection – full protective clothing
3.11.1 The protective clothing shall satisfy the equipment requirements specified in the EmS Guide for the
individual substances.
The required protective clothing is for emergency purposes.
3.11.2 Two sets of full protective clothing appropriate to the properties of the cargo shall be provided.
(IMSBC Code appendix 1 Emergency procedures)
3.11.3 Four sets of full protective clothing appropriate to the properties of the cargo shall be provided.
DNV AS
3.12 Personnel protection - self-contained breathing apparatuses
3.12.1 Two sets of self-contained breathing apparatuses with spare air cylinders for at least two refills for
each set shall be provided.
3.12.2 Additional two sets of self-contained breathing apparatuses with spare air cylinders for at least two
refills for each set shall be provided.
(SOLAS regulation II-2/19.3.6.2, IMSBC Code appendix 1 and IACS UI SC92)
Guidance note:
Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully
recharging the air cylinders, need carry only one spare charge for each required apparatus.
3.13 No smoking signs
“NO SMOKING” signs shall be posted in the vicinity of cargo holds and in areas adjacent to cargo holds.
3.14 Machinery space boundaries
3.14.1 A-60 insulation
Bulkheads between cargo spaces and machinery spaces of category A shall be provided with a fire insulation
to “A-60” class standard. Otherwise the cargoes shall be stowed at least 3 m away from the machinery space
bulkhead.
Guidance note:
The 3 m distance can be provided by a grain bulkhead, big bags or by other means of separation.
Decks between cargo and machinery spaces of category A shall be insulated to “A-60” class standard.
3.14.2 Gas-tightness
All boundaries between the cargo hold and the machinery space shall be gastight. Cable penetrations are not
permitted.
Interconnection of cargo hold ventilation trunks with other cargo holds, accommodation or work areas is not
permitted.
3.14.3 Inspection of engine room bulkhead
Prior to loading, the bulkheads to the engine room shall be inspected and approved by the flag administration
as gastight.
3.15 Other boundaries
All boundaries of the cargo holds shall be resistant to fire and passage of water (steel or equivalent).
3.16 Gas sampling points
Two gas sampling points per cargo hold shall be arranged in the hatch cover or hatch coaming preferably one
on each side, provided with threaded stubs and sealing caps according to Figure 1. The sampling points shall
DNV AS
be located as high as possible, e.g. upper part of hatch. Fore and aft location may also be accepted if this is
deemed more advantageous.

Figure 1 Gas sampling points
3.17 Weather tightness
Hatch covers, closures for all ventilators and other closures for openings leading to the cargo holds shall be
weathertight.
Guidance note:
Weather tightness is to be verified by a surveyor (hose test or equivalent) during the periodical surveys.
3.18 Fuel tanks
3.18.1 Tightness
Prior to loading, fuel tanks situated under the cargo spaces shall be pressure tested to verify that there is no
leakage of manholes and piping systems leading to the tanks.
3.18.2 Sources of heat
Stowage adjacent to sources of heat, including fuel tanks which may require heating is not permitted.
Guidance note:
For AMMONIUM NITRATE UN 1942 heating arrangements for fuel tanks should be disconnected and shall remain disconnected
during the entire voyage.
Stowage adjacent to sources of heat and to fuel tanks heated to more than 55°C is not permitted.
Guidance note:
For BROWN COAL BRIQUETTES and COAL this requirement is considered to be met if the fuel oil temperature is controlled at
less than 55°C. This temperature should not exceed for periods greater than 12 hours in any 24-hour period and the maximum
temperature reached should not exceed 65°C.
DNV AS
(MSC.1/Circ.1351)
Stowage to sources of heat and to tanks, double bottoms or pipes containing fuel oil heated to more than
50°C is not permitted.
Means shall be provided to monitor and to control the temperature so that it does not exceed 50°C
3.19 Self-unloading system
3.19.1 Types of self-unloading systems:
a) Closed: the part of the system located outside the cargo hold is fully enclosed, e.g. pneumatic systems
or fully enclosed chain conveyors.
b) Open: open type systems, e.g. belt conveyors and bucket conveyors.
For some cargoes the use of self-unloading systems are not permitted due to hazards involved. For other
cargoes only closed systems are permitted.
3.19.2 Cargo handling spaces containing self-unloading systems shall be provided with a water flushing
system enabling easy cleaning/removal of dust deposits.
3.19.3 Self-unloading systems of open type shall be arranged for emergency stop from convenient locations
within the cargo handling spaces and on open deck.
3.19.4 Cargo handling spaces containing self-unloading systems shall be fitted with mechanical ventilation
giving at least 6 air changes per hour.
Guidance note:
For COAL see the IMSBC Code appendix 1.
3.19.5 Electrical equipment in spaces containing self-unloading systems shall comply with the requirements
under [3.4] and [3.5].
Conveyor belts shall be made from materials not liable to accumulate static electricity.
3.19.6 Depending on the properties of the cargoes the spaces containing self-unloading systems shall be
equipped either with:
a) a fixed CO2 fire-extinguishing system; or
2
b) a fixed water spaying system with a of at least 5 l/min/m of the largest horizontal area.
Drainage and pumping arrangements shall be designed in compliance with Pt.4 Ch.6, as applicable.
Guidance note:
According to the IMSBC Code 3.1.2 regular fire safety risk assessments shall be carried out for cargo handling areas on self-
unloading bulk carriers featuring internally installed conveyor systems within the ships structure. Due consideration shall be given
to the fire prevention and the effective operation of fire detection systems, containment and suppression under all anticipated
operating conditions and cargoes.
DNV AS
Table 13 Requirements for solid bulk cargoes
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Temperature measurement
Class (subsidiary risk)
Acidity of bilge water
Gas sampling points
Additional provision
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Fire- extinguishing system
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
ALUMINIA 3.11.2 3.19.1
CR 3.2.2
DNV AS
HYDRATE 3.12.1 a) or b)
ALUMINIUM 3.7.4
4.3 3.8.2 3.9.2 3.11.3 3.19.1 3.19.6
FERROSILICON 3.2.2 IIC T2 c) f) 3.13 3.14
(6.1) 3.8.6 3.9.3 3.12.2 a) a)
POWDER UN 1395 k) l)
ALUMINIUM 3.8.2 3.11.3 3.19.1 3.19.6

5.1 3.2.2 3.3
NITRATE UN 1438 3.8.3 3.12.2 a) or b) b)
ALUMINIUM
SILICON 3.7.4
3.8.2 3.9.2 3.11.3 3.19.1 3.19.6
POWDER, 4.3 3.2.2 IIC T2 c) f) 3.13 3.14
3.8.6 3.9.3 3.12.2 a) or b) a)
UNCOATED UN k) l)
1398
ALUMINIUM
SMELTING BY-
PRODUCTS or 3.7.4 3.10.1
3.8.2 3.9.2 3.11.3 3.14.1 3.19.1 3.19.6
ALUMINIUM 4.3 3.2.2 IIC T2 a) 3.10.2 3.13
3.8.6 3.9.3 3.12.2 3.14.2 a) or b) a)
REMELTING BY- b) f) 3.10.3
PRODUCTS UN
3170
Page 163
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
ALUMINIUM
SMELTING/ WF 3.7.4 3.10.1
3.8.2 3.9.2 3.19.1 3.19.6
REMELTING BY- WT 3.2.1 IIC T1 a) 3.10.2 3.13 3.14.2 3.17
DNV AS
3.8.6 3.9.3 a) or b) a)

PRODUCTS, CR b) f) 3.10.3
PROCESSED
AMMONIUM 3.8.2 3.11.3 3.18.1 Not

5.1 3.2.2 3.3 T4 3.7.3 3.13 3.14.1 3.17
NITRATE UN 1942 3.8.3 3.12.2 3.18.2 permitted
AMMONIUM
NITRATE BASED 3.8.2 3.11.3 3.18.1 Not
5.1 3.2.2 3.3 T4 3.7.3 3.13 3.14.1 3.17
FERTILIZER UN 3.8.3 3.12.2 3.18.4 permitted
2067
AMMONIUM
NITRATE BASED 3.8.2 3.11.3 Not
9 3.2.2 3.3 T4 3.7.3 3.13 3.14.1 3.17 3.18.4
FERTILIZER UN 3.8.3 3.12.2 permitted
2071
AMMONIUM
3.7.4 3.11.2 Not
NITRATE BASED OH 3.2.2 3.3.2 T4 3.7.3 3.13 3.14.1 3.18.4
j) 3.12.1 permitted
FERTILIZER MHB
AMORPHOUS
3.19.1
SODIUM SILICATE CR 3.2.2
a) or b)
LUMPS
Page 164
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
BARIUM NITRATE 3.8.2 3.11.3 3.19.1 3.19.6
5.1 3.2.2 3.3
UN 1446 3.8.3 3.12.2 a) or b) b)
DNV AS
TX 3.19.1
BORIC ACID 3.2.2
CR a)
3.7.4
BROWN COAL CB 3.19.1 3.19.6
3.2.2 IIA T4 IP55 3.7.3 e) 3.7.5 3.12.1 3.13 3.15 3.16 3.17 3.18.3
BRIQUETTES SH a) or b) a)
i) j)
CALCIUM NITRATE 3.8.2 3.11.3 3.19.1 3.19.6

5.1 3.2.2 3.3
UN 1454 3.8.3 3.12.2 a) or b) b)
3.19.6
CASTOR BEANS 3.8.2 3.11.3 3.19.1
9 3.2.1 3.3 a) or
UN 2969 3.8.3 3.12.2 a)
b)
3.19.6
CB 3.7.4 3.19.1
CHARCOAL 3.2.1 a) or
SH j) a) or b)
b)
3.19.1
CLINKER ASH TX 3.2.2 3.11.2
a)
CB
SH 3.7.4
3.8.2 3.19.1 3.19.6
Page 165
COAL 3.2.2 IIA T4 IP55 3.7.3 d) e) 3.7.5 3.12.1 3.13 3.15 3.16 3.17 3.18.3
WF 3.8.3 a) or b) a)
i) j)
CR
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
3.19.6
TX 3.19.1
COAL TAR PITCH 3.2.2 3.11.2 a) or
CR a)
b)
DNV AS
3.19.6
COPRA (dry) UN 3.7.4 3.8.2 3.11.3 3.19.1
4.2 3.2.1 3.3 3.7.3 3.13 3.14.1 3.18.2 a) or
1363 j) 3.8.3 3.12.2 a) or b)
b)
DIRECT REDUCED
IRON (A) SH 3.7.4 3.8.2 Not
3.2.2 IIC T2 3.7.3 3.13 3.15 3.17
Briquettes, hot WF f) j) 3.8.3 permitted
moulded
DIRECT REDUCED
IRON (B)
SH 3.7.4 Not
Lumps, pellets, 3.2.1 IIC T2 3.7.3 3.13 3.15 3.17
WF f) j) permitted
cold-moulded
1)
briquettes
DIRECT REDUCED
SH 3.7.4 Not
IRON (C) (By- 3.2.1 IIC T2 3.7.3 3.13 3.15 3.17
1) WF f) j) permitted
product fines)
FERROPHOS-
PHORUS WF 3.7.4 3.8.2 3.9.2 3.19.1 3.19.6
3.2.2 IIC T1 3.12.1 3.13
(including WT k) n) 3.8.6 3.9.3 a) or b) a)
Page 166
briquettes)
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
3.7.4
FERROSILICON 4.3 3.8.2 3.9.2 3.11.3 3.19.1 3.19.6
3.2.2 IIC T1 c) f) 3.10 3.13 3.14
UN 1408 (6.1) 3.8.6 3.9.3 3.12.2 a) a)
k)
DNV AS
3.7.4
WF 3.8.2 3.9.2 3.14.2 3.19.1 3.19.6
FERROSILICON 3.2.2 IIC T1 c) f) 3.10 3.12.2
WT 3.8.6 3.9.3 3.14.3 a) a)
k)
FERROUS METAL
BORINGS,
SHAVINGS, 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6
4.2 3.2.1 3.3 3.7.2 3.13 3.14.1
TURNINGS or j) 3.8.3 3.12.2 a) or b) a)
CUTTINGS UN
2793
FISH MEAL
3.19.6
(FISH SCRAP), 3.7.4 3.8.2 3.11.3 3.19.1
9 3.2.1 3.3 3.7.3 a) or
STABILIZED UN j) 3.8.3 3.12.2 a) or b)
b)
2216
FLUE DUST, 3.19.6
TX 3.11.2 3.19.1
CONTAINING 3.2.2 a) or
CR 3.12.1 a)
LEAD AND ZINC b)
3.19.1
FLUORSPAR TX 3.2.2
a)
Page 167
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
GRANULATED
NICKEL MATTE
TX 3.11.2 3.19.1
(LESS THAN 3.2.2
DNV AS
CR 3.12.1 a)
2% MOISTURE
CONTENT)
IRON OXIDE,
3.7.4 3.19.6
SPENT or IRON 3.8.2 3.11.3 3.19.1
4.2 3.2.1 3.3 IIA T2 IP55 g) h) 3.13 3.14.1 a) or
SPONGE, SPENT 3.8.3 3.12.2 a) or b)
j) m) b)
UN 1376
LEACH RESIDUE
TX 3.11.2 3.19.1 3.19.6
CONTAINING 3.2.2
CR 3.12.1 a) a)
LEAD
LEAD NITRATE UN 5.1 3.8.2 3.11.3 3.19.1 3.19.6

3.2.2 3.3
1469 (6.1) 3.8.3 3.12.2 a) b)
SH 3.19.1
LIME (UNSLAKED) 3.2.2
CR a)
3.19.6
LINTED COTTON 3.7.4 3.19.1
SH 3.2.1 3.12.1 3.17 a) or
SEED j) a) or b)
b)
MAGNESIA SH 3.19.1
3.2.2
Page 168
(UNSLAKED) CR a)
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
MAGNESIUM 3.8.2 3.11.3 3.19.1 3.19.6
5.1 3.2.2 3.3
NITRATE UN 1474 3.8.3 3.12.2 a) or b) b)
DNV AS
MATTE
3.19.6
CONTAINING TX 3.11.2 3.19.1
3.2.2 a) or
COPPER AND CR 3.12.1 a)
b)
LEAD
SH
METAL SULPHIDE 3.2.1 3.7.4 3.19.1 3.19.6
TX 2) 3.12.1
CONCENTRATES j) n) a) a)
CR
METAL SULPHIDE
CONCENTRATES, SH 3.2.1 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6
8 2)
CORROSIVE UN WT j) n) 3.8.3 3.12.2 a) a)
1759
METAL SULPHIDE WT
CONCENTRATES, 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6
4.2 TX 3.2.1 3.3 3.7.3 3.13 3.14.1
SELF-HEATING UN j) n) 3.8.3 3.12.2 a) a)
3190 CR
MONOAMMONIUM
PHOSPHATE 3.19.6
3.11.2 3.19.1
(M.A.P.), MINERAL CR 3.2.2 a) or
3.12.1 a)
ENRICHED b)
Page 169
COATING
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
MONOCALCIUM- 3.19.6
3.11.2 3.19.1
PHOSPHATE CR 3.2.2 a) or
3.12.1 a)
(MCP) b)
DNV AS
3.19.6
3.7.4 3.8.2 3.19.1
PEAT MOSS CR 3.2.2 a) or
d) j) 3.8.3 a) or b)
b)
PETROLEUM 3.19.6
3.11.2 3.19.1
COKE (calcined or SH 3.2.2 a) or
3.12.1 a) or b)
uncalcined) b)
3.19.6
CB 3.8.2 3.11.2 3.19.1
PITCH PRILL 3.2.2 3.18.2 a) or
CR 3.8.3 3.12.1 a)
b)
POTASSIUM 3.8.2 3.11.3 3.19.1 3.19.6

5.1 3.2.2 3.3
NITRATE UN 1486 3.8.3 3.12.2 a) or b) b)
PYRITES, TX 3.19.1
3.2.2
CALCINED CR a)
RADIOACTIVE
MATERIAL, 3.19.6
3.11.2 3.19.1
LOW SPECIFIC 7 3.2.2 a) or
3.12.1 a)
ACTIVITY (LSA-I) b)
Page 170
UN 2912
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
RADIOACTIVE
MATERIAL,
3.19.6
SURFACE 3.11.2 3.19.1
7 3.2.2
DNV AS
a) or
CONTAMINATED 3.12.1 a)
b)
OBJECTS (SCO-I)
UN 2913
SAND, MINERAL
CONCENTRATE,
RADIOACTIVE 3.19.6
TX 3.11.2 3.19.1
MATERIAL, 7 3.2.2 a) or
CR 3.12.1 a)
LOW SPECIFIC b)
ACTIVITY (LSA-I)
UN 2912
3.19.6
3.7.4 3.8.2 3.19.1
SAWDUST CB 3.2.1 a) or
j) 3.8.3 a) or b)
b)
SEED CAKE,
containing 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6
4.2 3.2.1 3.3 3.7.3 3.13 3.14.1 3.17
vegetable oil UN j) 3.8.3 3.12.2 a) or b) a)
1386 (a)
Page 171
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
SEED CAKE,
containing
vegetable oil 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6
4.2 3.2.1 3.3 IIA T3 3.7.3 3.9.1 3.13 3.14.1 3.17
DNV AS
UN 1386 (b) j) 3.8.3 3.12.2 a) or b) a)

mechanically
expelled seeds
SEED CAKE,
containing
3.7.4 3.8.2 3.11.3 3.19.1 3.19.6
vegetable oil UN 4.2 3.2.1 3.3 IIA T3 3.7.3 3.9.1 3.13 3.14.1 3.17
j) 3.8.5 3.12.2 a) or b) a)
1386 (b) solvent
extracted seeds
SEED CAKE UN 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6

4.2 3.2.1 3.3 IIA T3 3.7.3 3.9.1 3.13 3.14.1 3.17
2217 j) 3.8.5 3.12.2 a) or b) a)
SEED CAKES AND
OTHER RESIDUES 3.7.4 3.8.2 3.19.1 3.19.6
SH 3.2.1 IIA T3 IP55 3.7.3 3.9.1 3.12.1 3.13 3.17
OF PROCESSED j) 3.8.3 a) or b) a)
OILY VEGETABLES
SILICO- WF 3.7.4
3.8.2 3.19.1 3.19.6
MANGANESE (low WT 3.2.2 IIC T1 c) f) 3.12.1 3.13
3.8.4 a) a)
carbon) TX j) k)
SODIUM NITRATE 3.8.2 3.11.3 3.19.1 3.19.6

Page 172
5.1 3.2.2 3.3

UN 1498 3.8.3 3.12.2 a) or b) b)
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
SODIUM NITRATE
AND POTASSIUM 3.8.2 3.11.3 3.19.1 3.19.6
5.1 3.2.2 3.3
NITRATE MIXTURE 3.8.3 3.12.2 a) or b) b)
DNV AS
UN 1499
SOLIDIFIED
FUELS RECYCLED 3.7.4 3.19.1 3.19.6
SH 3.2.1 T3 IP55 3.11.2
FROM PAPER AND j) a) or b) b)
PLASTICS
CB 3.7.4
SUGARCANE WT 3.19.6
d) e) 3.19.1
BIOMASS 3.2.1 IIA T3 IP55 3.12.1 3.17 a) or
WF j) o) a)
PELLETS b)
OH p)
SULPHUR UN 3.8.2 3.11.3 Not

4.1 3.2.2 3.3 T4 IP55 3.9.1 3.13 3.14.1
1350 3.8.3 3.12.2 permitted
3.19.6
SUPERPHOSPHATE 3.11.2 3.19.1
CR 3.2.2 a) or
(triple, granular) 3.12.1 a)
b)
3.19.6
SH 3.11.2 3.19.1
TANKAGE 3.2.1 3.7.3 a) or
OH 3.12.1 a) or b)
b)
Page 173
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
3.19.6
3.19.1
VANADIUM ORE TX 3.2.2 3.12.1 a) or
a)
b)
DNV AS
WOODSHIPS
3.7.4 3.19.6
having a moisture 3.8.2 3.19.1
CB 3.2.2 d) 3.12.1 3.13 a) or
content of 15% or 3.8.3 a) or b)
j) p) b)
more
WOODSHIPS
3.7.4 3.19.6
having a moisture 3.8.2 3.19.1
CB 3.2.1 d) 3.12.1 3.13 a) or
content of less 3.8.3 a) or b)
j) p) b)
than 15%
WOOD PELLETS 3.7.4 3.19.6

CONTAINING 3.8.2 3.19.1
WF 3.2.1 IIB T4 IP55 e) j) 3.12.1 3.13 a) or
ADDITIVES AND/ 3.8.3 a) or b)
o) p) b)
OR BINDERS
WOOD PELLETS 3.7.4 3.19.6

NOT CONTAINING 3.8.2 3.19.1
OH 3.2.2 T3 IP55 e) j) 3.12.1 3.13 a) or
ANY ADDITIVES 3.8.3 a) or b)
o) p) b)
AND/OR BINDERS
Page 174
Cargo Requirements
Sources
Self-unloading
of ignition
system 3.19
3.4-3.6
Gas sampling points
Gas measurement
Weather tightness
No smoking signs
Other boundaries
Water supplies
Bilge pumping
on ventilation
Ventilation
Fuel tanks
Temperature class
Apparatus group
Bulk Cargo
MHB
Shipping Name
Type
Wood products
- General
3.7.4 3.19.6
(LOGS, PULP, 3.8.2 3.19.1
3.2.2 3.12.1
DNV AS
d) a) or
WOOD, TIMBER, 3.8.3 a) or b)
j) p) b)
ROUNDWOOD or
SAW LOGS)
3.7.4
CB 3.19.6
WOOD d) 3.8.2 3.19.1
SH 3.2.1 T3 IP55 3.12.1 3.13 a) or
TORREFIED e) j) 3.8.3 a) or b)
CR b)
o) p)
ZINC ASHES UN 3.7.4 3.8.2 3.11.3 3.19.1 3.19.6

4.3 3.2.2 IIC T2 3.9.2 3.13 3.14.1
1435 f) n) 3.8.6 3.12.2 a) or b) a)
ZINC OXIDE
3.11.2 3.19.1
ENRICHED FLUE TX 3.2.2
3.12.1 a)
DUST
1) Additional information about means for the carriage of DIRECT REDUCED IRON (B) and (C), such as interting of cargo holds and sealing of hatch
covers, shall be provided as agreed upon with the Society.
2) A ship may be exempted from the requirement of a fixed gas fire-extinguishing system when the metal sulphide concentrates do not exhibit any
self-heating, flammability or water-reactive flammability hazards in accordance with the MHB tests and classification criteria contained in the
IMSBC Code and subject to the flag administration's authorization as provided by SOLAS regulation II-2/10.7.1.4.
Page 175
SECTION 11 RECOVERED OIL RECEPTION AND TRANSPORTATION -
OILREC AND OILREC FP> 60°C
1 General
1.1 Objective
The objective of these rules are to provide requirements for the safe recovery, handling, storage and
transport of oil spills at sea. .
1.2 Scope
The scope for additional class notations OILREC and OILREC FP> 60°C establishes an increased level of
safety concerning the requirements for the arrangement, safety and operation of a vessel, equipped and
arranged for oil recovery, at sea. Safety issues covered by this class notation include: fire and explosion
during handling, storage and transportation of oil recovered from an oil spill at sea, supporting structures
for equipment employed during oil recovery operations, stability and floatability and available power to
equipment used during oil recovery operations. OILREC sets requirements for shipboard systems and
arrangements for recovery of oils with flash point below 60°C, and OILREC FP> 60°C sets requirements for
oils with flashpoint above 60°C.
1.3 Application
The additional class notation OILREC and OILREC FP> 60°C applies to vessels equipped for the recovery
of oil from an oil spill at sea. The oil recovery system covered by these class notations includes the system
for transfer and pumping of recovered oil, from the oil skimmer's connection flange up to and including the
discharge delivery flange. It is assumed that the operation of the vessel during oil recovery operations will be
in accordance with the approved operation manual, see [6.1].
1.4 Class notations
1.4.1 Vessels built and equipped in compliance with the requirements given in this section may be given
class notation in accordance with Table 1.
Table 1 Additional class notations
OILREC
Mandatory:
no Recovered oil reception
All ships except
Design requirements: <None> and transportation for oil
Tanker for oil
Sec.11 with flashpoint below 60°C
FIS survey requirements:
Pt.7 Ch.1 Sec.6
DNV AS
OILREC FP> 60°C
Mandatory:
no
Recovered oil reception
[3.1.1] to [3.1.5], [3.4], <None> and transportation for oil
[5.1.1] to [5.1.2], [5.4.4], with flashpoint above 60°C
[5.4.6], [5.4.10],[5.9.2] to
[5.9.3]
Ch.7 Sec.2 and Ch.7 Sec.4
2 Documentation and testing
2.1 Documentation
Oil recovery S010 - Piping diagram AP
piping system Z160 - Operation manual See [6.1]. AP
S010 - Piping diagram AP
Heating system Including steam nozzle arrangements with tank
penetrations.
* G080 - Hazardous area classification
Hazardous areas AP
drawing
Electrical equipment in hazardous areas. Where
relevant, based on an approved 'Hazardous area
Z030 - Arrangement plan classification drawing' where location of electric FI
equipment in hazardous area is added (except battery
room, paint stores and gas bottle store).
E090 - Table of Ex-installation AP
Electrical
installations in Electrical equipment in hazardous areas, see Pt.5 Ch.5
* Z163 - Maintenance manual FI
hazardous areas Sec.8 [5.1].
Single line diagrams for all intrinsically safe circuits,
for each circuit including data for verification of
E170 - Electrical schematic drawing AP
the compatibility between the barrier and the field
components.
E040 - Electrical load balance For oil recovery operations, if applicable. AP
*
Exhaust system Z030 - Arrangement plan Including spark arrestors. FI
DNV AS
Structural fire
G060 - Structural fire protection
protection See however [2.1.4]. AP
* drawing
arrangements
Fire extinguishing
equipment, Z030 - Arrangement plan At working deck, see however [2.1.4]. AP
mobile
Oil recovery Supporting structures and fastening arrangements,
H050 - Structural drawing AP
equipment including reaction forces.
Operational
Z160 - Operation manual See [6.1]. AP
manual
*
= N/A for OILREC FP> 60°C
AP = for approval
FI = for information
Sec.6.
2.1.4 If fire extinguishing equipment and structural fire protection and/or stability and floatability have been
approved by a flag administration applying requirements which may be considered equivalent to those of the
rules, such approval, satisfactorily documented, may be accepted as evidence of compliance with the rule
requirements.
2.2 Testing
2.2.1 Upon completion, the procedure of changing to the vessel’s oil recovery mode shall be demonstrated
and such an operation shall be simulated to verify that the vessel will be able to operate as intended and
described in the operation manual.
The test need not include oil recovery equipment that will be put on board during mobilization.
3 Basic requirements
3.1 General
3.1.1 The vessel shall be provided with:
— a suitable working deck for use in oil recovery operations
— storage tanks for recovered oil
— permanently installed pumping and piping arrangement for transfer and discharge of recovered oil.
3.1.2 The vessel shall have adequate stability and floatability in all relevant operational conditions. The
stability and floatability properties will be considered in each particular case.
3.1.3 The visibility from the manoeuvring station shall be such that the master can easily monitor oil
recovery operations both on deck and in the water.
DNV AS
3.1.4 The oil tanks and the deck area, from where the operation is performed, shall be as far away from the
accommodation as possible.
3.1.5 Deck spills shall be kept away from accommodation and service areas through suitable precautionary
discharge stations.
3.1.6 Exhaust outlets from machinery shall be located as high as practicable above the deck and shall be
fitted with spark arresters.
3.2 Fire protection and extinction
3.2.1 For vessels with cargo tanks forward of the superstructure, the exterior boundaries of superstructures
and deckhouses enclosing the accommodation, including any overhanging decks which support such
accommodation, shall be constructed of steel and insulated to A-60 fire integrity.
The whole portion which face the cargo area (up to bridge windows) and on the outward sides for a distance
of 3 m from the end boundary facing the cargo area shall be protected. The distance of 3 m shall be
measured horizontally and parallel to the middle line of the ship from the boundary which faces the cargo
area at each deck level.
The sides of these superstructures and deckhouses, A-60 insulation shall be carried up to the underside of
the bridge navigation deck.
In lieu of A-60 fire integrity, construction to A-0 fire integrity with a permanently installed water-spraying
system in compliance with [3.2.4] may be accepted.
Guidance note:
The external boundaries of service spaces used as deck stores need not to be insulated provided there is no direct or indirect
access to any other spaces and that they are insulated to A-60 standard towards adjacent spaces.
3.2.2 The requirement in [3.2.1] is also applicable to vessels with cargo tanks aft of the superstructure,
provided the exterior boundaries of superstructures and deckhouses enclosing accommodation, including any
overhanging decks which support such accommodation, are situated within 10 m of the nearest hazardous
area seen in profile, see Figure 1.

Figure 1 Distance from hazardous area
DNV AS
3.2.3 The requirement in [3.2.1] is also applicable for access doors, windows and portholes fitted in such
boundaries.
Windows and portholes fitted with permanently hinged inside deadlights of steel having a thickness not less
than 3 mm will be accepted in lieu A-0 standard, provided the oil recovery operation (ORO) manual specifies
that these deadlights are closed during oil recovery operations.
Water-/weathertight doors constructed of steel will be accepted in lieu of A-0 standard. If they are fitted with
windows/portholes, deadlights as mentioned above shall be fitted.
2
3.2.4 The water-spraying system referred to in [3.2.1] shall have a capacity of at least 10 litres/minute/m .
The system shall be fully activated from bridge.
3.2.5 For protection of the working deck area two semi-portable 25 kg dry powder fire extinguishers shall be
provided. They shall be stored in readily available spaces adjacent to the working deck.
In addition, the vessel should carry two portable foam applicator units with at least 4 portable 20 litre
containers with foam concentrate, for use with water supplied by the vessels fire main.
3.3 Tank arrangement
3.3.1 Recovered oil shall not be stored in tanks within the accommodation and/or machinery spaces of
category A.
3.3.2 Tanks intended for storage of recovered oil shall be separated from machinery spaces of category A
and accommodation by means of:
— cofferdams or
— tanks for other purposes (fuel oil, ballast, etc.) or
— dry compartments other than accommodation.
For easy access to all parts, the cofferdams shall have a minimum width of 600 mm.
3.3.3 Where cofferdams are impractical to arrange, tanks adjacent to the engine room may be accepted for
storage of recovered oil provided the tank bulkhead is:
— accessible for inspection
— carried continuously through abutting plate panels, except that full penetration welding may be used at
the top of the tank
— pressure tested at every complete periodical survey.
3.3.4 All openings to the tanks for recovered oil shall be located on open deck.
3.3.5 Tanks for recovered oil shall have suitable access hatches with minimum clear opening of 600 mm ×
600 mm from open deck for cleaning and gas-freeing. Long tanks shall have access in both ends.
3.3.6 Tanks exceeding a breadth of 0.56 B or a length of 0.1 L or 12 m whichever is the greater shall be
provided with wash bulkheads or similar arrangement to reduce liquid sloshing in partially filled tanks.
3.3.7 The height of tanks for recovered oil shall not be less than 1.5 m. Internal obstructions in tanks for
recovered oil shall be provided with adequate openings to allow a full flow of oil. The area of one single
opening shall for that purpose not to be less than twice the sectional area of the discharge pipe.
The openings shall be so arranged that the tanks can be effectively drained.
3.3.8 Any coating in tanks for recovered oil shall be of an oil and dispersion resistant type.
DNV AS
3.4 Support of heavy components
3.4.1 The strength of the supporting structures for equipment applied during oil recovery operations can be
based on the assumption that the oil recovery operations will take place in moderate sea conditions.
3.4.2 For cranes intended for use during oil recovery operations, dynamic loads due to the vessel's motions
shall be taken into account. In general the cranes and their supporting structures shall have scantlings based
on at least twice the working load of the crane.
4 Hazardous and non-hazardous areas
4.1 Area classification
4.1.1 In order to facilitate the selection of appropriate electrical apparatus and the design of suitable
electrical installations, hazardous areas are divided into zones 0, 1 and 2.
4.1.2 Hazardous areas zone 0:
The interiors of cargo tanks, any pipe work of pressure-relief or other venting systems for cargo tanks, pipes
and equipment containing the cargo or developing flammable gases or vapours.
1) Cargo pump room.
2) Enclosed or semi-enclosed spaces in which recovered oil pipe flanges and or valves are located.
3) Enclosed or semi-enclosed spaces in which oil contaminated equipment for handling of recovered oil are
located.
4) Areas on the open deck or semi-enclosed spaces on the deck within a distance of 3 m from oil skimmer
equipment, hoses and valves used for recovered oil handling, openings and air pipes from tanks for
recovered oil and openings and ventilation outlets from hazardous areas.
Guidance note:
A cargo rail that is not open from above and with at least two sides will be considered as a semi-enclosed space. If gas tight doors
are installed in the cargo rail this may be considered when analysing and classifying the space.
DNV AS
1) Cofferdams and spaces adjacent to tanks intended for storage of recovered oil, not containing pipe
flanges or valves.
2) Open deck over tanks intended for storage of recovered oil and 3 m forward and aft of this area, to the
full width of the ship, on the open deck up to a height of 2.4 m above the deck.
4.1.5 A space with access doors or other openings into a hazardous area shall be considered to have the
same hazardous zone classification as the adjacent hazardous area. See however [3.2.1].
4.1.6 Non-hazardous areas are areas which are not defined as hazardous in the above.
4.2 Access openings between non-hazardous spaces and hazardous area
4.2.1 A non-hazardous space with access doors to hazardous area may be accepted as non-hazardous on the
following conditions:
1) The non-hazardous room shall have overpressure ventilation with 20 air changes per hour in relation to
the hazardous area.
2) The doors shall be gastight.
3) The doors shall be self-closing and preferably arranged to swing into the non-hazardous space so that
they are kept closed by the overpressure.
4) If a door cannot be made self-closing, a second self-closing door in accordance with 2) and 3) above
shall be arranged. The doors shall be arranged with sufficient spacing to allow for safe passage.
5) Self-closing doors may be used for passage, but shall not remain open during oil recovery operations.
Signboards shall be fitted to this effect.
6) Emergency escape hatches to open deck that cannot be made self-closing need not be arranged with
an air lock, but during oil recovery operations they can only be used for emergency escape purpose.
Signboards shall be fitted to this effect.
Guidance note:
A watertight sliding door is not accepted as a self-closing door as the self-closing mode is considered too hazardous. Hence, a
second self-closing door in accordance with 2) and 3) above shall be arranged. The doors shall be arranged with sufficient spacing
to allow for safe passage.
4.2.2 Access doors to non-hazardous spaces not normally entered may be accepted without the
arrangements in [3.2.1] 3) and 4) provided it is locked closed during oil recovery operations and fitted with
signboards to that effect.
5 Arrangement and equipment
5.1 General
5.1.1 Systems and safety arrangements for handling of recovered oil shall be permanently installed in order
to minimize the time needed to make the vessel operational for oil recovery tasks.
5.1.2 Systems and arrangements shall be such that procedures for and practical execution of filling, venting,
discharge, sounding, etc. will be simple to perform.
5.1.3 All electrical and mechanical equipment for use in hazardous areas during oil recovery operations shall
be certified for operation in gas contaminated atmosphere.
DNV AS
5.2 Ventilation system
5.2.1 Hazardous and non-hazardous spaces shall be independently ventilated.
5.2.2 Non-hazardous spaces adjacent to hazardous areas shall have mechanical ventilation with
overpressure relative to hazardous areas. The inlet air shall be taken from a non-hazardous area at least 1.5
m from the boundaries of any hazardous area. The outlet air shall be led to a non-hazardous area on open
deck.
5.2.3 Hazardous spaces shall have mechanical ventilation of extraction type, with 8 air changes per hour.
The inlet air for hazardous enclosed spaces shall be taken from non-hazardous areas. The outlet air shall be
led to an open area, which, in the absence of the considered outlet, would be of the same or lesser hazard
than the ventilated space.
5.2.4 Small hazardous spaces located on or above cargo deck level (e.g. deck stores) may be accepted with
natural ventilation only.
5.2.5 Spaces which normally would be regarded as zone 2 according to [3.1.4] 1) above may be accepted
as non-hazardous on the condition that the following special requirements to ventilation in addition to those
given in [4.2.2] above are complied with:
— the ventilation capacity shall be at least 20 changes of air per hour
— the arrangement of ventilation inlet and outlet openings in the room shall be such that the entire room is
efficiently ventilated, taking special consideration to locations where gas may be released or accumulated.
5.2.6 Ventilation fans serving hazardous spaces shall comply with requirements in Pt.4 Ch.6 Sec.9 [2.6].
5.2.7 For hazardous spaces or when the space is dependent on ventilation for its area classification, the
following requirements apply:
1) Operation of the ventilation shall be monitored.
2) In the event of failure of ventilation, the following requirements apply:
— an audible and visual alarm shall be given at a manned location
— immediate action shall be taken to restore ventilation.
5.3 Tank venting system
5.3.1 Ventilation outlets from the tanks shall be led to open deck.
The outlets shall have a minimum height of 2.4 m above deck and be located at a minimum horizontal
distance of 5 m away from openings to accommodation and other non-hazardous spaces, ventilation intakes
for accommodation and engine room and non-certified safe electrical equipment.
5.3.2 Portable ventilation outlet pipes intended for use during oil spill recovery operations only, may be
accepted.
5.3.3 The venting arrangement shall in general comply with the requirements given for the main class.
5.4 Arrangement of piping systems
5.4.1 There shall be no permanent connection between hazardous piping systems and other piping systems
in the vessel, unless specified in this section.
DNV AS
5.4.2 The system for pumping and transfer of recovered oil shall be permanently installed and shall be
located outside machinery spaces, accommodation and other non-hazardous areas.
Flexible hoses shall not be used in the system for pumping and transfer of recovered oil.
5.4.3 Oil recovery piping systems shall be of pipe class II defined in Pt.4 Ch.6 irrespective of design pressure
and temperature.
5.4.4 The transfer system shall be arranged such that simultaneous filling and discharge will be possible.
5.4.5 For coupling of portable skimming equipment one filling connection with branch pipes to all tanks for
recovered oil shall be arranged on deck close to the skimming equipment.
5.4.6 The filling line shall be provided with means for injection of emulsion-breaking chemicals.
For tanks provided with heating the requirements may be dispensed with.
5.4.7 Piping systems for recovered oil shall be segregated from all other piping systems with blind flange
valves.
Any part of a piping system not segregated from the oil recovery tanks or piping systems by blind flange
valves are considered to be part of the oil recovery system. Such systems shall also be covered by the
cleaning procedures in the operation manual required in [6.1.1].
5.4.8 Correct positions (open or closed) of blind flange valves shall be identified by colour marking or
signboards.
5.4.9 Parts of existing cargo piping may be used for pumping and transfer of recovered oil. However, for such
systems the design pressure shall be taken as the highest design pressure of any interconnected system.
Guidance note:
Temporary manipulation of displacement pump safety valves is not accepted as a means for reducing the design pressure.
5.4.10 The internal diameter of sounding pipes from tanks for recovered oil shall not be less than 50 mm.
The sounding pipes shall be located on open deck.
5.4.11 Bilge drainage of the pump room and other hazardous spaces shall be independent of the bilge
system in the remainder of the vessel.
5.5 Tank heating - general
5.5.1 For closed heating systems, see Pt.5 Ch.5 Sec.4 [4.1] and Pt.5 Ch.6 Sec.7 [1.1.3] to Pt.5 Ch.6 Sec.7
[1.1.5].
5.5.2 To prevent the return of oil or vapour to any part of the system located in non-hazardous spaces, the
steam supply line shall be fitted with two shut-off valves in series with a venting valve in between (double
block and bleed valves).
These valves shall be located outside non-hazardous spaces and shall function under all normal conditions of
trim, list and motion of the ship. The bleed pipe for the automatic double block and bleed system shall be led
to open air and in an area away from where personnel may be located. It is recommended that the outlet is
located or protected to prevent water ingress.
The following conditions apply:
a) The operation of the valves shall be automatically executed. Signals for opening and closing shall be
taken from the process directly, e.g. pressure sensor on steam delivery side of the double block and
bleed.
DNV AS
b) An alarm for faulty operation of the valves shall be provided.
Manual drain valves or air blowing connections may be accepted into enclosed spaces provided these are
defined as hazardous zone 1.
5.5.3 Threaded connections will not be accepted for attaching the nozzles to the cargo tanks, nor as method
of pipe/valve joining. I.e. flange connections are required.
5.6 Steam nozzle arrangement - Penetrations below top of tank
5.6.1 Flexible hoses shall not be incorporated in the steam system if steam nozzle penetrations are fitted
below the top of the tank. Non-permanent pipe connections to steam nozzles shall be made of steel piping.
Blind covers shall be fitted when steam nozzles are not permanently installed.
5.6.2 Each tank penetration below top of tank shall be fitted with a closable non-return valve or a non-return
valve and a closable valve in series. Non-return valves integrated in nozzles will be specially considered.
5.6.3 If steam nozzles penetrate below top of tank in tanks otherwise used for low flashpoint liquids
(LFL(1)/LFL(2)) the following apply:
— [5.6.2] applies
— the steam piping, non-return valves and isolation valves shall be located in cofferdams
— the steam piping shall be led from top of cofferdam with spool piece or blind flange valve in open air at
deck level
— the arrangement is not to require access in the cofferdam for installation or operation of the system, i.e.
isolation valves need to be remote operated.
5.7 Steam nozzle arrangement - penetrations from top of tank
5.7.1 Steam lances fitted on deck shall be configured with hatch raised 760 mm above deck (a load line
requirement.)
5.7.2 Steam nozzles shall be fixed to the tank during oil recovery operation. This implies that at least one
nozzle is required per tank.
The penetration shall be gastight and compatible with steam, oil and seawater. An arrangement bolting the
sealing to the hatch and the nozzle is required.
5.7.3 The steam supply system shall be permanently installed. However flexible hoses of short and rigid type
may be accepted for connecting nozzles to the steam supply system. Flexible hoses and couplings shall be
type approved for the relevant steam temperature.
5.8 Power supply and electrical equipment
5.8.1 Electrical installations in hazardous areas shall comply with the requirements given in Pt.4 Ch.8
Sec.11.
5.8.2 Means to disconnect the electrical supply to non-certified electrical equipment in hazardous spaces
shall be arranged for. Signboards shall be fitted at the respective switches and such equipment shall be listed
in the operation manual referred to in [6.1].
Electrical cables led through these spaces and electrical equipment in the machinery spaces are exempted.
Systems or components supporting main functions or safety systems will not be accepted disconnected
during oil recovery operations.
DNV AS
5.8.3 Non-certified safe electrical equipment located in hazardous areas on open deck shall be disconnected
during oil recovery operation.
5.8.4 The arrangement of power supply to non-permanent oil skimming and pumping equipment shall as far
as practicable be permanently installed.
For circuits with higher rating, the outlet shall be arranged from a connection box, provided with a door which
is interlocked with a switch.
The supply from the main switchboard to the connection box or socket-outlet shall be permanently installed,
and provided with separate switchgear with short-circuit and over current protection in each insulated phase.
5.8.5 Non-permanent oil skimming and pumping equipment and independent power-packages shall be
certified as safe for operation in gas-contaminated atmosphere.
5.8.6 The socket-outlet and connection boxes mentioned in [5.8.4] shall be located at easily accessible
places and in such a way that flexible cables are not carried through doors or port lights leading from working
deck to machinery or accommodation spaces.
5.9 Miscellaneous requirements
5.9.1 A portable hydrocarbon gas-measuring instrument of approved type shall be provided on board.
5.9.2 The deck area where handling of hoses and equipment for recovered oil takes place shall be provided
with adequate lighting.
5.9.3 If sea water cooling is provided for machinery, low sea suction shall be arranged.
5.9.4 Exhaust pipes or any other pipes with surface temperature exceeding 220°C shall not pass through
hazardous areas.
5.9.5 Signboards shall be fixed by screws, rivets or equal.
6 Operational instructions
6.1 General
6.1.1 The vessel shall have an approved operation manual on board. The manual shall give information
regarding the safe use of the vessel during oil recovery operations and shall have references to enclosed
drawings.
6.1.2 The operation manual shall give information regarding the following:
1) Arrangement and equipment:
— tank arrangement
— transfer system
— gas measuring instrument
— various equipment.
DNV AS
2) Mobilisation:
— checking of all equipment taken onboard to ascertain that it is certified for use in gas-contaminated
atmospheres
— mounting and fastening of non-permanent equipment
— blanking-off of pipes
— assembling of air pipes
— disconnection of electrical power supply
— closing of openings between non-hazardous and hazardous areas
— start of additional ventilation equipment
— change-over to low suction for cooling water pumps
— fitting of signboards regarding the use of open flame, non-certified electrical equipment, etc.
3) Operation:
— guidelines regarding safe distance from an oil spill source. If gases are traced on open deck, the
vessel shall be withdrawn immediately
— gas measurements during operation (on open deck and in spaces where gas might accumulate)
— actions to be taken if gases are traced in enclosed spaces (cleaning, ventilation, emptying of adjacent
tanks, etc.)
— precautions against overfilling of tanks
— discharging.
4) Cleaning and gas-freeing of tanks and pipes.
5) Reference drawings.
The operations manual shall as a minimum refer to the valid stability documentation.
Guidance note:
Relevant additional loading conditions and/or stability instructions to be included in the stability manual.
DNV AS
SECTION 12 SINGLE POINT MOORINGS - SPM
1 General
1.1 Introduction
The additional class notation SPM sets requirements for tankers being moored to single point moorings.
1.2 Scope
The scope for additional class notation SPM establishes requirements for tankers being moored to single
point moorings. Consideration will be given to the special bow loading and mooring arrangements for
offshore loading, and as such will be included in the Appendix to the Classification Certificate. The suitability
of bow mooring arrangements on shuttle tankers will be taken on a case-by-case basis.
1.3 Application
The additional class notation SPM applies to ships fitted with equipment enabling them to be moored to
single point moorings. These requirements cover the parts of OCIMF's (Oil Companies' International Marine
Forum) "Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers at Single
Point Moorings" Fourth Edition May 2007 applicable for the vessel, and are supplementary to those for the
ship type notation Tanker for oil. The class notation SPM may be given in combination with Bow loading.
Ships built in compliance with the requirements as specified in table 1 will be assigned the additional notation
SPM.
1.4 Class notations
1.4.1 Additional class notation related to equipment and design features - SPM
Ships built in compliance with the requirements as specified in Table 1 will be assigned the additional notation
SPM:
Table 1 Class notation
Class Notation Qualifier Purpose Application
SPM
Mandatory:
Yes
1)
[4] <None> Single point mooring Mandatory for Tanker for oil when installed
FIS requirements:
Pt.7 Ch.1 Sec.2, Pt.7
Ch.1 Sec.3, and Pt.7 Ch.1
Sec.4
1) Oil carriers having a mooring and loading system in the bow for transfer of crude oil from offshore loading terminals to
the ship, i.e. notation Bow loading, are not necessarily specially equipped to be moored at single point mooring buoys.
In such cases, the class notation SPM is not mandatory.
1.4.2 SPM in combination with bow loading
The class notation SPM may be given in combination with Bow loading.
DNV AS
Guidance note 1:
Due to the special bow loading and mooring arrangements for offshore loadings, requirements in [4] may be subject to special
considerations. The special considerations, with assumptions, shall be clearly stated in the ship’s appendix to classification
certificate.
Guidance note 2:
Tanker customer/operators should check with the SPM terminal operators the suitability of bow mooring arrangements on shuttle
tankers on a case-by-case basis.
2 Procedural requirements
2.1.1 General
For a definition of the certificate types see DNV-CG-0550 Sec.4 and DNV-CG-0550 Sec.3.
2.1.2 Class notation SPM
For products that shall be installed on board, the builder shall request the manufacturers to order certification
as described in Table 2.
Table 2 Certification requirements - SPM
Certificate
Object Issued by Certification standard* Additional description
type
PC Society SWL**
Chain stopper
MC Society
PC Society SWL**
Bow fairlead
MC Manufacturer
PC Manufacturer SWL**
Winch or capstan
MC Manufacturer
PC Manufacturer SWL**
Pedestal roller (if fitted)
MC Manufacturer
** The maximum safe working load shall be specified and objects shall be marked accordingly.
2.2.1 Class notation SPM
DNV AS
Table 3 Documentation requirements - SPM
Fairleads, bow chain
Single point mooring stoppers, winches, capstans,
Z030 – Arrangement plan FI
arrangement pedestal rollers and winch
storage drums
Single point mooring
C030 – Detailed drawing AP
fairleads
Single point mooring
equipment supporting H050 – Structural drawing AP
structures
Sec.6.
3 Materials
3.1 General
3.1.1 The materials used in bow fairleads shall comply with the requirements specified in Pt.2 Ch.2.
3.1.2 The materials used for bow chain stopper shall comply with the requirements specified in Pt.3 Ch.11
Sec.1 [6.2].
4 Arrangement and general design
4.1 Bow chain stoppers
4.1.1 The arrangement and capacity of bow chain stoppers shall be in accordance with Table 4.
Guidance note:
Some terminals may have different requirement than those given in Table 4 due to their location and operational practices, i.e.
some terminals may require ships of less than 150 000 tonnes DWT to moor using two bow chain stoppers and some terminals
may elect to moor ships of more than 150 000 tonnes DWT on a single bow chain stopper.
4.1.2 A standard 76 mm stud-link chain shall be secured when the chain engaging pawl or bar is in closed
position. When in open position, the chain and associated fittings shall be allowed to pass freely.
4.1.3 The structural strength of the stopper, bow fairlead and supporting structure shall be based on a safety
factor of 2.0 against the yield criterion when applying a load equal to SWL.
4.1.4 Stoppers shall be located between 2.7 and 3.7 m inboard from the bow fairlead.
DNV AS
4.1.5 When positioning, due consideration shall be given to the correct alignment of stoppers relative to the
direct lead between bow fairlead and pedestal roller or the drum end of the winch or capstan.
4.1.6 Stoppers shall be fitted as close as possible to the deck structure, however, taking due consideration to
possible obstacles in order to obtain a free lead through the fairleads.
4.1.7 Upon installation bow stoppers shall be load tested to the equivalent SWL and a test certificate shall be
issued. The test certificate shall be available for inspection on board the ship.
Guidance note:
The installation test required by [4.1.7] may be omitted if the actual bow stopper has been type approved, and proof load testing
to the equivalent SWL was carried out for type approval. Applicable strength of the supporting structure should be documented by
adequate analyses. the Society will issue a declaration confirming that evaluation of the support strength has been carried out with
acceptable results. A document issued by the Society should in such cases be available onboard.
Table 4 Arrangement and capacity for single point mooring
Number
Ship size Chafe chain Number of Minimum breaking
Grade of bow SWL (tonnes)
(tonnes DW) size (mm) bow fairleads load (tonnes)
stoppers
100 000 or less 76 K3 1 1 200 438
Over 100 000 but not
76 R3 1 1 250 498
greater than 150 000
Over 150 000 76 R4 2 2 350 612
Note: tonnes DW refers to the deadweight at maximum summer draught
4.2 Bow fairleads
4.2.1 Bow fairleads shall measure at least 600 × 450 mm.
4.2.2 For ships fitted with two fairleads: When practicable the fairleads shall be spaced 2.0 m apart, from
centre to centre. In any event, the fairleads shall not be spaced more than 3.0 m apart.
4.2.3 For ships fitted with one fairlead: The fairlead shall be positioned on the centre line.
4.2.4 Leads shall be oval or round in shape and adequately faired when fitted in order to prevent chafe
chains from fouling on the lower lip when heaving inboard. Square leads are not suitable.
Guidance note:
Adequately faired will be achieved if 3 links of chain have contact with the fairlead simultaneously at the design conditions.
The design force should be established at an angle of 90° to the sides and 30° up or downwards. The same allowable design stress
as for the stoppers applies.
4.3 Position of pedestal rollers
4.3.1 Winches or capstans shall be positioned to enable a direct pull to be achieved on the continuation of
the direct lead line between the bow fairleads and bow stoppers. Alternatively, if found required, a pedestal
roller shall be positioned between the stopper and the winch or the capstan, in order to achieve direct pull.
DNV AS
Guidance note:
The use of more than one pedestal roller or a too acute change of direction of the mooring line is not recommended.
4.3.2 The distance between the bow stoppers and pedestal roller shall be considered so that an unrestricted
line pull is achieved from the bow fairlead and through the bow stopper.
4.4 Winches or capstans
4.4.1 Winches or capstans shall be capable of lifting at least 15 tonnes.
4.5 Winch storage drum
4.5.1 If a winch storage drum is used to stow the pick-up rope, it shall be of sufficient size to accommodate
150 m rope with 80 mm in diameter.
DNV AS
SECTION 13 ENHANCED SYSTEM VERIFICATION - ESV
1 General
1.1 Introduction
The additional class notation ESV is a design standard that provides the framework for earlier, deeper, and
broader testing and verification of selected systems by using various verification methods.
1.2 Scope
The scope for additional class notation ESV specifies the requirements for obtaining the class notation ESV.
These requirements apply to marine and offshore systems and cover test and verification methods that
may be utilized to assist in verification of the functionality and performance of selected systems in order to
provide objective evidence of acceptable functionality and quality according to stated requirements. These
verification methods are aligned with certification activities, for example; type approval, manufacturing
survey, on board testing, and sea trials, in order to provide additional evidence of expected and required
functionality.
1.3 Application
The additional class notation ESV applies to vessels where specified on board systems have undergone
enhanced system verification (ESV). A class notation as specified in these rules may be assigned when one or
more methods have been used for enhanced system verification. Application of such methods aims to provide
additional objective evidence of functionality and quality during normal, abnormal and degraded system
status. Application of ESV verification provides an additional broader, deeper and earlier verification of the
applicable requirements, when compared to main class test activities.
In addition to the generic requirements given in these rules, functional requirements and any quality
requirements for the stated system(s) shall be specified. In this context all main and additional class
requirements applicable for the system(s) in question, applies.
Upon special agreement other rules and requirements may be applicable when relevant. Where rules and
requirements have conflicting requirements, such conflicts should be clarified, concluded, and documented in
each case.
1.4 Class notations
1.4.1 Vessels built and tested in compliance with the requirements of these rules may be assigned class
notation ESV.
In addition at least one qualifier describing the target control and monitoring (TCM) system shall be selected
from Table 1. For each TCM qualifier, one qualifier describing the verification method (VM) shall be selected
from Table 2.
Resulting syntax: ESV(TCM1[VM1], ... TCMn[VMn])
Guidance note:
Example of the class notation for more than one TCM is ESV(DP[HIL-IS], PMS[HIL-DS]). The vessel having undergone
enhanced verification of the dynamic positioning control system by use of the verification method Hardware-in-the-loop with
independent test package and enhanced verification of the main electric power control and monitoring system by use of the
verification method Hardware-in-the-loop with independent test program and test package report, and test simulator package
provided by the supplier.
DNV AS
1.4.2 The scope of target control and monitoring systems TCM defined in the table below applies for the ESV
class notation unless otherwise agreed by customer and the Society.
Table 1 Control and monitoring systems having undergone enhanced verification
Qualifier
TCM system Typical sub-systems and components Rule reference
for TCM
Dynamic DP control system
positioning Part of the DP control system as defined by the rules is Ch.3 Sec.2
DP
automatic control typical not included in the target system, e.g. reference Ch.3 Sec.1
system system and sensors
Thruster assisted control system
Thruster assisted
Part of the thruster assisted control system as defined by
TAM mooring control DNV-OS-E301
the rules is typical not included in the target system, e.g.
System
reference system and sensors
— remote control and monitoring of power generation
— remote control and monitoring of power distribution
Main electric
— load dependent start/stop
PMS power control and Pt.4 Ch.8
monitoring system — load sharing
— blackout prevention and load reduction
— blackout recovery.
Steering, propulsion
— steering control and monitoring system
and thruster control Pt.4 Ch.10
SPT — propulsion control and monitoring system
and monitoring Pt.4 Ch.5
system — thruster control and monitoring system.
Integrated control — control and monitoring of vessel main function
ICS and monitoring — control and monitoring of valves and pumps Pt.4 Ch.9
system — main alarm system.
— zone management/anti-collision system
— rotation system
— hoisting system
— hydraulic power unit
— equipment handling
— vertical pipe handler
— horizontal pipe handler
Drilling and
— cranes and winches
DRILL well control and DNV-OS-E101
monitoring system — heave compensation and tensioning system
— marine riser tensioners
— active compensation systems
— passive compensation systems
— drilling fluid circulation and cementing
— mud circulation system
— cementing system.
DNV AS
Qualifier
TCM system Typical sub-systems and components Rule reference
for TCM
— operator panels
— choke and kill
Blowout — diverter
BOP prevention control — emergency disconnect system DNV-OS-E101
arrangement — acoustic control system
— hydraulic power unit
— stack control.
Pt.5 Ch.10 Sec.2
Crane control and — control and monitoring
CRANE DNV-ST-0377
monitoring system — safety functions.
DNV-ST-0378
Guidance note:
For each system in Table 1 a reference to the relevant rules or offshore standards (OS) are listed. The rules or standards identified
will provide more specific requirements of the systems. Pt.4 Ch.9 or DNV-OS-D202 provides generic common requirements to, and
is applicable for, all systems listed above.
1.4.3 The verification method signifying the method of verification is defined in Table 2.
Table 2 Verification method signifying the method of verification
Qualifier for
verification Description
method (VM)
HIL-IS HIL test package provided by independent HIL supplier
HIL test program package and HIL test package report provided by independent HIL supplier.
HIL-DS
HIL test simulator package provided by the organization delivering the HIL target system.
1.5.1 General definitions can be found in the rules. Specific definitions can be found for control systems in
Pt.4 Ch.9 and in the target system's specific rule reference listed in Table 1.
Table 3 Definitions and abbreviation
abnormal mode unusual or exceptional
closed loop a control system with an active feedback loop
DNV AS
a system consisting of at least one computer or processor with CPU processing and I/O
capacity, and one or several operator stations. The control computer system also includes the
network, interface, and cabling for signal communication, and the HW/SW platform with the
controllers containing both basic software and application specific software
Guidance note 1:
A control computer system also includes control and management networks and interface used for
control computer integration with other control systems and decentralized command and/monitoring terminals.
system
Guidance note 2:
An operator stations constitute the command and monitoring functionality of the control system,
consisting usually of human-machine interfaces (HMI’s), visual display unit’s (VDU’s), alarm panels,
joysticks, switches, printers and alike.
degraded mode/
reduced in quality or value
condition
ESV enhanced system verification
[IEEE610.12-1990] the inability of a system or component to perform its required functions
failure
within specified performance requirements
[IEEE 610.12-1990] the physical or functional manifestation of a failure. For example, a
failure mode system in failure mode may be characterized by slow operation, incorrect outputs, or complete
termination of execution
to test the functions of a target system by inducing relevant failures in the system in order to
verify compliance with the stated requirements
Guidance note:
failure testing This may be done by inducing relevant failures in the system or components connected to it, either
simulated or real, and observing and reporting the effects of these failures on the behaviour of the
target system .
function [IEEE 610.12-1990] a defined objective or characteristic action of a system or component
a requirement that specifies a function that a system or system component shall be able to
functional requirements
perform [IEEE 610.12:1990]
Testing functions of a system to verify compliance with the stated functional specification and
functional testing requirements. The main objective is to reveal failures occurring in design, implementation,
integration, and configuration
HIL testing by “Hardware-In-the-Loop” simulation
a real-time simulator constructed by hardware and software, which is configured for the
control system under consideration and interfaced to the target system or component through
HIL simulator
appropriate I/O. During testing with an HIL simulator the target system or component will not
experience significant difference from being connected to the real system
HW hardware (computer hardware)
SW software (computer hardware)
a test case is repeatable if the outcome of the specified test case for several test runs is
repeatability
unchanged
DNV AS
an identified set of equipment with hardware and software that is subject to analysis, testing
target system
and verification
the extent to which a test objective and feasible test can be designed to determine whether a
requirement is met
Testability of a function in a system requires controllability and observability of that function:
Controllability: A function in a system is controllable if for each possible behaviour of the
testability function, i.e. each possible output data value, condition, or state, there exists a set of actions
that can be applied to the inputs of the system such that the corresponding behaviour is
achieved.
Observability: A function in a system is observable if any arbitrary behaviour of the function
can be determined from the outputs of the system.
the replica hardware is an identical copy of the target system hardware installed on board the
replica hardware
vessel
an activity for testing a specified target system according to a defined test scope and test
program in order to partly or fully meet the overall objective of ESV. Test activities may range
from testing of isolated modules or subsystems in laboratory conditions, testing of integrated
modules, integration testing of complex systems consisting of equipment from many makers,
to full-scale testing of an integrated control system
test activity
Guidance note:
A test activity may be divided into one or several test sessions due to practical considerations of
the availability of the target system. Typically, each test activity has a documented Test Program to
be carried out in one or several test sessions.
a test package consists of the following elements:
— one or several tool(s) for the specific testing or analysis to be carried out
— all documentation required for planning and approval of the specified testing to be carried
out
test package — all documentation required for execution and reporting
— all analysis and test results including findings and conclusions.
Guidance note:
An HIL simulator may be the testing tool referred above.
[ISO 9001] confirmation, through the provision of objective evidence, that the requirements for
validation
a specific intended use or application have been fulfilled
[ISO 9001] confirmation, through the provision of objective evidence, that specified
verification
requirements have been fulfilled
1.6.1 General documentation related to enhanced system verification (ESV)
Documentation requirements are given in the specific sections describing the different ESV methods.
In addition, systems subject to enhanced system verification shall be documented as for main class, relevant
class notations and standards.
DNV AS
2 Hardware-in-the-loop testing
2.1 Objectives
2.1.1 The objective of a hardware-in-the-loop (HIL) test is to test the specified target system by means of
a hardware-in-the-loop simulator in order to provide objective evidence of acceptable functionality (during
normal, abnormal and degraded condition) according to stated or implied requirements.
2.2 Class notations
2.2.1 Ships which have undergone HIL testing in compliance with requirements in this section may be
assigned the class notations as described in [1.4].
2.3 HIL test requirements
2.3.1 Functional requirements for the target system shall be referred and form the basis for the tests in the
HIL test package.
2.3.2 In order to obtain an ESV notation based on HIL testing, the tests shall comprise a minimum set of
specified hardware components, software programs, and system functions. Typically, this shall include, but
not be limited to the sub-systems as specified in Table 1.
Guidance note:
Other system that those listed in Table 1 may be granted HIL test certificate in compliance with DNV-ST-0373 Hardware in the loop
testing (HIL)
2.3.3 The HIL test package consists of the following elements:
— HIL test program package including all documents required for planning and executing the specified tests
to be carried out as specified in Table 5.
— HIL test simulator package including the HIL simulator and supporting documentation as specified in Table
6.
— HIL test package report including all analysis and test results including findings and conclusion as
specified in Table 7.
See also [5] HIL test package.
2.4 Requirements for the maker of the HIL test package
2.4.1 For VM qualifier HIL-IS the company that makes the complete HIL test package shall be independent
from the company delivering the target system.
In general the following issues should be addressed, in order to verify the organisational independency of the
HIL test package maker:
— the company should have testing and verification as one of its main activities
— involvement in the design and development process, in terms of delivering design propositions and
solutions for the target system to be HIL tested
— independency with respect to personnel and technology
— ownership and other business relationships.
DNV AS
2.4.2 For VM qualifier HIL-DS the company that makes the HIL test program package and the HIL test
package report shall be independent from the company delivering the target system. The company that
makes the HIL test simulator package may be dependent upon the company delivering the target system.
Guidance note:
In general the following issues should be addressed, in order to verify the organisational independency of the maker of the HIL test
program package and HIL test package report.
— the company should have testing and verification as one of its main activities
— involvement in the design and development process, in terms of delivering design propositions and solutions for the target
system to be HIL tested
— independency with respect to personnel and technology
— ownership and other business relationships.
2.4.3 The HIL test simulator technology shall be based on other (diverse) technology than the target system
technology. This means that:
— the HIL simulator shall be implemented by means of a separate hardware unit
— the HIL simulator application software shall be sufficiently diverse from the target system application
software.
2.4.4 For VM qualifier HIL-IS the HIL simulator application software shall be sufficiently diverse from the
target system testing tools used in design and development of the target system.
2.4.5 The maker(s) of HIL test package shall have a documented quality management system.
Guidance note:
This may be a recognized system such as e.g. ISO 9001 or equivalent.
2.4.6 The quality management system to the maker(s) of the HIL test package, shall have documented
procedures for:
— operation as an independent maker of HIL test packages where independency is required
— verification and validation
— preparation of HIL test packages including a statement of the intended use of the test packages
— preparation of the HIL test interface to the target system
— software development and software quality assurance
— maintaining competence in the target system domain
— identification of hazards and risks related to HIL testing
— preparation of instructions for risk control measures to other involved parties
— execution of test activities including connection and disconnection of the HIL simulator
— preparation of reports, results evaluation, and retesting
— archiving of HIL test packages including reports with version control of tests carried out for specific
vessels and systems during the system life cycle
— competence requirements and training for personnel involved in all phases of HIL testing
— requirements verification
— design and version control.
2.4.7 Upon request the maker(s) of the HIL test package shall demonstrate and document that the
procedures in the quality management system are applied in its HIL test package deliveries.
2.4.8 The Society shall be informed about organisational and technical dependencies. The Society may
request documentation to verify independency.
DNV AS
2.5 HIL type approval
2.5.1 The target system can be HIL type approved.
2.5.2 For an HIL type approval to be valid, the delivered hardware and software shall be covered by the HIL
type approval certificate.
Guidance note:
This means that the HIL type approval certificate should specify the hardware components and the software versions. Note that the
HIL type approval certificate does not imply that the hardware in itself is type approved and tested according to DNV-CG-0339 or
other standards stating environmental requirements. However, relevant environmental requirements should always apply.
3 Documentation
3.1.1 Each target control and monitoring system subject to HIL testing, documentation shall be submitted as
required by Table 4:
Table 4 Documentation requirement
I240 - HIL test program package See Table 5 AP
Target control and
I241 - HIL test simulator package See Table 6 AP
monitoring system
I250 - HIL test package report See Table 7 AP
AP = For approval
3.1.2 For qualifier HIL-DS the following documentation shall, in addition, be submitted to the maker of the
HIL test program package for information:
— I241 – HIL test simulator package.
3.1.3 For general requirements concerning documentation, see DNV-CG-0550 Sec.5.
Table 5 Content of I240 - HIL test program package
Applicable system Description of documentation
Vessel system design intention and philosophy (e.g. redundant thrusters, power generation, and
Vessel
control systems).
Operational vessel system intention and philosophy (e.g. related to operational modes, redundancy,
Control system
operational boundaries, and limitations).
DNV AS
Upon request, a failure mode description describing relevant failures in sub-systems and theirs
interfaces and how it will affect the target system(s).
The following aspects shall as a minimum be covered:
— identification of relevant failures and their potential cause(s)
— description of the system expected response to each of the above failures
— comments to the consequence of each of these failure
Control system — reference to the relevant HIL test case.
Guidance note:
In addition to the target system it selves, this description should also identify and describe relevant
failures in sub-systems and other relevant systems. As an example, reference system and sensors of
the DP Control System, power systems and thruster systems will typical be part of the failure mode
description for DP-HIL.
Test Plan.
Test project overview.
Test Package objective and intended use.
Overview of target system hardware, software and functions to be tested.
Specification or reference to functional requirements (e.g. reference to classification rules,
configuration and technical specifications for the vessel, end user requirements, etc.).
Test activity schedule.
Risk assessment of planned testing including emergency procedures for handling critical situations
Control system during testing.
Responsibilities, resources and approvals:
— list of involved companies, name of contact person/title, contact information
— identification of test package and test activity
— references to other test plans and reports.
Procedures for the testing, verification, validation and for handling of findings.
If use of replica hardware; procedures for handling of software changes and transfer of software
from target system hardware to replica hardware and return.
Test programs (one for each test activity) including listing of functions and failure modes to be
tested and corresponding test cases.
Based upon the functional description, each test case shall be described specifying:
— test purpose
— test setup
Control system
— test method
— expected results and acceptance criteria
— space for notes and conclusions
— signature from the tester
— space for additional signature(s).
Table 6 Content of I241 - HIL test simulator package
Vessel system design intention and philosophy (e.g. redundant thrusters, power generation, and
Vessel
control systems).
DNV AS
Operational vessel system intention and philosophy (e.g. related to operational modes, redundancy,
Control system
operational boundaries, and limitations).
HIL simulator configuration report (one for each HIL simulator to be used) including:
— identification of HIL simulator hardware and software versions
HIL simulator — specification of the HIL simulator functionality
— HIL simulator configuration
— HIL simulator verification results.
HIL simulator operator manual (one for each HIL simulator to be used) including:
— user interface functionality
HIL simulator — operation modes
— operation instruction
— presentation of trends and test log
Procedures for HIL simulator interfacing, test start-up, and test closure (one for each test activity)
Description of test system configuration and test simulation methods.
HIL simulator Specification of test interface of HIL simulator.
Identification of HIL simulator hardware components and software versions.
Identification of target system hardware components and software versions.
Table 7 Content of I250 - HIL test package report
Test report (one for each test activity) shall include recorded results of each test case with
signatures by tester and attending Society surveyor.
The finding shall be described in a template containing the following information elements:
— reference to the approved test package/plan and specific item (system, ship, version, date, test
Control system activity)
— description of the finding, including an explanation of why it is a finding
— recommended action or follow up
— responsible party for following up corrective action
— deadline for completion of the action.
Test summary report including:
Control system — a summary of test activities, test results, and findings
— validation results of test package with respect to intended use of the test package.
HIL test notation document.
When testing is completed and all findings are concluded an HIL test notation document shall be
prepared.
Control system This shall contain a specification of:
— the target system identification (hardware and software components, parts, serial numbers and
software versions
— reference to the functional requirements applied.
DNV AS
4 Tests
4.1 General
4.1.1 HIL testing shall be carried out at the manufacturer’s works. The HIL testing shall assure that the
target system has been configured and completed according to relevant functional specifications and
requirements.
Guidance note:
HIL testing at the manufacturer’s works is the main site where witnessing of the tests are assumed. However, upon agreement,
other sites may be accepted. This implies that e.g. tests planned at the manufacturers works could upon agreement be carried out
at the dock, on board or at a dedicated test laboratory.
4.1.2 All tests shall be according to test programs approved by the Society upfront the HIL test.
4.1.3 Before the HIL test session commences, an opening meeting shall be arranged between the
responsible parties. The following items should be clarified:
— responsibilities related to the HIL test session
— emergency procedures and responsibilities for potential hazardous situations during the HIL test session
— the test setup and objectives of the HIL tests to be carried out
— the schedule and sequence for carrying out the HIL testing.
4.1.4 The tests shall be performed according to the approved test programs in the HIL test package. The test
results for each test shall be recorded. The conclusion of each single test shall be documented in the HIL test
report.
4.1.5 Testing, as described in [4.1.4], shall be witnessed by a surveyor. Upon special agreement, parts of the
testing may be carried out without present or available surveyor. Each single test outcome shall be presented
to the surveyor, if requested. The surveyor may request any test to be repeated. Due to this, the HIL test
simulator shall not be disconnected before the surveyor has confirmed that no more testing will be requested
to be witnessed in the current test session.
Guidance note 1:
To provide support, to ensure that the system under test is performing properly and to clarify issues, it is recommended that a
representative of the manufacturer is present during testing.
Guidance note 2:
To gain knowledge of the system under test and to clarify issues, it is recommended that a representative of the end user is
present during testing.
4.1.6 After an HIL test activity is completed, the complete set of results shall be documented in the HIL test
report package. Each test and each conclusion shall be documented and signed. In the case where some
tests have become not applicable or are not possible to carry out or it has been decided to postpone the tests
to a later HIL test activity, then such conclusions shall also be documented.
4.1.7 After the HIL test activity, a closing meeting shall be arranged between the responsible parties. The
purpose of the meeting is to agree upon the findings from the testing. For each finding a responsible party
for follow up within a set deadline shall be agreed, documented, and signed as applicable.
DNV AS
4.1.8 The finding shall as a minimum be categorised into class-related and non-class related. The
categorization shall be approved by the Society.
Guidance note:
Class-related findings may be given as comments and/or conditions as found necessary.
Non-class-related findings may be required to be finally concluded before the ESV notation is issued. These conclusions may e.g.
be void, or no action. However, in case the conclusions imply changes to the system, these changes should be approved.
4.1.9 The conclusions from the closing meeting shall be documented in an HIL test summary report as
described in Table 7. The HIL test summary report shall be distributed to all parties involved in the HIL test
activity and the agreed actions shall be followed up.
4.1.10 After completion of an HIL test activity, the HIL test report shall be prepared by the maker of the HIL
test package report. The HIL test report shall be submitted to the Society.
4.1.11 The personnel responsible for performing the HIL testing shall be qualified according to the quality
requirements in [2.4.6]. Documentation of completed training shall be available on the Society’s request.
Guidance note:
The HIL testing may be carried out by personnel from e.g. the maker of the HIL test package, the system manufacturer, the yard,
the vessel customer, or a marine consultant.
4.1.12 The HIL test shall as a minimum consist of two HIL test activities:
— test at manufacturing
— test upon completion.
Guidance note:
The HIL test activities may, upon agreement, consist of more than two activities.
4.1.13 The HIL testing may be limited in test scope or omitted when the target system is HIL Type
Approved.
Guidance note 1:
The requirement to the scope of the HIL testing may be based on the total system functionality and the degree of configuration
and customisation for the specific target system delivery.
Guidance note 2:
The certification requirements according to main class and other class notations may not be omitted based on HIL Type Approval.
4.2 Test at manufacture’s works
4.2.1 HIL testing at the manufacturer’s works shall be carried out based on an approved HIL test package.
4.2.2 The HIL testing at the manufacturer’s works shall verify closed loop functionality and response of the
target system when connected to the HIL simulator. Normal, degraded and abnormal operation shall be
simulated.
DNV AS
4.2.3 The HIL testing at the manufacture works shall be done before delivery from manufacture.
Guidance note:
The HIL testing at the manufacturer’s works may, upon agreement, be combined with other certification activities.
4.2.4 The HIL testing at the manufacture’s works may be carried out on replica hardware.
4.3 Test upon completion
4.3.1 HIL testing upon completion shall be carried out based on an approved HIL test package.
4.3.2 The HIL testing upon completion shall include retest of findings from the test at the manufacture’s
works. In addition, a verification of what was done after the test, including modification, adjustments and
parameterization.
4.3.3 The HIL testing upon completion shall be done after commissioning and before the ESV notation is
assigned.
Guidance note:
The HIL testing upon completion may, upon agreement, be combined with other activities.
4.3.4 The HIL testing upon completion can be carried out on board or on replica hardware.
4.4 Onboard test
4.4.1 Testing on board the vessel shall be carried out based on an approved test package in order to assure
that the target system has been configured, and installed according to relevant functional specifications and
requirements for the vessel.
Guidance note:
The on board test may be omitted upon agreement.
4.4.2 The on board testing shall verify normal closed loop functionality and response of the total system
upon normal, degraded and abnormal operation.
4.4.3 The target system and other possible influenced systems shall be reinstated and set back to normal
operational mode after completion of the testing. Successfully reinstatement of the systems shall be verified.
4.4.4 For the notations ESV(DP[HIL-IS]) and ESV(DP[HIL-DS]), onboard test shall be carried out.
DNV AS
5 HIL test package
5.1 General
5.1.1 A HIL test package is a test package including HIL simulator(s) as testing tools and all documentation
required for description and reporting of the HIL testing.
Guidance note:
The required documentation for the HIL test package can be found in Table 5, Table 6 and Table 7.
5.1.2 The HIL test package shall refer to the specific functional requirements related to the target system
which has formed the basis for the HIL test scope. Reference to these functional requirements shall be stated
in the HIL test notation document.
5.1.3 The applicable parts of the HIL test package documentation shall be prepared for serving as working
documents during the HIL tests.
5.1.4 The intended use of the HIL test package shall also be stated. The intended use statement shall give
directions for the HIL test scope.
Guidance note:
The intended use of the HIL test package may be to verify specific functional requirements for a specified type of future vessel
operation. The intended use may also include statements of methods for selection of the verification and test scope.
5.1.5 The HIL test package shall describe the target system and possible interfaced systems as necessary.
5.1.6 The package shall contain test cases related to the normal, degraded and abnormal operation of the
target and simulated systems. Normally single and common failure modes and common components should
be extensively analysed and tested. Multiple failures should be tested if found relevant.
Guidance note 1:
Operation in all normal modes and transfer between operational modes and the corresponding functional requirements, should be
the basis for establishing the HIL test scope. In addition, failure testing is also to be included in the test scope. General types of
failures to be simulated could be, but not limited to:
— sensors or input devices failure modes (dropout, noise, calibration errors, drift, bias, signal freeze, wild point,…)
— failure mode of actuators, drives, power system components or other electro-mechanical components
— feedback from sensors on actuator failure modes
— failure modes in computer networks
— failure modes related to overload of networks
— failures affecting weighting and voting mechanisms
— failures affecting protective safety functions
— failures affecting alarms, monitoring, and analysis functions
— failures causing and/or otherwise affecting switch-over in redundant systems
— common mode failures affecting several components and/or signals
— emergency handling (special emergency functions required during emergency handling could be tested)
— reconstruction of relevant reported failures/incidents related to the system and/or operation.

DNV AS
Guidance note 2:
When establishing the HIL test scope, verification planned to be carried out by other methods (e.g. FMEA), should be considered.
The purpose should be to give input to the HIL test scope and to align the execution of the tests in an efficient manner.
5.1.7 Testing shall be performed for all relevant operational modes of the target system. The need for testing
in different operational modes of relevant equipment and systems connected to the target systems shall also
be evaluated.
5.1.8 The Society shall approve the relevant parts of the HIL test package upfront each HIL test activity. In
addition to these rules, the approval will also be based on the specified functional requirements for the target
system.
5.2 Risk assessment
5.2.1 A risk assessment for each test activity shall be a part of the HIL test package.
Guidance note:
The intention is to ensure that the responsible parties have identified possible hazards and risks related to HIL testing and that
sufficient overall actions for emergency handling have been planned and agreed. Items which typically should be considered if
appropriate:
— specification of equipment to be tested
— specification of personnel required for the HIL testing
— specification of required environmental conditions during the HIL test
— hazard identification for the equipment during the HIL test operation
— hazard identification (personnel safety) for the personnel during HIL testing
— hazard identification for the vessel and the vessel environment
— availability of an emergency procedure for handling possible hazardous situation.
5.3 Verification and validation
5.3.1 The HIL test package shall contain procedures for verification and validation of the configured HIL
simulator. The scope of verification and validation shall be based on the specific intended use of the HIL
testing.
5.3.2 Functional suitability and accuracy of the simulator shall be documented according to procedures
[5.3.1] in order to ensure sufficiently accurate and valid test results. This shall as a minimum include:
— verification tests to document that the simulator functions are correct and sufficiently accurate
— validation tests to document that the functional suitability of the simulator is according to the intended
use of the HIL testing.
Verification and validation activities and/or assessments shall be documented as required in [3].
DNV AS
Guidance note:
The key element for planning the validation activities is to analyse the intended use statement and identify possible critical factors/
elements in the simulator/test package which may leave the test results not representative. A set of relevant validation activities
for the HIL simulator and HIL test package should be identified and measures for limiting possible inaccuracies and uncertainties
should be described.
In case the objective of the HIL testing is to test the qualitative behaviour of functions and failure handling, it should be validated
that the accuracy of the simulator is sufficient to obtain testability of the target functions.
If, on the other hand, the objective of the HIL testing is to test both the qualitative and quantitative behaviour of functions in
the target system, it should be validated that the performance of the simulator is sufficiently accurate and realistic to assess the
target system performance. It is recognized that some validation tests can only be carried out by full-scale trials. In order to collect
information supporting the correctness of the simulator, such validation tests are advised.
DNV AS
SECTION 14 GAS BUNKER VESSELS - GAS BUNKER
1 General
1.1 Objective
The objective of this section is to outline requirements for carriers and barges intended for the transport of
liquefied gas with dedicated gas fuel transfer equipment for supply of bunker for gas fuelled ships on regular
basis.
1.2 Scope
This section covers safety of the gas bunker vessel, its gas bunker related equipment and installations on-
board. It outlines requirements for design, construction and required operational procedures with regard to
connection and disconnection of transfer arrangements, bunker transfer and vapour return.
1.3 Application
This section applies to the vessels built in compliance with Pt.5 Ch.7 and having ship type notations listed in
Table 2.
This section provides requirements for bunkering vessels specific design due to specifics of operations not
covered by Pt.5 Ch.7. Arrangement and equipment of vessels operating in restricted areas or vessels for
inland waterways not in compliance with Pt.5 Ch.7 and Pt.5 Ch.11 will be assessed on a case to case basis.
Gas bunker vessel rules are addressing both LNG and LPG bunker vessel as well as other liquefied gas
products as listed in Pt.5 Ch.7 Sec.19 when such products are accepted as gas fuel.
Guidance note:
Products that are listed both in IGC and IBC Codes are not considered as liquefied gas products and not intended to be in the
scope of this rules section.
1.4 Class notation
A ship complying with relevant parts of this section may be given the additional class notation Gas bunker,
with qualifiers as given in Table 1.
Gas bunker <none> Equipped with Tanker for liquefied gas, Tanker for C and barges specifically

dedicated gas fuel intended for carriage of liquefied gas
transfer equipment
for supply of
bunker to gas
fuelled ships on a
regular basis
DNV AS
VR-x Equipped for
handling of excess
vapour return
from the receiving
ship with vapour
recovery capacity
of x kW
EPC Equipped with
enhanced
positioning control
system
TC Equipped with
enhanced transfer
control system
1.5 Special features
1.5.1 A ship equipped for handling of excess vapour return from the receiving ship in compliance with [7.1.1]
may have the qualifier VR-x (vapour recovery with capacity x kW) added to the notation.
Guidance note 1:
Value 'x' in the VR-x qualifier represents re-liquefaction capacity or its equivalent when other (than re-liquefaction) means or
combination of means of pressure and temperature control are used, see Pt.5 Ch.7 Sec.7. This capacity is additional to that
required for bunker vessel own BOG handling and should be available for receiving ship during bunkering. Proper considerations
should be done to the cargo system configuration which should allow rendering VR service while own BOG is being handled. The
value 'x' is to be typically normalised to conditions corresponding to boiling point of the product.
Where pressure accumulation method is used, the VR capacity should be calculated basis accumulation period equal to time
required for discharging of fully loaded tanks at full cargo pumps capacity but not less than eight hours.
Guidance note 2:
A mean or a combination of means which can be used for handling excess vapours from receiving ship and defined in [7.1.1.2]
may be specified in the appendix to the classification certificate.
Guidance note 3:
When gas fuels are mixture of liquefied gases, when thermodynamic properties of mixture are not known, properties of the one
with lowest boiling point are to be taken for calculations of 'x' value.
1.5.2 A ship equipped for enhanced positioning by means of controllable thrust vectors (fixed or direction
controlled thrusters) in compliance with [7.1.2] may have qualifier EPC (enhanced positioning control) added
to the class notation.
1.5.3 A ship equipped with enhanced transfer control system in compliance with [7.1.3] may have the
qualifier TC added to the class notation.
Guidance note:
An example of a class notation for a bunkering vessel with qualifiers for vapour return and for enhanced transfer control can be as
follows: 1A Tanker for liquefied gas (-163˚C, 500 kg/m3, 0.7 bar) Gas bunker (VR-500, TC).
DNV AS
Except where expressly provided otherwise, the following definitions apply to this section.
Table 2 Definition of terms
Terms Definition
automatic identification system (AIS) automatic tracking system used on ships and by vessel traffic services
(VTS) for identifying and locating vessels by electronically exchanging
data with other nearby ships, AIS base stations, and satellites
temperature at which a product exhibits a vapour pressure equal to the
boiling point
atmospheric pressure
bunker (transfer) connections liquid and vapour connections between ships used for liquid product
transfer to receiving ship and product vapour return to the bunker vessel
bunker operation control position position where continuous watch is maintained during bunker transfer,
such position may be a cargo (bunker) control room or a station in the
cargo area
cargo (bunker) control room (station) space used in the control of cargo (bunker) handling operations
compressed natural gas tank (CNG tank) this term describes cargo containment system for natural gas where the
cargo is carried in gaseous form under high pressure with or without
refrigeration
emergency shutdown (ESD) complex of measures that safely and effectively stops all cargo related
operations and equipment, terminates the transfer and brings cargo
system in safe state
emergency release coupling (ERC) device to provide a means of quick release of the transfer connections by
excessive force applied to the coupling when such action is required as
an emergency measure
May be also referred to as a 'MBC' – marine breakaway coupling.
emergency release system (ERS) ERC system that provides a positive means of quick release of transfer
connections and safe isolation of bunker vessel and receiving ship gas
fuel systems
flammability limits conditions defining the state of fuel-oxidant mixture at which application
of an adequately strong external ignition source is only just capable of
producing flammability in a given test apparatus
gas or mixture of gases containing insufficient oxygen to support
inert gas
combustion
flanged pipe assembly mounted onboard ship to which the presentation
manifold
flange of the transfer arm or spool piece connects
manifold valve valve or valves fitted inboard of the manifold flange
operational envelope room in which the presentation flanges of bunker vessel and receiving
ship can operate safely without applying excessive strain, compression,
bending or shear forces to the bunker connections
pendant hand held portable unit for controlling a specified function
DNV AS
Terms Definition
flange at the manifold assembly or spool piece adapter used for bunker
presentation flange
connections
pressure surge in the context of this rule section effect of strong, wavelike, cyclic
increase of pressure in the pipeline transporting liquid due to sudden flow
interruption or rapid change in flow rate or direction
type of ERC where a stored energy is used for release to ensure breakout
powered emergency release coupling (PERC)
through any ice build-up
purging (inerting) process of displacement of air or product gas with inert atmosphere
quick connect/disconnect coupler (QC/DC) manual or hydraulic mechanical device used to clamp the transfer
arrangement presentation flange to manifold of receiving ship without
use of bolted connections
QC/DC is used in context of this rule section for routine connect and
disconnect operations.
quick release coupling group of couplings for emergency disconnection of the line, parting it to
two sections in predictable, safe manner
Unlike QC/DC the quick release coupling is emergency device not
intended for regular duty.
redundancy ability of a component or system to maintain its function when one
failure has occurred
Redundancy can be achieved, for instance, by installation of multiple
components, systems or alternative means of performing a function.
safe working load (SWL) static load which can be safely applied to the accessory without risk of
damage or breaking it
SWL is typically 80% of the design load.
means of communicating shut-down signals, data and voice
ship shore link (SSL)
communications between ship and shore
1.7 Documentation
1.7.1.1 Documentation shall be submitted as required byTable 3.
Object Documentation type Additional description Qualifiers Info
Explosion (Ex) E170 – Electrical schematic Single line diagrams for all AP

protection drawing intrinsically safe circuits, for
each circuit including data for
verification of the compatibility
between the barrier and the field
components.
DNV AS
Z030 – Arrangement plan Electrical equipment in hazardous AP
areas. Where relevant, based
on an approved 'Hazardous area
classification drawing' where
location of electric equipment in
hazardous area is added (except
battery room, paint stores and gas
bottle store).
E250 – Explosion protected AP
equipment maintenance
manual
Emergency I200 – Control and AP
shutdown system monitoring system
documentation
G130 – Cause and effect Including interconnection with AP
diagram other systems that gives alarm and
trigger automatic shutdown.
Fire and gas I200 – Control and AP
detection and alarm monitoring system For the bunkering installation.
systems documentation
Z030 – Arrangement plan Location of gas detector, lines, AP
valves and sampling points on
board.
Cargo piping system S011 – Piping and Bunker transfer system. AP

instrumentation diagram
(P&ID)
Supporting structures for bunker AP
H080 – Strength analysis manifolds and foundations for
transfer arms.
I200 – Control and For the bunker transfer system. AP
monitoring system
documentation
Bunker manifold including AP
Z030 – Arrangement plan protection against low-temperature
cargo leaks.
Transfer arms, transfer hoses FI
Z030 – Arrangement plan including hose supports and
suspension systems as applicable.
Working envelope diagram for the
transfer arm.
Z100 – Specification Transfer arms and transfer hoses. FI
Z141 – Commissioning
Bunker transfer equipment. AP
procedure
DNV AS
This manual is a supplement
to cargo handling arrangement
operation manual for bunker
operations, see [6.1.1]. The
manual may be incorporated to
Z160 – Operation manual main operation manual. AP
STS transfer manual is a different
document, an additional manual
required by industry for ships
engaged in frequent STS
operations.
ERC, ERS couplings and
Z100 – Specification FI
equipment.
Z100 – Specification QC/DC coupling. FI
Permissible manifold loads for the FI
Z100 – Specification nominal diameter of the transfer
arm connection.
Vapour handling Methods used for pressure and FI
cargo system temperature control shall be
Z100 – Specification
specified in addition to standard
content of document type.
P010 - Flow diagram Flow diagrams shall include bunker
operations.
For ships with VR-x qualifier, AP
S011 – Piping and
segregation of flows for own ship
instrumentation diagram
and receiving ship shall be shown
(P&ID)
in addition to standard content.
Mooring Shall reflect mooring schemes
arrangement outlining restriction and limitations
if any. Portable release hooks shall
be shown as applicable.
Quick release hooks/quick mooring
release device where applicable.
Z030 – Arrangement plan For fenders. FI
Offshore cranes Supporting structure for hose
H080 – Strength analysis AP
handling cranes as applicable.
Hose handling cranes including
suspension system.
Suspension system for cargo
transfer hoses.
Independent joystick I020 − Control system
EPC AP
control system functional description
I030 − System block diagram
EPC AP
(topology)
DNV AS
I040 − User interface
EPC AP
documentation
I050 − Power supply
EPC AP
arrangement
I070 − Instrument and
EPC FI
equipment list
I080 − Data sheet with AP
EPC
environmental specifications
I140 − Software quality plan EPC FI
Z252 − Test procedure at
EPC AP
manufacturer
Z253 − Test procedure for AP
EPC
quay and sea trial
Z160 − Operation manual EPC FI
Thrusters Z110 – Data sheet EPC FI
Thruster control I020 – Control system
EPC AP
mode selection functional description
system
I030 – System block diagram
EPC AP
(topology)
I040 – User interface
EPC AP
documentation
I050 – Power supply
EPC AP
arrangement
I070 – Instrument and
EPC FI
equipment list
I080 – Data sheet with AP
EPC
environmental specifications
I140 – Software quality plan EPC FI
I150 – Circuit diagram EPC AP
Z252 − Test procedure at
EPC AP
manufacturer
Z253 − Test procedure for AP
EPC
quay and sea trial
Z161 – Operation manual EPC FI
Vapour handling I200 – Control and AP
system monitoring VR-x
DNV AS
Methods used for handling of
vapours from receiving ship shall
Z100 – Specification VR-x AP
be specified in addition to standard
content of document type.
S010 – Piping diagram (PD) VR-x AP
Capacity calculations for additional
vapour management system in
S030 – Capacity analysis VR-x FI
excess of required by Pt.5 Ch.7
Sec.7.
Risk evaluation as given in
G010 - Risk Analysis VR-x FI
[7.1.1.5].
Reliquefaction I200 – Control and AP
system monitoring VR-x
S010 – Piping diagram (PD) VR-x AP
Z100 – Specification VR-x FI
Cargo pressure I200 – Control and AP
alarm system monitoring system VR-x
documentation
I260 – Field instruments
TC FI
periodic test plan
Cargo pumps control I200 – Control and AP
and monitoring monitoring system TC
1.7.1.2 For general documentation requirements, including definition of the info codes, see DNV-CG-0550
Sec.6.
1.7.1.3 For a full definition of the documentation types, see DNV-CG-0550 Sec.5.
1.8 Required compliance documentation
1.8.1 Compliance documents
1.8.1.1 Components shall have compliance documents according to requirements given in Pt.5 Ch.7. In
addition, the following components shall have compliance documents as given in Table 4.
Table 4 Compliance documents
Compliance Additional description
Compliance
Object document 1)
standard Parameter Rule requirements
type
Quick release mooring arrangement PD [3.1.10]
Hose Crane PD [3.1.8]
DNV AS
Compliance Additional description
Compliance
Object document 1)
standard Parameter Rule requirements
type
Bunker (transfer) hoses PC EN1474-2 or EN [3.1.7] and Pt.5 Ch.7

12434 or BS 4089 Sec.5 [11.6]
Bunker (transfer) arms PC ISO 16904 [3.1.9]
For valves DN
≥ 100 mm
ERC PC ISO 16904 or working [3.1.5]
temperature
below -55 °C.
For valves DN
≥ 100 mm
ERS PC ISO 16904 or working [3.1.5]
temperature
below -55 °C.
For valves DN
≥ 100 mm
QCDC coupling PC or working [3.1.4]
temperature
below -55 °C.
Swivel joints PC ISO 16904
Transfer control and safety systems PC Unless covered
[7] and Pt.4 Ch.9
by Pt.5 Ch.7.
PC Unless covered
Nitrogen system Pt.4 Ch.9
by Pt.5 Ch.7.
Nitrogen system control and PC Unless covered
monitoring system by Pt.5 Ch.7.
Cargo pumps control and monitoring
PC Pt.4 Ch.9
system
Gas combustion unit PD DNV-CG-0042
Cargo valves control and monitoring PC
[5.1.2] and Pt.4 Ch.9
system
Hydrocarbon gas detection and alarm PC [5.1.1] and Pt.5 Ch.7
system, fixed Sec.13
Vapour handling system PD Pt.5 Ch.7 Sec.13
1) Unless otherwise specified the compliance standard is the rules.
PC = product certificate, PD = product declaration
1.8.1.2 For general compliance documentation requirements, see DNV-CG-0550 Sec.4.
1.8.1.3 For a definition of the compliance document types, see DNV-CG-0550 Sec.3
DNV AS
1.8.2 Standards
1.8.2.1 Recognized standards given in Table 5 may be used and will be considered in each case.
Table 5 Typical standards/codes suitable for assessment of components
Standard Description
AGA Report 3 AGA: American Gas Association:
Orifice Metering of Natural Gas Part 1: General Equations and Uncertainty Guidelines
ASME A420 Standard specification for piping fittings for low-temperature service
ASME B16.5 Pipe flanges and flanges fitings
ASME B16.9 Factory made butt welded fittings
BS 4089 Specification for metallic hose assemblies for liquefied petroleum gases and liquefied
natural gases
EN 12434 Cryogenic vessels - Cryogenic flexible hoses
EN 13463-1 Non-electric equipment in use in potentially explosive atmospheres
ISO 16904 Petroleum and natural gas industries -
Design and testing of LNG marine transfer arms for conventional onshore terminals
EN 1474-2 Installation and equipment for liquefied natural gas –
Design and testing of marine transfer systems –
Part 2: Design and testing of transfer hoses
EN 1474-3 Transfer systems
ISO 28460 Petroleum and natural gas industries –
Installation and equipment for liquefied natural gas –
Ship-to-shore interface and port operations
ISO 20519 Specification for bunkering of liquefied natural gas fuelled vessels
ISO/TS 18683 Guidelines for systems and installations for supply of LNG as fuel to ships
ISO 17357-1, ISO 17357-2 Floating pneumatic rubber fenders
ISO 4126-1 Safety devices for protection against excessive pressure, part 1: Safety valves
OCIMF Design and Construction Specification for Marine Loading Arms
OCIMF Mooring Equipment Guidelines
OCIMF Information Paper - Marine Breakaway Couplings (MBC)
SIGTTO ESD Arrangements & Linked Ship/Shore Systems for Liquefied Gas Carriers
DNV-RP-G105 Development and operation of liquefied natural gas bunkering facilities
DNV-CP-0282 Spark arrestors
NS-EN 16340 Safety and control devices for burners and appliances burning gaseous or liquid fuels -
Combustion product sensing devices
DNV AS
1.9 Survey and testing
1.9.1 Testing and commissioning
1.9.1.1 All indicators, alarms and safety functions related to the gas fuel transfer equipment shall be tested
before the bunker vessel is taken in service.
1.9.1.2 Correct operation of ESD, ERS, their sequence of operation and interlock shall be tested. See [5.1.2].
1.9.1.3 Correct operation of gas detection system to be verified including measuring scale zero and span
readings, alarm activation level and sampling sequence as stated in Pt.5 Ch.7 Sec.13 [6] and [5.1.1.2] and
[5.1.1.3].
1.9.1.4 Additional vapour management system mentioned in [7.1.1] shall be tested. The initial testing shall
be part of gas trials programme to the scope of conventional re-liquefaction equipment test described in
Pt.5 Ch.7 Sec.1 [6.1.5]. The overall performance of such arrangements shall be verified for compliance with
design parameters during actual gas fuel transfer with vapour return.
1.9.1.5 Manoeuvring and positioning system described in [7.1.2] shall be tested including quick mooring lines
release where fitted.
1.9.1.6 Equipment fitted for purging with inert gas including the supply system, connection to the cargo
system, instrumentation and back flow prevention arrangement to be tested to ensure correct installation,
operation and where applicable - alarms.
1.9.1.7 Equipment installed for gas fuel transfer, its instrumentation, control and alarm systems.
1.9.1.8 Where the gas fuel main component is liquefied natural gas, the Society shall witness first operation
where testing of bunker transfer equipment can be performed. Such testing may be combined with testing
required under IACS UI GC13.
Guidance note:
Testing of bunker transfer equipment may be included in the scope of survey at first loading and discharging to the extent
necessary to ensure equipment performance and functionality. Procedures for testing of ERC/ERS may be specially agreed with the
Society and life testing substituted with 'dry testing' or simulation.
1.9.1.9 The fenders shall be manufactured, tested and maintained in accordance with ISO 17357. Number
and size of the fenders shall meet recommendations of OCIMF/SIGTTO/ICS Ship to ship transfer guide.
1.9.1.10 After completed installation on board, functional testing of the crane for hose support shall be
carried out as specified in DNV-ST-0377 Shipboard lifting appliances.
2 Materials
2.1 Material requirements
2.1.1 Requirements for materials, documentation and testing are covered in Pt.5 Ch.7.
DNV AS
Guidance note:
Where mixtures of hydrocarbon gases are used as gas fuel, the material should be selected with following assumption: for a design
temperature of –165°C when methane is used as main component for the gas fuel, however for other hydrocarbon mixtures higher
design temperature may be considered depend on intended gas fuel composition.
2.1.2 For CNG tanks, the use of materials not covered by Pt.5 Ch.7 shall be specially considered and
approved by the Society.
3 Arrangement and system design
3.1 General
3.1.1 General
Arrangement of bunker transfer system and its supporting systems shall be chosen with due regard to
factors such as type of containment systems used on bunker vessel and receiving ship, estimated relative
movements between ships, required operation envelope, limitations of transfer equipment, ESD settings
required to avoid pressure surges, type of transfer connectors, necessity to handle flash gas from receiving
vessel and control pressure in own tanks, method chosen for clearing of transfer lines, etc.
3.1.2 Bunker manifold area
3.1.2.1 Bunker manifold area and escape routes shall have safe access for crew engaged in operation. It shall
have unrestricted natural ventilation and be sufficiently illuminated.
Guidance note 1:
Unrestricted natural ventilation presumes an open bunker station located above the open deck. Alternative arrangement may be
accepted on a case by case basis.
Guidance note 2:
Two floodlights per bunker station will be considered as sufficient illumination when minimum intensity of light is 70 lux and they
are located wide apart to minimise shadow areas on deck and high enough to minimise dazzle effect to personnel involved in
handling of transfer connections.
3.1.2.2 Bunker manifold platforms arranged for access to bunker connection shall have sufficient strength to
provide support points for hoses where applicable, transfer arms and other bunker connection and manifold
arrangements.
3.1.2.3 Arrangement of work platforms in areas where liquid spill may occur shall exclude liquid spill
accumulation at the platform surface. Gratings used in this location shall be suitable for low temperatures
and correspond to boiling point of gas bunker. Area under the gratings shall be equipped with spill collecting
trays with drainage arrangements suitable for draining the accumulated spill overboard. The drain shall be
fitted with a valve.
Guidance note:
The spill collecting tray, drain pipe and valve fitted to the drain has to be suitable for carried product. This valve is not considered
to be part of the cargo system therefore the manufacturer’s work certificate for material and work product certificate will be
accepted.
DNV AS
3.1.2.4 When bunker boiling point is lower than design temperature of the hull steel, the hull in the manifold
area shall be effectively protected from low temperature in case of a major bunker spill. Where water curtain
is used for hull protection, the pumps shall be arranged with redundancy.
3.1.2.5 The bunker connections shall be clearly visible from the navigation bridge and bunker operation
control position where continuous watch is kept during the transfer. CCTV can be accepted as substitute for
the direct view when it provides unobstructed view of the bunker connections.
3.1.2.6 The area shall be clear of obstructions which may interfere with quick release described in Pt.5 Ch.7
Sec.13 [3.1.4].
3.1.3 Cargo tanks filling
3.1.3.1 Bunker vessel shall be able to abort bunkering operation at any stage in case of emergency. Cargo
tanks on bunker vessel therefore shall not have restrictions on intermediate filling. However, internal transfer
between cargo tanks within short period of time to leave dangerous sloshing zone may be accepted upon
special considerations.
3.1.3.2 For assessment of membrane cargo tanks, reference is made to DNV-CG-0158.
3.1.4 Bunker transfer arrangement
3.1.4.1 Possibility to perform tightness test of the bunker connections between bunker vessel and receiving
ship prior to operation shall be provided. Such procedure shall be described in the operation manual as
required in Sec.6.
3.1.4.2 Suitable arrangements for inerting of the lines before filling them with the bunker vapour and for safe
displacement of bunker liquid and vapour from bunker lines prior to disconnection shall be provided.
3.1.4.3 Sections of the line where liquid may remain after the bunker transfer shall be equipped with
drain system leading back to the cargo tanks. Means to ensure that section of the transfer line outboard
of manifold valve is free of liquid shall be provided. Where such arrangement is a control valve with drain
opened to atmosphere, this control valve bore has to be limited to maximum 1.5 mm.
3.1.4.4 The section of the line between cross-over valve and presentation flange shall be equipped with
pressure gauge visible from the drain valve position.
3.1.4.5 Bunker transfer piping system for products with boiling point below -55°C shall be thermally insulated
to minimise heat leaks to transferred gas bunker and protect personnel from direct contact with cold
surfaces.
3.1.4.6 Arrangement for control of distance between the bunker vessel and receiving ship manifolds in
transverse and longitudinal directions shall be fitted. Exceeding of permitted working distance shall trigger
alarm followed by automatic stop of transfer and closing of manifold valves.
3.1.4.7 Where quick connect/disconnect couplings (QC/DC) are used they shall be equipped with mechanical
locking device to prevent inadvertent release. Powered QC/DC shall stay in “as is” position at loss of power.
3.1.5 Emergency release for bunker connection
3.1.5.1 The bunker vessel shall have arrangement for quick release of bunker connections in case of
emergency.
3.1.5.2 Emergency release couplings (ERC) used in bunker connection shall be of “dry-break” type and
be capable to self-disconnect upon application of force at any direction of vessel’s relative motion which
exceeds design loads and at pressure surge exceeding the coupling design pressure. ERC fitted in lines for
DNV AS
transfer of gas fuel at temperature below zero degrees Celsius shall be capable to break-away through the
ice accumulated on the coupling during the transfer.
3.1.5.3 In addition to ERC, the bunker connections shall be equipped with powered emergency release
system (ERS) operational in all conditions. The actuating ERS power shall have reserve storage of energy
sufficient for disconnection of all transfer lines in case the main source of actuating power becomes
unavailable (for example in case of cargo area black-out). Where ERS is fitted outboard the insulating flange
described in [3.1.13], the insulation flange shall not be shorted by use of electrically continuous hydraulic
hoses.
Guidance note:
Where the ERS is the dual-mode coupling and, in addition to positive means of quick release, can be parted by excessive forces
applied to the coupling or disengage when the distance between the supplying and receiving vessels flanges exceeds safe
operational envelope, the ERC fitting required in [3.1.5.2] may be omitted.
3.1.5.4 The ERS shall not disconnect the coupling at accidental black-out.
Guidance note:
Requirements of [3.1.5.3] is referred to an actuator device which positively disconnects the coupling (for example a hydraulic
servo motor), requirement [3.1.5.4] is referred to the control circuits which shall not trigger disconnection at accidental loss of
electrical power to the ERS control circuits.
3.1.5.5 Activation of ERS or ERC shall not impose excessive pressure surge effect in the system. Pressure
surge effect for different flow rates and closing time of valves in transfer system shall be documented.
Operational restrictions caused by closing time of valves on receiving ship shall be reflected in the vessel’s
cargo plant operation manual.
3.1.5.6 Where the bunker connections are supported by hose crane, the quick release couplings (ERC/ERS)
shall be fitted at the receiving ship end (outward of the hose crane suspension point). Alternatively, the quick
release couplings may be fitted at bunker vessel end when the hose suspension point has arrangements for
automatic release synchronized with the quick release coupling.
3.1.5.7 When ERS is activated it shall release in two steps: first the ESD shall be triggered to stop the
transfer and then release the ERS flanges.
3.1.5.8 Testing of ERS circuits shall be possible without disconnecting the ERS coupling.
3.1.5.9 Where hoses are used for transfer, release of ERC or ERS may potentially lead to hard impact of the
hoses ends against the ships structures. Arrangements preventing the impact have to be provided. Release of
the hoses shall not impose excessive stress to the manifold valves of the vessel.
3.1.5.10 Where rigid transfer arms are used for gas fuel transfer, the part of the transfer arm inboard of the
quick release coupling shall retract automatically toward bunker vessel to avoid contact with other part and
receiving vessel due to vessels motion.
3.1.5.11 ERS shall be capable to be activated by manual controls situated in at least two remote locations on
bunker vessel. One of these locations should be the bunker operation control position.
3.1.5.12 Excessive pressure in bunker connections shall activate alarm and automatic stop of transfer.
Capability to adjust the activation set point has to be provided, but it shall not exceed design pressure of the
transfer lines.
DNV AS
3.1.6 Gas bunker transfer manifold
3.1.6.1 The manifold for transfer of liquid shall be fitted with manually operated stop valve and a remotely/
automatically operated valve (ESD valve) fitted in series.
Guidance note 1:
The two valves requirements should be applicable irrespective of design pressure of cargo tanks fitted at the bunker vessel to
make the transfer connection suitable for operation with different MARVS setting at supply and receiving vessels.
Guidance note 2:
Volume of liquid in each transfer connection should be considered for application of requirement Pt.5 Ch.7 Sec.5 [5.3.6].
3.1.6.2 The vapour return manifold shall be fitted with a remotely/automatically operated stop valve. Manual
local operation of the valve shall be possible, e.g. by portable means.
3.1.6.3 Safe working load (SWL) of the manifold shall meet the recommendations of Recommendations
for liquefied gas carrier manifolds (OCIMF, 2018) and be capable to accommodate forces occurring due to
vessel’s relative motion, ERC self-release force and following it dynamic forces.
3.1.6.4 Information about maximum safe working load (SWL) of bunker connection shall be available
onboard and posted at the bunker station.
3.1.7 Bunker hoses
3.1.7.1 Hoses for gas fuel transfer shall be certified in accordance with requirements for cargo hose in Pt.5
Ch.7 Sec.5 [11.6].
3.1.7.2 Hoses for transfer of liquid shall be protected by relief valves fitted outboard manifold valve.
3.1.7.3 Hoses used for liquid transfer shall be single length hoses from export manifold to import manifold
and provide sufficient allowance for vessel’s relative motion (including rolling) within operation envelope.
Guidance note:
Combination of hoses connected in series may be accepted for gas fuel transfer when effective control of the connections integrity
can be arranged and when such connections will not impose excessive stress to the hoses flexible part or change hose radius
beyond acceptable limits.
3.1.7.4 Arrangements for support of the hoses at critical points such as: hose rails, handrails, hose
suspension points, etc. shall be provided to avoid excessive local stress and for maintaining of acceptable
bending radius of the hoses. Such arrangements shall not constrain emergency release function described in
[3.1.5].
3.1.7.5 Sufficient space for hose stowage after disconnection from receiving ship shall be available. The
stowage arrangement shall consider permitted bending radius for the hoses.
3.1.7.6 Where the stowed hoses may contain residues of liquid with boiling temperature below the hull steel
design temperature, the ship hull structure shall be protected from the low temperature effect in the way of
the bunker hoses stowage location.
3.1.7.7 The arrangement of the hoses when they are connected for the gas fuel transfer shall consider
possible direct contact or close proximity with hull structures. The hull in such locations shall be effectively
protected from the effect of low temperatures.
DNV AS
3.1.8 Hose handling cranes
3.1.8.1 Bunker vessel shall be fitted with deck crane or cranes for handling of transfer hoses, reducers, spool
pieces and other equipment used for transfer, including transfers at sea.
3.1.8.2 Where the crane is used for hose support during the transfer, it shall be delivered with DNV certificate
of compliance with DNV-ST-0377 and/or DNV-ST-0378. The crane certification by other recognized standard
may be accepted based on special considerations.
3.1.8.3 Arrangements to maintain hose bend radius within limits shall be provided. Where cradles are used
for support they have to be able to handle all hoses used for bunkering.
3.1.9 Rigid transfer arms
3.1.9.1 Rigid transfer arms and transfer systems based on foldable arms intended for use as gas fuel transfer
arrangement will be specially considered.
Guidance note:
Acceptance criteria may be based on assessment of acceleration forces acting on the transfer arm, permissible manifold loads for
the nominal diameter of the transfer arm connection, transfer arm location on bunker vessel and working envelope considering
allowance for fenders, transfer arm support arrangements in operational and stowed positions, effect of the hull vibration on the
transfer arm, maintenance of the transfer arm and testing program.
3.1.9.2 Standard EN1474 for design and construction shall be applied.
3.1.10 Mooring equipment
3.1.10.1 Bunker vessel shall be equipped with sufficient number of closed type fairleads for safe mooring to
receiving ship. Mooring fittings and arrangements shall have their safe working load (SWL) corresponding
to wind and current forces acting on the bunker vessel with allowance for dynamic forces occurring due to
vessel’s relative movement.
Guidance note:
Reference to is made to OCIMF Mooring equipment guidelines.
3.1.10.2 Steel mooring wires shall not be used unless the synthetic tails are fitted at the wire ends.
3.1.10.3 Provisions shall be made for emergency cast-off of mooring lines.
Guidance note:
Where fixed or portable quick release mooring hooks are used they should comply with a recognised standard.
3.1.10.4 Sufficient number of fittings shall be available for primary (parallel body length) and secondary (bow
and stern quarters and superstructures) fenders.
3.1.10.5 The fenders shall be sized to provide sufficient energy absorption for the size of the vessel at
approach velocities and sea mooring conditions.
Guidance note:
Number and size of the fenders should meet recommendations of OCIMF/SIGTTO/ICS Ship to ship transfer guide for petroleum,
chemicals and liquefied gases.
DNV AS
3.1.11 Communication equipment
3.1.11.1 The bunker vessel shall be equipped with effective communication means for internal purpose
(onboard communications), for communication between the bunker vessel and receiving vessel and for
external communications.
3.1.11.2 Where portable radios are used for communication with receiving ship, they shall be of approved
type suitable for gas-hazardous areas. The bunker vessel shall have sufficient set of spare radios with the
same operating frequencies table for the receiving vessel duty personnel. Minimum two portable radios shall
be available for receiving vessel. Where the ships have wired communication link the number of portable
radios can be reduces to one.
3.1.11.3 To reduce risk of current induction in hose cranes or rigid transfer arms, high power transmitting
equipment such as MF/HF radios shall be provided with capability to be earthed manually and equipment
with low transmitting power such as VHF radios, AIS transceivers shall have low power operation mode with
transmission power not exceeding 1 W.
3.1.12 Inert gas system/nitrogen supply
3.1.12.1 Bunker vessel shall have onboard source of suitable inert gas for inerting, purging of gas fuel
transfer lines and for testing of the bunker connection for tightness prior to transfer.
3.1.12.2 Installed onboard inert gas production plant shall comply with requirements of Pt.5 Ch.7 Sec.9 [2].
3.1.12.3 The inert gas stored or produced on board for purging of gas fuel transfer lines shall have dewpoint
sufficiently low to eliminate risk of water condensate accumulation in the piping system.
3.1.12.4 Where boiling point of the gas fuel is below -55°C the vessel shall be equipped with nitrogen supply
system for gas fuel transfer lines inerting/purging. For fuel gas with warmer boiling point, inert gas produced
by combustion of fuel or gas may be used.
3.1.12.5 Suitable arrangement to prevent back-flow of hydrocarbons from cargo system into the inert gas
system shall be provided. When the source of inert gas is located outside the cargo area, the line shall be
equipped with removable spool piece located on the open deck of cargo area.
3.1.12.6 When the back flow preventer consists of non-return valves installed in series, the spool piece
[3.1.12.5] shall be removed after every inerting/purging operation. A warning sign shall be posted at the
valves location and corresponding instruction included into the cargo plant operation manual.
3.1.12.7 Where a double block and bleed device is fitted to prevent the back-flow, it shall be equipped with
alarms prescribed with Sec.9 [4.2.2].
3.1.12.8 The inert gas supply connections to cargo system shall be equipped with shut off valves and have
a branch connection to supply the inert gas to receiving ship through a flexible hose of sufficient length for
cases when inert gas source is not available on the other ship.
3.1.13 Static electrical charge and galvanic currents
3.1.13.1 To reduce risk of high energy spark between bunker vessel and receiving ship due to hulls’ electrical
potential difference, electrical insulation between ships shall be maintained at any stage of gas fuel transfer.
Each transfer connection including connection bunker vessel and receiving ship shall have insulation flange.
3.1.13.2 Bonding wires shall not be used between ships unless required by the national administration. In
this case the connection shall be mechanically and electrically sound and be fitted with suitable for hazardous
area switch. Warning shall be posted stating that the switch shall be in “off” position before connecting and
disconnecting the bonding cable.
DNV AS
3.1.13.3 Insulation flange shall have resistance of at least 1 kΩ but less than 1 MΩ to dissipate static charge.
3.1.13.4 Insulated section of the bunker hose or rigid transfer arm shall have possibility to be stowed without
electrical contact with hull upon disconnection.
4 Fire safety
4.1 General
4.1.1 Fire protection
4.1.1.1 Fire protection and fire extinction arrangements of gas bunker vessel shall meet requirements of Pt.5
Ch.7 Sec.11. Segments of the bunker transfer equipment permanently connected to ship cross-over shall be
considered as extension of manifolds, fire protection arrangements such as fusible elements and water spray
system shall be also extended accordingly.
4.1.1.2 Spark arresting arrangements shall be provided at exhaust outlets of internal combustion engines
and boilers using oil as fuel and at incinerators exhaust outlets. Spark arrestors fitted in the exhaust outlets
shall meet a recognized standard
4.1.1.3 Use of vapour oxidising equipment not in compliance with [7.1.1.6] shall be restricted during bunker
operations.
5 Safety, control and monitoring systems
5.1 General
5.1.1 Gas detection
5.1.1.1 Installed onboard gas detection system shall be capable to measure gas concentration in the
manifold connections area in addition to location described in Pt.5 Ch.7 Sec.13 [6.1.2] and have arrangement
to provide a remote gas detection point for receiving ship.
Guidance note:
This additional gas detector may be part of gas detection system required by Pt.5 Ch.7 Sec.13 [6] if requirements of [5.1.1.2] are
met.
5.1.1.2 Gas detecting equipment at the manifold connection shall provide continuous monitoring and activate
alarm when concentration of hydrocarbons reaches 30% of lower flammable limit (LFL).
5.1.1.3 Audible and visible alarm from the permanently installed gas detection equipment shall be located on
the navigation bridge, in the bunkering operation control position and at the gas detector readout location.
5.1.2 Emergency shutdown system
5.1.2.1 An emergency shutdown system (ESD) pendant with manual activation button shall be available for
receiving ship.
Guidance note:
If a bunker vessel has capability to connect own ESD system to receiving vessel ESD system, such arrangement can replace the
pendant requirement.
DNV AS
5.1.2.2 In addition to Pt.5 Ch.7 requirements for ESD, the ESD function shall be initiated in following
circumstances:
— automatically, if the distance of connection on receiving ship from the connection on bunker vessel
exceeds safe operational envelope for transfer arrangement
— by activating manual ESD button on ESD pendant
— automatically at ERS activation.
5.1.2.3 Opening of remotely operated main transfer valves shall not be possible after ERS/ERC activation
unless the ERS is re-assembled. ERS function of the valves may be utilised to meet this requirement.
Guidance note:
Main transfer valves are considered to be remotely operated cross over (manifold) valves as described in IGC Code §5.5.3.1
6 Operations
6.1 General
6.1.1 Operation manual
6.1.1.1 Bunker operation manual is supplement to manual required by Pt.5 Ch.7 Sec.18 addressing
additional equipment, arrangement and operations for bunker transfer. The manual shall be provided for crew
and shall, among other topics, contain instructions and guidance for the following:
— preparation before the bunkering including restriction of activities/operations during gas fuel transfer
— information to be exchanged between bunker vessel and receiving ship prior to operation
— hose handling guidelines reflecting specific hose manufacturer instructions for the hose handling
— procedures for connection including line inerting and tightness test
— preparations for start of bunkering, i.e. preparedness of fire-fighting, tightness testing, establishing
communications, allocation of personnel/responsibilities
— pre-cooling of transfer connection(s) and transfer procedures
— draining of the pipeline, purging and disconnection on completion of the transfer
— operational restrictions to prevent dangerous pressure surge effect in the pipes
— fire safety during the transfer
— procedures for raising alarms
— procedures in case of communications failure
— suspension of operation during emergencies
— procedures for authorization of ERS activation
— emergency procedures for: gas fuel leakage, termination of the bunkering and emergency disconnection,
response in case of unintentional disconnection of ERS, etc.
Guidance note:
Bunker operation manual may be included into main cargo plant operation manual required by Pt.5 Ch.7 Sec.8, be a separate
manual, or be compiled from manuals
6.1.1.2 Cargo system piping diagram, function flowchart or cause and effect (C&E) diagram for ESD and
related systems shall be available in the bunker/cargo control room where such room is established.
DNV AS
7 Special features/optional qualifiers
7.1 General
7.1.1 Vapour management (optional qualifier VR x)
7.1.1.1 Arrangements for handling excess vapour from receiving ship shall be provided with capacity
sufficient to prevent venting of gas fuel vapour to the atmosphere.
7.1.1.2 Such additional arrangements and systems may be built on the following principles:
— re-liquefaction of vapours by means of mechanical refrigeration
— thermal oxidation of excess vapours
— a system allowing accumulation of the vapour in compressed state
— by other means acceptable to the Society
— a combination of the above.
7.1.1.3 Such arrangement and systems shall meet design conditions stated in Pt.5 Ch.7 Sec.7 unless other
ambient conditions are specially agreed.
7.1.1.4 Redundancy requirements in Pt.5 Ch.7 Sec.7 are not applicable for this optional system.
7.1.1.5 Process piping for handling excess vapour from receiving ship shall be adequately separated to avoid
over-pressurising cargo system on bunker vessel. Risks evaluation of the simultaneous operations of liquid
bunker transfer, vapour recovery from receiving ship and pressure/temperature control in own tanks shall be
made.
7.1.1.6 If vapour disposal is by means of oxidation, the installation shall comply with Pt.5 Ch.7 Sec.7 [4]
except that the exhaust gas shall have a maximum exit temperature of 250°C.
Guidance note 1:
Exhaust outlet for such system should preferably be located on the side opposite to receiving vessel and be directed outward.
Guidance note 2:
As an alternative to temperature limitation a dispersion analysis may be taken for consideration. Such analysis shall contain
operational conditions (wind speed and relative direction) at which required dilution is achievable and operation of GCU during BOG
vapours recovery may be considered safe.
7.1.1.7 When the system is based on accumulation of compressed vapour on bunker vessel, due
considerations shall be made for safe operational margin. Additional pressure control systems with capacity
to maintain cargo pressure/temperature within the limits shall be fitted.
7.1.1.8 Compressor installed for vapour extraction from receiving ship shall be fitted with automatic pressure
and flow control, and be provided with surge protection and provisions for emergency stop.
7.1.2 Manoeuvring and positioning (optional qualifier EPC)
7.1.2.1 The bunker vessel shall be equipped with steering, propulsion and thrusters systems in the
configuration which provides efficient vessel control at slow speed approach, maneuvering alongside for
mooring, unmooring and at departure.
DNV AS
Guidance note:
Alternative arrangements such as Voith-Schneider propulsion, azimuth thrusters, combination of bow and stern thrusters, etc. will
be accepted.
7.1.2.2 Control positions locations shall provide unobstructed view in the approach sector.
7.1.2.3 Following information shall be displayed and available at bridge control positions used for mooring
operations: vessel heading, speed vector, propellers RPM and pitch, rudder angle, vessel's rate of turn,
thrusters operation (at least pitch, RPM and azimuth for each thruster). Failure of a sensor, system or
equipment shall trigger alarm.
7.1.2.4 The vessel shall be equipped with independent joystick control system for positioning and
manoeuvring which shall comply with Ch.3 Sec.1 [6.2].
7.1.2.5 The control consoles used for approach, manoeuvering alongside and departure shall be fitted with
manual selection for changing of control mode to joystick and back to conventional control.
Guidance note:
In cases when electronic selector switch is used, FME analysis shall be prepared and submitted for review.
7.1.3 Enhanced transfer control (optional qualifier TC)
7.1.3.1 The transfer control system shall have provisions of automatic control of flow rate and limiting
pressure in the transfer system. Parameters of the control system critical for the safe transfer shall have
adjustable settings.
7.1.3.2 Deviations from set values mentioned in [7.1.3.1] shall activate audible and visual alarms at the
bunker operations control position and on the navigation bridge.
7.1.3.3 The transfer control system for liquid shall automatically reduce the liquid transfer rate when set
values for pressure in the vapour return/vapour recovery system is exceeded.
7.1.3.4 If the transfer rate exceeds a maximum value, alarm and automatic stop of transfer shall be
activated and manifold valves closed.
7.1.3.5 The receiving vessel shall have possibility to control transfer flow rate by means of a ship-to-ship link,
e.g. flexible cable and pendant with means of control.
DNV AS
SECTION 15 TRANSPORTATION OF CHEMICALS AND OTHER
SUBSTANCES FOR OFFSHORE SERVICE VESSELS - PLATFORM
SUPPLY
1 General
1.1 Objective
The rules in this section are established to reflect the requirements in the OSV code IMO Res.A.1122(30).
The rules focus on logistical efficiency and flexibility of transporting chemicals and other substances on
offshore service vessels.
1.2 Scope
The scope for additional class notation Platform supply sets, requirements for the arrangement and location
of tanks, equipment and spaces for carriage of chemicals and other substances, and includes related piping
installations and entrances to such spaces. Piping systems in cargo area, ventilation of cargo tanks, fire
protection and extinction and instrumentation and control systems all form part of the specification for this
notation.
In addition to the requirements set forth in [2] and [3], oil cargoes, liquid carbon dioxide- and liquid
nitrogen, cement- and dry mud are described in [4].
1.3 Application
The class notation Platform supply applies to vessels transporting chemicals and other substances to and
from offshore installations. The notation Platform supply shall be extended by supplementary qualifiers
where compliance with additional requirements have been met, such as A, P, S, T and any combination of
the four. See Table 1.
For vessels intended for transportation of liquids with flashpoint below 60°C in bulk to and from offshore
installations, see Sec.9.
Chemicals which may be carried subject to the rules in addition to what is mentioned in [4] are:
1) products which are listed in chapters 17 or 18 of the IBC code and the latest edition of the MEPC.2/
Circular (provisional categorization of liquid substances in accordance with MARPOL Annex II and the IBC
code) and their related references to chapters 15 and 19, or
2) oil-based/water-based mud containing mixtures of products listed in chapters 17 and 18 of the IBC Code
and the MEPC.2 Circular.
1.4 Class notations
Vessels built in compliance with the requirements as specified in Table 1 will be assigned the class notations
as follows:
DNV AS
Table 1 Class notations and qualifiers
Class notation Qualifier Purpose
Mandatory for ship designed for
carriage of either oil cargoes, liquid
carbon dioxide- and liquid nitrogen
A
and/or dry mud- and cement.
Applicable requirements are described
in [4].
Platform supply
Mandatory: Mandatory for ship designed for
carriage of pollution hazards cargoes.
Yes P
Applicable requirements are described
Design requirements: in [2].
- This section.
Mandatory for ship designed for
FIS survey requirements: carriage of safety hazards cargoes.
S
- Pt.7 Ch.1. Applicable requirements are described
in [2].
Mandatory for ship designed
for carriage of toxic cargoes.
T
Requirements are described in [2] and
[3].
1.5 Definitions
Term Definition
accommodation spaces those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas,
games and hobbies rooms, barber shops, pantries containing no cooking appliances and
similar spaces
DNV AS
Term Definition
cargo area for safety cargo tanks, portable tanks used as deck cargo tanks, slop tanks, cargo pump rooms,
hazard substances pump rooms adjacent to cargo tanks, hold spaces in which independent tanks are located,
cofferdams surrounding integral tanks, enclosed spaces in which pipes containing cargoes are
located and the following deck areas:
1) within 3 m of cargo tank installed on deck or portable tanks used as deck cargo tanks
2) areas on open deck, or semi-enclosed spaces on deck, within 3 m of any cargo tank
access outlet
3) areas on open deck over an integral tank without an overlaying cofferdam plus the open
deck area extending transversely and longitudinally for a distance of 3 m beyond each
side of the tank
4) areas on open deck, or semi-enclosed spaces on deck, within 3 m of cargo manifold
valve, cargo valve, cargo pipe flange, except spaces within the 3 m zone that are
separated by an enclosed bulkhead to the minimum height as given in 6)
5) areas on open deck, or semi-enclosed spaces on open deck above and in the vicinity of
any cargo tank vent outlet intended for the passage of large volumes of vapour mixture
during cargo loading, within a vertical cylinder of unlimited height and 3 m radius
centred upon the centre of the outlet, and within a hemisphere of 3 m radius below the
outlet
6) areas on the open deck within spillage coamings surrounding cargo manifold valves and
3 m beyond these, up to a height of 2.4 m above the deck
7) compartments for cargo hoses.
cargo control station a location that is manned during cargo transfer operations for the purpose of directing or
controlling the loading or unloading of cargo
cargo pump room is a space containing pumps and their accessories for the handling of the products covered
by the rules
cofferdam is the isolating space between two adjacent steel bulkheads or decks. This space may be a
void space or a ballast space.
control stations are those spaces in which vessels' radio or main navigating equipment or the emergency
source of power is located or where the fire-recording or fire-control equipment is
centralized. This does not include special fire-control equipment which can be most
practically located in the cargo area.
dangerous chemicals any liquid chemicals designated as presenting a safety hazard, based on the safety criteria
for assigning products to chapter 17 of the IBC code
hazardous substance any substance either listed in chapter 17 of the IBC code or having a hazard more severe
than one of the minimum hazard criteria given in criteria for hazard evaluation of bulk
chemicals as approved by the organization
hold space is the space enclosed by the vessel's structure in which an independent cargo tank is situated
hose landing area an area on the main deck, except those in compartments for cargo hoses, where cargo hoses
of substances having a flashpoint not exceeding 60°C and/or defined as toxic are located
during cargo transfer
independent a piping or venting system, for example, is in no way connected to another system and that
there are no provisions available for the potential connection to other systems
IBC code International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (resolutions MSC.4(48) and MEPC.19(22)), as amended
DNV AS
Term Definition
IGC code International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (resolution MSC.5(48)), as amended
open deck and semi- an open deck or semi-enclosed space on cargo deck or the inside of the cargo rail
enclosed space Semi-enclosed spaces are those spaces that either:
1) are open at two ends; or
2) have an opening at one end and are provided with adequate natural ventilation effective
over their entire length through permanent openings distributed in the side plating or
deckhead or from above, the openings having a total area of at least 10% of the total
area of the space sides.
pollution hazard only a substance having an entry only of 'P' in column d in chapter 17 of the IBC code
substance
portable tank multimodal tank used for the transport of dangerous goods
public spaces those portions of the accommodation spaces which are used for halls, dining rooms, lounges
and similar permanently enclosed spaces
pump room a space, located in the cargo area, containing pumps and their accessories for the handling of
ballast and oil fuel
safety hazard substance a substance having an entry of 'S' or 'S/P' in column d in chapter 17 of the IBC code
separate a cargo piping system or cargo vent system, for example, is not connected to another cargo
piping or cargo vent system
service spaces those spaces used for galleys, pantries containing cooking appliances, lockers, mail and
specie rooms, storerooms, workshops other than those forming part of the machinery spaces
and similar spaces and trunks to such spaces
toxic chemicals chemicals which are required to fulfill any of the requirements in chapter 15.12 of the IBC
code
void space is an enclosed space in the cargo area external to a cargo tank, other than a hold space,
ballast space, oil fuel tank, cargo pump room, pump room, or any space in normal use by
personnel
Documentation shall be submitted, as applicable, as required by Table 3.
DNV AS
Including:
- machinery and boiler
spaces, accommodation,
service and control station
spaces
- main deck lay-out with
hose landing area
- bunkering stations with
shore connections
Cargo handling - tank hatches, ventilation
Z030 - Arrangement plan FI
arrangements general pipes and any other
openings to the cargo tanks
and cofferdams
- ventilating pipes, doors
and openings to hazardous
areas
- entrances, air inlets and
openings to accommodation,
service and control station
spaces.
S010 - Piping diagram (PD) AP
Cargo piping system
Z160 - Operation manual AP
Cargo piping system S010 - Piping diagram (PD) Cement system. AP
Cargo tank venting and gas-
freeing arrangement
Cargo compartment cleaning
system
Cargo heating system S010 - Piping diagram (PD) AP
For safety hazard
G080 - Hazardous area
Hazardous area drawing substances, see [2.4.2]. For AP
drawing
toxic substances, see [3.15].
Ventilation system in cargo S012 - Ducting diagram Including capacity and fan

AP
area (DD) locations.
Cargo tanks pressure/
vacuum valves or high Z110 - Datasheet FI
velocity vent valves
I200 - Control and
Cargo tanks level monitoring
monitoring system AP
system
documentation
I200 - Control and
Cargo tanks overflow
protection system
documentation
DNV AS
Cargo valves and pumps I200 - Control and
control and monitoring monitoring system AP
I200 - Control and
monitoring system
Gas detection and alarm AP
documentation
system Z030 - Arrangement plan
I200 - Control and
monitoring system In cofferdams. AP
Leakage detection system documentation
Z030 - Arrangement plan In cofferdams. AP
G20 - Fixed fire
Cargo tank deck fire
Extinguishing system AP
documentation
1.6.1 For general requirements to documentation, including definition of the info codes, see Pt.1 Ch.3 Sec.1.
1.6.3 Other plans, specifications or information may be required depending on the arrangement and the
equipment used in each separate case.
Object Certificate type Issued by Certification standard* Additional description
Gas detection and
PC Society
alarm system, fixed
Cargo tanks level and
PC Society
monitoring system
Pressure/vacuum relief
TAC Society
valves for cargo tanks
Cargo valves and
pumps control and PC Society
monitoring system
For use on
tanks containing
Mud overflow valves TAC Society
contaminated
backloads.
* Unless otherwise specified, the certification standard is the rules.
For a definition of the certificate types see DNV-CG-0550 Sec.3.
DNV AS
2 Vessel arrangement general
2.1 Location and arrangement of cargo tanks
2.1.1 Cargo tanks shall be located at the following distances inboard:
1) Cargo tanks for IBC Code ship type 1 products: from the side shell plating, not less than the transverse
extent of damage specified in IMO Res. A.1122(30) paragraph 2.6.1.1. and from the moulded line of
the bottom shell plating at centreline, not less than the vertical extent of damage specified in IMO Res.
A.1122(30) paragraph 2.6.1.2.1, and nowhere less than 760 mm from the shell plating. This provision
does not apply to tanks for diluted slops arising from tank washing.
2) Cargo tanks for IBC Code ship type 2 products: from the moulded line of the bottom shell plating at
centreline, not less than the vertical extent of damage specified in IMO Res. A.1122(30) paragraph
2.6.1.2, and nowhere less than 760 mm from the shell plating. This provision does not apply to tanks for
diluted slops arising from tank washing.
3) Cargo tanks for IBC Code ship type 3 products: nowhere less than 760 mm from the shell plating. This
provision does not apply to tanks for diluted slops arising from tank washing.
2.1.2 Access to spaces for external inspection of cargo tanks shall be provided in accordance with Pt.5 Ch.7
Sec.3 [5].
2.2 Types of cargo tanks
2.2.1 Type of cargo tank shall be as required for the chemicals of the IBC Code where specific reference is
made in column 'f' in the table of chapter 17 thereof.
Definition of tanks:
Independent tank means a cargo-containment envelope, which is not contiguous with, or part of, the hull
structure. An independent tank is built and installed so as to eliminate whenever possible (or in any event to
minimize) its stressing as a result of stressing or motion of the adjacent hull structure. An independent tank
is not essential to the structural completeness of the ship's hull.
Integral tank means a cargo-containment envelope which forms part of the ship's hull and which may be
stressed in the same manner and by the same loads which stress the contiguous hull structure and which is
normally essential to the structural completeness of the ship's hull.
Gravity tank means a tank having a design pressure not greater than 0.07 MPa gauge at the top of the tank.
A gravity tank may be independent or integral. A gravity tank shall be constructed and tested according to
recognized standards, taking account of the temperature of carriage and relative density of the cargo.
Pressure tank means a tank having a design pressure greater than 0.07 MPa gauge. A pressure tank shall
be an independent tank and shall be of a configuration permitting the application of pressure-vessel design
criteria according to recognized standards.
2.3 Cargo segregation
2.3.1 Tanks containing cargoes, residues of cargoes or mixtures containing cargoes subject to the rules
shall be segregated from machinery spaces, accommodation and service spaces and from drinking water
and stores for human consumption by means of a cofferdam, void space, cargo pump room, pump room,
oil fuel tank, or other similar space. On-deck stowage of permanently attached deck tanks or installation of
independent tanks in otherwise empty hold spaces shall be considered as satisfying the rules.
2.3.2 For pollution hazards only substances having a flashpoint exceeding 60°C, the segregation provisions
in [2.3.1] need only be met for accommodation spaces, drinking water and stores for human consumption.
DNV AS
2.3.3 Cargoes, residues of cargoes or mixtures containing cargoes which react in a hazardous manner with
other cargoes or oil fuels shall:
1) be segregated from other such cargoes or oil fuels by means of a cofferdam, void space, cargo pump
room, pump room, or tank containing a mutually compatible cargo
2) have separate pumping and piping systems which shall not pass through other cargo tanks containing
such cargoes, unless encased in a tunnel
3) have separate tank venting systems.
2.3.4 Cargo piping shall not pass through any accommodation, service- or control spaces or machinery
spaces of category A.
2.3.5 If cargo piping systems or cargo venting systems are required to be separated, this separation may be
achieved by the use of design or operational methods. Operational methods shall not be used within a cargo
tank or a cofferdam surrounding the cargo tanks, if entry into the cofferdam is required, and shall consist of
one of the following types:
1) removing spool pieces or valves and blanking the pipe ends
2) arrangements of two spectacle flanges in series, with provisions for detecting leakage into the pipe
between the two spectacle flanges
3) blind flange valve with double shut-off and with provisions for detecting leakage in valve body.
2.3.6 Pumps, ballast lines, vent lines and other similar equipment serving ballast tanks shall be separated
from similar equipment serving cargo tanks and of cargo tanks themselves.
2.3.7 Cargo tanks may extend to the deck plating. Where cargo is handled on the deck area above a cargo
tank, the cargo tank may not extend to the deck plating unless a continuous permanent deck sheathing of
minimum 50 mm of wood or other suitable material of equivalent thickness and construction is fitted.
2.3.8 Cargoes subject to the rules shall not be carried in either the fore or aft peak tanks.
2.4 Accommodation, service and machinery spaces and control stations
2.4.1 Accommodation or service spaces or control stations shall not be located within the cargo area for
safety hazard substances as mentioned in the definitions.
2.4.2 For a vessel certified to carry safety hazard substances, entrances, air inlets and openings to
accommodation, service and machinery spaces and control stations may be accepted in bulkheads facing the
cargo area for safety hazard substances, if they are located outside this area.
2.5 Access to spaces in the cargo area
2.5.1 For pollution hazard only substances, at least one access to cargo tanks shall be direct from the open
deck and designed such as to ensure complete inspection.
2.5.2 For safety hazard substances, at least one access to each cargo tank, cofferdams and other spaces in
the cargo area shall be direct from the open deck and designed such as to ensure complete inspection.
2.5.3 Access to double bottom spaces within the cargo area may be through a cargo pump room, pump
room, deep cofferdam, pipe tunnel or similar dry compartments with their own direct access from open deck,
subject to consideration of ventilation aspects. Where cofferdams are provided over integral tanks, small
trunks may be used to penetrate the cofferdam.
DNV AS
2.5.4 For accesses defined in [2.5.1], [2.5.2], and [2.5.3] through horizontal openings, hatches or
manholes, the dimensions shall be sufficient to allow a person with a self-contained air-breathing apparatus
and protective equipment to ascend or descend any ladder without obstruction and also to provide a clear
opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear
opening shall be not less than 600 mm x 600 mm.
2.5.5 For accesses defined in [2.5.1], [2.5.2] and [2.5.3] through vertical openings, or manholes providing
passage through the length and breadth of space, the minimum clear opening shall be not less than 600 mm
x 800 mm at a height of not more than 600 mm from the bottom shell or deck plating, unless gratings or
other footholds are provided.
2.5.6 Smaller dimensions may be approved, if at least one main access defined in [2.5.1], [2.5.2] and
[2.5.3] has dimensions not less than those required in [2.5.4] and [2.5.5] respectively. The main access shall
be identified clearly in an access plan.
2.5.7 Cargo pump rooms shall be so arranged as to ensure unrestricted access to all valves necessary for
cargo handling for a person wearing the required personal protective equipment.
2.6 Fire fighting
2.6.1 Vessels engaged solely in the carriage of products with a flashpoint exceeding 60°C, shall be fitted
with a fixed deck foam system which shall comply with the provisions of the Fire Safety Systems Code.
2.6.2 Vessels engaged solely in the carriage of products which are identified in chapter 17 of the IBC Code
as non-flammable (entry 'NF' in column i of the table of minimum requirements) need not install a deck fire
fighting system.
2.7 Piping system and equipment
2.7.1 Systems and arrangements shall in general comply with the relevant requirements for main class
given in Pt.4 Ch.6. The piping system shall be treated as class II piping system.
2.7.2 Cargo pumps shall be provided with remote shut down devices capable of being activated from a
dedicated cargo control location which is manned at the time of cargo transfer. Remote shut down shall also
be capable of being activated from at least one other location outside the cargo area and at a safe distance
from it.
2.7.3 The requirements in the column 'o' in the table of the IBC Code chapter 17 are applicable for vessels
with Platform supply notation.
2.7.4 Suitably marked decontamination showers and eyewashes shall be available on deck in convenient
locations. The showers and eyewashes shall be operable in all ambient conditions. Decontamination shower
and eye wash units should be located on both sides of the ship in the cargo manifold area and close to the
entrances to accommodation. A heating system with temperature control is required. Water supply capacity
shall be sufficient for simultaneous use of at least two units.
Guidance note:
Thermal insulation is not considered as an alternative to a system with temperature control.
2.7.5 The minimum distance in [2.1.1] shall also in general be complied with for cargo piping. Remotely
controlled isolation valves may be used in order to accommodate routing of cargo pipes closer to ship side. It
will not be accepted for the vent pipes.
DNV AS
2.8 Liquid mud systems
2.8.1 Air pipes from mud tanks shall be fitted with means for relief of overflow in case of overfilling the
tanks. This can be achieved through e.g. a non-return valve fitted in a branch connection to the air pipe.
2.9 Return mud systems
2.9.1 For contaminated bulk liquid treated as found in IMO MEPC. 2 Circ. the following is required:
— PV-valves for tanks
— closed gauging
— deck foam system (may be waived if vessel is already assigned LFL(1) or LFL(2) notation)
— H2S and LEL gas detector installed in vent pipes from tank.
2.9.2 Contaminated bulk liquid, for qualifier P, as found in IMO MEPC. 2 Circ. will be accepted with the same
requirements as for [2.8.1].
In addition, HL alarm in each tank is required.
2.9.3 For contaminated bulk liquid, for qualifier S, as found in IM MEPC. 2 Circ. the following is required:
— requirements as listed in [3]
— requirements as listed in Sec.9
— H2S and LEL gas detector installed in vent pipes from tank
— independent HL and HHL in each tank.
2.10 Acids
2.10.1 The provisions of this section are applicable to acids. These provisions are additional to the special
requirements in section 15.11 of the IBC Code as required in 2.7.3.
2.10.2 Floors or decks under acid storage tanks and pumps and piping for acid shall have a lining or coating
of corrosion-resistant material extending up to a minimum height of 500 mm on the bounding bulkheads
or coamings. Hatches or other openings in such floors or decks shall be raised to a minimum height of 500
mm, however, where the administration determines that this height is not practicable, a lesser height may be
accepted.
2.10.3 Flanges or other detachable pipe connections shall be covered by spray shields.
2.10.4 Portable shield covers for connecting the flanges of the loading manifold shall be provided. Drip trays
of corrosion-resistant material shall be provided under loading manifolds for acids.
2.10.5 Spaces for acid storage tanks and acid pumping and piping shall be provided with drainage
arrangements of corrosion-resistant materials.
2.10.6 Deck spills shall be kept away from accommodation and service areas by means of a permanent
coaming of suitable height and extension.
DNV AS
3 Toxic chemicals
3.1 Vessel arrangement
3.1.1 Cargo tanks shall not be located within the accommodation or machinery spaces of category A.
Machinery spaces of category A and accommodation shall also not be located above tanks or cofferdams.
3.1.2 Where not bounded by bottom shell plating or pump room, the cargo tanks shall be surrounded by
cofferdams. Dimensions for access shall be as required in [2.5].
3.1.3 The spaces forward of the collision bulkhead (forepeak) and aft of the aftermost bulkhead (aftpeak)
shall not be arranged as cargo tanks nor as cofferdams.
3.1.4 Cofferdams shall be arranged for possible water filling. The filling system shall not be permanently
connected to the cofferdams. Reactivity with the cargo shall always be considered.
If cofferdams are not water filled, a leakage detection system shall be installed.
3.2 Access and openings general
3.2.1 No accommodation, service spaces, control stations or machinery spaces shall be located within the
toxic zones as defined in [3.15].
3.3 Access and openings to accommodation
3.3.1 Entrances, air inlets and openings to accommodation, service and machinery spaces, control stations
and other non-toxic spaces are, in general, not to face the toxic zones as defined in [3.1]. For vessels with
cargo tanks aft of the superstructure, entrances, air inlets and openings facing the toxic zones may be
accepted provided they are situated at far as practicable away from the zones, but at least 15 m.
The following provisions apply for such boundaries:
- Doors shall be kept closed during loading/discharge operations. Signboards shall be fitted.
- Port lights or windows shall be of a non-opening type.
3.4 Access and openings to pump room and cargo tanks
3.4.1 Cargo tanks and cofferdams surrounding cargo tanks shall have suitable access from open deck for
cleaning and gas-freeing. Where cofferdams are provided over cargo tanks, small trunks shall be arranged to
penetrate the cofferdam. The trunks shall be arranged for water filling.
3.4.2 Access openings are not to be arranged from cargo tanks or cofferdams to other enclosed spaces.
3.4.3 Pump rooms shall have access directly from open deck. No access shall be arranged between spaces
in the cargo area and other spaces.
Access entrances and passages shall have a clear opening of at least 600 mm x 600 mm.
3.5 Piping system arrangement in cargo area
3.5.1 There shall be no permanent connection between piping systems in the cargo area and piping systems
in the remainder of the vessel.
DNV AS
3.5.2 Where non-permanent connections between piping systems in the cargo area and piping systems in
the remainder of the vessel are accepted, this separation may be achieved by the use of one of the following
arrangements:
- removing spool pieces or valves and blanking the pipe ends
- blind flange valves.
3.5.3 The cofferdam boundaries shall not be penetrated at a level below the top of the cargo tanks.
Guidance note:
Hydraulic power supply to pumps/valve actuators, and cables for instrumentation is acceptable cofferdam penetrations above the
top of the cargo tanks.
3.5.4 Bulkhead penetrations shall not utilize flanges bolted through the bulkhead.
3.5.5 Deck spills shall be kept away from accommodation and service areas by suitable precautionary
discharge stations.
In addition, there shall be a designated hose landing area. The area shall be limited by spill coamings or
gutter bars leading any major leakage overboard.
3.5.6 Cargo pump room, pipe tunnels and cofferdams shall have a separate drainage system connected to
pumps or bilge ejectors situated entirely within the cargo area.
3.5.7 Bilge ejectors serving cargo areas shall not be permanently connected to the drive water system.
3.5.8 Cofferdams shall be provided with sounding pipes leading to open deck.
3.5.9 Cofferdams shall be provided with air pipes leading to open deck.
3.6 Bilge system
3.6.1 Bilge pumping systems serving spaces within the cargo area shall be independent from systems
serving spaces outside the cargo area subject to this section and shall be entirely situated within the cargo
area.
3.7 Cargo piping system
3.7.1 The complete cargo piping system shall be located within the cargo area. The requirements in Pt.5
Ch.6 shall be followed for the piping system design.
3.7.2 Cargoes, which react in a hazardous manner with other cargoes, shall have separate pumping and
piping systems, which shall not pass through other cargo tanks containing such cargoes unless encased in a
pipe tunnel.
3.7.3 Cargo piping shall not penetrate cargo tank boundaries below the top of the tank. Penetrations below
the top of the tank may be accepted provided that a remotely operated stop valve is fitted within the cargo
tank served. Where a cargo tank is adjacent to a pump room, the remotely operated stop valve may be fitted
on the cargo tank bulkhead on the pump room side.
3.7.4 Filling lines to cargo tanks shall be so arranged that the generation of static electricity is reduced, e.g.
by reducing the free fall into the tank to a minimum.
DNV AS
3.7.5 Hydraulically powered pumps, submerged in cargo tanks (e.g. deep well pumps), shall be arranged
with double barriers, preventing the hydraulic system serving the pumps from being directly exposed to
the cargo. The double barrier shall be arranged for detection and drainage of possible cargo leakages. The
detection shall be of automatic type.
Guidance note:
Due precautions shall be taken in order to avoid cargo release on deck due to too low location of leakage check point.
3.7.6 The connecting coupling for the transfer hose shall be of a type which automatically closes at
disconnection (self-sealing type).
Means of quick-release of the transfer hose shall be provided, e.g. by installation of a weak link assembly
or by installation of a remotely controlled coupling. If a remote controlled coupling is arranged, the quick-
release shall be capable of being effectuated from the bridge.
3.8 Cargo heating system
3.8.1 The heating medium shall be compatible with the cargo and the temperature of the heating medium
shall not exceed 200°C.
3.8.2 The cargo heating system shall be arranged as a secondary system independent of other ship's
services and shall not enter the engine room.
3.8.3 Heating or cooling systems shall be provided with valves to isolate the system for each tank.
3.8.4 For any heating system, means shall be provided to ensure that, when in any other but the empty
condition, a higher pressure is maintained within the system than the maximum pressure head exerted by
the cargo tank content on the system.
The heating circuit expansion tank shall be fitted with a gas detector or low level alarm and be vented to
open air.
3.8.5 Cargo heating pipes shall not penetrate the cargo tank boundaries other than from top of the tank.
Guidance note:
If cargo tanks are used as tanks for recovered oil, see also Sec.11.
3.9 Cargo tanks- and pipe cleaning
3.9.1 There shall be installed permanent tank washing arrangements so that personnel need not be
subjected to cargo vapors during cleaning operations.
3.9.2 Slop tanks and associated systems shall fulfil the requirements to cargo tank and it's associated
systems, except for requirements to tank location.
3.9.3 Cargo piping shall be designed in order to facilitate cleaning of the pipes for safe maintenance of
piping components- and equipment.
3.10 Ballast system
3.10.1 Ballast systems serving tanks adjacent to cargo tanks subject to this section, shall be entirely
situated within the cargo area.
DNV AS
3.10.2 Pumps, ballast lines, vent lines and other similar equipment serving permanent ballast tanks shall be
independent of similar equipment serving cargo tanks and from cargo tanks themselves.
3.11 Gas-freeing of cargo tanks
3.11.1 Gas-freeing operations shall be carried out such that vapour is initially discharged through outlets at
least 2 m above the cargo tank deck level with a vertical efflux velocity of at least 20 m/s maintained during
the gas-freeing operation.
Guidance note:
Procedures to be included in the operation manual in [3.20].
3.11.2 Fixed gas-freeing pipes with approved gas-freeing covers shall be provided (using fixed or portable
fans from deck level).
Guidance note:
Cofferdams and ballast tanks adjacent to toxic cargo tanks shall be arranged for portable mechanical ventilation to open deck.
3.12 Cargo tank venting
3.12.1 The cargo tanks shall have a breathing system for relief of pressure and vacuum. Such breathing
shall be through P/V-valves (pressure/vacuum relief valves). The system shall comply with the requirements
given in Pt.5 Ch.6 Sec.9 [2.3].
3.12.2 Cargoes, which react in a hazardous manner with other cargoes, shall have separate tank venting
systems.
3.12.3 The set point of the pressure side of the P/V-valves shall be set at minimum 0.6 bar.
3.12.4 As an alternative to [3.12.3], an arrangement with inline PV-valve with outlet routed below design
water line may be accepted. Other venting arrangement will be accepted on a case-by-case basis.
3.12.5 Cargo tanks shall be provided with a vapour return line to enable loading with vapour return to
shore.
3.12.6 P/V-valve outlets and gas-freeing shall be located outlets minimum three (3) m above deck or
gangway/access way for personnel. This implies that the cargo rail top cannot be used as gangway on the
side where P/V valve outlets are located.
3.13 Inerting
3.13.1 There shall be a possibility to connect inert gas to the cargo tanks. The design requirements for the
inert gas system are given in Sec.9 [4]. The cofferdams need not have such a connection unless required by
Sec.9.
3.14 Ventilation system within the cargo area
3.14.1 The ventilation system shall comply with the requirements given in Pt.5 Ch.6 Sec.10. The
requirement regarding height of the ventilation exhaust outlets from cargo handling spaces may be relaxed
after special consideration.
DNV AS
3.14.2 The working deck shall be arranged for natural ventilation as follows:
- the stern of the ship shall have a bulwark with a height of no more than 1.5 m towards the sea
- deck cargo shall be located outside of toxic zones on deck.
For ships having superstructure aft of the cargo area, arrangement shall be considered on a case-by-case
basis.
3.15 Toxic zones definition
3.15.1
Toxic zones
The interiors of cargo tanks, slop tanks, any pipework of pressure-relief or other venting systems for cargo
and slop tanks, pipes and equipment containing the cargo or developing toxic vapours. In addition, the
following is also considered as toxic areas:
1) cofferdams adjacent to cargo tanks
2) hold spaces containing independent cargo tanks
3) cargo handling spaces
4) enclosed spaces above or adjacent to cargo tanks
5) areas on open deck, or semi- enclosed spaces on deck, within 4.5 m of any cargo tank outlet, gas or
vapour outlet, cargo manifold valve, cargo valve, cargo pipe flange, cargo pump room ventilation outlets
and cargo tank openings for pressure release provided to permit the flow of small volumes of gas or
vapour mixtures caused by thermal variation
6) areas on open deck, or semi-enclosed spaces on open deck above and in the vicinity of any cargo gas
outlet intended for the passage of large volumes of gas or vapour mixture during cargo loading, within a
vertical cylinder of unlimited height and 10 m radius cantered upon the centre of the outlet, and within a
hemisphere of 10 m radius below the outlet
7) areas on open deck, or semi-enclosed spaces on deck, within 1.5 m of cargo pump room entrances,
cargo pump room ventilation inlet, openings into cofferdams or other hazardous spaces
8) areas on the open deck within spillage coamings surrounding cargo manifold valves and 3 m beyond
these, up to a height of 2.4 m above the deck
9) compartments for cargo hoses
10) designated hose landing area on deck, as described in [3.5.5]
11) enclosed or semi-enclosed spaces in which pipes containing cargoes are located.
Guidance note:
Areas on open deck within 3 m of cargo tank access openings for ships with cofferdams towards deck are not defined as hazardous
zones. Safety precautions related to the use of such access openings in connection with gas-freeing shall be covered in the
operation manual.
3.15.2 Spaces with access or opening located in toxic area shall be considered as a toxic area.
3.16 Instrumentation and control system
3.16.1 Control systems for cargo valves and pumps shall comply with the requirements given in Pt.5 Ch.5
Sec.9 [2].
3.16.2 Each cargo tank shall be fitted with at least one level gauging device. Where only one gauging device
is fitted, it shall be arranged so that any necessary maintenance can be carried out while the cargo tank is in
service. If this is not possible, means for manual sounding shall be provided.
All means of level gauging shall be of closed type as described in Pt.5 Ch.6 Sec.13 [2]
DNV AS
3.16.3 Each cargo tank shall be fitted with a high level alarm giving alarm at 95% filling by volume. The
alarm shall be activated by a level sensing device independent of the gauging device.
3.16.4 Cofferdams surrounding cargo tanks shall be fitted with leakage detection unless they are water
filled when carrying cargo or fitted with gas detection. Alarms shall be provided at a manned control station.
3.16.5 Pressure audible and visual alarms at cargo control station and cargo area shall be installed, and
shall be activated at 70% of P/V-valve opening to warn crew of imminent vapour release.
3.17 Gas detection
3.17.1 Cofferdams surrounding cargo tanks shall be fitted with gas detection unless they are water filled or
fitted with leakage detection. Alarm shall be provided at a manned control station.
3.17.2 The ship shall be equipped with at least two instruments designed and calibrated for testing for the
specific vapours in question.
3.17.3 Gas detection instruments may be portable or fixed. If a fixed system is installed, at least one
portable instrument shall be provided.
3.17.4 When toxic-vapour-detection equipment is not available for some products which require such
detection, as indicated in column 'k' in the table of chapter 17 in the IBC code, the administration may
exempt the ship from the requirement, provided an appropriate entry is made on the international
certificate of fitness for the carriage of dangerous chemicals in bulk. When granting such an exemption, the
administration shall recognize the necessity for additional breathing-air supply and an entry shall be made on
the international certificate of fitness for the carriage of dangerous chemicals in bulk drawing attention to the
provisions of 14.2.4 and 16.4.2.2 in the IBC code.
3.18 Personnel protection
3.18.1 Protective equipment
3.18.1.1 For the protection of crew members who are engaged in loading and discharging operations, the
ship shall have onboard suitable protective equipment consisting of large aprons, special gloves with long
sleeves, suitable footwear, coveralls of chemical-resistant material, and tight-fitting goggles or face shields or
both. The protective clothing and equipment shall cover all skin so that no part of the body is unprotected.
3.18.1.2 Work clothes and protective equipment shall be kept in easily accessible places and in special
lockers. Such equipment shall not be kept within accommodation spaces, with the exception of new, unused
equipment and equipment which has not been used since undergoing a thorough cleaning process. The
administration may, however, approve storage rooms for such equipment within accommodation spaces if
adequately segregated from living spaces such as cabins, passageways, dining rooms, bathrooms, etc.
3.18.1.3 Protective equipment shall be used in any operation, which may entail danger to personnel.
3.18.2 Safety equipment
3.18.2.1 There shall be available sufficient but not less than three complete sets of safety equipment, each
permitting personnel to enter a gas-filled compartment and perform work there for at least 20 min. Such
equipment shall be in addition to that required by SOLAS regulation I-2/10.10.
3.18.2.2 One complete set of safety equipment shall consist of:
1) one self-contained air-breathing apparatus (not using stored oxygen)
2) protective clothing, bots, gloves and tight-fitting goggles
DNV AS
3) fireproof lifeline with belt resistant to the cargoes carried
4) explosion-prof lamp.
3.18.2.3 For the safety equipment required in [3.18.2.1], all ships shall carry either:
1) one set of fully charged spare air bottles for each breathing apparatus
2) a special air compressor suitable for the supply of high-pressure air of the required purity
3) a charging manifold capable of dealing with sufficient spare air bottles for the breathing apparatus
4) fully charged spare air bottles with a total free air capacity of at least 6,0 l for each breathing apparatus
on board in excess of the requirements of SOLAS regulation I-2/10.10.
3.18.2.4 A cargo pump room on ships carrying cargoes which are subject to the requirements of 15.18
of the IBC code, or cargoes for which in column 'k' in the table of the IBC code chapter 17 toxic-vapour-
detection equipment is required but is not available, shall have either:
1) A low-pressure line system with hose connections suitable for use with the breathing apparatus required
by. This system shall provide sufficient high pressure air capacity to supply, through pressure-reduction
devices, enough low pressure air to enable two men to work in a gas-dangerous space for at least one
hour without using the air bottles of the breathing apparatus. Means shall be provided for recharging the
fixed air bottles and the breathing apparatus air bottles from a special air compressor suitable for the
supply of high-pressure air of the required purity.
2) An equivalent quantity of spare bottled air in lieu of the low-pressure air line.
3.18.2.5 At least one set of safety equipment as required by [3.18.2.2] shall be kept in a suitable clearly
marked locker in a readily accessible place near the cargo pump room. The other sets of safety equipment
shall also be kept in suitable, clearly marked, easily accessible places.
3.18.2.6 The breathing apparatus shall be inspected at least once a month by a responsible officer, and the
inspection recorded in the ship' s log-book. The equipment shall be inspected and tested by an expert at
least once a year.
3.18.3 Emergency equipment
3.18.3.1 Ships carrying cargoes, for which "Yes" is indicated in column 'n' of chapter 17 of the IBC code,
shall be provided with suitable respiratory and eye protection sufficient for every person on board for
emergency escape purposes, subject to the following:
1) filter-type respiratory protection is unacceptable
2) self-contained breathing apparatus shall have at least a duration of service of 15 min.
3) emergency escape respiratory protection shall not be used for fire-fighting or cargo handling purposes and
shall be marked to that effect.
3.18.3.2 The ship shall have on board medical first-aid equipment, including oxygen resuscitation equipment
and antidotes for cargoes to be carried, based on the guidelines developed by the IMO*.
* Reference is made to the medical first aid guide for use in accidents involving dangerous gods (MFAG)
which provides advice on the treatment of casualties in accordance with the symptoms exhibited as well as
equipment and antidotes that may be appropriate for treating the casualty.
3.18.3.3 A stretcher which is suitable for hoisting an injured person up from spaces such as the cargo pump-
room shall be placed in a readily accessible location.
3.19 Signboards
3.19.1 Doors to accommodation and service spaces facing the cargo area shall be provided with signboards
with the following text:
DNV AS
TO BE KEPT CLOSED DURING HANDLING OF TOXIC CARGOES
3.20 Operational instructions
3.20.1 General
3.20.1.1 An operation manual describing al essential procedures for handling of chemical cargoes shall be
prepared. The manual is subject to approval and shall be kept on board.
3.20.2 Ship particulars
3.20.2.1 The operation manual shall include information and procedures covering the following:
Cargo system:
- tank capacities
- cargo handling system
- cargo tank venting
- cargo tank heating
- pump room safety if applicable
- cargo tank instrumentation
- fire safety
- gas detection.
Operations:
- assumptions
- loading
- voyage
- discharging
- cleaning and gas-freeing (tank entry)
- cofferdam safety
- cargo area access plan
- gas detection
- cargo handling spaces safety.
Reference documents:
- general arrangement
- capacity plan
- cargo system
- pressure/vacuum valves flow curves
- cargo venting
- mechanical ventilation cargo area
- hazardous zones
- fire extinguishing
- bilge cargo area.
3.20.2.2 The following instructions shall also be included in the operation manual as applicable:
— gas measurements shall be carried out regularly
— doors to accommodation and service spaces facing the cargo area shall be kept closed during cargo
handling
DNV AS
— dry cargo shall not be handled in cargo area forward of the superstructure
— no simultaneous handling of dry cargo or liquid cargo not covered by this section shall be performed while
loading/unloading of the chemicals covered by these rules.
4 Other cargoes
4.1 Oil cargoes
4.1.1 The requirements for the vessel shall follow what is required for domestic fuel oil systems.
Guidance note:
Carriage of oil as cargo is normally reserved for oil tankers.
MARPOL Annex I Reg. 2.2 allows non-oil tankers to carry limited amounts of oil as cargo. Carriage below 1000 m3 allows
regulation 34.6 to replace regulations 29, 31 and 32. This will entail that no ODME, slop tank or oily water interface detector is
required.
Oil cargo is covered by the vessel's IOPP-B certificate.
For oils with flashpoint below 60°C, Sec.9 will apply in addition.
4.2 Cement and dry mud systems
4.2.1 Cement and dry mud tanks and piping systems shall in general be separated from the engine room.
Where cement and dry mud tanks are situated in way of engine room, at least the upper parts of the tanks
with hatches, pipe connections and other fittings, shall be segregated from the engine room by a steel deck
and bulkhead.
4.2.2 Where cement and dry cargo piping is led through the engine room, the wall gross thicknesses of the
pipes shall not be less than given in Table 5. Pipe connections located in the engine room shall be welded as
far as practicable. Necessary detachable connections shall be of such design that blow-out is prevented. The
arrangement will be specially considered in each particular case.
4.2.3 Access doors between the engine room and spaces in which cement and dry mud systems are located,
shall be provided with signboard stating that the doors shall be kept closed while the system is under
pressure.
4.2.4 Cement and dry mud tanks shall be certified in accordance with the requirements for pressure vessels
given in Pt.4 Ch.7.
4.2.5 The minimum required nominal wall gross thickness for steel pipes in engine room is given in Table 5.
Table 5 Minimum pipe wall thickness
External diameter [mm] Wall gross thickness [mm]
38 to 82.5 6.3
88.9 to 108 7.1
114.3 to 139.7 8.0
152.4 to 273 8.8
DNV AS
4.3 Liquefied nitrogen- and carbon dioxide
4.3.1 Accommodation, service and machinery spaces and control stations
4.3.1.1 Unless they are located at least seven m away from the deck area as defined in IMO Res. 1122(30)
paragraph 1.2.7.2, entrances, air inlets and openings to accommodation, service and machinery spaces and
control stations shall not face the cargo deck area. Doors to spaces not having access to accommodation,
service and machinery spaces and control stations, such as cargo control stations and store rooms, may
be permitted within such deck area, provided the boundaries of the spaces have equivalent gas tightening
to A-0 standard. Wheelhouse doors and wheelhouse windows may be located within the limits specified
above as long as they are designed in such a way that a rapid and efficient gas and vapour tightening of
the wheelhouse can be ensured. Windows and side scuttles facing the deck area and on the sides of the
superstructures and deckhouses within the limits specified above shall be of the fixed (non-opening) type.
Such side scuttles in the first tier on the main deck shall be fitted with inside covers of steel or equivalent
material.
4.3.2 Cargo containment
4.3.2.1 The cargo tank shall be in accordance with chapter 4 of the IGC Code. The design and testing of the
tanks for liquid nitrogen shall be as required for independent tanks type C.
4.3.3 Materials of construction
4.3.3.1 Materials of construction shall comply with the requirements of chapter 6 of the IGC Code.
4.3.4 Vent system for cargo containment
4.3.4.1 The vent system for cargo containment shall comply with the requirements of chapter 8 of the IGC
Code.
4.3.5 Cargo transfer
4.3.5.1 The cargo transfer system shall comply with the requirements of chapter 5 of the IGC Code.
4.3.5.2 Drip trays resistant to cryogenic temperatures shall be provided at manifolds transferring liquefied
gases or at other flanged connections in the liquefied gas system.
4.3.6 Vapour detection
4.3.6.1 Each enclosed space used for handling or storage of a liquefied gas shall be fitted with a sensor
continuously monitoring the oxygen content of the space and an alarm indicating low oxygen concentration.
For semi-enclosed spaces portable equipment may also be acceptable.
4.3.7 Gauging and level detection
4.3.7.1 The gauging and level detection arrangements shall comply with the requirements of chapter 13 of
the IGC Code.
4.3.8 Emergency shutdown system
4.3.8.1 Emergency shut-off valves shall be provided in liquid outlet lines from each liquefied gas tank. The
controls for the emergency shut-off valves should meet the provisions given in [2.7.2] for remote shutdown
devices.
DNV AS
4.3.8.2 In the case of transfer operations involving pressures in excess of 5 MPa, arrangements for
emergency depressurizing and disconnection of the transfer hose shall be provided. The controls for
activating emergency depressurization and disconnection of the transfer hose shall meet the provisions given
in [2.7.2] for remote shutdown devices.
4.3.9 Personnel protection
4.3.9.1 Vessels carrying liquefied gases shall have safety equipment on board in accordance with [3.18.2].
DNV AS
SECTION 16 OFFSHORE GANGWAY INSTALLATIONS - WALK2WORK
AND WALK2WORKREADY
1 General
1.1 Objective
The objective of these rules is to set out requirements for vessels intended to operate offshore gangway
systems. .
1.2 Scope
The additional class notations Walk2work and Walk2workready provide requirements for offshore
gangway systems with respect to:
— safety
— functionality
— supporting the gangway structure
— locking the gangway in a parked position (vessel at sea)
— documenting installation preparedness.
1.3 Application
The notation may be applied to any vessel intended to transfer people from vessel to facility.
1.4 Class notations
1.4.1 Vessels built in compliance with the relevant requirements in this section may be given the notations
and qualifier as outlined in Table 1.
Table 1 Overview of the notations and qualifier
Class notation Qualifier Description Requirements
Vessel with permanent
installed gangway where
<None> [1] to [5]
the gangway is certified by
DNV.
Walk2work
Denotes the maximum sea
conditions in which the
Operability [1] to [5], [7]
offshore gangway system
may be safely operated.
Vessel intended to have
gangway system installed
Walk2workready <None> onboard. The gangway is [1], [2] and [4] to [6]
outside the scope of the
notation.
DNV AS
Class notation Qualifier Description Requirements
Denotes the maximum sea
conditions in which the
Operability [1], [2] and [4] to [7]
offshore gangway system
may be safely operated.
1.4.2 The offshore gangway shall be identified in the appendix to the classification certificate for notation
Walk2work.
1.4.3 The main parameters of the intended gangway shall be described in the appendix to the classification
certificate for the Walk2workready notation.
1.4.4 The voluntary qualifier Operability gives a standardised calculation method which estimates the
maximum sea conditions for which the offshore gangway system may be safely operated onboard the given
vessel without exceeding the design limitations of the gangway, documented by an operability plot.
1.5.1 For offshore gangways covered by class notation Walk2work, the builder shall request the
manufacturers to order certification as described in Table 2.
Object Certificate type Issued by Certification standard
Offshore gangway PC Society DNV-ST-0358
1.5.2 For definition of certification types, see Pt.1 Ch.3.
1.6.1 Documentation for notations Walk2work and Walk2workready shall be submitted as required by
Table 3.
Including:
— main dimensions
— limiting positions of movable parts
— location onboard during operation and in
Offshore gangway Z030 - Arrangement plan parked position FI
— design loads during operation and in
parked position
— operational limitations including
significant wave height (Hs), wind, etc.
DNV AS
Showing:
— support of gangway within the vessel
— securing devices for the gangway when it AP
is in parked position
— design loads.
Calculations documenting acceptable
H080 - Strength analysis stresses in the supporting structures and the FI
sea fastening arrangement.
Description covering all switchboards and
E050 - Single line diagrams/ their consumers, providing information on
consumer lists for switchboard connections, consumer ratings, AP
switchboards cable dimensions and settings of protective
devices.
Showing the configuration of the electrical
circuits. Information on protection,
E170 - Electrical schematic
interlocks, undervoltage trips, remote AP
drawing
control circuits etc. shall be included if
relevant.
— configuration of the system in all
operating modes and subsequent power
distribution philosophy for different
E220 - Electrical system
vessel systems AP
philosophy
— interlocks
— system behavior in relevant failure
modes.
Only required for notation
Walk2workready. Summarizing the
Z162 - Installation manual FI
information for installing an offshore
gangway system onboard the vessel.
Guidance note:
Documentation requirements to electrical power supply are covered in Pt.4 Ch.8.
1.6.2 Additional documentation for qualifier Operability shall be submitted as required by Table 4.
Offshore gangway system H084 - Wave load analysis FI
DNV AS
Containing:
— limiting design parameters for the
offshore gangway (e.g. telescopic
movement/stroke, telescopic speed
and acceleration, luffing and slewing
angles, design operational environmental
Z265 - Calculation report conditions) FI
— calculations for the translations,
rotations, velocities and accelerations
at the gangway main hinge at given
headings, significant wave heights and
most onerous gangway orientation and
height.
Z202 - Operability plot AP
Sec.6.
2 Hull
2.1 Support within the vessel
2.1.1 The gangway shall be secured to the hull structures when in parked position during transit.
2.1.2 The supporting structures within the vessel shall be designed to withstand the load combinations
specified in DNV-ST-0358 Table 4-4 and DNV-ST-0358 Table 4-5.
2.1.3 For the operational load combinations (LC 1 and LC 2 in DNV-ST-0358 Table 4-4 and DNV-ST-0358
Table 4-5) the acceptance criteria shall be as given in Pt.3 Ch.11 Sec.2 [4.6].
2.1.4 The maximum operational accelerations shall either be taken according to Pt.3 Ch.4 Sec.3 or, for
restricted sea conditions, to be agreed in advance (e.g. based on a wave load analysis).
2.1.5 For the emergency disconnection load combination (LC 3 in DNV-ST-0358 Table 4-4 and DNV-ST-0358
Table 4-5) acceptance criteria AC-III in Pt.3 Ch.6 Sec.6 shall be applied.
2.1.6 For the parked/transit load combination (LC 4 in DNV-ST-0358 Table 4-4 and DNV-ST-0358 Table 4-5)
-8
acceptance criteria AC-II in Pt.3 Ch.6 Sec.6 shall be applied (provided the loads are at 10 probability level).
2.1.7 The maximum transit/parked accelerations (i.e. for unrestricted sea conditions) shall not be taken less
than given in Pt.3 Ch.4 Sec.3.
2.1.8 Due concern shall be taken with respect to horizontal forces and uplift forces at the connection
between the gangway and the vessel. Doublers shall be avoided where uplift forces may occur.
2.1.9 The selection of materials for foundations and supporting structures for offshore gangways shall be
based on DNV-ST-0358 Sec.3.
DNV AS
3 Testing
3.1 General
After completed installation onboard, functional testing and load testing of the gangway and its supporting
structures shall be carried out as specified in DNV-ST-0358 in presence of DNV surveyor.
4 Stability
4.1 Application
The intact and damage stability criteria applicable to the ship shall be complied with at all times when the
gangway is in use. This includes the main class requirements in Pt.3 Ch.15, the statutory intact and damage
stability requirements and optional class notations when applicable. The stability shall be assessed when the
gangway is in the most unfavorable position with respect to transverse heeling moment.
5 Station keeping
5.1 General
The vessels shall have station keeping ability by dynamic positioning systems or position mooring systems.
For vessels with dynamic positioning system, class notation DPS(1) or higher is mandatory.
Guidance note:
For relevant dynamic positioning class notations, see Ch.3. DPS(1) is equivalent to IMO MSC/Circ 645 Guidelines for vessels with
dynamic positioning systems, equipment class 1.
6 Notation Walk2workready
6.1 General
6.1.1 The notation shows that the vessel is prepared to install an offshore gangway system with the specified
characteristics. The actual characteristics shall be stated in the appendix to the class certificate. The gangway
itself is not covered by Walk2workready.
6.1.2 Documentation according to Table 2 shall be submitted and evaluated before the notation is granted,
while modifications onboard, surveys and testing may await the first installation of the offshore gangway
system.
6.1.3 The designer shall submit an installation manual summarizing which documents have been evaluated
for the notation, the approval comments and which tasks shall be carried out before the gangway system can
be operated onboard this vessel.
6.1.4 The structural drawings and analysis for the support on deck shall be based on design footprint loads
from an expected future offshore gangway system and the intended position onboard.
6.1.5 The electrical power supply for the gangway shall be arranged as for 'essential' installations, see Pt.4
Ch.8.
DNV AS
7 Operability
7.1 General
7.1.1 The intention of qualifier Operability is to ensure safe operations, of the given vessel, without
exceeding its design limitations. Estimated design limitations include maximum significant wave heights, wind
and current speeds, obtained through standardised calculation method.
Guidance note:
Applicable design parameters will vary for different gangway designs. The limiting factors may be both due to technical restrictions
and perceived safety for the users.
7.1.2 The motion of the gangway for different environmental directions shall be calculated based on a
combination of the vessel's station keeping abilities (DP low-frequency motion) and the hydrodynamic
behaviour of the vessel (vessel motion due to waves). This shall be compared with the design limitations
of the offshore gangway system with respect to position/movement (e.g. maximum stroke), velocity (e.g.
telescopic speed) and acceleration as relevant.
Guidance note:
Limiting design parameters for an offshore gangway are typically gangway stroke (telescopic extension and retraction relative to
the nominal operational length), telescopic speed, slewing angle, luffing angle, wind speed, wave height, and motion, velocity and
accelerations at the gangway.
7.1.3 The calculations shall, as a minimum, include the gangway stroke, gangway telescopic speed and
telescopic acceleration for normal operation as limiting parameters. The maximum operational telescopic
2
speed and acceleration should not be taken as more than 1 m/s and 1 m/s respectively unless otherwise
accepted by the Society.
7.1.4 The calculations may normally be based on that the gangway tip does not move. However, if the
offshore gangway system is operating towards a moving object (e.g. another vessel), this should be taken
into account when establishing the design limitations.
7.1.5 The calculations shall be done with the gangway in worst position for normal operation. This implies
e.g. that gangway shall be in highest estimated operational elevation from deck. If the gangway(s) can be
operated in significant different directions and/or positions on board, separate calculations and operability
plots for each case shall be prepared.
7.1.6 The results shall be given as operability plots in polar form giving the limiting significant wave heights
in metres and wave directions in degrees. Results shall be presented with a minimum resolution of 10
degrees for the full 360 degrees envelope. For visualization purposes, linear interpolation between these
points is acceptable.
7.1.7 The results shall be calculated with the vessel in its intact conditions (no failures).
7.1.8 The operability plot indicates that the offshore gangway system can operate for the limiting wave
height (and corresponding wind and current speeds) shown in the plot and for all wave heights below, but
not for higher wave heights.
7.1.9 The operability shall be calculated considering, as a minimum, the first-order motion due to waves and
low-frequency motion due to the DP control system.
DNV AS
Guidance note:
The first-order wave motion is the harmonic motion due to first-order wave loads, oscillating about the low-frequency vessel
motion.
7.2 Station keeping
7.2.1 The vessel's station keeping capability shall be calculated and documented based on the requirements
for DP capability level 3 in DNV-ST-0111. Significant wave heights and corresponding wind and current
speeds shall be taken according to DNV-ST-0111 Table 2-1. Intermediate values may be found by
interpolation.
Guidance note:
The method described in this section can also be applied to site-specific environmental conditions according to DP capability Level
3-site in DNV-ST-0111.
7.3 Sea keeping
7.3.1 The wave motions of the vessel shall be calculated utilizing vessel specific wave response coefficients.
Guidance note:
The wave frequency motion can be calculated from the vessel specific RAOs utilizing a linear analysis and frequency-domain
methods.
7.3.2 The applicable motion values to be used from the sea keeping analysis are the extreme motion
amplitude response (i.e. 4 times the root-mean-square amplitude of the motion).
7.4 Combined operability
7.4.1 The motions of the vessel and gangway shall be based on [7.2] and [7.3] and shall then be compared
with the limiting design parameters of the gangway. For each environmental direction, the maximum
environmental conditions not exceeding the gangway limiting design parameters will result in the operability
limit shown in the operability plot.
DNV AS
SECTION 17 ANCHORING IN DEEP AND UNSHELTERED WATER -
ADW
1 General
1.1 Objective
The purpose of the additional class notation ADW is to demonstrate the vessels capability for anchoring in
deep and unsheltered waters.
1.2 Scope
The scope of the additional class notation ADW is to provide requirements for the anchoring equipment for
vessels intended to anchor in deep and unsheltered water.
1.3 Application
The additional class notation ADW indicates that the vessel is designed to anchor in deep and unsheltered
water. Assumed conditions are as follows:
— water depth up to 120 m
— current up to 1.54 m/s
— wind up to 14 m/s
— waves with significant height of up to 3 m
— wind, current, and waves from ahead and acting in the same direction.
Furthermore, these requirements are applicable to ships with a rule length of not less than 135 m.
Guidance note:
For comparison, the minimum requirements to anchoring equipment, see Pt.3 Ch.11 Sec.1, assume by default an anchoring depth
not more than 82.5 m for the capacity of the windlass and anchoring depth limited by minimum scope of chain cable of 6 for the
anchor holding power. In addition, the environmental conditions are less severe with current up to 1.54 m/s and a maximum wind
speed of 11 m/s in combination with a maximum significant wave height of 2 m.
1.4 Class notations
1.4.1 ADW
Ships built in compliance with the requirements as specified in Table 1 will be assigned the additional notation
related to anchoring in deep water.
DNV AS
Table 1 Additional class notation related to deep water anchoring - ADW
Class Notation Qualifier Purpose Application
ADW
Mandatory:
No Ships intended for
anchoring in deep
Design requirements: <None>
and unsheltered
[3] water
FIS requirements:
N.A.
2 Documentation
2.1.1 ADW
Table 2 Documentation requirements for class notation ADW
Equipment number calculation for
H100 – Equipment number
Anchoring arrangement deep and unsheltered waters in AP
calculation
accordance with [3]
AP = for approval, FI = for information, ACO = as carried out, L = local handling, R = on request, TA = covered by type
approval, VS = vessel specific
For general requirements for documentation, including definition of the info codes, see Pt.1 Ch.3 Sec.1.
3 Design requirements
3.1 Equipment Number for deep and unsheltered water
Anchors and chain cables shall be in accordance with Table 3 and based on the Equipment Number ENDW
obtained from the following equation:
where:
-9 3 -6 2 -4
a = 1.83·10 L + 2.09·10 L - 6.21·10 L + 0.0866
b = 0.156 L + 8.372
L = rule length
EN = equipment number calculated according to Pt.3 Ch.11 Sec.1 [3.1].
DNV AS
Table 3 Anchoring equipment for ships with ADW notation
High holding power
Stud link chain cable for bower anchors
stockless bower anchor
Equipment
Min. diameter
number ENDW Mass per anchor Length
Number NV K2 NV K3
[kg] [m]
[mm] [mm]
up to 1789 2 14150 1017.5 105 84
1790 to 1929 2 14400 990 105 84
1930 to 2079 2 14800 990 105 84
2080 to 2229 2 15200 990 105 84
2230 to 2379 2 15600 990 105 84
2380 to 2529 2 16000 990 105 84
2530 to 2699 2 16300 990 105 84
2700 to 2869 2 16700 990 105 84
2870 to 3039 2 17000 990 105 84
3040 to 3209 2 17600 990 105 84
3210 to 3399 2 18000 990 105 84
3400 to 3599 2 18300 990 105 84
3600 to 3799 2 19000 990 107 87
3800 to 3999 2 19700 962.5 107 87
4000 to 4199 2 20300 962.5 111 90
4200 to 4399 2 21100 962.5 114 92
4400 to 4599 2 22000 962.5 117 95
4600 to 4799 2 22900 962.5 120 97
4800 to 4999 2 23500 962.5 124 99
5000 to 5199 2 24000 935 127 102
5200 to 5499 2 24500 907.5 132 107
5500 to 5799 2 25000 907.5 132 107
5800 to 6099 2 25400 880 137 111
6100 to 6499 2 25600 880 142 114
6500 to 6899 2 25900 852.5 142 117
6900 to 7399 2 26400 852.5 147 117
7400 to 7899 2 26900 825 152 122
7900 to 8399 2 27400 825 127
DNV AS
High holding power
Stud link chain cable for bower anchors
stockless bower anchor
Equipment
Min. diameter
number ENDW Mass per anchor Length
Number NV K2 NV K3
[kg] [m]
[mm] [mm]
8400 to 8899 2 27900 797.5 127
8900 to 9399 2 28900 770 132
9400 to 9999 2 29300 770 137
10000 to 10699 2 29900 770 142
10700 to 11499 2 30600 770 142
11500 to 12399 2 31500 770 147
12400 to 13399 2 33100 770 152
13400 to 14600 2 35000 770 157
above 14600 2 38000 770 162
3.2 Anchors
3.2.1 The bower anchors shall be connected to their chain cables and positioned on board ready for use.
3.2.2 Anchors shall be of the stockless high holding power (H.H.P.) type.
3.2.3 The mass of the head of a stockless anchor, including pins and fittings, shall not be less than 60% of
the total mass of the anchor. The requirements for H.H.P. anchors are given in Pt.3 Ch.11 Sec.1 [4.1].
The mass, per anchor, of bower anchors given in Table 3 is for anchors of equal mass. The mass of individual
anchors may vary to 7% of the tabular mass, but the total mass of anchors shall not be less than that
recommended for anchors of equal mass.
3.2.4 For manufacture of anchors, see Pt.3 Ch.11 Sec.1 [4.4].
3.2.5 Proof testing of the anchors shall be in accordance with Pt.3 Ch.11 Sec.1 [4.5] and Pt.3 Ch.11 Sec.1
[4.6].
3.3 Chain cables for bower anchors
3.3.1 Bower anchors shall be accompanied with stud link chain cables of NV K2 or NV K3 quality. The total
length of chain cable, as given in Table 3, shall be reasonably divided between the two bower anchors. The
proof and breaking loads of stud link chain cables shall be in accordance with Pt.3 Ch.11 Sec.1 Table 6.
3.3.2 For manufacture of anchor chain cables, see Pt.3 Ch.11 Sec.1 [5.2].
3.3.3 For the installation of the chain cables on board, Pt.3 Ch.11 Sec.1 [2.1] shall be applied.
DNV AS
3.4 Anchor windlass and chain stopper
3.4.1 Anchor windlass design and testing and the chain stopper design shall be in accordance with Pt.3
Ch.11 Sec.1 [6].
3.4.2 In addition to these requirements, the windlass unit prime mover shall be able to supply for at least 30
minutes a continuous duty pull Zcont, in N, given by:
2
Zcont = 35 d + 13.4 mA
where:
d = chain diameter, in mm, as per Table 3
mA = H.H.P. anchor mass, in kg, as per Table 3.
3.4.3 In addition to the requirements according to Pt.3 Ch.11 Sec.1 [6], as far as practicable, for testing
purpose the speed of the chain cable during hoisting of the anchor and cableshall be measured over 37.5
m of chain cable and initially with at least 120 m of chain and the anchor submerged and hanging free. The
mean speed of the chain cable during hoisting of the anchor from the depth of 120 m to the depth of 82.5 m
is to be at least 4.5 m/min.
3.4.4 Hull supporting structure of anchor windlass and chain stopper shall be in accordance with Pt.3 Ch.11
Sec.2 [2].
DNV AS
SECTION 18 SPECIALLY CONSTRUCTED CARGO SHIPS FOR BULK
CARGO LIQUEFACTION - BCLIQ
1 Introduction
1.1 Objective
1.1.1 The additional class notation BCLIQ is intended for vessel which carry solid bulk cargo that may
liquefy during a voyage if shipped at a moisture level exceeding the transportable moisture limit of the cargo.
1.2 Scope
1.2.1 The scope for the additional class notation BCLIQ provides requirements for stability and hull
strength.
1.3 Application
1.3.1 The additional class notation BCLIQ is applicable to ships designed for carrying solid bulk cargo that
may liquefy during a voyage if shipped at a moisture content in excess of their transportable moisture limit.
Guidance note:
It is subject to the Flag Administration's decision for compliance with the requirements to specially constructed cargo ships
according to the IMSBC Code. The Society will issue a certificate accordingly, if authorised by the Administration.
1.4 Class notations
1.4.1 Ships complying with the requirements given in this section will be assigned the additional class
notation BCLIQ, with the qualifier either Cat1 or Cat2, as specified in Table 1.
Table 1 Additional class notation - BCLIQ
BCLIQ Ships strengthened for BCLIQ with one of

Cat1 liquefaction in design qualifiers, either Cat1 or
Mandatory:
category 1 group A cargo. Cat2, is mandatory for ships
Yes intended for the carriage
Design requirements: of solid bulk cargo shipped
Ships strengthened for at a moisture content in
[3] , [4] , [5]
Cat2 liquefaction in design excess of its transportable
FIS requirements: category 2 group A cargo. moisture limit which may
NA liquefy during a voyage.
1.5 Definitions and symbols
Definitions
1.5.1 Definitions used specially in this section are given in Table 2.
DNV AS
Table 2 Definitions
any cargo, other than a liquid or a gas, consisting of a combination of particles, granules or
solid bulk cargo any larger pieces of material generally uniform in composition which is loaded directly into
the cargo spaces of a ship without any intermediate form of containment
any solid bulk cargo which may liquefy if shipped at a moisture content in excess of their
group A cargo
transportable moisture limit, as defined in the IMSBC Code
the portion of a representative sample consisting of water, ice or other liquid expressed as
moisture content
a percentage of the total wet mass of that sample
transportable moisture limit the maximum moisture content of the cargo which is considered safe for carriage in ships
in the context of these rules, a category 1 cargo is a group A cargo which will resettle in a
category 1 group A cargo
stable state after a liquefaction incident
in the context of these rules, a category 2 cargo is a group A cargo which will not resettle
category 2 group A cargo
in a stable state after a liquefaction incident
Guidance note:
The category 1 group A cargo is a group A cargo with mixture of fine and large particles. Liquefaction for this cargo is due to the
increased pore water pressure between the particles, when the cargo is compacted and the pore pressure is large enough to press
the particles apart and consequently the shear strength of the material is lost. Liquefaction is most likely to occur shortly after
departure. Usually only parts of the cargo will be liquefied at the same time, leading in most cases to partial liquefaction. The
liquefied state is a transient state that normally lasts for a limited time. After a while the cargo settles into a more compact state,
with less possibility for liquefaction again.
The category 2 group A cargo is a group A cargo with very fine, clay-like material. Liquefaction for this cargo can be seen as
"fatigue" of the material, when the cohesion and the strength of the material are suddenly significantly reduced after a number
of stress cycles due to ship motions, wave impacts and other vibrations. Liquefaction may occur several days or weeks after
departure. Liquefaction may happen for all the cargo on board simultaneously. It is also very difficult to stabilize the cargo after
liquefaction.
1.5.2 Symbols
For symbols not defined in this section, see Pt.3 Ch.1 Sec.4 [2].
3
ρBCLIQ = density of design group A cargo, in t/m .
VFULL = as defined in Pt.5 Ch.1 Sec.2.
2 Documentation
B050 - Preliminary stability Preliminary, additional loading conditions to document
AP
manual compliance with the requirements given in[4]
Stability
Final, additional loading conditions to document AP,
B120 - Final stability manual
compliance with the requirements given in[4] VS
DNV AS
Preliminary, additional loading conditions to document
I270 - Test conditions functionality in the software for the evaluation of the AP
requirements given in[4]
Loading computer
Final, additional loading conditions to document
AP,
I270 - Test conditions functionality in the software for the evaluation of the
VS
requirements given in[4]
AP = for approval, FI = for information, ACO = as carried out, L = local handling, R = on request, TA = covered by type
approval, VS = vessel specific
For general requirements for documentation, including definition of the info codes, see Pt.1 Ch.3 Sec.1. For a
full definition of the documentation types, see DNV-CG-0550 Sec.5.
3.1 General
3.1.1 The requirements in this section for liquefied design group A cargo shall be complied with, in addition
to requirements for such cargo as solid bulk cargo given in Pt.3, Pt.5 and Pt.6 as applicable.
3.1.2 For the design group A cargo, the categorisation into category 1 group A cargo and category 2 group
A cargo shall be agreed with the Society.
Guidance note:
Iron ore fines is a typical example for category 1 group A cargo.
Nickel ore and Bauxite fines are typical examples for category 2 group A cargo.
3.2 Design scenario
3.2.1 The ships shall be designed with consideration to liquefied design group A cargo for the following two
scenarios, for which the detailed requirements are further given in this section,
1) liquefaction, where the cargo acts as a dense, viscous fluid
2) shifting, where the cargo slides during heavy rolling.
DNV AS


Figure 1 Liquefaction (left) and shifting (right)
4 Stability
4.1 Design cargo characteristics
4.1.1 Stability manual
In the stability manual, the cargo characteristics for each design group A cargo, including the cargo names as
listed in the IMSBC Code and the design cargo density, shall be stated.
In addition, in the stability manual, the following sentence shall be included: "Any group A cargo as listed in
the IMSBC Code, other than design group A cargo for this ship, shall not be shipped at a moisture content in
excess of its transportable moisture limit."
Guidance note:
The cargo characteristics for each design group A cargo, including the cargo names as listed in the IMSBC Code and the design
cargo density, will be stated in the appendix to the classification certificate.
4.2 Loading conditions
4.2.1 Stability manual
For the liquefied design group A cargo, the loading conditions for the design scenarios in [3.2] shall be
included in the stability manual and shall be in compliance with the additional requirements as given in [4.3]
and [4.4], as applicable.
4.2.2 Loading computer
The ship shall be equipped with a loading computer capable of verifying the design scenarios and additional
requirements as given in [4.3] and [4.4], as applicable.
4.3 Intact stability
4.3.1 Liquefaction scenario
In the liquefaction scenario, each design group A cargo shall be assumed to be a liquid and full free surface
of the cargo shall be considered. The stability for this scenario shall be in compliance with the IMO Intact
Stability Code Part A Ch. 2.
DNV AS
4.3.2 Shifting scenario
In the shifting scenario, each design group A cargo shall be assumed to shift at an angle of 25 degrees,
creating a fixed heeling moment. The stability for this scenario shall be in compliance with the requirements
of Section 7 of IMO Resolution MSC.23(59), International Code for the Safe Carriage of Grain in Bulk.
4.4.1 For ships with class notation BCLIQ(Cat1), damage stability is not required for the additional loading
conditions with liquefied design group A cargoes.
4.4.2 Ships with class notation BCLIQ(Cat2) shall, assuming each design category 2 group A cargo in
liquefied state with free surface of all loaded cargo holds, comply with a GM limit curve calculated based
on the damage stability requirements of SOLAS (2009) Reg. II-1/6 to 7-3, Reg. II-1/9.8 and Reg. XII/4 as
applicable.
For ships with reduced freeboard, the GM limit curve shall be based on the above listed requirements of
SOLAS with deepest subdivision draught assumed at the assigned reduced freeboard. The GM used to
demonstrate compliance with the damage stability requirements of Regulation 27 of the International
Convention on Load Lines shall be the same as that applied at the deepest subdivision draught in the limit
curve calculation.
5 Hull strength
5.1 Cargo pressure
5.1.1 The cargo pressure due to liquefied design group A cargo for hull strength assessment shall be
calculated according to [5.1.2] or [5.1.3] as applicable.
5.1.2 For ships with class notation BCLIQ(Cat1), the liquefied design group A cargo pressure shall be
calculated according to partially filled hold as given in Pt.5 Ch.1 Sec.2 [3], Pt.5 Ch.1 Sec.4 [3] and Ch.1
Sec.5 [3] as applicable, based on following inputs:
— The angle of repose is taken as 0 degrees.
— The design density ρBCLIQ is used.
In cases where ships are designed to carry more than one design group A cargo, the design density ρBCLIQ
shall be taken as the minimum of all design group A cargo that shall be loaded to maximum cargo mass
according to hold mass curves.
Guidance note:
3
The design density, ρBCLIQ, in t/m , will be given in the appendix to the classification certificate.
Guidance note:
If design group A cargo is loaded to in any hold to the maximum cargo mass according to the hold mass curves, a smaller cargo
density results in larger loading height and more lateral loads on non-horizontal structures, e.g., bulkhead, and is therefore more
conservative for hull strength assessment.
5.1.3 For ships with class notation BCLIQ(Cat2), the liquefied design group A cargo pressure shall be
calculated according to Pt.3 Ch.4 Sec.6 [1], based on the following input:
— The cargo holds are considered as cargo tanks.
— Highest point of cargo tanks is taken to the main deck level at ship's centre line.
— The design density ρBCLIQ is used.
DNV AS
— Static liquid pressure is calculated as for other cases, with P0=0.
— Reference point is considered excluding the space enclosed by hatch coaming.
The design density ρBCLIQ shall be taken as:
Where:
M= maximum cargo mass at TSC , in t, according to hold mass curves for each hold.
Guidance note:
3
The design density, ρBCLIQ, in t/m , for each cargo hold, will be given in the appendix to the classification certificate.
5.2 Hull local scantling
5.2.1 Additional design load sets for liquefied design group A cargo shall be taken according to Pt.5 Ch.1
Sec.2 [5.1] as follows:
— partially filled or fully filled loading condition for plating and stiffeners,
— full load condition, and loading/unloading in harbour, for primary supporting members.
5.2.2 For hull structures subject to lateral pressure induced by liquefied design group A cargo, following
requirements shall be complied with for additional design load sets given in [5.2.1]:
— Pt.3 Ch.6 Sec.4 [1] for plating,
— Pt.3 Ch.6 Sec.5 [1] for stiffeners,
— Pt.3 Ch.6 Sec.6 [2] for primary supporting members, if not assessed in accordance with requirements for
finite element analysis,
— Pt.3 Ch.6 Sec.7 for stiffener connections,
— Pt.3 Ch.13 Sec.1 for welding.
5.3 Hull Girder Buckling
5.3.1 Prescriptive requirement
The hull girder buckling requirements given in Pt.3 Ch.8 Sec.3 shall be complied with for additional design
load sets given in [5.2.1], for plating, stiffeners and overall stiffened panels.
The partial safety factor S shall be selected as if solid bulk cargo is loaded in cargo holds.
5.4 Finite element analysis
5.4.1 Strength assessment
The finite element analysis shall be carried out according to Pt.3 Ch.7, Pt.5 Ch.1 and Ch.1 as applicable,
including additional load combinations for liquefied design group A cargo. These additional load combinations
contain all cargo load combinations where liquefied design group A cargo are loaded in lieu of solid bulk
cargo. The yielding and buckling assessment shall be carried out in accordance with Pt.3 Ch.7 Sec.3 [4] and
Pt.3 Ch.8 Sec.4.
5.4.2 Corrugated bulkhead
The yielding and buckling assessment for corrugation of corrugated bulkhead, as a part of the strength
assessment given in [5.4.1], shall be carried out complying with the criteria as under lateral pressure from
liquid loads, see Pt.3 Ch.7 Sec.3 [4] and Pt.3 Ch.8 Sec.1 [3.4].
DNV AS
SECTION 19 TRANSPORTATION OF VEHICLES LOADED AS RO-RO
CARGO- RO-RO
1 General
1.1 Objective
The additional class notation RO/RO provides a design standard for vessels designed and arranged for roll-on
and roll-off cargo handling and transportation of rolling vehicles, in addition to other main purpose.
Typical RO/RO cargo is cars, trucks, dumpers, containers, road trailers and MAFI trailers. The vessel is
loaded either by use of the cargo's own engine power or by use of special loading and un-loading vehicles.
1.2 Scope
The scope for additional class notation RO/RO includes requirements to internal decks, RO/RO equipment
(such as internal and external ramps, ramp covers and movable car decks, if fitted), racking strength (ULS
and FLS) and securing points for lashing.
1.3 Application
The additional class notation RO/RO is applicable to ships designed and arranged for roll-on and roll-off
cargo handling and transportation of rolling vehicles, other than RO/RO ships and car carriers, and will be
assigned the notation RO/RO when the vessel is found to be in compliance with the requirements in this
section.
Guidance note:
For combination vessels with the purpose of loading and unloading roll-on and roll-off cargo in part of the vessel in addition to
containers, normally referred to as ConRo ships, the assigned class notation may be Container ship RO/RO
1.4 Class notation
1.4.1 Additional notation - design and survey requirements
Ships built in compliance with the requirements as specified in Sec.1 Table 1 will be assigned the additional
class notation as follows:
Table 1 Additional class notation RO/RO
Class notation Description Application Design requirements
Ships with class notation
Designed and arranged for roll-
RO/RO other than RO/RO ship [2] - [8]
on and roll-off cargo
and Car carrier
1.5 Documentation
Documentation shall be submitted as required by Pt.5 Ch.3 Sec.1 Table 4 .
DNV AS
1.6 Certification
1.6.1 Certification requirements
Products shall be certified as required by Pt.5 Ch.3 Sec.1 Table 5.
2 Racking
2.1 General
The required scope for racking analysis will be basd on a case-by-case consideration depending on the ship
type, the design and extent of the cargo hold for RO/RO cargo.
2.2 Scope
See Pt.5 Ch.3 Sec.2 [1.2].
A simplified 2D racking analysis of a web frame section may be sufficient for designs falling into category I
defined in Pt.5 Ch.3 Sec.2 [1.2.1], as the web frames will be self-supporting with respect to racking.
3 Primary supporting members
3.1 Strength
The primary supporting members in RO/RO cargo area shall be designed based on loads and load patterns
given in Pt.5 Ch.3 Sec.2 [3.3], with the acceptance criteria given in Pt.5 Ch.3 Sec.2 [5.2] and Pt.5 Ch.3 Sec.2
[6.2] for beam analysis and FE analysis, respectively.
3.2 Local scantlings
Local scantling requirements for the primary supporting members are given in Pt.5 Ch.3 Sec.2 [4.1].
4 Buckling
Buckling shall be assessed according to Pt.5 Ch.3 Sec.2 [7].
5 Strengthening for wheel loading
Strengthening for wheel loading shall be assessed according to Pt.3 Ch.10 Sec.5.
6 Special strength considerations
For special strength considerations, see Pt.5 Ch.3 Sec.2 [4.3].
7 RO/RO equipment
The RO/RO equipment shall be designed according to Pt.5 Ch.3 Sec.2 [9].
8 Securing points for lashing
Securing points for lashing shall be designed according to the requirements given in Pt.5 Ch.3 Sec.2 [4.2].
DNV AS
SECTION 20 GAS POWER PLANTS
1 General
1.1 Objective
1.1.1 These rules provide requirements for vessels arranged with a gas fired power plant for the production
of and export of electrical energy. The objective of these rules is to give relevant requirements for the safety
of the total power plant installation.
1.2 Scope
1.2.1 The scope of these rules is to give safety requirements related to the total power plant installation
onboard. The total gas system/installation, from gas bunkering to an end gas consumer onboard. The total
electrical system/installation, from electrical power generation to the power export/transfer system onboard.
The monitoring, control and safety systems for both gas and electrical systems/ installations are an integral
part of the rules. The scope when adding the qualifier Performance is additionally to provide performance
requirements for the rated electrical power delivered from the power plant.
The bunkering processes and crew training are not part of the scope for this section of the rules.
1.3 Application
1.3.1 The additional class notation Gas power plant applies to vessels equipped with gas fired power plants
for production and export of electrical energy. Such installations may differ in arrangements and equipment
and may be subject to adjustments to suit the installation.
The requirements in this section are additional to the requirements given in following rules:
— Pt.5 Ch.7 Tanker for liquefied gas or,
— Pt.5 Ch.11 Non-self propelled vessels or
— DNV-RU-OU-0103 Floating LNG/LPG production, storage and loading units.
This section provides requirements for features that are relevant for a gas power plant vessel due to their
operation and which are not covered by the above notations. It applies to installations using gas as fuel.
This includes internal combustion engines, boilers and gas turbines. The installations may run on gas only
or be dual fuel installations. Gas may be stored in a gaseous or liquefied state. The rules are applicable for
installations where natural gas is used as fuel. If other gases are used as fuel, special considerations will be
made, and additional requirements may be relevant.
Guidance note:
Gas power plant vessels are not covered by international conventions, and may need additional acceptance by flag authorities.
The power export arrangements may need additional agreement with the port administration.
1.4 Class notations
1.4.1 Gas power plant
Vessels having gas power plants shall comply with relevant requirements given in [1] to [7], and will be
assigned the mandatory class notation Gas power plant and optional qualifiers as defined in Table 1.
DNV AS
Table 1 Gas power plant
Gas power plant <None> Vessels arranged with a gas

fired power plant for the
Mandatory:
production and export of
Yes electrical energy
Design Requirements: Performance Additional performance Optional qualifier for Gas
Pt.6 Ch.5 Sec 20 requirements related to power plant
the rated electrical power
delivered from the power
Pt.7 Ch.1 Sec.2, 3, and 4
plant
P Rated electrical power Optional qualifier when
(P[MW]) delivered from the Performance is assigned
power plant
V Supply voltage (V[kV]) Optional qualifier when
delivered from the power Performance is assigned
plant
f Supply frequency (f[Hz]) Optional qualifier when
delivered from the power Performance is assigned
plant
Guidance note:
An example of a class notation for a vessel with qualifiers for enhanced performance will be as follows: 1A Gas power
plant(Performance, 2 MW, 3 kV, 50 Hz).
1.5.1 Reference is made to definitions in rules for gas fuelled installations Ch.2 Sec.5 Table 1
Except where explicitly provided otherwise, the following additional definitions apply to this section:
Table 2 Terms and Definitions
Term Definitions
accommodation those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas,
spaces game and hobby rooms barber shops, pantries containing no cooking appliances and similar
spaces
bunkering the transfer of liquefied or gaseous fuel from land based or floating facilities into a ships'
permanent tanks or connection of portable tanks to the fuel supply system
connection point the point at which the power plant is connected to the grid of the grid operator (generally the
point where the circuit breaker, meter and protection relays are installed)
control station those spaces defined in SOLAS chapter II-2 and in the context of these rules, also the engine
control room
blow down depressurization to specified limit within a given time period
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Term Definitions
enclosed space any space which, in the absence of artificial ventilation, the ventilation will be limited and any
explosive atmosphere will not be dispersed naturally
Guidance note:
See IEC 60092-502:1999
ERS emergency release system - system that provides means of quick release of transfer connections
and safe isolation of the vessel and the approaching tanker for liquefied gas
ESD emergency shut-down system shall stop fuel liquid and vapour flow in the event of an emergency
and to bring the fuel handling system and power plant to a safe, static condition. Isolation of
uncertified ignition sources to be automatically carried out
fault ride through fault ride through (FRT) means surviving any fault possible in electrical systems including
overvoltage ride through and undervoltage ride through.
fuel natural gas, either in its liquefied or gaseous state
gas defined as a fluid having a vapour pressure exceeding 2.8 bar absolute at a temperature of
37.8°C
gas control systems providing control and monitoring for bunkering, gas storage and gas supply to machinery
gas process area an area where gas is processed, (including where liquefied gas is handled)
grid code a document that sets out the procedures and requirements relating to the activities of
connection, management, planning, development and maintenance of the national electrical
transmission and distribution grid, as well as dispatching and metering. etc.
GVU enclosure space or box containing valves for control and regulation of gas supply before the consumer
open deck a deck that is open at one or both ends and equipped with adequate natural ventilation that is
effective over the entire length of the deck through permanent openings distributed in the side
panels or in the deck above
own power electric power distribution for the power plant vessel itself. (Not including the power plant for
power export)
power plant electric installation onboard the vessel, used for power production for export.
process pressure pressure vessel in the process plant which during the normal operation will contain fuel or gas
vessel
PSD process shut-down – Isolation of one or more process segments by closing designated shutdown
valves and tripping equipment
service spaces spaces outside the cargo area used for galleys, pantries containing cooking appliances, lockers,
mail and specie rooms, store rooms, workshops other than those forming part of the machinery
spaces and similar spaces and trunks to such spaces
SF6 sulphur hexafluoride - An inorganic, colorless, odorless, non-flammable, potent greenhouse gas,
and excellent electrical isolator
process utility deck areas for combustion equipment, power generation, switchboards, boiler, facilities, workshops,
storage areas and general machinery
storage tank deck deck, or part of a deck, which forms the top of a product storage tank
laydown area area on deck that is for the receipt by crane operations, storage and partial assembly of process
equipment
DNV AS
Term Definitions
shuttle tanker ship offloading/ supplying gas as cargo to the to the floating gas power plant vessel
risk assessment systematic evaluation of safety involving identification and evaluation of hazards and events that
could result in loss of life, property damage, environmental damage, or the need to evacuate
1.6 Documentation
1.6.1.1 Documentation shall be submitted as required by Table 3.
Including information on the machinery configuration,
machinery space arrangements, fuel arrangements, shut
Z050 – Design philosophy down philosophy, redundancy considerations, etc. shall be FI
submitted before other documentation, to give support for
approval of these
G010 – Risk analysis Risk assessment report as given in [3.2.1.1] FI
G120 – Escape route
FI
drawing
Z253 - Test procedure for
AP
quay and sea trial
Arrangements, Including:
general
— machinery and boiler spaces, accommodation, service
and control station spaces
— fuel containment systems
— fuel preparation rooms
— fuel bunkering pipes with shore connections
Z030 – Arrangement plan — tank hatches, vent pipes and any other openings to the AP
fuel tanks
— ventilating pipes, doors and openings to fuel preparation
rooms, and other hazardous areas
— entrances, air inlets and openings to accommodation,
service and control station spaces.
— power export arrangement
Z160 - Operation manual [1.7.1] AP
Fuel gas system Z240 – Calculation report Explosion analysis (ESD protected machinery spaces) FI
C030 – Detailed drawing Gastight bulkhead penetrations AP
DNV AS
— tanks
— supports and stays
— secondary barriers
C030 – Detailed drawing — insulation AP
— marking plates
— tank connection space
— tank hatches, pipes and any openings to the gas tanks.
— design loads and structural analysis of fuel tanks
— complete stress analysis for independent tanks type B
C040 – Design analysis FI
and type C
— membrane tanks
H080 – Strength analysis Sloshing assessment, if relevant AP
H130 – Fabrication
Building tolerances AP
specification
S070 – Pipe strength Strength analysis of piping inside outer tank (vacuum
analysis insulated tank)
S080 – Thermal stress
When design temperature is below -110°C. FI
analysis
Including
C050 – Nondestructive
— NDT procedures AP
Testing (NDT) plan
— information about strength and tightness testing
Holding time calculation when pressure accumulation is
Z265 - Calculation report FI
used as boil off gas handling method
Fuel gas tanks
Z265 - Calculation report Filling limit curve FI
M060 – Welding procedures
AP
(WPS)
Including connected pipes
M010 – Material — forming procedure of dished ends FI
specifications, metals — specification of stress relieving procedures for
independent tanks type C (thermal or mechanical)
Overview of tanks with all tank connections and tank
connection space
Z250 – Procedure Cooling down AP
C030 – Detailed drawing Safety relief valves and associated vent piping AP
Safety relief valves and associated vent piping. Including
S030 – Capacity analysis AP
back pressure
Z100 – Specification Safety relief valves and associated vent piping AP
Gas freeing and purging system. Including vent lines for
S010 – Piping diagram (PD) AP
safety relief valves or similar piping, and ducts for gas pipes
DNV AS
I200 – Control and
monitoring system Functionality as required by [6] AP
Fuel gas control and documentation
monitoring system
I260 – Field instruments
AP
periodic test plan
monitoring system Functionality as required by [6] AP
documentation
G180 – Shutdown hierarchy AP
Gas safety systems — shall cover the safety functions as required by Ch.2
G130 – Cause and effect Sec.5 Table 8
FI
diagram — interfaces to other safety and control systems shall be
included
C030 – Detailed drawing Insulation of low temperature piping FI
Including vent lines for safety relief valves or similar piping,
and ducts for gas pipes
S060 – Pipe routing sketch FI
S080 – Thermal stress
When design temperature is below -110°C FI
analysis
Including offsets, loops, bends, expansion elements such
as bellows and slip joints (only inside tanks). For valves
S090 – Specification of
intended for service with a design temperature below -55°C, FI
valves, flanges and fittings
documentation of leak test and functional test at design
Fuel gas piping temperature (type test) shall be included
system
AP
quay and sea trial
Closing time of shutdown valves in liquefied gas fuel lines
operated by the safety system
Vent masts, including location and details of outlets from
fuel tanks safety relief valves
Hull protection beneath piping for liquefied fuel where
Z030 – Arrangement plan leakages may be anticipated, such as at shore connections AP
and at pump seals. Including specification
Fuel gas drip trays S010 – Piping diagram (PD) AP
Fuel gas cooling
system
Fuel gas heating
system
Including arrangement of explosion relief or verification of
Exhaust gas system S010 – Piping diagram (PD) AP
strength of piping system, see Ch.2 Sec.5 [5.5]
Hazardous area G080 – Hazardous area
AP
DNV AS
Air lock Location and construction details, including alarm
arrangements equipment
S012 – Ducting diagram
Ventilation systems Including capacity and location of fans and their motors AP
(DD)
for gas fuel system
spaces Rotating parts and casings for fans and portable ventilators
for gas fuel system spaces
Ventilation control I200 – Control and
Including detection of ventilation function, safety actions
and monitoring monitoring system AP
and sequences, arrangement of powering of fans, etc.
Where relevant, based on an approved ‘hazardous area
classification drawing’ where location of electric equipment
in hazardous area is added (except battery room, paint
stores and gas bottle store)
Single line diagrams for all intrinsically safe circuits, for each
E170 – Electrical schematic
circuit including data for verification of the compatibility AP
drawing
Explosion (Ex) between the barrier and the field components
protection
List of 'non-certified safe' electrical equipment that shall
Z100 – Specification be disconnected (ESD protected machinery spaces, spaces FI
protected by air lock)
Z071 – Failure mode and
If required by Ch.2 Sec.5 [8.1.1] AP
effect analysis (FMEA)
Z163 - Maintenance manual Electrical equipment in hazardous areas FI
Hydrocarbon gas monitoring system AP
detection and alarm documentation
system, fixed
Structural fire
G060 – Structural fire
protection AP
protection drawing
arrangements
External surface G200 – Fixed fire
protection water extinguishing system AP
spraying system documentation
Bunkering station I200 – Control and
fire extinguishing monitoring system AP
Fire detection and G200 – Fixed fire
alarm system extinguishing system AP
documentation
Machinery
spaces fixed fire
extinguishing
systems
DNV AS
Fire extinguishing
AP
equipment, mobile
Including locations of power sources, switchboards and
Electric power distribution boards for main and emergency power, UPSs
Z030 - Arrangement plan FI
system, general and batteries. Arrangement of access doors, fire divisions
and high fire risk areas related to the above
Electric power E010 - Overall single line
FI
system, general diagram
1.6.1.2 Additional documentation for qualifier performance shall be submitted as required by Table 4.
Table 4 Documentation requirements for qualifier performance
E120 - Electrical data sheet,
Including parameters for power quality AP
general
E200 - Short circuit Calculation of single phase fault against earth shall be
FI
calculations included for systems with earthed neutral for power plant
E220 - Electrical system
AP
philosophy
Power plant General power supply systems with description of all
E240 - Electrical assembly operating modes unless the overall single line diagram is
FI
functional description sufficient to give necessary understanding of the operation
and relevant operation modes of the system
For the power plant AP
quay and sea trial
Z254 - Commissioning Compliance simulation for power plant; Only if required by
FI
procedure Commission Regulation (EU) 2016/631
Control system
for remote and/or
automatic control of
documentation
power plant
1.6.1.3 For full definition of the documentation types, see DNV-CG-0550 Sec.5.
1.6.1.4 Other plans, specifications or information may be required depending on the arrangement and the
equipment used in each separate case, and for vessels transporting liquefied gas as cargo in addition, see
Pt.5 Ch.7.
1.7 Onboard documentation
1.7.1 Contents
1.7.1.1 An operational manual as described in Table 3 shall be kept onboard. The operation manual is in
general to give information regarding the following:
DNV AS
1) Arrangement and lay-out of the gas fuel supply system, including:
— description of main components in the gas fuel supply system
— a general description of how the fuel system is intended to work.
2) Description of the safety shutdown system for the gas fuel supply system, including:
— How to respond to gas leakages in:
— the fuel system
— tank connection spaces
— ESD protected machinery spaces
— fuel preparation rooms.
— How to respond to cryogenic leakages in:
— the fuel system
— fuel preparation rooms.
— How to respond to loss of ventilation in:
— the secondary enclosures in the gas fuel system
— ESD protected machinery spaces
— How to respond to fire in:
— the machinery space
— on deck
— fuel preparation room.
3) Description of hazards with regard to inerted spaces and the use of inert gas.
4) Description of bunkering operations, including:
— how to prevent overfilling of tanks
— how to control the tank pressure when bunkering
— how to prevent release of fuel gases to the atmosphere
— how to gas free the bunkering system at termination of bunkering operation
— safety precautions.
5) Description of entry procedures for:
— GVU enclosures
— hold spaces
— other spaces where entry may constitute a hazard to the ship or personnel.
6) Procedure for emptying and gas freeing of fuel gas tanks.
7) Relevant drawings of the gas fuel installation, including:
— fuel gas piping diagram
— fuel gas system arrangement plan
— ventilation systems.
DNV AS
1.8.1 Compliance documents
Products shall have compliance documents as required by Table 5.
Object Compliance Compliance Additional description

1)
document type standard
Process pressure vessels PC Shall be certified as class I pressure vessels in
in fuel system accordance with Pt.4 Ch.7.
Pumps in fuel system PC In accordance with Pt.5 Ch.7.
Compressors PC In accordance with Pt.4 Ch.5.
Valves in fuel system PC For valves with design temperature below 0°C
In accordance with Pt.5 Ch.7 Sec.5 (irrespective of
size).
Valves in fuel system PC For valves with design pressure above 10 bar in
accordance with Pt.5 Ch.7 Sec.5 (irrespective of size).
Valves in fuel system PD For valves with design pressure equal to or lower than
10 bar, and design temperature equal to or above
0°C.
Expansion bellows in fuel PC
In accordance with Pt.5 Ch.7.
system
Fuel gas control and PC
Shall be certified in accordance with Pt.4 Ch.9.
monitoring systems
Gas safety systems PC Shall be certified in accordance with Pt.4 Ch.9.
Hydrocarbon gas PC
detection and alarm Shall be certified in accordance with Pt.4 Ch.9.
system, fixed
Gas/Dual Fuel Engines PD NFPA 37 For power production.
Gas Turbines PD NFPA 37 For power production.
Auxiliary boilers PC In accordance with Pt.4 Ch.7.
Steam Turbines PD NFPA 850 For power production.
Electric generators/ PD For power plant.
motors
Electric motor starters PD For power plant.
Switchboards PD For power plant.
Transformers PD IEC 60076 For power plant.
Semi- conductor PD For power plant.
assemblies
DNV AS
Object Compliance Compliance Additional description
1)
Power Management PC Shall be certified in accordance with Pt.4 Ch.8 when
System used in gas supply systems, ventilation systems,
or other important services as defined in Pt.4 Ch.8
Sec.1.
For general compliance documentation requirements, see DNV-CG-0550 Sec.4.
For a definition of the compliance document types, see Pt.1 Ch.1 Sec.4 and DNV-CG-0550 Sec.3.
1.8.2 Compliance documents for qualifier performance
Engines, turbines, boilers and electrical equipment for the power plant shall be certified in accordance with
main class requirements.
Table 6 Additional certification requirement for qualifier performance
Compliance Compliance
Object 1) Additional description
Applicable for the electrical power plant when
prepared for delivery to non-ship distribution/grid
systems. Shall be certified in accordance with DNV-
Power plant electrical ST-0125 on local, national or international level
PC DNV-ST-0125
system depending on agreement between operator of the
electrical power plant and operator of interconnected
distribution network. Including compliance testing and
compliance simulations, etc.
PC = product certificate
For general compliance documentation requirements, see DNV-CG-0550 Sec.4.
For a definition of the compliance document types, see Pt.1 Ch.1 Sec.4 and DNV-CG-0550 Sec.3.
1.8.3 Standards
1.8.3.1 Applicable normative standards that may be considered in each case is given in Table 7.
Table 7 Typical standards/codes suitable for assessment of gas equipment
Process Equipment Title
TEMA Tubular Exchanger Manufacturers Association
NFPA 37 Standard for the Installation and Use of Stationary Combustion Engines and Gas Turbines
ASME BPVC VIII Boiler and Pressure vessel Code
API Std 520 Sizing, Selection, and Installation of Pressure-relieving Devices
API Std 521 Pressure-relieving and Depressuring Systems
API Std 610 Centrifugal Pumps for Petroleum, Petrochemical and Natural Gas Industries
API Std 6D Specification for Pipeline and Piping Valves
DNV AS
API Std 617 Axial and Centrifugal Compressors and Expander-compressors
API Std 618 Reciprocating Compressors for Petroleum, Chemical and Gas Industry Services
API Std 619 Rotary-Type Positive-Displacement Compressors for Petroleum, Petrochemical, and Natural Gas
Industries
Electrical installations
IEC 60092 Electrical Installations in ships
IEC 60533 Electrical and electronic installations in ships - Electromagnetic compatibility (EMC) - Ships with
a metallic hull
IEC 61363-1 Electrical installations of ships and mobile and fixed offshore units - Part 1: Procedures for
calculating short-circuit currents in three-phase a.c.
IEC/ISO/IEEE 80005-1 Utility connections in port - Part 1: High Voltage Shore Connection (HVSC) Systems - General
requirements
IEC 62271-200 High-Voltage switchgear and Control Gear -Part 200: AC metal-enclosed switchgear and
controlgear for rated voltages above 1 kV and up to and including 52 kV
IEC 62271-203 High-voltage switchgear and controlgear - Part 203: Gas-insulated metal-enclosed switchgear
for rated voltages above 52 kV
IEC 60076 Power transformers
IEC 61936-1 Power installations exceeding 1 kV a,c, Part 1: Common rules
IEC 62271-1 High-voltage switchgear and controlgear - Part 1: Common specifications for alternating
current switchgear and controlgear
IEC 60376 Specification of technical grade sulfur hexafluoride (SF6) for use in electrical equipment
IEC 60071 Insulation coordination
IEC 60300-3-11 Dependability management - Part 3-11: Application guide - Reliability centred maintenance
IEC 62305 Protection against lightning
NFPA 850 Recommended Practice for Fire Protection for Electric Generating Plants and High Voltage Direct
Current Converter Stations
DNV-ST-0125 Grid code compliance
Commission Regulation Network code on requirements for grid connection of generators
(EU) 2016/631
CIGRE TB 528 Guide for preparation of specifications for power transformer
Process Piping
ASME B31.3 Process Piping
API 14E Design and Installation of offshore production platform piping systems
Gas System
IGC Code International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk
DNV AS
DNV rules — Pt.5 Ch.7 Sec.20 Tanker for liquefied gas
— Pt.5 Ch.11 Non-self propelled vessels
— DNV-RU-OU-0103 Floating LNG/LPG production, storage and loading units
Metering System
AGA Report 3 AGA: American Gas Association:
Orifice Metering of Natural Gas, Fuel Gas Energy Metering, Measurement of Gas by Turbine
Meters
Process Safety
ISO 10418 Petroleum and natural gas industries - Offshore production installations - Analysis, design,
installation and testing of basic surface process safety systems
API RP 14C Analysis, Design, Installation, and Testing of Safety Systems for Offshore Production Facilities
Loading (if installed on-
board)
ISO 16904 Petroleum and natural gas industries - Design and testing of LNG marine transfer arms for
conventional onshore terminals
OCIMF Design and Construction Specification for Marine Loading Arms
1.9 Classification
1.9.1 Survey extent
1.9.1.1 Survey requirements for vessels with the class notation Gas power plants are given in the rules,
Pt.7 Ch.1 Sec.6 [34].
2 Materials
2.1 General
2.1.1 Material requirements
2.1.1.1 Materials shall be in accordance with the requirements in Pt.2, unless otherwise stated.
2.1.1.2 For vessels carrying liquefied gases as cargo, see Pt.5 Ch.7. For other vessels, the requirements
[2.1.1.3] to [2.1.1.7] apply.
2.1.1.3 Materials used in fuel containment and fuel piping systems shall comply with the requirements in
Pt.5 Ch.7 Sec.6 [1], Pt.5 Ch.7 Sec.6 [2], Pt.5 Ch.7 Sec.6 [3] and Pt.5 Ch.7 Sec.6 [4]. For tanks containing
compressed natural gas (CNG), the use of materials other than those covered by Pt.5 Ch.7 Sec.6 may be
specially considered and approved by the Society.
2.1.1.4 High pressure gaseous fuel pipes shall as a minimum fulfil the requirements for pipe materials with
design temperature down to minus 55°C in Pt.5 Ch.7 Sec.6 Table 4.
DNV AS
2.1.1.5 The secondary enclosure around high pressure gaseous fuel pipes shall as a minimum fulfil the
material requirements for pipe materials with design temperature down to minus 55°C Pt.5 Ch.7 Sec.6 Table
4.
2.1.1.6 The secondary enclosure around liquefied fuel pipes shall as a minimum fulfil the material
requirements for pipe materials with design temperature down to minus 165°C in Pt.5 Ch.7 Sec.6 Table 4.
2.1.1.7 The materials used in fuel gas piping systems shall be furnished with documentation in accordance
with Table 4.
For the definition of material documentation, see DNV-CG-0550 Sec.3.
3 Gas Systems
3.1 Arrangement and protection
3.1.1 Reference to other rules
3.1.1.1 Unless the vessel is built to transport liquefied gas as cargo in accordance with tanker/barge for
liquefied gas in Pt.5 Ch.7, the vessel shall in addition to the requirements [3.1.2] to [3.2.6] comply with the
rules for gas fuelled vessels in Ch.2 Sec.5 [3], Ch.2 Sec.5 [4], Ch.2 Sec.5 [5] and Ch.2 Sec.5 [6], except that
the following items may be exempted for the power plant: Ch.2 Sec.5 [5.1.2.1] and Ch.2 Sec.5 [5.1.2.2]:
Redundancy of piping system, Ch.2 Sec.5: Redundant fuel supply, Ch.2 Sec.5 FMEA for non-conventional fuel
gas supply, Ch.2 Sec.5 [5.6.1.1] Redundant circulation pumps for heating fluid.
Vessels built to transport liquefied gas as cargo shall comply with Pt.5 Ch.7 in addition to [3.1.2] to [3.1.3].
3.1.2 Physical protection
3.1.2.1 The area with storage tanks containing fuel, and process area handling gas shall be separated
from other areas of the vessel. Liquefied gas/vapour processing area and the vent/flare system shall be
arranged to minimize the possibility of an accidental event in one area impinging on another area or on the
accommodation area, or affecting escape and evacuation.
3.1.2.2 Safe separation may be achieved by ensuring sufficient distance between areas or by installation of
physical barriers (e.g. fire/blast walls) to prevent escalation from one area to another.
3.1.2.3 Accommodation spaces and evacuation spaces shall be located forward or aft of fuel storage tanks
and the gas process area. Entrances and openings to accommodation spaces, machinery spaces, service
spaces and control stations shall be fitted with airlocks, where located on the bulkhead facing the hazardous
area, an adjacent bulkhead within 3 m of a facing bulkhead, or within hazardous area.
3.1.2.4 The space between process/utility deck and storage tank deck shall be designed to allow easy access
for operation, inspection and maintenance, and shall be sufficiently open to allow efficient natural ventilation
and possibility of firefighting. This normally implies an elevation of 3 m or more above storage tank deck.
3.1.2.5 The storage tank deck should not be used as a laydown area. In cases where this limitation is not
practicable, the tank deck shall be provided with adequate impact protection against dropped objects.
Precautions shall also be taken to avoid spark generation in gas hazardous area.
3.1.2.6 Gas fuel loading systems shall be located at a safe distance from accommodation spaces, air inlets,
and equipment important for safety. Special consideration shall be given to protection of systems important
for safety in the event of collision with a shuttle tanker.
3.1.2.7 The power plant shall be placed in a sheltered location on the vessel protected from green seas.
DNV AS
3.1.3 Sloshing
3.1.3.1 Operating such a vessel will involve load cases where the liquefied gas storage tanks will have
intermediate filling levels. An assessment of the sloshing capabilities of the storage containment system shall
be carried out and documented as relevant, taking load cases with intermediate filling levels into account.
The capacity of the hull shall be evaluated for increased loads resulting from these load cases. The required
degree of documentation will depend on the storage containment system.
For all vessels the sloshing assessment shall include:
— pump tower
— pump tower supports.
Guidance note:
Sloshing assessment is relevant for offshore locations.
3.1.3.2 For assessment on membrane cargo tanks, see DNV-CG-0158 Sloshing analysis of LNG membrane
tanks.
3.1.4 Damage stability requirements and tank locations
3
3.1.4.1 If gas fuelled storage tanks onboard have capacity for more than 10 days production or 10000 m
without refuelling, whichever is less, the vessel shall comply with damage stability requirements in rules for
liquefied gas tankers in Pt.5 Ch.7 Sec.2 and Pt.5 Ch.7 Sec.3, as ship type 2G.
In this case, the location of the cargo tanks may be as per Pt.5 Ch.7 Sec.2 [4] as an alternative to location of
cargo tanks as per IGF code as given in Ch.2 Sec.5 [1.3].
3.2 System design
3.2.1 Risk assessment
3.2.1.1 A risk assessment shall be conducted, preferably in the early phase of the project, and shall at least
include a systematic and thorough identification of potential hazards that could directly or indirectly result in:
— loss of life
— major fire or explosion
— cryogenic release
— loss of structural integrity
— the need for escape or evacuation
— loss of stability
— environmental impact.
A typical, but not necessarily exhaustive, list of hazards for a floating gas power plant vessel are:
— fire and explosion
— evacuation
— electrical hazards
— consideration of hazardous areas
— high-pressure gas venting
— process upset conditions
— storage and handling of flammable heating mediums
— continuous presence of liquid and vapour cargo outside the cargo containment system
— tank over-pressure and under-pressure
— ship-to-ship transfer of liquid cargo
— collision risk during berthing manoeuvres.
DNV AS
The consequences of hazards shall be controlled and mitigated with the aim of reducing risk to personnel
where practicable through:
— separation of hazardous spaces from less hazardous spaces and each other
— relocation of equipment, improved layout
— provision of physical barriers, distance separation, fire walls, etc.
— provision of detection and protection systems
— provisions of means to escape and evacuate.
The findings from the risk assessments carried out shall be considered in the design phase and addressed in
the documentation submitted to class.
Guidance note:
Risk assessment principles are outlined in DNV-CG-0158 Safety principles and arrangements.
3.2.1.2 The power plant is to be designed so that a single accidental event shall not result in a critical
situation.
3.2.2 Classification and extent of hazardous area
3.2.2.1 The extent of hazardous areas shall be in accordance with the IEC standard 60092-502, unless the
risk assessment results in extended hazardous areas.
3.2.3 Escape
3.2.3.1 Passages for safe escape from areas of gas power plant and loading manifold shall be arranged.
Shielding from fire and heat radiation shall be provided for as necessary.
3.2.3.2 Two escape ways from normally manned areas shall be arranged where at least one shall be available
following an accidental event.
3.2.4 Heating system for LNG vaporisers
3.2.4.1 Heating may be arranged as direct heating or indirect heating. Means shall be provided to detect
leakage of high pressure LNG/NG into the heating fluid and to prevent overpressure in the heating system.
3.2.4.2 Non-hydrocarbon heating medium may be returned to non hazardous machinery spaces provided a
degassing tank with gas detector is arranged. The degassing tank shall be located in the gas process area.
3.2.4.3 Vaporizers shall be protected against freezing of the heating medium.
3.2.4.4 Hydrocarbon heating medium storage tanks shall be considered as cargo tanks in Pt.5 Ch.7.
3.2.5 Pressure relief and vent system
3.2.5.1 If a suction drum is arranged to supply gas fuelled pumps it shall be provided with a relief valve sized
for relevant cases i.e. fire exposure with relief valve capacity for cargo tanks. See Pt.5 Ch.7 Sec.8 for cargo
tanks.
3.2.5.2 Pressure relief valves shall be fitted in sections of the piping system where gas fuelled liquid can be
trapped, complying with the requirements in Pt.5 Ch.7 Sec.5 [5.3.6] and Pt.5 Ch.7 Sec.5 [5.3.5].
3.2.5.3 In case of relief to storage tanks, the effect of routing high pressure LNG/NG to the storage tank shall
be documented.
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3.2.5.4 A knock out drum shall be fitted between the blow down valves and the vent mast, unless it is
documented that liquid release cannot occur. The knock out drum shall be fitted with high level sensor and
alarm. At the high activation level the knock out drum shall still have sufficient capacity to allow full process
depressurisation.
Guidance note:
For permanently moored vessels it may be considered disposing of gas via a flare rather than a vent. In such cases the capacity
should be assessed per API Std 521 and it should be ensured that radiation levels are within acceptable limits.
3.2.5.5 Pressure relief valves shall be sized according to requirements in Pt.5 Ch.7 or can be considered after
the standards listed in Table 4.
3.2.6 LNG loading
3.2.6.1 Operational limitations for the transfer operation shall be set with respect to parameters such as:
— sea conditions for safe approach, berthing and departure of the LNG carrier
— operational envelopes (relative motion, accelerations)
— loads in the mooring lines and fenders.
3.2.6.2 Where novel transfer solutions are intended to be used, the technology shall undergo some form of
qualification. See DNV-RP-A203 Qualification procedures for new technology.
3.2.6.3 For ship to ship transfer, each transfer line shall be fitted with emergency release system (ERS) to
minimize the possible liquid spill and with insulating flange.
4 Fire safety
4.1 General
liquefied gas in Pt.5 Ch.7, the vessel shall in addition to the requirements [4.1.2] to [4.1.4] below comply
with the rules for gas fuelled vessels in Ch.2 Sec.5 [7].
Vessels built to transport liquefied gas as cargo to comply with Pt.5 Ch.7 in addition to the requirements
[4.1.2] to [4.1.4] below.
4.1.2 Fire main and water spray
4.1.2.1 The fire water main shall be such that at least two jets of water can reach any part of the
gas processing part of the power plant and with a pressure of at least 0.5 MPa gauge. The water supply to
the fire main serving the gas processing part of the power plant shall be a ring main supplied by the main fire
pumps or a single main supplied by fire pumps positioned fore and aft, one of which shall be independently
driven.
2
4.1.2.2 A fixed water-spray system with an application rate of 10 l/m /min. of the horizontally projected
2
area and 4 l/m /min of the vertical surface of the gas processing part of the power plant shall be arranged to
protect, when fitted:
— suction drum
— storage tanks for propane or other flammable fluids
— equipment such as metering station
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— HV equipment such as main transformer(s), switchgear and semiconductor converters, except that for dry
type transformers, gas systems may be used.
4.1.2.3 The water spray system shall be provided with an alternative supply of water from the fire main
operable from outside of the protected area.
4.1.2.4 If the fire water pumps and spray pumps are combined the capacity shall be sufficient to supply
water spray to the largest fire section as well as two fire hoses.
4.1.2.5 Release of the water spray systems shall be possible both locally and remotely at the control station
where the operating status of the systems is monitored.
4.1.3 Dry chemical powder fire extinguishing system
4.1.3.1 The fixed dry chemical powder fire extinguishing system shall cover on deck gas processing
equipment and the LNG bunkering station.
— The system shall be capable of delivering powder from at least two hand hose lines or a combination
monitor and hand hose line(s) to the on deck gas processing equipment.
— The LNG bunkering area shall be covered by a monitor.
— If loading arms are installed, the dry chemical powder shall cover the presentation flange of the loading
arm.
The system shall comply with the requirements in Pt.5 Ch.7 Sec.11.
4.1.4.1 Flame detectors shall be fitted to cover the gas handling equipment and import manifold.
5 Electrical systems
5.1 General
5.1.1.1 For the vessels own electrical power the requirements of Pt.4 Ch.8 are applicable.
5.1.1.2 For the power plant, only safety related items in Pt.4 Ch.8 are applicable.
Guidance note:
Since the power plant do not supply power to main functions of the vessel, the power plant is not regarded as an important system
in the context of Pt.4 Ch.8.
5.1.1.3 For vessels built to transport liquefied gas as cargo in accordance with tanker/barge for liquefied gas
in Pt.5 Ch.7 the electrical requirements of Pt.5 Ch.7 Sec.10 is applicable for own power and safety related
items as given in this subsection.
5.1.1.4 For other vessels with gas fuel, the electrical requirements stated in Ch.2 Sec.5 [8] is applicable,
except Ch.2 Sec.5 [8.1.1.3].
5.1.1.5 The vessel's high voltage part of power installation for the electrical power plant shall generally
comply with IEC 61936-1, where applicable.
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5.1.1.6 Exposure of human beings to hazards caused by faults in the electrical system or e.g. cloud or arc-
flash discharge shall be reduced to a minimum. As a basis, electro technical equipment for high voltage
installations above 52 KV shall additionally comply with established technical standards and practices
stipulated in publications of the international electrotechnical commission (IEC) from a safety of personnel
perspective. Where the requirements for electrical equipment, facilities or special applications are not laid
down in the IEC standards, the scope of class involvement is subject to special consideration in the risk
assessment to be carried out as per [4.1.1].
5.1.1.7 Areas with high voltage installations hazardous to human health or safety including areas which
contain SF6 gas following leakage in gas-insulated switchgear (GIS) shall be segregated and access
restricted.
5.1.1.8 Vessel's electrical system shall be designed and installed so that personnel are protected as far as
practical during installation, operation and maintenance. Particular attention shall be given to personnel
safety, which may require;
1) manuals and instructions for transport, storage, installation, operation and maintenance;
2) special tools required for operation, maintenance and testing;
3) safe working procedures developed for specific locations and equipment;
4) safe earthing measures.
And further detailed safety measures are given in Sec. 8 in IEC 61936-1.
5.1.1.9 Inspection and testing shall be carried out to verify compliance of the electrical system with
applicable IEC standards and compliance of the equipment with applicable technical specifications.
5.1.1.10 Maintenance plan of electrical system shall be established which states actions shall be taken for
preventive and corrective maintenance in accordance with IEC 60300-3-11.
6 Safety, control and monitoring systems
6.1 General
6.1.1 Reference to other Rules
liquefied gas in Pt.5 Ch.7, the vessel shall in addition to requirements [6.1.1.2]-[6.1.4.6] comply with the
rules for gas fuelled vessels in Ch.2 Sec.5 [9] and Ch.2 Sec.5 [10], except that the following items need
not be complied with for the power to be supplied externally: Ch.2 Sec.5 [9.1.1.1] (4) and (5). Maintaining
propulsion upon single failure, Ch.2 Sec.5 [10.2.1]. Requirements for gas turbines shall comply with Pt.4
Ch.3 Sec.2.
6.1.1.2 For vessels built to transport liquefied gas as cargo in accordance with tanker/barge for liquefied gas
in Pt.5 Ch.7 the instrumentation requirements of Pt.5 Ch.7 Sec.13 apply in lieu of [6.1.2] and [6.1.3].
6.1.1.3 The safety systems shall be able to carry out all safety functions independently from the process
control systems.
Guidance note:
Safety systems in this section includes all systems that provides required safety shutdown functions, including ESD, PSD, Fire &
Gas and blow down systems.
6.1.1.4 All shutdowns shall be executed in a predetermined logical manner. The shutdown system shall be
designed in a hierarchical manner where higher level shutdowns automatically initiate lower level shutdowns.
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6.1.1.5 Separate transmitters shall be provided for control and shutdown functions as given in Pt.4 Ch.9
Sec.3 [1.1.3].
6.1.2 Gas detection
6.1.2.1 The gas detection system shall comply with requirements in Ch.2 Sec.5 [9] and extended with a
sufficient number of gas detectors of continuous monitoring type provided for:
— additional gas handling equipment
— ventilation inlets to accommodation and machinery spaces
— metering unit
— non-hydrocarbon heating systems with degassing tank
— additional locations as indicated in the risk assessment as per [3.2.1].
6.1.2.2 Gas detection system shall give alarm as given in Ch.2 Sec.5 Table 5.
6.1.3 Emergency shut down - ESD
6.1.3.1 The emergency shutdown system addressed in Ch.2 Sec.5 [9] and Ch.2 Sec.5 [10] shall be arranged
and shall in addition include all power production related equipment.
6.1.4 Blow down system (Depressurising)
6.1.4.1 Any high-pressure (> 1.7 MPa) segments of the gas process system shall be provided with a blow
down system (vapour depressuring) to limit the consequences of equipment and piping failure during
emergency conditions as per the design principles in API Std 521. Process systems with segments that
contain less than 400 kg of hydrocarbon inventory may be exempted from this requirement.
6.1.4.2 The blow down system shall be as simple as practicable and shall be designed for fail safe operation.
6.1.4.3 Gas process systems required as per [6.1.4.1] shall be depressurised during an emergency. The rate
of depressurising shall be sufficient to ensure that rupture will not occur in case of external heat input from
a fire, and shall be arranged to depressurize all parts of the high pressure gas fuelled system beyond the
storage tanks. The capacity of the system should be based on evaluation of:
— system response time, including time for manual activation
— heat input from defined accident scenarios
— other protection measures, e.g. active and passive fire protection
— system integrity requirements.
— fire water systems are not regarded as reliable protection measures for systems exposed to jet fires.
6.1.4.4 It shall be possible to activate the blow down system manually from the control station.
6.1.4.5 During a dimensioning accidental event, the integrity and functionality of depressurising piping and
valves shall be maintained for the required period of time in order to ensure that successful depressurisation
can be performed. It shall ensure reduction to at least 50% of initial pressure or 0.69 MPa within 15 minutes.
Guidance note:
To ensure this functionality, passive fire protection or other measures may be required to ensure that depressurization is initiated
before excessive temperatures are reached.
6.1.4.6 In relation to activation of blow down system, visual and audible alarm in control room and in gas
process area shall be given to alert crew.
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Guidance note:
Prior to activation of the blow down system pre-warning alarm to give crew time to evacuate may be accepted.
7 Manufacture, workmanship and testing
7.1 Manufacture, testing and commissioning
7.1.1 General
7.1.1.1 Unless the vessel is built to transport liquefied gas as cargo in accordance with tanker for liquefied
gas in Pt.5 Ch.7, the vessel shall in addition to the requirements below comply with the rules for gas fuelled
vessels in Ch.2 Sec.5 [11].
7.1.1.2 All alarms and safety functions shall be tested, including:
— ESD system
— gas detection system
— fire alarms
— fire extinction systems
— water spray.
7.1.1.3 At the first loading of liquefied gas, the overall performance of the gas fuelled power plant including
function of equipment and automatic control systems shall be verified by the sSociety for compliance with
design parameters.
7.1.1.4 Inspection and testing of the electrical system shall be performed as required in relevant parts of Pt.4
Ch.8 Sec.10 [4].
8 Additional requirements for qualifier performance
8.1 General
8.1.1 The requirements in [1] to [7] shall be complied with in addition to the requirements in this
subsection.
8.2 Electrical power plant
8.2.1 System design
8.2.1.1 The electrical power plant shall be designed according to relevant requirements in Pt.4 Ch.8 Sec.2.
Guidance note:
Since the electrical power plant do not supply power to main functions of the vessel, the electrical power production system is not
regarded as an important system in the context of Pt.4 Ch.8. However, product certification is required as given in [1.8.2].
8.2.1.2 When the electrical power plant shall export power to another ship, the electrical power plant shall be
designed to interface with a ship designed for a shore connection system compliant with Ch.7 Sec.5.
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8.2.1.3 When the electrical power plant shall deliver power to a ship, the power quality shall be as stated in
Pt.4 Ch.8 Sec.2 [1.2].
8.2.1.4 When the electrical power plant shall provide power supply to non-ship distribution systems, the
electrical power plant shall be able to deliver the power quality as specified for the distribution system with
relevant grid code compliance given in DNV-ST-0125.
Guidance note:
Electrical power plant shall have fault ride through capability including undervoltage ride through (UVRT), overvoltage ride through
(OVRT), etc. in accordance with relevant grid codes.
8.2.1.5 The following electrical design parameters for the power plant shall be stated in the appendix to class
certificate:
— rated supply voltage
— rated supply frequency
— rated supply power
— rated tolerable transient power variations
— rated short circuit capacity.
8.2.2 Equipment design
8.2.2.1 The electrical power plant equipment shall be designed according to the environmental requirements
given in Pt.4 Ch.8 Sec.3 [2].
8.2.2.2 Switchboards shall be designed according to relevant requirements given in Pt.4 Ch.8 Sec.4.
8.2.2.3 Generators shall be designed according to relevant requirements given in Pt.4 Ch.8 Sec.5.
8.2.2.4 Power transformers shall be designed according to relevant requirements given in Pt.4 Ch.8 Sec.6
and IEC60076 series. For environmental considerations, see CIGRE TB 528 Ch.8.
8.2.2.5 Semiconductor assemblies shall be designed according to relevant requirements given in Pt.4 Ch.8
Sec.7.
8.2.2.6 Power management system shall be designed according to relevant requirements given in Pt.4 Ch.8
Sec.9.
8.2.3 Installation
8.2.3.1 Installation shall be performed according to relevant requirements given in Pt.4 Ch.8 Sec.10.
8.2.3.2 Relevant installation requirements given in IEC 61936-1 Sec.7 shall be considered.
8.2.3.3 Insulation concerning withstand values of minimum clearance in air may be confirmed in accordance
with IEC 61936 Sec. 5.3 & 5.4, or as an option, to be confirmed in an insulation coordination study in
accordance with IEC 60071.
DNV AS
SECTION 21 CYBER SECURITY
1 General
1.1 Objective
The additional class notation Cyber secure provides a structured and flexible framework for design and
implementation of barriers to identify, protect, detect, respond, and recover from cyber security incidents.
1.2 Scope
1.2.1 General
These rules describe requirements to the additional class notation Cyber secure, including its qualifiers
Essential, Advanced and +.
Cyber security barriers for onshore infrastructure and organization are not covered in these rules.
Guidance note:
For the vessel owner/vessel operating organization to have a complete approach to cyber security, the onshore infrastructure and
land organization should also be addressed. For such purpose, it is recommended that e.g. ISO 27000 is applied. If the vessel
owner/vessel operating organization holds a valid ISO 27000 certificate, the management system requirements in these rules are
intended to be a subset adapted for a single vessel.
Class notation Cyber secure covers the three main pillars: people, process and technology as illustrated in
Figure 1, by addressing the vessel's technical design and its cyber security management system (CSMS).

Figure 1 People, process and technology
1.2.2 Relevance to IMO
The common baseline requirements of Cyber secure are aligned with IMO resolution MSC.428(98) and MSC-
FAL.1/Circ.3, while the additional qualifiers Essential and Advanced set higher security requirements with
the intention to align with The Guidelines on Cyber Security Onboard Ships referred to by IMO.
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1.2.3 Use of standards
The technical security requirements in [4] shall be understood as summary of the complete text in the
normative standard IEC 62443-3-3. Hence, unless adaptations and amendments (see [4.1.2]) are specified,
it is mandatory to follow IEC 62443-3-3 when applying these rules.
For systems and components providing navigational and radiocommunication functions, IEC 61162-460 may
be applied instead of the requirements in [4].
Requirements for the CSMS apply to the organization which operates the vessel and are specified in DNV
rules for fleet in service (see Pt.7 Ch.1 Sec.6 [36]). These requirements are based on recognised standards
such as IEC 62443-2-1 and ISO 27001. For detailed content of these requirements, DNV-CG-0325 shall be
applied.
1.2.4 Type approval
Systems which are type approved in accordance with these rules (see DNV-CP-0231) are pre-qualified for
installation on vessels with class notation Cyber secure. This implies that design assessment of security
capabilities is not required, only testing on-board to ensure that the type approved capabilities are correctly
implemented or configured.
Requirements for type approval are specified in [4] and shall be understood as summary of the complete text
in IEC 62443-3-3. Type approval of components that are not designed for a specific OT-function (e.g. generic
components such as a network switch) shall apply requirements in IEC 62443-4-2.
For type approval of navigation and radiocommunication systems and components, IEC 61162-460 may be
applied instead of IEC 62443-3-3/4-2.
1.3 Application
These rules may be applied to any ship or offshore unit where one or more vessel functions are controlled by
computer based systems (CBS). For readability, the term 'computer based system' is generally replaced with
'system'. The rules may also be applied for IT-systems if selected as part of system under consideration by
qualifier +, see [1.4.5].
The implementation of class notation Cyber secure calls for activities by several roles in the relevant
phases, see DNV-CG-0325 for guidance.
1.4 Class notation
1.4.1 General
Vessels constructed and tested in accordance with the requirements in these rules may be assigned the class
notation Cyber secure, with qualifiers as outlined in Table 1.
Table 1 Class notation for cyber security
Cyber secure <None> Establish barriers to identify, Initial level of cyber security aligned with

Mandatory: protect, detect, respond, and IMO resolution MSC.428(98) and MSC-FAL.1/
recover from cyber security Circ.3.
No
incidents.
Design Essential Essential level of cyber security for the
requirements: vessel's essential systems, see [1.4.3].
Sec.21 Advanced Advanced level of cyber security for the
FIS survey vessel's essential systems, see [1.4.4].
requirements:
+ Selected level of cyber security for specified
Pt.7 Ch.1 Sec.6 [36] system(s), see [1.4.5].
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Guidance note:
The different qualifiers for Cyber secure are intended to provide different levels of risk reduction and flexibility of systems in
scope, see Figure 2.
Figure 2 Cyber security risk reduction using Cyber secure
1.4.2 Cyber secure
Class notation Cyber secure represents an initial level of cyber risk reduction. This is considered a common
baseline and applies for all notation qualifiers.
The default SuC defined in [2] shall comply with the common requirements in [3]. The common requirements
are identified in [4] as security profile 0 (SP0).
1.4.3 Cyber secure(Essential)
Class notation Cyber secure(Essential) applies to vessels which have reached an essential level in applying
cyber security barriers. The following requirements apply:
— Requirements for Cyber Secure in [1.4.2].
— Additional technical security requirements in [4] at security profile 1 for the default SuC. These
requirements are based on IEC 62443-3-3 security level 1 and are profiled for the maritime industry.
1.4.4 Cyber secure(Advanced)
Class notation Cyber secure(Advanced) applies to vessels which have reached an advanced level in
applying cyber security barriers. The following requirements apply:
— Requirements for Cyber Secure in [1.4.2].
— Additional technical security requirements in [4] at security profile 3 for the default SuC. These
requirements are based on IEC 62443-3-3 security level 3 and are profiled for the maritime industry.
1.4.5 Notation qualifier +
The notation qualifier + intends to offer flexibility with respect to risk reduction level (security profile) and
SuC. The qualifier may be used in combination with Cyber secure, Cyber secure(Essential) and Cyber
secure(Advanced), and it may represent two different concepts as follows:
1) If one or more systems shall be added to the default SuC, the qualifier + is added to the class notation.
DNV AS
2) If one or more systems in the default SuC shall comply with a higher security profile, the qualifier + is
added to the class notation.
In either case, the vessel is assigned class notation Cyber secure+, Cyber secure(Essential, +) or Cyber
secure(Advanced, +). Information about SuC and security profile for the notation qualifier + will be given
in the appendix to the class certificate.
Guidance note:
For the notation qualifier +, also IT systems may be added as part of the SuC, however, this is not the primary focus of these
rules.
1.5 References
1.5.1 Normative references
The standards listed in Table 2 shall be complied with when referenced by these rules.
Table 2 Normative references
Reference Revision Title
IEC 61162-460 Edition 1.0, Maritime navigation and radiocommunication equipment and systems -

2015-08 Digital interfaces Part 460: Multiple talkers and multiple listeners - Ethernet
interconnection - Safety and security
IEC 62443-2-1 Draft edition Industrial communication networks - Network and system security Part 2-1:

1.0, 2010-11 Establishing an industrial automation and control system security program
IEC 62443-3-3 Edition 1.0, Industrial communication networks - Network and system security Part 3-3:

2013-08 System security requirements and security levels

2019-02 Technical security requirements for IACS components
1.5.2 DNV rules and standards
The DNV rules and standards in Table 3 are referenced in this section.
Table 3 DNV rules and standards
Document code Title
Pt.4 Ch.9 Control and monitoring systems
Pt.7 Ch.1 Survey requirements for fleet in service
DNV-CG-0325 Cyber security
DNV-CG-0550 Maritime services - terms and systematics
DNV-CP-0231 Cyber security capabilities of control system components
DNV-OS-D201 Electrical installations
DNV-OS-D202 Automation, safety and telecommunication systems
DNV-RP-0496 Cyber security resilience management for ships and mobile offshore units in operation
DNV-RP-G108 Cyber security in the oil and gas industry based on IEC 62443
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1.5.3 Informative references
Informative references are listed in Table 4.
Table 4 Informative references
Document code Revision Title
ISO 27001 Edition, Information technology - Security techniques - Information security management

February 2017 systems - Requirements
ISO 27002 Edition, Information technology - Security techniques - Code of practice for information

February 2017 security controls

2009-07 Terminology, concepts and models
IEC 62443-2-2 Draft 1, Edit 4, Security for industrial automation and control systems - Implementation Guidance

April 2013 for and IACS Security Management System
IEC 62443-2-3 Edition 1.0, Security for industrial automation and control systems - Part 2-3: Patch

2015-06 management in the IACS environment
IEC 62443-2-4 Edition 1.1, Security for industrial automation and control systems - Part 2-4: Security program

2017-08 requirements for IACS service providers
NIST 800-46 Revision 2, May Guide to Enterprise Telework Remote Access, and Bring Your Own Device (BYOD)

2016 Security
NIST 800-82 Revision 2, May Guide to Industrial Control Systems (ICS) Security

2015
IEC 62443-3-1 Edition 1.0, Industrial communication networks - Network and system security - Part 3-1:

2009-07 Security technologies for industrial automation and control systems
IEC 62443-3-2 Draft 7, Edit 1, Security for industrial automation and control systems Security Risk Assessment,

May 22, 2017 System Partitioning and Security Levels
IMO 428(98) Adopted on 16 Maritime Cyber Risk Management in Safety Management Systems

June 2017
MSC-FAL.1/ 5 July 2017 Guideline on Maritime Cyber risk Management

Circ.3
NA Version 4 The Guidelines on Cyber Security Onboard Ships, produced and supported by
BIMCO, CLIA, ICS, INTERCARGO, INTERMANAGER, INTERTANKO, IUMI, OCIMF and
WORLD SHIPPING COUNCIL
1.6 Terminology and definitions
Definitions are given in Table 5.
Table 5 Definitions
Term Definition
authentication process of validating identity
authorization right or permission that is granted to a system entity to access a system resource. Authorization
is dependent on authentication
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Term Definition
availability ability of an item to be in a state to perform a required function under given conditions at a given
instant or over a given time interval, if the required external resources are provided
asset operator responsible part operating the vessel
asset owner responsible part owning the vessel
conduit logical grouping of communication channels, connecting two or more zones
cryptographic well-defined computational procedure that takes variable inputs, including a cryptographic key (if
algorithm applicable), and produces an output. There are three different types of cryptographic algorithms:
cryptographic hash functions, symmetric-key algorithms and asymmetric-key algorithms. See
NIST SP 800-175B Rev.1
cyber attack actions required to preclude unauthorized use of, denial service to, modifications to, disclosure of
or destruction of critical systems or informational assets
cyber security barrier any measure taken that acts against some undesirable force or intention in order to maintain a
desired state
cyber threat circumstance or event that has, or indicates, the potential to exploit vulnerabilities and to
adversely impact (create adverse consequences for) organizational operations, organizational
assets (including information and information systems), individuals, other organizations or society
firewall inter-network connection device that restricts data communication traffic between two connected
networks
hardening process of securing a system by reducing its vulnerability surface
island mode self-contained operation and no connections to other resources
logical segmentation segregation by 'virtual' means (e.g. VLAN) between two or more systems utilizing same physical
resources
information application of computers to store, study, retrieve, transmit and manipulate data, or information,
technology often in the context of a business or other enterprise
malware malicious software that may be harmful and/ or intrusive to computer based systems. Such
software includes e.g. worms, wiperware and ransomware
operational hardware and software dedicated to detecting or causing changes in physical processes through
technology direct monitoring and/or control of physical devices such as valves, pumps, etc.
penetration successful unauthorized access to a protected system resource
penetration testing authorized simulated attack on a computer system, performed to evaluate the security of the
system
physical physical division between resources
segmentation
remote access use of systems that are inside the perimeter of the security zone being addressed from a different
geographical location with the same rights as when physically present at the location
remote control control from a location on the vessel not in the vicinity of the actual equipment e.g. bridge, central
control room
restricted area physical location on board to which human access is controlled, i.e. only authorized personnel
can enter the location. Such areas are normally equipped with locking mechanisms and/or
continuously manned. See also Sec.4 [2.15] in DNV-CG-0325
DNV AS
Term Definition
sheep dipping station standalone computer used to clean removable devices for malware before connecting to a system
untrusted network any network that is not part of SuC or that cannot provide secure communication between zones
vulnerability flaw or weakness in a system's design, implementation or operation and management that may
be exploited to violate the system's integrity or security policy
whitelisting restricted use of resource unless especially permitted
zone grouping of logical or physical assets that share common security requirements
1.7 Abbreviations
Abbreviations are given in Table 6.
Abbreviation Description
AES advanced encryption standard
AIS automatic identification system
BNWAS bridge navigational watch system & alarm system
BOP blowout preventer
CAT customer acceptance test
CBS computer based system
CCR central control room
CPP controllable pitch propeller
CSMS cyber security management system
CSRS cyber security requirements specification
DMZ demilitarised zones
DoS denial of service
ECDIS electronic chart display & information system
ECR engine control room
EPIRB emergency position indicating radio beacon
ESD emergency shutdown system
FAT factory acceptance test
FR foundational requirement
GNSS golbal navigation satellite system
GPS global positioning system
HAT harbour acceptance test
IDS intrusion detection system
DNV AS
IPS intrusion prevention system
IPSec internet protocol secure
IT information technology
MC mechanical completion
MPD manage pressure drilling
OT operational technology
PKI public key infrastructure
PSD process shut down
RAS remote access server
RPM revolutions per minute
RSA encryption algorithm made by Ron Rivest, Adi Shamir and Leonard Adleman
SAT systems acceptance test
SIEM security information and event management
SIS safety instrumented system
SL-T security level target
SP security profile
SuC system under consideration
USB universal serial bus
VLAN virtual local area network
VPN virtual private network
1.8.1 General
The following paragraphs describe required content of documentation that shall be submitted to the society.
See DNV-CG-0550 for general requirements to the documentation required and definition of document types.
1.8.2 Design
Documentation related to design and philosophy shall be submitted as required in Table 7.
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Table 7 Documentation requirements for design and philosophy
Documentation
Object Additional Description Info Required for
type
Cyber I071 - A document listing all inventory (i.e. components AP — Cyber secure

security Inventory list and software) in the systems covered by scope. — Cyber
design of The document shall include at least the following secure(Essential)
the vessel information for each component:
— Cyber
— hardware model(s) and version secure(Advanced)
— connection points (USB, Ethernet, etc.) — Cyber secure(+)
— address lists, e.g. IP address lists
— firmware and software versions
— patch levels
— malware protection.
I031 - Zone Cyber security system architecture drawings AP — Cyber secure

and conduit showing zones and conduits for all systems and — Cyber
diagram interconnections covered by scope. The architecture secure(Essential)
drawings shall include both logical and physical
— Cyber
system topologies. The drawings shall include at
secure(Advanced)
least the following information:
— Cyber secure(+)
— name and/ or unique identifier
— entry points (integrations, wireless, remote
access …)
— list of external data flows (and internal data
flows within a zone)
— assets (equipment and software) and physical
location
— connected zones
— barrier devices (e.g. firewall, routers, VPN
devices).
I011 - Cyber A cyber security design document describing each AP — Cyber secure

security system covered by scope and their integration/ — Cyber
design interconnections. The document shall describe at secure(Essential)
philosophy least the following information for each system:
— Cyber
— SP for each system, zone and conduit secure(Advanced)
— interfaces between each system — Cyber secure(+)
— interfaces to systems not covered by scope
— interfaces to remote sites (e.g. other vessels or
shore)
— compliance with applicable technical security
requirements in [4] and any compensating
1)
countermeasures
— details of any countermeasures where
policies and procedures are intended to cover
requirements in [4]
— any relevant assumptions and dependencies.
AP = for approval
1)
For systems that are type approved, this item may be replaced by a reference to the type approval certificate.
DNV AS
1.8.3 Manufacture documentation
Documentation for each system shall be submitted as required in Table 8. For systems that are type
approved according to DNV-CP-0231 the required documentation will be listed in the type approval certificate
(typically limited to topology diagram and information related to configuration).
Table 8 Documentation requirements for manufacturer
Documentation
Object Additional description Info Required for
type
Vessel system I020 - System A text document with necessary supporting AP — Cyber secure

subject for function drawings, diagrams and figures to describe: — Cyber
cyber security description secure(Essential)
— cyber security capabilities, configuration and
assessment
arrangement for system — Cyber
— scope of supply secure(Advanced)
— cyber security diagnostics and alarming — Cyber secure(+)
functionalities
— safe states for cyber security incidents
— implementation of requirements in design
philosophy.
I030 - System Schematic drawing(s) showing arrangement of AP — Cyber secure

block diagram systems to be addressed for cyber security. This — Cyber
(topology) should include: secure(Essential)
— local and remote control for individual systems — Cyber
— integration into logical zone model secure(Advanced)
— system interfaces — Cyber secure(+)
— connection outside of vessel (if any).
I320 - A procedure describing how software changes FI — Cyber secure

Software to the system are proposed, evaluated and — Cyber
change implemented using a standardized, systematic secure(Essential)
handling approach that ensures traceability, consistency
— Cyber
procedure and quality and that proposed changes are
secure(Advanced)
evaluated in terms of their anticipated impact on
— Cyber secure(+)
the entire vessel system. See [5.4].
1.8.4 Onboard testing
Documentation for testing shall be submitted as required in Table 9. The combination of the two test
procedures shall cover testing of both cyber security requirements for each individual system, and overall
cyber security requirements for the vessel, e.g. operator station configuration, firewall settings between
different zones and security properties for remote connection.
DNV AS
Table 9 Documentation required to verify requirements specification
Object Documentation type Additional Description Info Required for
Testing Z254 - Test procedure for each individual system covering AP — Cyber secure

Commissioning verification of relevant cyber security requirements (Essential)
procedure described in the design philosophy. This document is — Cyber secure
typically submitted by the system supplier, however (Advanced)
may also be submitted by the system integrator.
— Cyber secure(+)
Typical documents for such tests may be CAT/ SAT/
HAT/ Commissioning procedures, or in the form of a
separate document. See also [5.2].
Z251 - Test A document describing the test configuration and test AP — Cyber secure

procedure methods, specifying for each test: — Cyber secure
— initial condition (Essential)
— how to perform the test — Cyber secure
— what to observe during the test and acceptance (Advanced)
criteria for each test. — Cyber secure(+)
The tests shall cover integration of all systems in
the SuC, including any interfaces with other zones,
systems or networks. This document is typically
rd.
submitted by the system integrator or 3 party
performing the tests. See also [5.3].
AP= for approval
1.8.5 Cyber security management system
The cyber security management system (CSMS) is subject to audit by DNV after the technical design has
been implemented and tested. CSMS documentation shall be submitted to the Society by the company
operating the vessel prior to initial survey, see Pt.7 Ch.1 Sec.6 [36].
In case required technical security barriers are approved to be compensated for by procedural
countermeasures, these countermeasures shall be specifically addressed in the CSMS.
2 System under consideration (SuC)
2.1 Introduction
The term 'system under consideration' (SuC) denotes all computer based systems in the scope of a Cyber
secure notation.
The default SuC for all Cyber secure notation qualifiers shall constitute the systems in [2.3.1] and [2.3.2].
Additional systems may be added to the SuC by notation qualifier + as described in [1.4.5].
2.2 Initial system selection
A system in the SuC which meets all the below criteria may be considered to represent negligible cyber risk
and be exempted from the security requirements in [4].
— The system has no IP-based network connections to other systems (including no remote access solution).
— All components in the system are located in restricted area(s).
— Software or configuration in the system cannot be updated, or can only be changed by manufacturer
using special tools and/or proprietary interfaces (i.e. the system shall not be able to read data on
commercially available portable devices such as USB flash memory and laptop computers).
DNV AS
Guidance note:
The above items are intended as an approximation to determine the likelihood of an attack for each individual system. See DNV-
RP-0496 for further details and guidance.
2.3 Default SuC
2.3.1 Essential and important functions
The systems needed to maintain operation of the vessel functions listed in Table 10 shall be included in the
default SuC.
Table 10 Essential and important functions to consider
1) 2) 3)
Function , Additional description and examples
Propulsion Propeller pitch, engine, thruster, motor, drive
Steering Rudder, azimuth thruster, motor, drive
Watertight integrity Internal watertight doors, shell doors
Fire detection and mitigation Fire detection and alarm system, fire extinguishing system, fire pumps
Bilge and ballasting Bilge and ballast valves, pumps, level measurement
Thrusters not part of propulsion
Auxiliary thruster
functions
Power generation and distribution
Main and auxiliary engine, generator, switchboard, energy storage system, electrical
supplying essential and important
power management
systems
Auxiliary systems serving
Cooling, fuel, lubrication, compressed air, ventilation
essential and important systems
Required safety functions for the
Emergency shutdown system, machinery protection, ignition source control
SuC
1)
For the listed vessel functions, systems providing local, remote or automatic control as well as required monitoring,
alarm, and safety functions shall be addressed.
2)
When these rules are applied to an offshore unit, additional essential functions will normally be considered SuC in the
context of these rules. See DNV-OS-D201 Ch.1 Sec.1 Table 4.
3)
To cover the listed functions, other systems may be applicable depending on vessel type. Integrated control systems
shall be included in the default SuC.
2.3.2 Bridge systems
The systems providing required navigation and communication functions listed in Table 11 shall be included in
the default SuC.
Table 11 Bridge systems to be considered
1), 2)
Function Additional description and example system
Systems providing navigational functions required by applicable statutory regulations (e.g.
SOLAS, MODU Code, HSLC Code): Radar, AIS, GNSS, ECDIS, gyro, heading and bearing
Navigation
indicator, BNWAS, echo sounder, electronic plotting, speed and distance measuring device,
tracking aid, rate of turn indicator and transmitting heading device.
DNV AS
1), 2)
Function Additional description and example system
Systems providing internal and external communication functions required by applicable
Communication rules and statutory regulations (e.g. SOLAS, MODU Code, LSA Code, HSLC Code): GMDSS,
public announcement, general alarm, two-way voice communication.
1)
Other systems may be applicable depending on vessel type.
2)
Equipment that combine or integrate some of the mentioned functions shall also be addressed, e.g. conning system,
multifunction-display system.
2.4 Additional systems
2.4.1 Industrial purpose systems
Industrial purpose systems such as examples in Table 12 are included in the SuC if specified by applying
notation qualifier +.
Table 12 Examples of industrial purpose systems to consider
Function Additional description and systems
Applicable for DYNPOS and DPS notation. The following control and monitoring system(s)
for dynamic positioning should be addressed: automatic main control system, automatic
Dynamic positioning (DP)
back-up control system, automatic alternative control system and manual independent
joystick control system.
Applicable for DRILL notation. The following control and monitoring system(s) for drilling
Drilling
should be addressed: hoisting and rotating, active heave compensation, MPD and BOP.
Cargo Control and monitoring systems for cargo.
Applicable for PROD notation. The following control and monitoring system(s) for
Production
production should be addressed: PSD.
3 Common requirements
3.1 Introduction
This subsection describes the common security requirements that apply for class notation Cyber secure
regardless of selected qualifier. These requirements are identified in [4] as security profile 0 (SP0).
For class notation Cyber secure(Essential) and Cyber secure(Advanced), additional requirements in [4]
apply as specified for SP1 and SP3 respectively.
3.2 Zones and conduits
3.2.1 Zones
When the systems in the SuC have been determined as described in [2], zones and conduits shall be defined
and documented in accordance with requirements below. The zones shall be implemented as different
network segments. There may be more than one network segment within one zone. See requirements SR 5.1
and SR 5.1 RE 1 in [4.6.2].
DNV AS
Guidance note:
Note that a high number of zones requires many or complex segmentation devices and consequently increased administrative
efforts to be incorporated in the CSMS. Such complexity may have negative effects on availability and security.
Systems with similar properties may be grouped into the same zone. The grouping of systems into the same zone should be based
on a combined evaluation of:
— systems supporting the same or similar vessel function
— systems located in the same physical space
— systems are similar with respect to e.g. amount of data, speed of data, communication protocols
— systems are subject to the same security requirements.
3.2.2 Conduits
Communication between the zones, and communication between zones and untrusted networks shall be
monitored and controlled. The devices connecting the zones (e.g. firewalls) shall comply with the most
demanding security profile of the interconnected zones. See requirements SR 5.2 and SR 5.2 RE 1 in [4.6.3].
Guidance note:
The conduits and their numbering should be reflected in network filtering rules for routers and firewalls.
Figure 3 shows an example of zones and conduits.

Figure 3 Example of zones and conduits
DNV AS
3.2.3 OT and IT systems
OT systems and IT systems shall be physically segmented into different zones.
3.2.4 Bridge systems
Navigational and radiocommunication systems in [2.3.2] shall be in a separate zone.
3.2.5 Safety systems
Systems providing required safety functions shall be physically segmented from systems providing control,
monitoring or alarm functions.
3.2.6 Wireless systems
Wireless devices shall be grouped in zones separated from wired devices.
3.2.7 Portable device
Any facilities for management of portable devices (e.g. 'sheep dip station') shall be grouped into a separate
zone.
3.3 Remote access
3.3.1 General
For remote access applications and other communication with or via untrusted networks, requirements in the
following subsections apply.
3.3.2 Hidden addresses
Devices in an OT zone shall not be exposed to untrusted networks.
3.3.3 Secure communication
Remote access to an OT zone over untrusted network requires secure connections (e.g. tunnels) and
endpoint authentication. See requirement SR 1.2 in [4.2.3].
The integrity of remote access sessions and transmitted information shall be protected. See SR 3.1 RE 1 in
[4.4.2] and SR 3.8 in [4.4.9].
The confidentiality of information that is subject to read-authorization shall be protected. See SR 4.1 in
[4.5.2].
3.3.4 Identification and authentication
Access to the SuC from or via untrusted network shall require identification and authentication of the user.
See requirement SR 1.1 in [4.2.2].
3.3.5 Monitoring and control
Remote access from or via untrusted networks shall be monitored and controlled. A remote access session
shall be explicitly accepted by responsible personnel on board. See SR 1.13 and SR 1.13 RE 1 in [4.2.14].
3.3.6 Type approval remote access solution
For vessels with class notation Cyber secure(Advanced), remote access solutions to systems in the SuC
shall be type approved in accordance with SP3.
Guidance note:
If the remote access solution is not type approved in accordance with these rules, case-by-case approval may be accepted.
DNV AS
3.4 Removable devices
Physical interfaces for portable or removable devices shall be limited to the minimum needed for operation
and maintenance. Other interfaces shall be disabled or physically blocked. Before portable devices are
allowed to be connected, they shall be scanned for malicious code.
Automatic execution of software code from portable devices is not accepted. Manual execution of software
code shall be subject to authentication and limited to files verified in advance. See requirement SR 2.3 in
[4.3.4].
Guidance note:
Transfer of data between secure zones and to/from removable devices, such as USB sticks, portable hard drives and maintenance
laptops, should be centrally managed to control the exchange of information. Connecting USB sticks or maintenance laptops
directly to systems in secure zones without proper management could pose a cyber security risk such as e.g. malware infections.
3.5 Malware
The systems within the SuC shall be protected from infection of malicious code. See requirement SR 3.2 in
[4.4.3].
Guidance note:
Installing antivirus software or devices that continuously scan for malware may interfere with the system's performance and should
be handled in accordance with the supplier's recommendations. In case the system does not have the possibility for malware
scanning on a continuous basis, other compensating measures should be considered e.g. malware scanning within regular intervals
and scanning of all devices and software before being connected/installed on the system.
3.6 Incident handling and reporting
Relevant measures shall be established to manage cyber incidents. As a minimum, the following shall be
incorporated:
— logging of events relevant to cyber security. See requirement SR 2.8 in [4.3.9].
— protection against denial of service (DoS) attacks. See requirement SR 7.1 in [4.8.2].
— means for recovery after the occurrence of cyber security incidents. See requirements SR 7.3 and SR 7.4
in [4.8.4] and [4.8.5].
Guidance note:
Security event logs should be stored for threat analysis and management.
3.7 Compensating countermeasures
A system which cannot comply with all requirements shall be protected with other compensating
countermeasures. A compensating countermeasure may be technical (e.g. isolating systems in separate
zones), or procedural (e.g. routines for manual logfile inspection). Such compensating countermeasures are
subject to approval.
In the context of type approval, compensating countermeasures may also be accepted if such
countermeasures are part of the type approved product.
3.8 Cyber security management system
For class notation Cyber secure, a CSMS addressing policies, procedures, practices and personnel behaviour
shall be established in accordance with requirements in Pt.7 Ch.1 Sec.6 [36]. See also DNV-CG-0325.
DNV AS
All relevant documentation from the design and construction/conversion phases shall be controlled and
supplied to the organization responsible for vessel operation. This includes compensating countermeasures as
described in [3.7]. The information shall be incorporated into the CSMS.
Verification of compliance with requirements for CSMS will be done by audits on board after all technical
requirements in these rules are verified and tested. See Pt.7 Ch.1 Sec.6 [36] for more information.
4 Technical security requirements
4.1 Introduction
4.1.1 General
Technical security requirements are specified in requirement tables and are based on the normative reference
IEC 62443-3-3. The requirements are organised according to the seven foundational requirement (FR)
categories of IEC 62443 as shown in Table 13.
Table 13 Foundational cyber security requirements
1)
No. Foundational requirement Objective
1 Identification and authentication All users shall be identified and authenticated before given access to a system.
2 Use control Enforce user's privileges and monitor these.
3 System integrity Ensure system integrity from unauthorized manipulation.
Ensure confidentiality and prevent unauthorized disclosure of system
4 Data confidentiality
communication.
5 Restricted data flow Limit unnecessary data flow by segmenting.
Respond to incidents and evidence of violations, and correct action when incidents
6 Timely response to events
are discovered.
7 Resource availability Ensure the availability of the system in case of cyber security incident.
1)
Additional guidance on foundational requirements may be found in IEC 62443-1-1.
The requirements are classified into five security profiles (SP0 to SP4), providing an increasing level of
protection against cyber threats following the concept of IEC 62443 (SL1 to SL4).
The relationship between IEC 62443 security levels (SL) and DNV security profiles (SP) is shown in Table 14.
Table 14 IEC security level and DNV security profiles
DNV security profile (SP) IEC 62443 security level (SL)
Selected requirements from SL1. Intended for minimum alignment with IMO
SP0. Common requirements
MSC.428(98).
SP1. Required for Cyber
SL1. Protection against casual or coincidental violation.
secure(Essential)
SL2. Protection against intentional violation using simple means with low resources,
SP2.
generic skills, low motivation.
SP3. Required for Cyber SL3. Protection against intentional violation using sophisticated means with moderate
secure(Advanced) resources, IACS specific skills, moderate motivation.
DNV AS
DNV security profile (SP) IEC 62443 security level (SL)
SL4. Protection against intentional violation using sophisticated means with extended
SP4.
resources, IACS specific skills, high motivation.
4.1.2 DNV adaptations
Differences between DNV requirements and IEC 62443-3-3 are specified in the requirement tables as follows:
1) SP0 is a security profile that is not based on any security level of IEC 62443-3-3. The level of risk
reduction for SP0 is less than for SL1 of IEC 62443-3-3.
2) Requirements indicated with 'H' are 'more stringent' than IEC 62443-3-3 since these apply for an SP that
is lower than the corresponding SL in IEC 62443-3-3.
3) Requirements indicated with 'L' are 'less stringent' than IEC 62443-3-3 since these apply for an SP that
is higher than the corresponding SL in IEC 62443-3-3.
4) Navigational and radiocommunication systems may optionally comply with IEC 61162-460 instead of the
requirements in these rules.
5) Amendments to a requirement summary mean the actual requirement text in IEC 62443-3-3 is adapted
or customized as described. If no amendment is specified, the requirement summary shall be considered
as an interpretation of the referenced requirement in IEC 62443-3-3, hence the referenced standard
shall be used to determine the full content, rationale and relevant guidance.
4.2 Identification and authentication
4.2.1 General
This subsection describes requirements for identification and authentication of user prior to accessing the
system.
4.2.2 User identification and authentication
Requirement summary and amendments SP0 SP1 SP2 SP3 SP4
See IEC-62443-3-3 SR 1.1
Human users shall be identified and authenticated for access to the system.
Amendments: YES YES YES YES YES
— See also Pt.4 Ch.9 Sec.3 [2.1.1] and Pt.4 Ch.9 Sec.4 [1.9.1].
— For SP0, this requirement applies for access from or via untrusted networks.
See IEC-62443-3-3 SR 1.1 RE 1
Human users shall be uniquely identified and authenticated for access to the N/A N/A YES YES YES
system.
See IEC-62443-3-3 SR 1.1 RE 2
Multifactor authentication is required for human users when accessing the system
from or via an untrusted network. N/A YES
H
YES
H
YES YES
Amendments:
— For SP1 to SP3, this does not apply for view-only users.
See IEC-62443-3-3 SR 1.1 RE 3
Multifactor authentication is required for all human users when accessing the N/A N/A N/A N/A YES
system.
DNV AS
Guidance note:
These requirements do not apply where immediate operator access is needed on board. In such case, identification and
authentication should be done by controlling access to the control room (e.g. navigating bridge or central control room).
4.2.3 Application or device identification and authentication
See IEC-62443-3-3 SR 1.2
Identification and authentication of devices and software processes shall be
implemented on interfaces providing access to the system. H
YES YES YES YES YES
Amendments:
— For SP0 and SP1, this applies for communication with or via untrusted
networks.
See IEC-62443-3-3 SR 1.2 RE 1
Unique identification and authentication of devices and software processes is N/A N/A N/A YES YES
required on interfaces providing access to the system.
4.2.4 Account management
See IEC-62443-3-3 SR 1.3
It shall be possible to manage all accounts (human users accounts and non- N/A YES YES YES YES
human user accounts). This shall at least include adding, activating, modifying,
disabling, and removing accounts.
See IEC-62443-3-3 SR 1.3 RE 1
L
Unified account management is required (either per system or a common solution N/A N/A N/A N/A YES
comprising multiple systems).
4.2.5 Identifier management
See IEC-62443-3-3 SR 1.4
It shall be possible to manage identifiers in the system.The intention is to allow N/A YES YES YES YES
for segregation of duties and least privilege by assignment of different privileges
depending on user, role, group or interface.
4.2.6 Authenticator management
See IEC-62443-3-3 SR 1.5
It shall be possible to manage authenticators in the system. This implies e.g.
initializing, changing, and protecting passwords from unauthorized disclosure
when stored and transmitted. N/A YES YES YES YES
Amendments:
— Default passwords shall not be used.
DNV AS
See IEC-62443-3-3 SR 1.5 RE 1
Authenticators for software processes and device users shall be protected N/A N/A N/A
L
N/A YES
via hardware mechanisms. This applies for e.g. private keys for asymmetric
encryption.
4.2.7 Wireless access management
See IEC-62443-3-3 SR 1.6
All users (human and non-human) shall identify and authenticate themselves to
access the system by wireless communication.
N/A YES YES YES YES
Amendments:
— For SP1, this is not required for software processes when device and/or user is
identified and authenticated.
See IEC-62443-3-3 SR 1.6 RE 1
N/A N/A YES YES YES
Unique identification and authentication is required.
4.2.8 Strength of password-based authentication
See IEC-62443-3-3 SR 1.7
N/A YES YES YES YES
It shall be possible to configure minimum length of passwords.
See IEC-62443-3-3 SR 1.7 RE 1
It shall be possible to configure reuse limitation for human user passwords, in N/A N/A N/A YES YES
addition to minimum and maximum lifetime of the password.
See IEC-62443-3-3 SR 1.7 RE 2
It shall be possible to configure minimum and maximum lifetime of a password N/A N/A N/A N/A YES
for all user.
4.2.9 Public key infrastructure (PKI) certificates
See IEC-62443-3-3 SR 1.8
If public key infrastructure (PKI) is used, the system shall operate such PKI N/A N/A YES YES YES
according to industry best practice.
4.2.10 Strength of public key authentication
See IEC-62443-3-3 SR 1.9
If public key infrastructure (PKI) is used, requirements for certificate validation N/A N/A YES YES YES
and user management in IEC 62443-3-3 SR 1.9 shall be complied with.
See IEC-62443-3-3 SR 1.9 RE 1
L
If public key infrastructure (PKI) is used the system shall protect relevant private N/A N/A N/A N/A YES
keys by hardware mechanisms.
DNV AS
4.2.11 Authenticator feedback
See IEC-62443-3-3 SR 1.10
The system shall obscure feedback during the authentication process (e.g. display N/A YES YES YES YES
asterisks instead of password characters during login process).
4.2.12 Unsuccessful login attempts
See IEC-62443-3-3 SR 1.11
The system shall enforce a limit of consecutive invalid login attempts during a
specified time period. Access shall be denied for a configurable period of time N/A YES YES YES YES
or until an administrator unlocks the account. For critical services, the control
system shall provide the capability to disallow interactive logons with the service
account.
4.2.13 System use notification
See IEC-62443-3-3 SR 1.12
It shall be possible to configure a notification message to be displayed when a
human user authenticates to the system. N/A YES YES YES YES
Amendments:
— This applies only for access from or via untrusted networks.
4.2.14 Access via untrusted networks
See IEC-62443-3-3 SR 1.13
Any access from or via untrusted networks shall be monitored (e.g. logged, YES YES YES YES YES
indicated, alarmed) and controlled (e.g. denied, restricted).
See IEC-62443-3-3 SR 1.13 RE 1
The system shall deny access from or via untrusted networks if the request is not
approved by authorized personnel on board. YES YES
H
YES YES YES
Amendments:
— See also Pt.4 Ch.9 Sec.4 [3.1.14].
4.3 Use control
4.3.1 General
This subsection describes requirements for use control.
DNV AS
4.3.2 Authorization enforcement
See IEC-62443-3-3 SR 2.1
On all interfaces, human users shall be assigned authorizations in accordance N/A YES YES YES YES
with the principles of segregation of duties and least privilege.
See IEC-62443-3-3 SR 2.1 RE 1
The enforcement of authorizations applies to all users (human users, software N/A N/A YES YES YES
processes and devices).
See IEC-62443-3-3 SR 2.1 RE 2
An authorized user shall be able to define and change the assigned authorizations N/A N/A YES YES YES
for all human users.
See IEC-62443-3-3 SR 2.1 RE 3
It shall be possible for a dedicated role or user to manually override the current
L
user authorizations without needing to close the current session or change view N/A N/A N/A N/A YES
on the HMI. This supervisor override shall be limited in time or limited to the
respective operation.
See IEC-62443-3-3 SR 2.1 RE 4
The system shall require dual approval if the operation may result in critical or N/A N/A N/A N/A YES
hazardous consequences.
4.3.3 Wireless use control
See IEC-62443-3-3 SR 2.2
The system shall authorize, monitor and enforce usage restrictions for wireless N/A YES YES YES YES
connectivity.
See IEC-62443-3-3 SR 2.2 RE 1
The system shall identify and report unauthorized wireless devices transmitting N/A N/A N/A YES YES
within the system physical environment.
4.3.4 Use control for portable and mobile devices
See IEC-62443-3-3 SR 2.3
YES YES YES YES YES
The system shall enforce usage restrictions of portable and mobile devices.
See IEC-62443-3-3 SR 2.3 RE 1
The system shall verify that portable and mobile devices connecting to a zone N/A N/A N/A YES YES
comply with the security requirements of that zone.
4.3.5 Mobile code
See IEC-62443-3-3 SR 2.4
The system shall restrict use of mobile code such as java scripts, ActiveX and N/A YES YES YES YES
PDF.
DNV AS
See IEC-62443-3-3 SR 2.4 RE 1
N/A N/A N/A YES YES
Prior to executing mobile code, the integrity of the code shall be verified.
4.3.6 Session lock
See IEC-62443-3-3 SR 2.5
The system shall be able to prevent further access after a configurable time of N/A YES YES YES YES
inactivity or following activation of manual session lock.
4.3.7 Remote session termination
See IEC-62443-3-3 SR 2.6
The system shall automatically terminate a remote session after a configurable
H
time of inactivity, or by manual termination by a responsible crew member. N/A YES YES YES YES
The effect of terminating a remote session during on-going operations shall be
considered and not endanger the vessel or its crew.
4.3.8 Concurrent session control
See IEC-62443-3-3 SR 2.7
The system shall limit the number of concurrent sessions per interface for any N/A N/A N/A YES YES
user (human, software process or device). The number of sessions shall be
configurable.
4.3.9 Auditable events
See IEC-62443-3-3 SR 2.8
The system shall generate audit records for access control, request errors,
operating system events, control system events, backup and restore events, YES YES YES YES YES
configuration changes, potential reconnaissance activity and audit log events.
Each record shall include timestamp, source, category, type, event ID and event
result.
See IEC-62443-3-3 SR 2.8 RE 1
Central management of audit events shall be provided. For a system in SuC, this
L
implies the capability to generate a system-wide time correlated audit trail as well N/A N/A N/A N/A YES
as providing tools to analyse such audit trails. For a vessel, this implies e.g. a
SIEM solution that can manage audit records from the systems in the SuC.
4.3.10 Audit storage capacity
See IEC-62443-3-3 SR 2.9
Sufficient storage capacity for audits records shall be provided. As part of the N/A YES YES YES YES
audit, storage capacity for such records shall be monitored.
DNV AS
See IEC-62443-3-3 SR 2.9 RE 1
The system shall issue an alert to responsible personnel before audit record N/A N/A N/A YES YES
storage capacity is exceeded. The objective is to prevent loss of audit records.
4.3.11 Response to audit processing failures
See IEC-62443-3-3 SR 2.10
The system shall alert responsible personnel and prevent loss of essential or N/A YES YES YES YES
important functions in the event of an audit processing failure.
4.3.12 Timestamp
See IEC-62443-3-3 SR 2.11 H
N/A YES YES YES YES
The system shall timestamp each audit record.
See IEC-62443-3-3 SR 2.11 RE 1
N/A N/A N/A YES YES
The system shall synchronize internal system clocks at a configurable frequency.
See IEC-62443-3-3 SR 2.11 RE 2
The time source shall be protected from unauthorized alteration. If modification N/A N/A N/A N/A YES
has occurred, an audit event shall be recorded.
4.3.13 Non-repudiation
See IEC-62443-3-3 SR 2.12
It shall be possible to determine if a given human user executed a particular N/A N/A N/A YES YES
action.
See IEC-62443-3-3 SR 2.12 RE 1
It shall be possible to determine if a given user (human, software process or N/A N/A N/A N/A YES
device) executed a particular action.
4.4 Systems integrity
4.4.1 General
This subsection describes requirements for system integrity.
4.4.2 Communication integrity
See IEC-62443-3-3 SR 3.1
N/A YES YES YES YES
The system shall protect the integrity of transmitted information.
DNV AS
See IEC-62443-3-3 SR 3.1 RE 1
The system shall apply cryptographic algorithms to protect the integrity of
transmitted information. H H
YES YES YES YES YES
Amendments:
— For SP0 to SP3, this requirement applies only for communication with or via
untrusted networks.
4.4.3 Malicious code protection
See IEC-62443-3-3 SR 3.2
The system shall have protection mechanisms against malicious code or
unauthorized software. This shall include prevention, detection, reporting and YES YES YES YES YES
mitigating countermeasures. The protection mechanism shall be kept updated,
see also DNV-CG-0325.
See IEC-62443-3-3 SR 3.2 RE 1
Malicious code protection shall also be implemented on entry and exit points to
the system (e.g. removable media, remote access servers, etc.). N/A YES
H
YES YES YES
Amendments:
— For SP1, this requirement applies only for remote access applications.
See IEC-62443-3-3 SR 3.2 RE 2
N/A N/A N/A YES YES
Central management of malicious code protection mechanisms shall be provided.
4.4.4 Security functionality verification
See IEC-62443-3-3 SR 3.3
It shall be possible (at least during test phases and scheduled maintenance) to N/A YES YES YES YES
verify that the required security functions operate as intended.
See IEC-62443-3-3 SR 3.3 RE 1
The system shall have automatic methods for verification of security functions (at N/A N/A N/A YES YES
least during test phases and scheduled maintenance).
See IEC-62443-3-3 SR 3.3 RE 2
The system shall provide for verification of security functions during normal N/A N/A N/A N/A YES
operation.
4.4.5 Software and information integrity
See IEC-62443-3-3 SR 3.4
The system shall detect, record, report and protect against unauthorized
modification of stored data, e.g. software, configuration parameters and other
N/A N/A YES YES YES
information.
This requirement shall provide additional security in the event that barriers
required by FR 1 and FR 2 are circumvented.
DNV AS
See IEC-62443-3-3 SR 3.4 RE 1
N/A N/A N/A YES YES
The system shall alert responsible personnel if the integrity is compromised.
4.4.6 Input validation
See IEC-62443-3-3 SR 3.5
Inputs that may directly impact control functions shall be validated. This
requirement does not address human error when entering e.g. commands or set-
points at a local HMI. N/A YES YES YES YES
Amendments:
— For SP1 to SP3, this requirement applies for inputs originating from or via
untrusted networks, e.g. remote access.
4.4.7 Deterministic output
See IEC-62443-3-3 SR 3.6
The system shall respond in a fail-to-safe manner as per Pt.4 Ch.9 Sec.2 [2.2] if N/A YES YES YES YES
normal operation may not be maintained as a result of a cyber incident.
4.4.8 Error handling
See IEC-62443-3-3 SR 3.7
The system shall identify and respond to errors in a manner that supports
necessary actions in incident response plans. E.g. avoid disclosing information N/A N/A YES YES YES
that can be exploited by adversaries, allow for safe operation by alternative
means, effective restoration, support troubleshooting, diagnostics and forensics.
4.4.9 Session integrity
See IEC-62443-3-3 SR 3.8
The system shall protect the integrity of sessions. Invalid session IDs shall be
rejected. H
YES YES YES YES YES
Amendments:
— For SP0 to SP3, this requirement applies for communication with or via
untrusted networks.
See IEC-62443-3-3 SR 3.8 RE 1
The system shall invalidate session IDs upon user logout or other session
termination (including browser sessions). H H
N/A YES YES YES YES
Amendments:
untrusted networks.
DNV AS
See IEC-62443-3-3 SR 3.8 RE 2
The system shall generate a unique session ID for each session. Unexpected
session IDs shall be treated as invalid. H H
N/A YES YES YES YES
Amendments:
untrusted networks.
See IEC-62443-3-3 SR 3.8 RE 3
The system shall generate random unique session IDs.
Amendments: N/A N/A N/A N/A YES
— For SP3, this requirement applies for communication with or via untrusted
networks.
4.4.10 Protection of audit information
See IEC-62443-3-3 SR 3.9
Audit records and tools shall be protected from unauthorized access, modification N/A N/A YES YES YES
and deletion.
See IEC-62443-3-3 SR 3.9 RE 1
N/A N/A N/A N/A YES
Audit records shall be stored on write-once media.
4.5 Data confidentiality
4.5.1 General
This subsection describes requirements for data confidentiality.
4.5.2 Information confidentiality
See IEC-62443-3-3 SR 4.1
The system shall be able to protect the confidentiality of information at rest or in
transit that have read authorization.
YES YES YES YES YES
Amendments:
— For SP0, this requirement applies for read-authorized information in transit on
untrusted networks.
See IEC-62443-3-3 SR 4.1 RE 1
The system shall be able to protect the confidentiality of information at rest or in
transit on untrusted networks.
Amendments: N/A N/A YES YES YES
— Information that is not subject to read-authorisation may be communicated to
untrusted networks via read-only interfaces. This is subject to case-by-case
approval.
DNV AS
See IEC-62443-3-3 SR 4.1 RE 2
The system shall be able to protect the confidentiality of information N/A N/A N/A N/A YES
communicated between different zones.
4.5.3 Information persistence
See IEC-62443-3-3 SR 4.2
The system shall be able to purge information that have read authorisation from N/A N/A YES YES YES
components that shall be replaced or decommissioned.
See IEC-62443-3-3 SR 4.2 RE 1
The system shall be able to prevent transfer of information stored on volatile N/A N/A N/A YES YES
shared memory resources (e.g. purge data from RAM before it is made available
for a new user).
4.5.4 Use of cryptography
See IEC-62443-3-3 SR 4.3
If cryptography is required, the system shall use algorithms, key sizes and YES YES YES YES YES
mechanisms for key establishment and management based on best practices and
recommendations.
4.6 Restricted data flow
4.6.1 General
This subsection describes requirements for restricting data flow.
4.6.2 Network segmentation
See IEC-62443-3-3 SR 5.1
Separation of zones in [3.2] shall be implemented by logical or physical network
segmentation.
YES YES YES YES YES
Amendments:
— Note that physical network segmentation is required for offshore units as per
DNV-OS-D202 Ch.2 Sec.3 [3.2.4].
See IEC-62443-3-3 SR 5.1 RE 1
H
Physical network segmentation is required for OT/IT systems and safety systems. YES YES YES YES YES
See [3.2.3] and [3.2.5].
See IEC-62443-3-3 SR 5.1 RE 2
The system shall be able to provide network services to other OT systems without N/A N/A N/A YES YES
a connection to non-control system networks.
DNV AS
See IEC-62443-3-3 SR 5.1 RE 3
It shall be possible to isolate critical systems from non-critical networks.
Amendments:
N/A N/A N/A N/A YES
— Air-gap is generally not required for any system on SP0 to SP3. For SP4, this
may be required for systems with critical/safety-related functions on a case-
by-case evaluation.
4.6.3 Zone boundary protection
See IEC-62443-3-3 SR 5.2
Communication traversing zone boundaries shall be controlled and monitored to YES YES YES YES YES
enforce the compartmentalization for zones and conduits.
See IEC-62443-3-3 SR 5.2 RE 1
H
Communication traversing zone boundaries shall be controlled according to the YES YES YES YES YES
principle of 'deny by default, allow by exception'.
See IEC-62443-3-3 SR 5.2 RE 2
It shall be possible to manually stop communication between zones serving
essential or important services, including boundaries to safety functions and IT H H
zones ('island mode'). N/A YES YES YES YES
Amendments:
— Use of data diodes / unidirectional communication may be accepted.
See IEC-62443-3-3 SR 5.2 RE 3
Communication through the zone boundary shall be automatically stopped upon N/A N/A N/A YES YES
operational failures of the boundary protection. This 'fail close' functionality shall
not affect essential services or safety functions.
4.6.4 General purpose person-to-person communication restrictions
See IEC-62443-3-3 SR 5.3
External general purpose person-to-person messages shall not be received by the N/A YES YES YES YES
system.
See IEC-62443-3-3 SR 5.3 RE 1
N/A N/A N/A YES YES
All general purpose person-to-person communications shall be prohibited.
4.6.5 Application partitioning
See IEC-62443-3-3 SR 5.4
Data, applications and services shall be subject to partitioning or separation in N/A YES YES YES YES
accordance with the zoning model. This implies that different zones shall not
depend on the same data, applications or services.
DNV AS
4.7 Timely response to events
4.7.1 General
This subsection describes requirements for timely response to events.
4.7.2 Audit log accessibility
See IEC-62443-3-3 SR 6.1
N/A YES YES YES YES
The system shall provide read-only access to audit records for authorized users.
See IEC-62443-3-3 SR 6.1 RE 1
The system shall provide an application programming interface (API) for access to N/A N/A N/A YES YES
the audit records.
4.7.3 Continuous monitoring
See IEC-62443-3-3 SR 6.2
The system shall be able to continuously monitor the performance of security N/A N/A YES YES YES
mechanisms. This may be e.g. achieved by use of IDS, IPS, and monitoring of
network.
4.8 Resource availability
4.8.1 General
This subsection describes requirements for resource availability.
4.8.2 Denial of service protection (DoS)
See IEC-62443-3-3 SR 7.1
The system shall be able to operate in a degraded mode during a DoS event.
Amendments:
YES YES YES YES YES
— This requirement shall be seen in context with Pt.4 Ch.9 Sec.4 [3.1.3].
— Monitoring and alarming of network status shall follow the requirements in
Pt.4 Ch.9 Sec.4 [3.1.4].
See IEC-62443-3-3 SR 7.1 RE 1
The system shall manage communication loads to mitigate consequences of DoS N/A N/A YES YES YES
events, e.g. by use of rate limiting.
See IEC-62443-3-3 SR 7.1 RE 2
The system shall be able to prevent or limit the ability of human users, software N/A N/A N/A YES YES
processes or devices to cause DoS events affecting other systems and networks.
DNV AS
4.8.3 Resource management
See IEC-62443-3-3 SR 7.2
The system shall be able to schedule system resources for higher priority N/A YES YES YES YES
software processes such as e.g. shutdowns, alarming and monitoring over lower
priority tasks such as e.g. networks scans.
4.8.4 Control system back-up
See IEC-62443-3-3 SR 7.3
It shall be possible to create a complete backup of the system during normal YES YES YES YES YES
operation.
See IEC-62443-3-3 SR 7.3 RE 1
The system shall be able to verify that the backup is complete and that the data N/A N/A YES YES YES
may be used to restore the system.
See IEC-62443-3-3 SR 7.3 RE 2
The system shall be able to automatically create a backup of the system during N/A N/A N/A YES YES
normal operation.
4.8.5 Control system recovery and reconstitution
See IEC-62443-3-3 SR 7.4
YES YES YES YES YES
It shall be possible to recover and reconstitute the system after a cyber incident.
4.8.6 Emergency power
See IEC-62443-3-3 SR 7.5
In case the system is supplied from two or more power sources, switching N/A YES YES YES YES
between these sources shall not affect security functions of the system.
4.8.7 Network and security configuration
See IEC-62443-3-3 SR 7.6.
It shall be possible to configure the system's network and security parameters N/A YES YES YES YES
according to recommended guidelines from the supplier. An interface shall exist to
monitor these settings.
See IEC-62443-3-3 SR 7.6 RE 1
It shall be possible to create a report in machine-readable format of the network N/A N/A N/A YES YES
and security parameters.
DNV AS
4.8.8 Least functionality
See IEC-62443-3-3 SR 7.7
Unnecessary functions, ports, protocols and/or services shall be disabled, N/A YES YES YES YES
prohibited or removed from the system.
4.8.9 Control systems components inventory
See IEC-62443-3-3 SR 7.8
The system shall be able to generate a report of its inventory and associated N/A N/A YES YES YES
properties.
5 Survey and test upon completion
5.1 Introduction
5.1.1 General
Compliance with technical security requirements shall be verified by testing systems comprising the SuC and
a final integration test.
5.1.2 Between test phases
During and in between all test phases, the systems shall be protected from unauthorized access and
tampering.
Guidance note:
This may be done by access control of test labs, storage facilities and equipment rooms onboard.
5.2 System tests
5.2.1 General
The objective of system testing is to verify by testing that each system in the SuC complies with the
applicable technical requirements in these rules.
5.2.2 Prior to testing
Before commencing cyber security system testing it shall be verified that:
— Unauthorized modifications of security related software or configuration has not been done since
the system was shipped from the supplier. In case of vessels in operation (conversion project), this
requirement shall be applied as relevant. See also general requirements for alterations in [5.4].
— Temporary used accounts have been removed and configuration of designed credentials have been
completed (user and passwords).
— Functional testing required by other parts of DNV rules have been completed.
5.2.3 Testing
The security capabilities for each individual system and its components shall be verified by testing. This
system testing shall be completed before integration test.
DNV AS
Guidance note:
Examples of system tests are:
— malware protection
— physical security
— authentication and authorisation (credentials)
— logging of security related events, etc.
5.2.4 Type approved systems
For type approved systems it shall be verified that:
— The system is covered by the type approved asset inventory.
— Any modification to the system is performed in accordance with the type approved modification strategy
and change management procedure.
— The system's security capabilities are configured correctly.
— Spot check of security functions as deemed relevant.
5.2.5 Test documents
Test procedures shall be approved before commencing the system testing, see [1.8.4] for required content of
the test procedures.
5.3 Integration test
5.3.1 General
The objective of the integration test is to verify by testing that the applicable requirements in these rules are
complied with after all systems have been installed, integrated and tested individually.
Some systems may have been integrated in the same zone and some systems may have been integrated by
conduits. This shall be clearly reflected in the zones and conduit drawing, see [1.8.2].
The integration test shall be performed after all system tests have been successfully completed.
Guidance note:
Examples of integration tests are:
— firewall configuration between zones and systems
— remote access and interfaces to untrusted networks
— DoS attacks
— least functionality.
Testing may be done e.g. by vulnerability scanning and penetration testing.
5.3.2 Test documents
Test procedure shall be approved before commencing the integration testing, see [1.8.4] for required content
of the test procedure.
5.4 Alterations and additions of approved systems
Modification to approved system(s) shall be performed in accordance with change management requirements
in Pt.4 Ch.9 Sec.1 [1.5]. Modified systems shall maintain compliance with applicable requirements. Major
modifications, such as e.g. change of remote gateway or HMI application upgrade, shall be documented and
submitted for assessment/approval before implemented onboard. Testing may be required witnessed by DNV
surveyor. If applicable test scope is not feasible due to e.g. operational limitations, alternative methods for
verification may be accepted. Note also specific requirements for modifications to type approved systems as
specified in DNV-CP-0231.
DNV AS
Guidance note:
Part of maintaining cyber security such as patching known software vulnerabilities and updating signature files for malware
protection software, etc., is not intended to be encompassed by this requirement.
DNV AS
SECTION 22 INTENTIONALLY LEFT BLANK
1 Intentionally left blank
DNV AS
SECTION 23 ADDITIONAL FIRE SAFETY FOR CONTAINER VESSELS -
FCS
1 General
1.1 Objective
The objective of this class notation is to reduce the possibility and consequences of a container fire in holds
and on deck. It aims in particular at:
— prevention of fire and
— detecting, containing and extinguishing fires in accommodation, machinery, deck and cargo areas.
The safety measures are supplementary to those given in SOLAS II-2.
1.2 Scope
The scope of the class notation FCS is to provide procedures and requirements for fire detection and fire-
fighting for the accommodation area, machinery space and cargo area.
1.3 Application
The additional class notation FCS applies to ships with the ship type notation Container ship and complying
with the SOLAS Reg. II-2.
1.4 Class notation
1.4.1 Vessels built in compliance with the relevant requirements as specified in this section may be assigned
the class notation with qualifiers as listed in Table 1.
Additional fire protection in accommodation area, see
A
Sec.4 [2]
Additional fire protection for machinery spaces -
FCS M Ships with the class notation
general, see Sec.4 [3]
Mandatory: Container ship
Additional measures for machinery spaces - fire
No M-P
prevention, see Sec.4 [4]
C Additional fire protection in cargo area, see [6.2]
Sec.4
and Ships with the class notation
Sec.23 Hazard identification assessment, see [6.3] of container Container ship and at least
HA
fires one of the qualifiers FD, FD
FIS survey
+, FF or HF
requirements:
Pt.7 Ch.1 Sec.6 [1] Enhanced fire detection systems, see [6.4] for
FD Ships with the class notation
container cargo areas
Container ship and the
Enhanced fire detection systems with container qualifier C
FD+
identification, see [6.5] for container cargo areas
DNV AS
Enhanced fire-fighting systems, see [6.6] for container
FF
cargo areas
Fire-fighting by container hold flooding, see [6.7] for
HF
container cargo areas
Guidance note:
The appendix to the class certificate for the notation FCS will contain the list of fire detection and fire-fighting equipment installed
for the qualifiers C, FD, FD+, FF and HF.
1.5 Documention requirements
1.5.1 For qualifiers A, M, M-P the documentation shall be submitted according to the relevant qualifier listed
in Sec.4 Table 2. For other qualifiers, the documentation requirements are given in Table 2.
Qualifier C:
Fire water system S011 - Piping and Fire extinguishing system for deck AP

instrumentaiton diagram (P & containers
ID)
Qualifier HA:
Hazard identification assessment report for FI
Safety G010 - Risk analysis
fire safety, see [6.3]
Qualifier FD:
Fire detection and alarm I 200 - Control and monitoring Enhanced smoke and heat detection AP

system system documentation systems in cargo holds
Fire observation television TV cameras covering deck or cargo hold AP
Z030 - Arrangement plan
monitoring system
Qualifier FD+:
Cargo temperature Z030 - Arrangement plan Container temperature monitoring AP

monitoring system
Cargo temperature I200 - Control and monitoring Container temperature monitoring AP

monitoring system system documentation
Qualifier FF:
Cargo holds fire G200 - Fixed fire extinguishing AP
Cargo deck fire extinguishing G200 - Fixed fire extinguishing System primarily intended to separate AP

system system documentation container bays
Water spaying systems for G200 - Fixed fire extinguishing Cooling of external surfaces AP

cooling system documentation
DNV AS
AP = for approval
FI = for information.
Sec.6.
The required documentation in this section, along with manuals for the fire-extinguishing systems, fire-
fighting appliances and fire detection and alarm systems, shall be kept in one location. The manuals shall
include instructions for use of the systems, periodical maintenance, and specification of periodical tests.
Guidance note:
The location for the on board documentation may be the dedicated fire control station, the wheelhouse or the engine control room.
1.6.1 For the qualifier HA, compliance documents shall be provided as required by Table 3.
Object Compliance Issued by Additional description

document
Procedural declaration confirming that a hazard
Owners
Fire safety POSD identification assessment has been performed in
representative
accordance with [6.3]
POSD = Process declaration
1.6.2 For general certification requirements, see DNV-CG-0550 Sec.4.
1.6.3 For a definition of the certification types, see DNV-CG-0550 Sec.3.
2.1 Firefighter's outfit
Requirements for firefighter's outfit are given in Sec.4 [1.7] with additional requirements given by the
relevant qualifier.
3 Accommodation - FCS(A)
3.1 Requirements
The qualifier A may be granted when the requirements, given in Sec.4 [2] are fulfilled.
DNV AS
4 Machinery spaces - FCS(M)
4.1 Requirements
The qualifier M may be granted when the requirements, given in Sec.4 [3] are fulfilled.
5 Machinery spaces, prevention - FCS(M-P)
5.1 Requirements
The qualifier M-P may be granted when the requirements, given in Sec.4 [4] are fulfilled.
6 Container cargo spaces
6.1 General
6.1.1 Introduction
The fire safety class notation for container cargo spaces offers a modular set of options, setting out
requirements to equipment and procedures which are intended to enhance and improving the ship safety in
case of a developing fire of containerized cargo within holds and on deck.
6.1.2 Rule structure
The different qualifiers for the container cargo related fire safety are based directly on the overall safety goal
or on a specific functional requirement where given in the subsections. The prescriptive requirements in the
subsections are considered to meet the overall safety goal and/or functional requirement as applicable, see
Figure 1.

Figure 1 Function based approach - hierarchy
6.1.3 Alternative solutions
Alternative solutions may be accepted by the Society according to Pt.1 Ch.1 Sec.1 [2.5.9].
DNV AS
6.2 Additional fire safety for container ships cargo area - FCS(C)
6.2.1 Functional goal
The functional goal is to increase the safety of the crew, the ship and cargo and the environment, beyond
SOLAS II-2 with respect to:
— fire detection
— fire fighting
— personal protection of the crew.
The functional goal is met when the installed systems and procedures are in compliance with the
requirements given in [6.2.2] to [6.2.6], or when equivalent solutions [6.1.3] are accepted by the Society.
6.2.2 Basic fire detection system
A fire detection system shall be provided for each cargo hold as specified in the International code for fire
safety systems Ch.9, or alternatively Ch.10.
6.2.3 Fire extinguishing systems on deck
6.2.3.1 The main fire pumps and available general service pumps shall have a total capacity of at least 250
3
m /h at a minimum pressure of 10 bar.
6.2.3.2 The fire main line on cargo deck shall be dimensioned with flow velocity not exceeding 5 m/s and
shall be provided with manually operable isolation valves at least every 40 m. Additionally isolation valves
shall be installed adjacent to the accommodation superstructure before entering the cargo spaces forward
and aft of the superstructures.
6.2.3.3 The fire main line shall have double hydrants every 25 m. Ten (10) fire hoses of suitable type,
shall be provided at readily accessible lockers for use on the cargo deck. The hoses shall be divided equally
between both sides.
Guidance note:
Recommended fire hose diameter is 38 mm.
6.2.3.4 At least two mobile water monitors with flexible supply hoses shall be provided. These shall have a
3
capacity of minimum 60 m /h each, with an effective throw length of minimum 25 m when tested on board
with two (2) monitors and two (2) fire hoses in operation.
Ships with a breadth, B, of 30 m or more shall be equipped with four (4) mobile water monitors.
The monitors shall be of a type that can be fixed to the vessels structure and thus be operated without the
crew being in position.
6.2.3.5 The mobile water monitors may be supplied by the fire main, provided the capacity of fire pumps
and fire main diameter are adequate to simultaneously operate the mobile water monitors and two jets
of water from fire hoses at the required pressure values. If carrying dangerous goods, the capacity of fire
pumps and fire main diameter shall also comply with SOLAS II-2 Reg. 19.
6.2.3.6 At least two water mist lances shall be provided. These shall be of a type capable of penetrating a
standard container. Alternatively, dedicated tools for this purpose shall be provided. A separate water supply
system, capable of supplying the two lances for 60 minutes, shall be installed if the lances cannot use the fire
main system.
DNV AS
Guidance note:
This guidance note applies to [6.2.3.3] , [6.2.3.4] and [6.2.3.6]. The large number of hoses is required to provide flexibility for the
fire fighters when fighting fires in the containers or cooling the cargo hatches to avoid collapse. The intention with using mobile
monitors is a targeted cooling of single containers at fire and adjacent containers. This will reduce the risk of the fire escalating
and thus reduce the risk of any hazardous cargo exploding due to heat radiation. The water mist lances are provided to extinguish
fires in containers that cannot be accessed or where opening the container door can escalate the fire.
It is recommended to provide mist lance systems which are penetrating and flooding the container without the need of crew
support in the vicinity of the container.
6.2.3.7 The mobile water monitors, all necessary hoses, fittings and required fixing hardware shall be kept
ready for use in a location outside the cargo space area not likely to be cut-off in the event of a fire in the
cargo spaces.
6.2.3.8 At least two of the radios shall be specially adapted for use by the fire-fighting team, e.g. installed
inside helmet.
Stations for relaying the UHF signals shall be provided, where a radio at the cargo spaces cannot
communicate with the bridge. This requirement shall apply to a minimum of 95% of the accessible cargo
spaces.
6.2.4 Dangerous goods notification
A notification of existing hazards in container holds, designated to dangerous goods of IMO DG class 4.3
or hazards due to other cargo which reacts hazardously with water or sea water shall be posted at the fire
control or the dedicated container fire control station if applicable.
Guidance note:
The type of dangerous goods should be carefully considered in any fire-fighting activity to reduce risks for the crew and fire-
fighters.
6.2.5 Firefighter's outfits
6.2.5.1 The vessel shall be provided with in total eight (8) sets of firefighter's outfits, which shall comply
with the requirements as defined in Sec.4 [1.7].
Each firefighter's outfit shall be equipped with at least one portable infrared thermometer which should
comply with the relevant requirements of Pt.4 Ch.8 Sec.11 for use in hazardous areas.
6.2.5.2 At least two air compressors for re-filling of breathing apparatus shall be provided on board. Each
compressor shall have a capacity of not less than 125 l/min.
The compressors shall be powered by a separate diesel engine or by the emergency power plant.
6.2.6 Testing
The detection system, fire-fighting installation and equipment shall be subject to complete function tests
after installation on board according to the respective subsections of Pt.4 Ch.6, Pt.4 Ch.8 and Pt.4 Ch.9.
6.3 Hazard identification assessment - FCS(HA)
6.3.1 Safety goal
The safety goal is to increase the awareness of hazards in connection with container fires and explosions and
to define mitigating actions in view of fire detection and fire-fighting.
The functional goal is met if a hazard identification assessment has been carried out in accordance with the
procedural requirements of this section to identify potential cargo fire hazards and the measures to control
and mitigate and, if possible, eliminate them.
DNV AS
6.3.2 Procedural requirements
The hazard identification assessment shall be performed using adequate methods accepted by the Society,
e.g. FMECA or SWIFT. A complete hazard identification assessment shall consist of both:
1) a workshop carried out by a team providing sufficient expertise on the topic under consideration (cargo
fire, cargo arrangement, fire detection, fire-fighting), and
2) a report, covering as a minimum:
— description of the vessel
— methodology (including the approach used for risk ranking)
— team and expertise
— assumptions and conditions
— identified hazards
— assessments
— identified and selected mitigating operational measures and installations.
Identified and agreed procedural risk mitigating measures shall be introduced into the onboard fire safety
documentation.
Guidance note:
Feature based risk mitigating measures may be used to guide an effective choice of fire detection and fire fighting equipment, i.a.
towards qualifiers FD, FD+, FF and HF.
6.3.3 Scope
6.3.3.1 Risk identification
The basis of the hazard identification assessment shall be relevant fire and/or explosion scenarios in one or
more of the following areas:
— cargo holds
— deck cargo area
— deckhouse and engine casing
with the intention to assess risk of fire and/or explosion extending within or outside to adjacent areas.
The hazard identification assessment shall cover possible fire and/or explosion in containers where regularly
transported cargo types shall be considered.
The effectiveness of existing means for fire detection and fire-fighting shall be considered to provide a
realistic estimation of consequences.
The assessment may be performed by means of representative arrangements, e.g. representative cargo
holds.
The consequence assessment shall cover crew, the environment, the ship and the cargo.
Both the crew directly engaged in detection and fire-fighting, and the crew not directly involved in these
activities, e.g. crew on bridge or mustered, shall be included in the consequence assessment.
6.3.3.2 Mitigating actions
Based on the risk identification, mitigation measures shall be identified considering the following phases:
— ignition
— detection
— firefighting.
Mitigating measures may be of procedural nature and/or features added.
The effectiveness of risk mitigating measures shall be described.
Any mitigating measure shall be assessed for possible consequential risk to the crew, ship, and/or the
environment.
DNV AS
6.4 Enhanced fire detection - FCS(FD)
6.4.1 Functional requirement
The functional requirement is to enable early detection of overheating or burning containers.
The functional requirement is fulfilled when one or more of the following heat and fire detection systems are
in place:
— Enhanced smoke and heat detection systems as defined in [6.4.2] are installed in all holds.
— Camera-based on-deck heat (fire) detection system is installed as defined in [6.4.3] and fire patrolling
procedures are defined, e.g. according to the hazard identification assessment report.
6.4.2 Enhanced smoke and heat detection system in container holds
6.4.2.1 General
There shall be a permanently installed fire detection system that provides continuous monitoring of smoke
in accumulation areas in the hold or increased temperature levels in open spaces, e.g. open bulkheads and
container overhead space.
Guidance note:
Typical enhanced detection systems are:
— sample extraction smoke detection with a reduced response time operated by smoke or other products of combustion
— laser smoke detection
— thermal imaging
— optical imaging.
6.4.2.2 System requirements
A container fire control station, see [6.8] shall be provided.
The detection system shall activate a visual and audible alarm at the container fire control station and at a
permanently manned station when:
— temperature exceeds a defined design high temperature limit
Guidance note:
Reefer containers or high up positions of the sensor close to the top of hold may have an influence on the design high
temperature limit.
— temperature increase rate exceeds the defined design temperature gradient limit
— smoke density exceeds a design obscuration level:
— 2% obscuration/m < smoke density < 12.5% obscuration/m.
The detection system shall be fully integrated in the systems and equipment as defined in the International
code for fire safety systems, Ch.9.
The system components and the equipment shall be in compliance with international or national standards
for heat and or smoke monitoring and detection systems. If a system is not covered by such standards, it will
be subject to special consideration by the Society.
System related components, e.g. sensors, cables, and pipes, shall be suitable for the expected environmental
conditions within the container hold as defined in Pt.4 Ch.9 Sec.5 [2.1]. If subjected to water spray systems,
such components shall be provided with at least an IP 56 level of protection.
6.4.3 Enhanced smoke and heat detection system for deck containers
6.4.3.1 General
The following fire detection measures shall be in place:
DNV AS
— regular fire patrols on deck, e.g. in accordance with the outcome of the hazard identification assessment
— thermal sensors, permanently installed in high-up positions, e.g. bridge wing, wheelhouse top, funnel,
scanning the whole deck container areas.
6.4.3.2 Fire patrols - procedures and requirements
Regular fire patrols, using thermal imaging cameras shall be carried out to detect over-heated or burning
containers which are not visible from the thermal sensor positions as defined in [6.4.3.3].
The patrol ways and frequency of patrols shall be laid down in the fire-fighting instructions as part of the
training manual and may be based on a hazard identification assessment report.
The patrolling crew members shall be equipped with:
— portable thermal imaging camera
— UHF radio.
For this purpose, the dedicated container fire control station shall be equipped with at least two portable
thermal imaging cameras which shall be in compliance with the relevant requirements of Pt.4 Ch.8 Sec.11 for
use in hazardous areas.
6.4.3.3 Thermal imaging sensors - system requirements
The sensors shall be able to continuously monitor the entire on-deck container stowage area up to the
highest tier, see Figure 2. Container top surfaces in shadow zones of other stacks need not be considered.
Guidance note:
The thermal imaging sensors may be positioned on top of the wheelhouse or similar position and, if applicable at the funnel at the
highest possible position without being influenced by the exhaust gases.

Figure 2 Monitored on deck container stowage area
The system shall activate a visual and audible alarm at the container fire control station and at a
— temperature exceeds a defined design high temperature limit
Guidance note:
Reefer containers or high up positions of the sensor close to the top of hold may have an influence on the design high
temperature limit.
— temperature increase rate exceeds the defined design temperature gradient limit.
The detection system shall be fully integrated in the systems and equipment as defined in the International
The system components and equipment shall be in compliance with international or national standards for
heat monitoring and detection systems. If a system is not addressed by such standards, the Society may
consider the system on a case-by-case basis, see Pt.1 Ch.1 Sec.1 [2.5.9].
System related components, e.g. sensors, cable, and pipes, shall be suitable for the expected environmental
conditions on deck as defined in Pt.4 Ch.9 Sec.5 [2.1].
DNV AS
The container fire control station shall provide an image of the sensor view highlighting the area where an
incident is detected.
6.4.4 Testing
The detection system shall be subject to complete function tests after installation on board according to Pt.4
Ch.9 Sec.1 [4.4].
6.5 Enhanced fire detection with container identification - FCS(FD+)
The functional requirement is to enable early detection of overheated or burning containers at an early stage
and provide information about containers where increased temperatures are detected.
The functional requirement is fulfilled when the installed systems and procedures are in compliance with the
requirements given in this section.
6.5.2 Container temperature monitoring in holds
Thermal sensors shall be permanently installed at transverse bulkheads allowing continuous monitoring of
the temperature of all containers in holds. The location of overheated containers shall be clearly identified at
the container fire control station.
Guidance note:
Such system may use a thermal sensor array facing to all container end walls.
6.5.3 Container temperature monitoring on deck
A thermal sensor array system shall be permanently installed at the lashing bridges that allows continuous
monitoring of the temperature of all container end walls or doors in the vicinity of the lashing bridge.
Monitoring of containers located above the lashing bridges may be done with a thermal camera system.
The location of overheated containers shall be clearly identified at the container fire control station, e.g. for
containers above the lashing bridge by triangulation.
6.5.4 System requirements
A container fire control station shall be provided in compliance with the requirements given in [6.8].
The detection system shall activate a visual and audible alarm at the container fire control station and at an
— temperature of a at least a single container exceeding an overall design high temperature setting
— temperature increase rate of a at least a single container exceeding a design temperature gradient value
— 54°C < T < 78°C, if the temperature increase rate is less than 1°C per minute where the increasing
rate is higher lower thresholds shall be defined.
The system components and equipment shall be in compliance with international or national standards for
heat monitoring and detection systems. If a system is not addressed by such standards, it will be subject to
special consideration by the Society.
System related components, e.g. sensors, cable, and pipes, shall be suitable for the expected environmental
conditions on deck of a container ship as defined in Pt.4 Ch.9 Sec.5 [2.1]. If they are subject to water spray
systems, they shall be provided with at least an IP 56 level of protection.
The system shall be fully integrated in the fire detection system environment as defined in the International
The following information shall be presented in the container fire control station and the additional
permanently manned fire station:
— hatch no.
— position of the sensor
DNV AS
— temperature and temperature increase rate.
Guidance note:
The following additional information may be retrieved from existing loading programs which allows a targeted approach of the
emerging fire and further reduces the risk for the crew:
— identification of the container closest to the sensor position
— container number
— location (bay, row, tier)
— cargo type (in case of dangerous goods)
— access options
— content of surrounding containers (in case of dangerous goods)
— location of next hydrant for a hydro lance supply.
6.5.5 Testing
The detection system shall be subject to complete function tests after installation on board according to Pt.4
Ch.9 Sec.1 [4.4].
6.6 Fire-fighting - FCS(FF)
The functional requirement is the permanent ability to fight fires by cooling of containers and adjacent
structures.
The functional requirements are fulfilled when one or more of the following fire-fighting systems are in place
and in compliance with the requirements given in this section:
— A cooling system in all holds for containers and hold boundaries reducing the risk that an emerging fire is
further developing in the hold and or spreading to adjacent holds or through the hatch cover.
— A water spray (curtain) system on all container lashing bridges and at end walls of deckhouse and engine
casing.
— Fire-fighting monitors on high up positions able to cool every topmost deck container at least by two
monitors.
6.6.2 Requirements for fire-fighting in container holds
6.6.2.1 General
A permanently installed cooling system shall be installed in all container holds and shall comply with the
requirements of this section. The hold cooling system shall consist of water spray nozzles, fixed supply piping
system and remotely operated stop valves.
6.6.2.2 Hatch cover and under deck structure
The cooling system shall be able to distribute water uniformly on:
— the upper surfaces of all top most containers and
— underside surfaces and open supporting structure of the hatch covers.
The total water discharge rate SP1, in m³/h shall not be taken less than:
where:
DNV AS
ACHB = cargo hold bottom area, in m².
6.6.2.3 Watertight transverse bulkheads
The cooling system shall be able to distribute water uniformly on:
1) all container end walls/ doors in the vicinity of the bulkhead and
2) the upper third part of the bulkhead plating itself, pouring down the bulkhead.
The total water discharge rate SP2, in m³/h shall not be taken less than:
where:
AWTB = horizontally projected watertight bulkhead area, in m².
6.6.2.4 Intermediate open transverse bulkheads
The cooling system shall be able to distribute water uniformly on all container end walls in the vicinity of the
bulkhead.
For the minimum water discharge rate SP2 see [6.6.2.3].
6.6.2.5 Cooling system requirements
The cooling system shall comply with the provisions of the FSS code.
The cooling system shall be provided with a redundant means of pumping. The capacity of the redundant
means shall be sufficient to compensate for the loss of any single supply pump.
The cooling system shall be able to provide a continuous discharge rate as specified in this section for the
most hydraulically demanding and the largest container hold.
Parallel operation of any other fire extinguishing system that may be expected to operate simultaneously in
accordance with selected qualifiers C and FF shall be possible without reducing the performance.
The water spray nozzles and related piping system of the hatch and the bulkheads shall be separated, and
each system shall be isolated by a stop valve, located outside of the hold and readily accessible in case of fire
in the respective hold.
Quick connection arrangements including a fire protected flexible hose shall be provided to connect or
disconnect the hatch cover cooling system with the ship board fixed water supply pipes.
The piping system shall be provided with drains at the lowest points.
The system of water spray nozzles, piping, quick connection arrangements and valves shall be suitably
protected from mechanical damage due to normal ship and loading operations and corrosion.
The cooling system shall be operated from the dedicated container fire control station as defined in [6.8].
6.6.2.6 Drainage system requirements
Container holds with installed cooling system, as defined in this section shall be equipped with a drainage
system that complies with the following requirements:
1) The drainage system shall have a pumping capacity to remove not less then 125% of the discharge rate
of the hold cooling system.
2) The drainage system valves shall be located outside of the hold and operated remotely from the
container fire control station.
Guidance note:
The drainage system may be designed to discharge any contaminated water to another ship or to shore without the risk to harm
the environment.
DNV AS
6.6.2.7 Water level monitoring
All container holds shall be provided with permanent means to monitor the water level in the holds. The
water level monitoring system shall not be rendered ineffective by heat from a fire within the cargo hold
served.
The water level indicator shall be provided together with all flooding and drainage controls at the container
fire control station.
Visual and audible alarm shall be activated at the container fire control station and on an permanently
manned station when water has been detected in a container hold. Means to shut off the audible alarm may
be provided.
6.6.2.8 Access openings and ventilation
Hatch ad vent openings, doors and any opening in cargo holds to be provided with closing devices which are
readily available outside of fire affected cargo hold.
In case a cargo hold is ventilated it shall be possible to switch off the fans from the container fire control
station.
6.6.3 Fire-fighting of deck containers
6.6.3.1 General
Permanently installed fire-fighting equipment shall consist of one or more of the following systems:
— A water spray (curtain) system on all container lashing bridges allowing cooling of the intermediate area
between container bays.
— Fire-fighting monitors in elevated positions able to cool every topmost deck container at least by two
monitors.
The fire main shall be designed as a ring line with manually operated shut off valves between both sides.
6.6.3.2 Fixed water spray (curtain) system
A fixed water spray (curtain) system shall be provided between the container bays and deck house and
engine casing for effective cooling.
All pipes for the fixed water-spraying systems shall be protected against corrosion both externally and
internally by hot galvanizing or equivalent. Drainage plugs shall be fitted to avoid damages by freezing water.
The spray nozzles shall provide an effective and even distribution of water spray over the areas to be
protected. The spray nozzles are subject to the Society's approval for their purpose.
The capacity of the water curtain shall be such that the upper most tier of containers is cooled with a
discharge rate of at least 2 litre/m² per minute of the cumulated end wall surfaces of maximum numbers of
containers stowed in a bay.
Connection of the water curtain nozzles shall be made to both side of the vessels to the fire main. Shut off
devices shall be provided.
A fixed spray line which could be isolated by a fire of containers in hold or on deck from the controls, shall
be activated and manoeuvred remotely. In addition to the remote control, local and manual control of each
monitor shall be arranged.
The pumping capacity for the water curtain system shall be sufficient to deliver water at the required
pressure for simultaneous operation of two (2) water curtains in operation. The fixed water spray system
shall be provided with a redundant means of pumping. The capacity of the redundant means shall be
sufficient to compensate for the loss of any single supply pump.
6.6.3.3 Fixed fire-fighting monitor system
The fixed fire-fighting monitor system shall cover the whole deck area of a container ship bay for effective
cooling to prevent the fire to spread from one container bay to another container bay or to the decks house/
engine casing.
The capacity of the water monitors shall be as such that the upper most tier of containers can be cooled
with at least 2 litre/m² per minute of the deck area to be covered by the fixed water monitor system. The
DNV AS
fixed fire-fighting monitor system shall be provided with a redundant means of pumping. The capacity of the
redundant means shall be sufficient to compensate for the loss of any single supply pump.
Each point of the upper most tier of containers shall be reached by at least two (2) fixed water monitors.
The horizontal angular movement of each monitor shall be at least 90°, with minimum coverage across the
vessels centre line of 30°. The necessary angular movement in the vertical direction is determined by the
required height of throw of the water jet. The monitors shall be so positioned that they will have a free line
for the water jet over the horizontal area covered.
The monitors shall be so arranged that the required length and height of throw can be achieved with all
monitors operating simultaneously along the centre line of the vessel.
Monitors which could be isolated by a fire of containers in hold or on deck from the controls shall be activated
and manoeuvred remotely. In addition to the remote control, local and manual control of each monitor shall
be arranged.
Guidance note:
If remote controlled monitors are not in direct view of the operator, indirect view by a camera system or other equivalent means
should be provided.
The monitors and their foundations shall be capable of withstanding the loads to which they may be
subjected on the open deck, dynamic loads resulting from the vessel's movement at sea, as well as the
reaction forces from the water jet.
The materials applied shall be selected with due regard to the corrosive properties of seawater and saline air.
The monitors shall be of a design approved by the Society.
6.7 Fire-fighting in container holds by hold flooding - FCS(HF)
The functional requirement is the permanent ability to fight container hold fires by flooding of a hold with sea
water without additional risks for the ship or the crew.
The functional requirement is fulfilled when the relevant requirements and procedures are in place and in
compliance with the those given in this section.
6.7.2 Prescriptive requirements - general
This functional requirement is fulfilled when the installed systems and the procedures for assessing stability,
global and local strength as defined in this section and structural requirements as given in DNV-CG-0563 are
complied with.
6.7.3 General
6.7.4 Flooding systems
6.7.4.1 General
Flooding systems may be grouped in permanently installed systems and temporary systems which allow
flooding of the hold up to the intended filling level. Both types may be used to fill a hold.
Guidance note:
A permanently installed flooding system is recommended, designed for a filling time of less than 24 hrs.
Flooding of a container hold may be done by a temporary installed system, i.e. existing deck fire-fighting
equipment or external support from salvage vessels or shore-based fire-fighting equipment.
All holds shall be provided with closable openings for discharging water into the holds, which can be accessed
from the main deck.
If a dedicated flooding system is installed, it shall comply with the requirements given in this subsection.
DNV AS
6.7.4.2 Permanently installed flooding system
The flooding system may be supplied by the ballast system or other suitable systems, e.g. fire main,
scrubber pumps. A cooling system as defined in [6.6.2] may also be considered as a supplementary way to
fill a hold.
Each container hold shall be supplied by independent branch pipes. The pipes shall not be routed through
other container holds.
Closing valves shall be located outside of container holds. The systems shall contain at least two (2) closing
valves, one (1) for the main supply pipe and one (1) for the container hold supply branch pipe.
The performance of the closing valves shall not be impacted by heat from a fire within the respective
container hold.
All flooding pumps and valves shall be operated remotely from the container fire control station. The control
station shall provide position indicators of each valve and allow valve operating only with an additional
confirmation of the intended valve position change to avoid unintentional hold flooding.
Guidance note:
The two-valve solution together with a permanently active water level detection system minimizes the risk of unintended container
hold flooding.
Guidance note:
A flooding system using gravity flooding will be considered on a case-by-case basis.
The bilge and drainage system shall not be used as a flooding system.
Guidance note:
The drainage system may be designed as such to discharge contaminated water to another ship or on shore avoiding pollution of
sensible areas.
6.7.5 Water level monitoring
All container holds shall be provided with permanent means to continuously monitor the water level in the
holds in case of hold flooding. The water level monitoring system shall not be rendered ineffective by heat
from a fire within the cargo hold served.
The water level indicator shall be provided together with all flooding and drainage controls at the container
fire control station.
Visual and audible alarm shall be activated at the container fire control station and on the bridge when:
1) water has been detected in a container hold
2) the water level reached the design flooding height, see [6.7.8].
Means to shut off the audible alarm may be provided.
Guidance note:
Containers will be slowly filled with water which may reduce the filling height after reaching the dedicated flooding level.
Continuous monitoring of the filling level and filling height adjustment may be necessary.
6.7.6 Prevention of progressive flooding
The design of the container hold and surrounding compartments shall be such as to prevent water passing
from a flooded hold to any other compartment during or after a container hold fire.
Guidance note:
It may be necessary to keep contaminated water in the hold for a longer time until it can be safely discharged to another ship or
on shore.
DNV AS
Any opening or interconnection within a container hold below the main deck which could allow water to pass
to another compartment of the ship, e.g. access hatches, doors to passageway, valves in interconnecting
piping systems shall comply with the following requirements:
— maintain watertight integrity when exposed to the maximum head of water (dedicated flooding level) from
container hold side
— water tightness shall not be affected by heat.
6.7.7 Design requirements for a container ship to withstand container hold flooding
6.7.7.1 General
If a container hold is flooded to extinguish a fire in the respective hold, it shall be ensured that the ship is not
exposed to additional threats such as:
— loss of stability
— hull girder collapses
— critical failure of cargo hold structure.
While the strength of the cargo hold structure may be assessed prior to an incident, sufficient stability and
hull girder ultimate strength can only be ensured with consideration of the actual condition of the ship and
the actual environment.
6.7.8 Design flooding height
For each hold a design flooding height HHF, in m, shall be derived ensuring that the local structure design
criteria for the container hold structure, given in DNV-CG-0563 are complied with.
Guidance note:
These requirements may be directly considered in the design of the container ship, allowing flooding up to the main deck or even
top of coaming if no ventilation openings are located in the coaming. This provides a maximum flexibility by applying this ultimate
measure to extinguish a container hold fire.
6.7.9 Control of stability, hull girder strength and container hold strength in the accidental case
of hold flooding
6.7.9.1 General
TM
Container ships with the qualifier HF shall be enrolled in the emergency response service (ERS )
administered by the Society.
Guidance note:
The actual loading condition of the container ship (cargo distribution and tank filling heights), waves (height and length), wind and
position have a direct impact on the most favorable solution. These effects can only be considered using an emergency response
service.
6.7.9.2 Requirements
All requirement given in DNV-CG-0563 with regard to stability, hull girder strength and hold structure
strength shall be fulfilled for the final flooded condition and all intermediate steps. The provider shall monitor
the entire process.
6.8 Container fire control station
6.8.1 General
A centralized container fire control station contains an information system for detection and recording
container fires located in holds and on deck. In addition, all means for remote operated fire-fighting
equipment shall be located here.
DNV AS
In case of retrofitted equipment on ships in operation, alarms and controls shall be centralized at the existing
fire control station as far as practical.
6.8.2 Location
The container fire control station shall be located in the deckhouse or engine casing and be accessible for the
crew in case of fire. It may be combined with other fire control stations.
6.8.3 Equipment
The container fire control station shall provide the following equipment and information as minimum:
1) Fire control plan including overview of all container hold openings and relevant information about remote
controls for closure devices.
2) Fire-fighting training manual.
3) Minimum ten (10) sets of type approved UHF radios of specified type. Only one (1) type of radio shall be
used for this purpose. Relevant SOLAS requirements and the Society's statutory interpretations apply for
mandatory internal communications systems.
4) Shut down arrangement for container hold ventilation systems.
5) Shut down arrangement for refrigerated containers in dedicated holds.
6) Visual and audible alarm system activated by a:
— cargo hold smoke detection system
— smoke or heat detection systems as required by the qualifiers FD or FD+.
7) Display of water pressure in the different fire-fighting systems with fixed monitors or water spray
devices.
8) Means to activate the remote-controlled fire extinguishing systems as specified in the qualifier FF.
Operation controls for the fixed fire extinguishing system shall be grouped and shall be easily accessible.
DNV AS
SECTION 24 SMART VESSEL - SMART
1 General
1.1 Introduction
The digital technology development with widespread use of digital solutions and increased connectivity
available for the maritime industry, is enabling use of data and information to further optimize vessel's
operations and reduce the environmental footprint. Efficient scale-up requires reliable data collection and
exchange of data that also will require a certain level of standardization and data quality management. The
digitalization also introduces new risks towards cyber- and data-security which shall be managed.
DNV has a range of notations and services contributing to more effective operations, lower environmental
footprint and to ensure that data driven solutions are safe and suitable for the given application.
1.2 Objective
The objective for the Smart notation is to promote and visualize a shift towards more efficient and green
operations that are based on digital or environmental friendly solutions, enhancing the performance and
operation of a vessel.
1.3 Scope
The additional class notation Smart provides a framework for profiling a variety of class services that utilize
digital and technical solutions to improve the operational efficiency or environmental footprint of the vessel.
The scope of the notation is split in three (3) different qualifiers, each referring to a range of available
services or by assessment of novel technology and solutions, denoted as enhancements, see [2.2].
These rules do not give guidance on the suitability of the different enhancements or combinations, with
respect to the vessel's various industrial mission(s). See DNV-CG-0508 for more details and guidance.
1.4 Application
The additional class notation Smart may be applied to any vessel in operation and to newbuildings.
The additional class notation does not apply to remotely operated or autonomous assets, for which there are
additional requirements, see DNV-CG-0264 Autonomous and remotely operated ships.
1.5 Class notations
Vessels built in compliance with the requirements of this document and relevant referenced rules and
standards, and as specified in Table 1, may be assigned the additional notation Smart with qualifiers shown
in Table 1.
Class notation Qualifier Enhancement category Additional description
Smart OPM operations and maintenance operations and maintenance enhancements related

- machinery, equipment and to maintenance management of machinery and
systems equipment, condition monitoring, systems and vessel
performance
DNV AS
Class notation Qualifier Enhancement category Additional description
OPH operations and maintenance - operations and maintenance enhancements related to
hull and structure structural integrity management, condition monitoring
of hull and structure and performance of the vessel
EEN energy efficiency and energy efficiency and environmental enhancements

environment related to fuel consumption, emission and noise
1.6 References
Table 2 lists DNV references used in this document.
Table 2 DNV references
Document code Title
DNV-CG-0508 Smart vessels
DNV-CG-0564 Data collection infrastructures
DNV-CG-0264 Autonomous and remotely operated ships
Cyber security resilience management for ships and mobile offshore units in
DNV-RP-0496
operation
DNV-RP-0497 Data quality assessment framework
DNV-CP-0569 Electronic record books under MARPOL
Table 3 lists other references used in this document.
Table 3 Other references
Document code Title
EN 13306 Maintenance - Maintenance terminology
ISO 55000 Asset management - overview, principles and terminology
1.7.1 Definition of terms
The terms defined in Table 4 are used in this document.
Term Definition
abatement use of technology, process, or procedure to remove or decrease the
emissions of greenhouse gases
availability ability of an item to be in a state to perform as and when required, under
given conditions, assuming that the necessary external resources are
provided, see EN 13306
DNV AS
Term Definition
cyber security practices, tools and concepts that protect:
— the operational technology (OT) against the unintended consequences
of a cyber incident
— information and communications systems and the information contained
therein from damage, unauthorized use or modification, or exploitation
— against interception of information when communicating and using the
internet
See DNV-RP-0496
hardware and software which provide end to end communication of data
data collection infrastructure from a vessel to a remote data server or a specific data consumer, see
DNV-CG-0564
data quality management coordinated activities to direct and control an organisation with regards to
data quality, see ISO 8000-2
data quality measurement to which degree data meet the implicit or explicit
expectations and requirements of users or systems utilizing the data.
Information and data quality are defined and measured according to
syntactic, semantic and pragmatic quality. Syntactic and semantic quality
is measured through a verification process, whereas pragmatic quality is
measured through a validation process, see DNV-RP-0497
dependability ability to perform as and when required, see EN 13306
enhancement class services like notations, survey arrangements and other technical
solutions used to achieve enhanced performance or service for the vessel.
Enhancements are being applied as elements to obtain one of the qualifiers
for the Smart notation. Enhancements may be applicable for a ship and
MOU, or both.
maintenance combination of all technical, administrative and managerial actions during
the life cycle of an item intended to retain it in, or restore it to, a state in
which it can perform the required function, see EN 13306
maintenance management all activities of the management to determine the maintenance
requirements, objectives, strategies and responsibilities, and
implementation of them by such means as maintenance planning,
maintenance control, and the improvement of maintenance activities and
economics, see EN 13306
maintenance objectives targets assigned and accepted for the maintenance objectives
maintenance plan structured and documented set of tasks that include activities, procedures,
resources and the time scale required to carry out maintenance, see EN
13306
maintenance strategy management method used to achieve the maintenance objectives, see EN
13306
maintenance support provisions of resources, services and management necessary to carry out
maintenance, see EN 13306
technology, products or systems for which complete performance or
novel technology
approval criteria does not exist
DNV AS
Term Definition
reliability ability of an item to perform a required function under given conditions for
a given time interval, see EN 13306
structural integrity management all activities of the management to continuously ensure the structural
integrity of hull and structure comprising analysis, inspection planning,
monitoring, tools, responsibilities and improvement
strategy general plan to achieve one or more long-term or overall goals under
conditions of uncertainty. A maintenance strategy is a management method
used in order to achieve maintenance objectives, see EN 13306
1.7.2 Abbreviations
The abbreviations described in Table 5 are used in this document.
CBM condition based maintenance
CG class guideline
CM condition monitoring
DCBM drilling equipment condition based maintenance
EEN energy efficiency and environment enhancement
ESIM electrical systems integrity management
IMO International maritime organisation
MOU mobile offshore unit
MARPOL International convention for the prevention of pollution from ships
MCBM machinery condition based maintenance
MMC machinery maintenance connect
MIM mooring integrity management
MRM marine riser management
MPMS machinery plan maintenance system
OPH operational and maintenance enhancement - machinery, equipment and systems
OPM operational and maintenance enhancement - hull and structure
PMS RCM reliability centered planned maintenance system
SQ system qualification
1.8 Procedural requirements
1.8.1 Required compliance documents and inspection and test requirements follow the requirements as per
the enhancement used under each qualifier for Smart.
DNV AS
1.8.2 Solutions that are not covered by an existing additional class notation, survey arrangement or defined
methodology may be approved and implemented as part of Smart as an enhancement. This applies to
solutions and technology providing improved capabilities to operation and performance, better energy
efficiency or reduction in emission by promoting digitalization and use of data, interoperability and/or
connectivity.
Novel technology and solutions shall be approved according to a system qualification (SQ) process. Any novel
technology and alternative solution should represent a relevant function related to the applicable qualifier,
normally with an improved effect and/or efficiency compared to an existing or traditional technology or
solution.
Guidance note:
See DNV-CG-0508 Smart vessel for more information regarding system qualification (SQ) of novel technology and solutions.
2 Requirements
2.1 General
Smart represents a framework for visualization of solutions and technology that represent digital capabilities,
enhanced vessel performance and promotes energy efficiency and environmental friendly solutions.
The objective is to achieve an effective and sustainable operation of the vessel and the organisation that
manages and operates it throughout its life-cycle and with minimum disruption, more flexibility and better
utilization of the vessel and resources.
Guidance note:
For more guidance on sustainable operation and enhancement of vessel performance, see DNV-CG-0508 Smart vessel.
A vessel may be assigned the additional notation Smart by obtaining minimum one (1) qualifier. Each
qualifier has separate requirements for minimum number of enhancements in order to obtain the applicable
qualifier. The requirements for the qualifiers are described in [2.3], [2.4] and [2.5] accordingly.
2.2 Enhancements
Enhancements are solutions that use data as an essential element and/or provide a pronounced effect to
vessel performance and operational optimizations.
Smart may be made up by a variety of available enhancements that are grouped into three (3) different
qualifiers:
1) operations and maintenance - machinery, equipment and systems (OPM), see [2.3]
2) operations and maintenance - hull and structure (OPH), see [2.4]
3) energy efficiency and environment (EEN), see [2.5].
Enhancements may be:
1) additional class notations
2) survey arrangements
3) performance monitoring solutions
4) novel technology and solutions.
Guidance note:
Novel technology may be based on (build on) additional notations or established as a new solution if the Society does not
have applicable and existing rules and/or regulations.
DNV AS
Data and information provides essential input for applicable enhancements. With development of digital
technologies and improved connectivity, data that is collected and made available for analysis and decision-
making is rising exponentially making data quality management an important element to ensure a reliable
and secure data collection and exchange. The D-INF notation may be applied as an enhancement to obtain
any of the qualifiers in [2.2]. Rules for D-INF are described in Ch.11 Sec.1.
Additional notations, performance monitoring solutions and novel technology and solutions will normally be
obtained by the vessel during the newbuilding phase. Survey arrangements will normally be obtained by the
vessel during the in-service phase after minimum 6 months of normal operations.
2.3 Operations and maintenance enhancements - machinery, equipment
and systems (OPM)
2.3.1 Operations and maintenance - machinery, equipment and systems (OPM) enhancements include
solutions that use data as an important element and provide options for maintenance management and
solutions that may optimize inspection, testing and verification activities.
OPM enhancements may be used to obtain the OPM qualifier in Smart.
2.3.2 A vessel may be assigned the additional class notation Smart with the qualifier OPM by obtaining
minimum three (3) enhancements from the selection listed in Table 6, applicable for machinery, equipment
and systems.
2.3.3 Enhancements
Enhancements for machinery, equipment and systems may be selected from Table 6.
Table 6 Operations and maintenance enhancements - machinery, equipment and systems
Service description Rule reference Regime Service type
Survey
Class
Ship Offshore arrange-
notation
ment
BMON(+) - boiler monitoring (automated Ch.9 Sec.5,
boiler water maintenance system) X X X -
Pt.7 Ch.1 Sec.6 [25]
Cyber secure Sec.21,
X X X -
DNV-CG-0325
DDV - self verifying systems Ch.11 Sec.2,
X X X -
DNV-CG-0557
1)
D-INF Ch.11 Sec.1,
X X X -
DNV-CG-0564
ESV - enhanced system verification Sec.13,
X X X -
Pt.7 Ch.1 Sec.6
ISDS - integrated software dependent DNV-OS-D203,
systems DNV-RU-OU-0300 Ch.3 X X X -
Sec.4
NAUT(INS+) - integrated navigation Ch.3 Sec.3,
system - interconnection with ship-shore X X X -
Pt.7 Ch.1 Sec.6
communication
REW - remote witnessing Ch.11 Sec.3 X X X -
DNV AS
Survey
Class
notation
ment
ESIM - electrical systems integrity DNV-RU-OU-0300 Ch.2
2) - X - X
management Sec.2
3)
MRM - marine riser management DNV-RU-OU-0300 Ch.3
- X - X
Sec.4 [6.6]
MIM - mooring integrity management DNV-RU-OU-0300 Ch.3
- X - X
Sec.4
4)
MMC - machinery maintenance connect Pt.7 Ch.1 Sec.7 X X - X
MCBM - machinery condition based Pt.7 Ch.1 Sec.7
X - - X
maintenance - SHIP
MCBM - machinery condition based DNV-RU-OU-0300 Ch.2
- X - X
maintenance - MOU Sec.2
DCBM - drilling equipment condition based DNV-RU-OU-0300 Ch.2
- X - X
maintenance Sec.3
Thruster CM - thruster condition monitoring Pt.7 Ch.1 Sec.5,
X X - X
DNV-CG-0052
PMS RCM - reliability centered planned DNV-RU-OU-0300 Ch.2
5) - X - X
maintenance system Sec.2
1)
D-INF(P) may substitute one (1) enhancement, D-INF(S) may substitute two (2) enhancements.
2)
ESIM shall include alternative testing methodology, see DNV-RU-OU-0300 Ch.3 Sec.2.
3)
MRM shall include the approach for usage and condition logging, see DNV-RU-OU-0300 Ch.3 Sec.4 [6.6].
4)
Require that the vessel comply with requirements for survey arrangement MPMS described in Pt.7 Ch.1 Sec.7 [3.3] or
PMS RCM described in DNV-RU-OU-0300 Ch.3 Sec.2.
5)
PMS RCM shall include CBM, see DNV-RU-OU-0300 Ch.3 Sec.2.
2.4 Operations and maintenance enhancements - Hull and structure
2.4.1 Operation and maintenance - hull and structure (OPH) enhancements include solutions that use data
as an important element and provide options related to structural integrity management . It also includes
solutions that may contribute to increased performance related to the hull and cargo operations.
OPH enhancements may be used to obtain the OPH qualifier in Smart.
2.4.2 A vessel may be assigned the additional class notation Smart with the qualifier OPH by obtaining
minimum three (3) enhancements from the selection listed in Table 7, applicable for hull and structure.
2.4.3 Enhancements
Enhancements for hull and structure may be selected from Table 7.
DNV AS
Table 7 Operations and maintenance enhancements - hull and structure
Survey
Class
notation
ment
ASP(MRU) - alternative survey programme, Ch.9 Sec.8,
X X X -
motion reference unit installed Pt.7 Ch.1 Sec.6
X X X -
DNV-CG-0325
1)
D-INF Ch.11 Sec.1,
X X X -
DNV-CG-0564
FMS(NUM) - fatigue methodology DNV-RU-OU-0300 Ch.3
- X X -
specification, numerical Sec.4
FMS(SENS) - fatigue methodology DNV-RU-OU-0300 Ch.3
- X X -
specification, sensor Sec.4
2)
HMON - hull monitoring system Ch.9 Sec.4,
X X X -
Pt.7 Ch.1 Sec.6
LCS(DC) - loading computer systems for Ch.4 Sec.6,
stability and longitudinal strength - damage Pt.7 Ch.1 Sec.6 X X X -
control
REW - remote witnessing Ch.11 Sec.3 X X X -
RSCS+ - route specific container stowage Ch.4 Sec.10,
based on weather forecast Pt.7 Ch.1 Sec.2,
X - X -
Pt.7 Ch.1 Sec.3,
Pt.7 Ch.1 Sec.4
Crane - condition assessment DNV-RU-OU-0300 Ch.3
- X - X
Sec.4
1)
D-INF(P) may substitute one (1) enhancement, D-INF(S) may substitute two (2) enhancements.
2)
Applicable for HMON(B) and HMON(D).
2.5 Energy efficiency and environment enhancements
2.5.1 Energy efficiency and environment (EEN) enhancements are solutions with improved energy efficiency
and reduced harmful emissions, focusing on technologies that are considered cost-, energy- and emission-
efficient for the operation of the vessel.
EEN enhancements also refer to solutions for gathering and visualization of information related to vessel
performance, with reporting based on a digital and automated process to demonstrate that systems and
vessels operate according to required regulatory or operator requirements.
EEN enhancements may be used to obtain the EEN qualifier in Smart.
Guidance note:
Main focus of the EEN enhancements are the energy efficiency and environmental effect of the applicable solution.
DNV AS
2.5.2 A vessel may be assigned the additional class notation Smart with the qualifier EEN by obtaining
minimum three (3) enhancements from the selection listed in Table 8.
2.5.3 Enhancements
Enhancements available for energy efficiency and environment (EEN) may be selected from Table 8.
Table 8 Energy efficiency and environment enhancements
Performance
Class
Ship Offshore monitoring
notation
solution
Abate - greenhouse gas emission abatement DNV-RU-OU-0101 Ch.2
Sec.7 [33],
X X -
DNV-RU-OU-0102 Ch.2
Sec.6 [27]
Battery(Power) Ch.2 Sec.1,
Pt.7 Ch.1 Sec.2, X X X -
Pt.7 Ch.1 Sec.4
Clean(Design) - environmental class Ch.7 Sec.2,
X X X -
Pt.7 Ch.1 Sec.6
COMF(V-crn) - comfort class (noise and Ch.8 Sec.1
X X X -
vibration)
X X X -
DNV-CG-0325
1)
D-INF Ch.11 Sec.1,
X X X -
DNV-CG-0564
ECA - emission control areas Ch.7 Sec.3 X X X -
ER - emission reduction Ch.7 Sec.7,
Pt.7 Ch.1 Sec.4
FC(Safety) - fuel cell safety Ch.2 Sec.3,
Pt.7 Ch.1 Sec.3
FC(Power) - fuel cell power Ch.2 Sec.3,
Pt.7 Ch.1 Sec.3
Quiet - external airborne noise emissions Ch.7 Sec.8 X X X -
Shore power Ch.7 Sec.5 X X X -
Silent - underwater noise emission Ch.7 Sec.6 X X X -
WAPS - wind assisted propulsion systems Ch.2 Sec.12,
X - X -
Pt.7 Ch.1 Sec.6
DNV AS
Performance
Class
Ship Offshore monitoring
notation
solution
Approved electronic record book(s) in use For electronic record
(ERB) books under MARPOL,
see DNV-CP-0569
For other electronic
record books reference X X - X
shall be made to ISO
21745 and relevant
flag administration
implementation and
requirements
1)
D-INF(P) may substitute one (1) enhancement, D-INF(S) may substitute two (2) enhancements if combined with
Abate, Battery(Power), WAPS or FC(Power).
DNV AS
SECTION 25 MOORING
1 General
1.1 Objective
The objective of this class notation is to ensure that mooring arrangement and equipment are in compliance
with:
— SOLAS II-1/3-8 and related guidelines
— IMO MSC.1/Circ.1619 Guidelines on the design of mooring arrangements and the selection of appropriate
mooring equipment and fittings for safe mooring
— IMO MSC.1/Circ. 1620 Guidelines for inspection and maintenance of mooring equipment including lines.
Guidance note:
MSC.1/Circ.1620 applies for all newbuildings and all ships in operation after 2024-01-01. MSC.1/Circ.1619 applies for all
newbuildings after 2024-01-01.
1.2 Scope
The additional class notation Mooring provides documentation and technical requirements to verify that
MSC.1/Circ.1619 and MSC.1/Circ.1620 are complied with during design and during operation of the ship.
1.3 Application
The additional class notation Mooring is offered voluntary for all ships required to comply with SOLAS II-I
Reg.3-8.
1.4 Class notation
1.4.1 Vessels in compliance with the requirements as specified in this section may be assigned the class
notation with qualifiers as listed in Table 1.
Mooring D compliance with MSC.1/ All newbuilding ships

Mandatory: Circ.1619 and MSC.1/
Circ.1620
No
Design requirements: IM compliance with MSC.1/ All ships in operation for
These rules Circ.1620 inspection and maintenance
Pt.7 Ch.1 Sec.6 [41]
DNV AS
Documentation shall be submitted as required in Table 2.
Additional
Object Documentation type Qualifiers Info
description
Towing and mooring arrangement Z030 - Arrangement as given in Pt.3 IM FI

plan plan Ch.1 Sec.3 Table
1
Mooring equipment Z090 - Equipment list as given in [2.4] D FI
Inspection and maintenance for Z163 - Maintenance as given in D, IM FI

mooring equipment manual [2.3.1] item 7)
Document of deviation Z268 - Assessment [2.5.2] D FI

report
FI = for information, AP = for approval
1.5.2 Required compliance documentation
Object Compliance document type Compliance standard Additional information
Mooring arrangement design D IMO MSC.1/Circ.1619 See [2.5.1]
D = declaration
1.5.3 For definition of compliance document types, see DNV-CG-0550 Sec.4.
1.5.4 Onboard documentation
All documents given in Table 2 shall be kept on board. The documentation file shall be kept updated and
periodic inspections shall be recorded.
1.6 Definition of terms
1.6.1 Definitions and abbreviations
For terms, symbols and definitions not defined in this section, see Pt.3 Ch.1 Sec.4.
The terms defined in Table 4 are used in this document.
DNV AS
Term Definition
bend radius (D/d ratio) the diameter, D, of a mooring fitting divided by the diameter, d, of a mooring line that is
led around or through the fitting
The D/d ratio is used by mooring line manufacturers to specify the minimum radius of
a fitting around or through which a mooring line of diameter d should be led, in order to
reduce or mitigate bend loss of strength of the mooring line.
line design break force the minimum force that a new, dry, spliced, mooring line will break at
This is for all synthetic cordage materials.
ship design minimum breaking the minimum breaking load of new, dry, mooring lines for which shipboard fittings and
load supporting hull structures are designed in order to meet mooring restraint requirements
Guidance note:
Normally MBLSD is equivalent to SWL of mooring equipment.
safe working load the load limit for mooring purpose
1.6.2 Abbreviations
The abbreviations described in Table 5 are used in this document.
LDBF line design break force
MBLsd ship design minimum breaking load
SWL safe working load
The assignment of the class notation is subject to an initial survey of the mooring arrangement and towing
equipment.
2 Requirements
2.1 Application
Requirements [2.2] to [2.5] apply to qualifier D.
Requirements [2.2] to [2.3] apply to qualifier IM.
2.2 Towing and mooring arrangement plan
2.2.1 A towing and mooring arrangement plan shall be provided onboard the vessel.
2.2.2 The towing and mooring arrangement plan shall provide information about ship design minimum
breaking loads.
DNV AS
Guidance note:
For practical purpose the terms maximum service load SWL and ship design minimum breaking load MBLSD are equivalent.
For ships built before 2007 relevant information such as maximum service load (SWL) may not be available.
In such case this information shall be provided by the owner and mooring equipment shall be marked
accordingly.
2.3 Operational procedures
2.3.1 The system for inspection and maintenance for mooring equipment shall be documented and shall
contain the following parts:
1) Procedures for mooring operations, inspection and maintenance of mooring equipment, including
mooring lines, taking into account appropriate references listed in paragraph 7 of MSC.1/Circ.1620 to be
established.
2) Procedures to allow the identification and control of mooring lines, tails and associated attachments
when on board to be established.
3) The periodic inspection of mooring lines, mooring line tails and associated attachments to be included in
the onboard maintenance plan or equivalent maintenance management system.
4) Manufacturers criteria for replacement of mooring line to be available.
5) Records of the original design concept, equipment, arrangement and specifications to be available on
board. For ship built before January 2007 and mooring arrangement is not approved by class, owner will
determine MBLSD of mooring equipment.
6) Manufacturers test certificates for mooring lines, joining shackles and synthetic tails to be kept on board
and properly linked back to the equipment, if available.
7) A document shall be provided on board describing how the information listed above is filed and collected.
2.4 Additional requirements related to mooring equipment
2.4.1 The document Additional documentation related to mooring equipment is complementing the Towing
and mooring arrangement plan providing the safety related information as defined in this subsection.
2.4.2 The diameter D of mooring fitting shall correspond to the mooring line manufacturers recommendation
for the D/d ratio or a warning is provided that the wear rate of lines may be higher due to low diameter.
Designers shall document the consideration of D/d ratio for relevant mooring fittings and the described
maintenance procedures, e.g. in case mooring lines are replaced with different D/d ratio properties.
Guidance note:
Where the acceptable minimum bend radius recommendations for a particular mooring line are not achievable, the service life of
the line may be less than that stated by the manufacturer and therefore the line may need to be replaced before the end of the
service life recommended by the manufacturer.
2.4.3 Line design break force for the mooring lines and the manufacturer's minimum recommended D/d
ratio for all mooring fittings, being in contact with the line shall be documented.
2.4.4 The winch brake holding capacities shall be documented.
2.4.5 For ships of 3000 gross tonnage and above, the mooring winch brake holding capacities shall be less
than 80% of the MBLSD or the winches shall be fitted with brakes that will allow for the reliable setting of the
brake rendering load.
DNV AS
Guidance note:
The selection of mooring lines should take into account the compatibility of the MBLSD of mooring lines and the brake capacity of
the mooring winches installed on board. To avoid overload on mooring winches, fittings and mooring lines, consideration should
be given to select mooring winches with brake capacity of less than the ship design minimum breaking load of the mooring line or
with adjustable brake capacity.
2.5 Declaration and document of deviation
2.5.1 Declaration
A declaration shall be provided by the designer confirming compliance with IMO MSC/Circ.1619. The
declaration shall clearly state whether there are any deviations.
2.5.2 Document of deviations
The deviation document shall contain any deviation from the design required by MSC.1/Circ.1619 and shall
cover the following:
1) where a straight lead is not possible
2) unobstructed views
3) protection of winch operators
4) access to mooring equipment and fitting
5) exposure of the shipboard personnel to lines under tension
6) minimize the need for manual handling of towing and mooring lines.
2.5.2.1 The document of deviation shall include the justification of deviations and mitigating measures with
respect to safety for the shipboard personnel.
2.5.2.2 A reference to the document of deviation shall be included in the towing and mooring arrangement
plan.
The document of deviation shall at all times be available on board.
DNV AS
SECTION 26 COMPLIANCE WITH IMO REQUIREMENTS FOR
CARRIAGE OF SOLID BULK CARGO - SBC
1 General
1.1 Objective
The objective of this class notation is to facilitate compliance with IMO resolution MSC.277(85) Clarification
of the term 'Bulk Carrier' and guidance for application of regulations in SOLAS to ships which occasionally
carry dry cargoes in bulk and are not determined as bulk carriers in accordance with regulation XII/1.1 and
Chapter II-1.
1.2 Scope
These rules provide specific safety requirements to vessels intended for occasional carriage of dry bulk
cargoes.
1.3 Application
The additional class notation SBC is applicable for ships intended for occasional carriage of solid bulk
cargoes.
The notation is mandatory for vessels with the class notations General dry cargo ship or Multi-purpose
dry cargo ship, see Table 1.
Guidance note:
Compliance with MSC.277(85) is required by some flag states. The additional notation SBC is recommended for ships designed for
occasional carriage of solid bulk cargoes.
1.4 Class notation
1.4.1 Ships built in compliance with these rules will be assigned the additional notation SBC, see Table 1.
SBC 1 Compliance with Ships designed for

Mandatory: MSC.277(85) occasional carriage of solid
bulk cargoes.
yes
Mandatory only for General
dry cargo ships and Multi
[2][3] purpose cargo ships with
FIS requirements: LLL above 150 m and with
NA five (5) cargo holds or more.
DNV AS
Additional
Object Documentation type Qualifiers Info
description
Water ingress alarm system I020 – control system AP
functional description
I030 – system block AP
diagram (topology)
I050 – power supply AP
arrangement
Z030 – arrangement detectors and AP
plan alarm panel
Z262 – report from type test report AP, TA

test at manufacturer
AP = for approval, FI = for information, TA = type approval
1.5.2 Required compliance documentation
Compliance documentation shall be submitted as required in Table 3.
Table 3 Compliance documentation
Compliance Additional
Object Issued by Compliance standard
document type description
Water ingress alarm system PC Society
1.6 Testing during newbuilding
1.6.1 Water ingress alarms
Requirements for testing testing water ingress alarms are given in [3.1.3].
1.6.2 De-watering system for drainage of forward spaces
Requirements for testing de-watering system for drainage of forward spaces are given in [3.2.3].
2 General arrangement
2.1 General requirements
The following general requirement applies :
— the freeboard assigned shall be type B without reduced freeboard
— for ships having a freeboard length LLL = 100 m and above, a double side structure complying with [4.2]
shall be arranged.
DNV AS
3 Water ingress alarms and drainage of forward spaces
3.1 Water ingress alarms in dry cargo ships carrying dry cargo in bulk
3.1.1 Performance requirements
The vessel shall be fitted with water level detectors giving audible and visual alarms on the navigation
bridge:
— In each cargo hold, one when the water level above the inner bottom in any hold reaches a height of 0.5
m and another at a height not less than 15% of the depth of the cargo hold but not more than 2.0 m.
— In any ballast tank forward of the collision bulkhead, when the liquid in the tank reaches a level not
exceeding 10% of the tank capacity.
— In any dry or void space other than a chain cable locker, any part of which extends forward of the
foremost cargo hold, at a water level of 0.1 m above the deck. Such alarms are not mandatory in
enclosed spaces the volume of which does not exceed 0.1% of the ship's maximum displacement volume.
(SOLAS XII/12 and MSC.277(85))
The water ingress detection system shall be type tested in accordance with MSC.188 (79) Performance
standards for water level detectors on bulk carriers and single hold cargo ships other than bulk carriers, and
be suitable for the cargoes intended.
Guidance note:
The appendix to the classification certificate will contain information as to which cargoes the systems are approved for.
3.1.2 Installation
The sensors shall be located in a protected position that is in communication with the after part of the cargo
hold or tank and or space, such that the position of the sensor detects the level that is representative of the
levels in the actual hold space or tank.
These sensors shall be located:
— either as close to the centre line as practicable, or
— at both the port and starboard sides.
The detector installation shall not inhibit the use of any sounding pipe or other water level gauging device for
cargo holds or other spaces.
Detectors and equipment shall be installed where they are accessible for survey, maintenance and repair.
Any filter element fitted to detectors shall be capable of being cleaned before loading.
Electrical cables and any associated equipment installed in cargo holds shall be protected from damage by
cargoes or mechanical handling equipment associated with cargo handling operations, such as in tubes of
robust construction or in similar protected locations.
The part of the electrical system which has circuitry in the cargo area shall be arranged intrinsically safe.
The power supply shall be in accordance with Pt.4 Ch.9 Sec.3 [2.2].
3.1.3 Testing
After installation the system is subject to testing consisting of:
— inspection of the installation
— demonstration of facilities for filter cleaning
— demonstration of facilities for testing of the detector
— test of all alarm loops
— test of the alarm panel functions.
DNV AS
3.2 Availability of pumping systems
3.2.1 Application
3.2.2 Availability of drainage for forward spaces
The means for draining and pumping ballast tanks forward of the collision bulkhead, and bilges of dry
spaces, any part of which extends forward of the foremost cargo hold, shall be capable of being brought
into operation from a readily accessible enclosed space. The location shall be accessible from the navigation
bridge or propulsion machinery control position, without need for traversing exposed freeboard or
superstructure decks.
(SOLAS XII/13 and MSC.277(85))
This does not apply to the enclosed spaces the volume of which does not exceed 0.1% of the ship's
maximum displacement volume. Nor does it apply to the chain cable lockers.
Guidance note:
Where pipes serving such tanks or bilges pierce the collision bulkhead, as an alternative to the valve control specified in Pt.4 Ch.6
Sec.3 [1.4.2], valve operation by means of remotely operated actuators may be accepted, provided that the location of such valve
controls complies with this regulation.
The dewatering system for ballast tanks forward of the collision bulkhead and for bilges of dry spaces, any
part of which extends forward of the foremost cargo hold, shall be designed to remove water from the
3 2
forward spaces at a rate of not less than 320A m /h, where A is the cross-sectional area in m of the largest
air pipe or ventilator pipe connected from the exposed deck to a closed forward space that is required to be
dewatered by these arrangements.
(IACS UR M65)
3.2.3 Testing and installation
The installation and testing on board shall be in accordance with Pt.4 Ch.6 Sec.4 for bilge systems.
4 Additional safety measures for ships with LLL = 150 m and above
4.1 Corrosion protection of double side spaces
The double side spaces in the cargo area shall have an efficient corrosion prevention system in accordance
with Pt.3 Ch.3 Sec.4 [1.1.1].
4.2 Double side configuration
4.2.1 Double side width
The breadth of the double side measured perpendicular to the side shell from the top of double bottom to the
strength deck at any location within the length of the cargo hold region shall not be less than 1000 mm.
The minimum clearance between the inner surfaces of the stiffeners inside the double side shall not be less
than:
— 600 mm when the inner and/or the outer sides are transversely stiffened
— 800 mm when the inner and the outer sides are longitudinally stiffened. Outside the parallel part of the
cargo hold region, the clearance may be reduced but shall not be less than 600 mm.
The minimum clearance is defined as the shortest distance measured between assumed lines connecting the
inner surfaces of the stiffeners on the inner and outer sides.
(SOLAS XII/6.2.2 and MSC.277(85))
DNV AS
4.2.2 Double side arrangement
Primary stiffening structures of the double side shall not be placed inside the cargo hold space.
For all ships, the double side spaces, with the exception of top-side wing tanks, if fitted, shall not be used for
the carriage of cargo.
(Based on SOLAS XII/6.2.1 & 6.3 and MSC.277(85))
4.3 Protection against loading/discharge equipment
The requirements as follows are applicable, excluding ships with inner bottom construction adapted for self-
unloading:
— the notation Grab is mandatory
— wire rope grooving in way of cargo holds openings shall be prevented by fitting suitable protection such
as half-round bar on the hatch side girders (i.e. upper portion of top side tank plates)/hatch end beams in
cargo hold and upper portion of hatch coamings.
Guidance note:
The protection half-round bar on hatch side girders/hatch end beams may be waived for following cases:
— Sloped hatch coamings are arranged to protect hatch side girders/hatch end beams. In such cases, the horizontal distance of
the hatch opening edge at the hatch coaming top to the hatch sider/girder/hatch end beam at upper deck level should not be
less than 20% of the hatch coaming height.
— Hatch coamings are aligned with vertically straight longitudinal bulkheads/transverse bulkheads, i.e., there are no specific
hatch side girders/hatch end girders.
(SOLAS XII/6.4.1, MSC.277(85) and IACS UI SC208)
4.4 Single failure of cargo hold structures
The buckling requirements for the following areas shall comply with Pt.3 Ch.8, applying the additional design
load sets given in Pt.5 Ch.1 Sec.2 [5.1]:
— hatchway coaming
— inner bottom
— sloped stiffened panel of topside tanks and hopper tanks (if any)
— inner side (if any)
— top stool and bottom stool of transverse bulkhead (if any)
— stiffened transverse bulkhead (if any)
— side shell (if directly bounding the cargo hold).
The partial safety factor shall be set to 1.15 as given in DNV-CG-0128 Sec.3 with closed form method (CFM).
Alternatively if PULS method is utilised, the allowable buckling utilization factor given in Pt.3 Ch.8 Sec.1 [3.4]
shall be divided by 1.15.
(SOLAS XII/6.4.3, MSC.277(85) and IACS UI SC209)
DNV AS
CHANGES – HISTORIC
Part 6 Chapter 5 Changes – historic
July 2021 edition
Class notation Cyber secure Sec.21 General modifications to improve readability.
Sec.21 [3.3] Clarification of requirements to remote access and other
communication with- or via untrusted networks.
Sec.21 [4.1.2] Clarification of DNV adaptations to normative standard IEC
62443-3-3.
Sec.21 [4.2.2] SR 1.1 added to SP0 (requirement for human user
identification and authentication for remote access).
Sec.21 [4.2.3] SR 1.2 added to SP0 and SP1 for communication with or via
untrusted networks.
Sec.21 [4.2.6] SR 1.5 RE 1 moved from SP3 to SP4.
Sec.21 [4.2.14] SR 1.13 added to SP0.
SR 1.13 RE1 added to SP0.
Sec.21 [4.4.2] SR 3.1 RE 1 added to SP0, SP1 and SP2 for communication
with- or via untrusted networks.
Sec.21 [4.4.3] SR 3.2 RE 1 added to SP1 for communication with untrusted
networks.
SR 3.2 RE 2 aligned with IEC 62443-3-3 (applies for SP3 and
SP4).
Sec.21 [4.4.9] SR 3.8 and REs adapted to apply for communication with- or
via untrusted networks.
Sec.21 [4.5.2] SR 4.1 added to SP0 for communication of read-authorised
information with- or via untrusted networks.
Sec.21 [4.5.4], SR 4.3 added to SP0 when applicable.
Sec.21 [4.6.2] SR 5.1 RE 1 added to SP0 and SP1 for OT/IT systems and
safety systems.
Sec.21 [4.6.3] SR 5.2 RE 1 added to SP0.
Rebranding to DNV All This document has been revised due to the rebranding of DNV

GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document.
DNV AS
July 2020 edition
Amendments October 2020, entering into force 1 January 2021
Class notation Smart Sec.24 New class notation for profiling class services that utilize digital

and technical solutions to improve the operational efficiency or
environmental footprint of the vessel
Amendments August 2020, entering into force 1 January 2021
Class notation FCS Sec.23 Table 2, Clarification of documentation requirements.

Sec.23 Table 3
Sec.23 [6.6.2.2], Correction of typo in cooling water discharge formula.
Sec.23 [6.6.2.3]
Class notation Sec.2 [2.1.2] Further option introduced to fulfil the requirement.

Hatchcoverless
Class notation HELDK Sec.5 [3.2.1] Deletion of the additional note: in most cases half fixed beam

ends will be a reasonable assumption.
New class notation OILREC Sec.11 Introducing a new notation for vessels with capabilities to

FP> 60°C recover oil with flashpoint above 60°C.
New class notation FCS Sec.23 The new FCS notation is targeted exclusively towards container

ships. It is designed around a function-based approach
addressing an enhanced safety level beyond present SOLAS
requirements, an increased hazard awareness and enhanced
ability to detect and fight container fires. Applicable to both
new buildings and ships in operation.
DNV AS
July 2019 edition
Amendments February 2020, entering into force 1 July 2020
Class notation Cyber secure Sec.21 The entire section has been restructured for improved clarity

and readability.
Description of the implementation process moved to a new
class guideline document (DNVGL-CG-0325) to better describe
the steps and consequences when implementing cyber security
for a vessel.
Requirements to cyber security management system (CSMS)
moved to a new class guideline document (DNVGL-CG-0325) to
keep operational issues separate from technical requirements
and design.
Sec.21 [1.4] New class notation qualifier introduced being applicable for any
vessel seeking IMO resolution MSC 428(98) compliance.
Amendments October 2019, entering into force 1 January 2020
Alignment of class notation Sec.4 [2.5] Requirement to ventilation has been amended to only be

F, additional fire safety, with applicable to passenger vessels.
industry practice regarding
ventilation and oil piping Sec.4 [3.2.5] Requirement to steel sheet screens has been amended to only
systems be applicable to fuel oil piping systems for cargo vessels.
Alignment with NL-Flag rules Sec.2 [3.4.2] Allowance to exchange the societies maximum water level

requirement with the requirement as given by a flag state.
Implementation of amendment Sec.10 [1.8.1] and Reference changed from MSC.1/Circ.1395/Rev.3 to MSC.1/

05-19 of the IMSBC Code Sec.10 [3.2.2] Circ.1395/Rev.4.
Sec.10 [3.1.2] Definition for materials hazardous only in bulk (MHB) adjusted.
Sec.10 Table 13 Notational references added for cargoes classified as MHB.
Sec.10 Table 13 The following new cargoes have been added:
— flue dust, containing lead and zinc
— matte, containing copper and lead
— metal sulphide concentrates, self-heating in 3190
— seed cakes and other residues of processed oily vegetables
— zinc oxide enriched flue dust.
DNV AS
Introduction of survey in Sec.20 [1.9.1.1] Corrected wrong reference to Pt.7 Ch.1 Sec.6 [41].
operation requirements in Pt.7
Ch.1 for Gas power plant
notation
Update according to IMO SPS Sec.7 [2.1.1], Sec.7 Rules for notation SPS have been updated according to changes

Code [2.2.4] and Sec.7 in IMO SPS code and SOLAS: - SPS code reference updated in
[2.2.7] Sec.7 [2.2.1] - obsolete reference to SOLAS deleted in Sec.7
[2.2.4] - formula and definitions added in Sec.7 [2.2.4] for
index R, as amended by IMO. Updated guidance note in Sec.7
[2.2.7] to refer to latest explanatory notes to SOLAS Ch. II-1.
Update according to new Sec.3 Table 3 and In the rules for notation Crane, the stability parts have been

requirements in IMO intact Sec.3 [5.1] updated.
stability code 2008 (effective
from 2020-01-01) for towing,
anchor handling and lifting.
Clarification of rules Sec.14 [1.1.4] Added a table showing the notation with qualifiers.

requirements for Gas bunker
Sec.14 [1.1.5.1] Three guidance notes added to clarify the requirement.
Sec.14 [3.1.1.1] Amended/clarified guidance with a reference value.
Sec.14 [3.1.4.6] Clarification of the paragraph content ('quick release coupling'
expression).
Sec.14 [3.1.5.1] Second guidance note added.
Sec.14 [5.1.2.3] The text of the paragraph has been changed to resolve
ambiguity and clarify application of the requirement.
Sec.14 [5.1.2.3] Guidance note has been added to clarify expression 'main
transfer valves'.
Sec.14 [7.1.1.5] Modified the paragraph content to specify risk evaluation for
segregation of process piping utilised for VR.
Sec.14 [7.1.1.6] Guidance note added to outline acceptable alternative solution
due to limited availability of equipment.
Sec.14 [7.1.2.1] Guidance note added.
Sec.14 [7.1.2.5] Rewritten paragraph text to clarify the requirement and
guidance note added.
Sec.14 Table 1 Definition of 'manifold valve' clarified.
New Platform supply Sec.15 The notation is replacing the former CHEM qualifier and the

notation former Platform supply notation in Pt.5 Ch.9 Sec.4, and will
be assigned the notation Platform supply when complying
with the revised rule section.
New notation Sec.16 [1] Rephrased and added description of new Walk2workready

Walk2workready in objective, scope and application. Added documentation
requirements for new notation Walk2workready.
Sec.16 [6] Introduced rule requirements for new notation.
DNV AS
New qualifier Operability Sec.16 [1] Described new Operability in objective, scope and application
and added documentation requirements.
Sec.16 [7] Introduced rule requirements for new qualifier.
July 2018 edition
Amendments February 2019, entering into force 1 July 2019
Developing new class Sec.4 [1.1] Editorial.

notation for engine room fire
prevention Sec.4 [1.2] Editorial.
Sec.4 [1.3] Editorial.
Sec.4 [1.4.3] Added reference to requirements for F(M-P).
Sec.4 [1.4.5] Added qualifier F(M-P).
Sec.4 [1.5.1] Editorial.
Sec.4 [1.5.4] Editorial.
Sec.4 [1.6] Inserted terms and definitions used in Sec.4.
Sec.4 [3.1.15] Clarified SOLAS reference.
Sec.4 [3.2] Deleted definition due to inclusion in Sec.4 [1.6].
Sec.4 [3.3.5] Clarified that inspection needs to be documented.
Sec.4 [3.3.6] Removed statement concerning positive overlap as this may be
Guidance note misconstrued to be acceptable for F(M-P).
Sec.4 [4] Inserted full set of requirements for the qualifier F(M-P).
Sec.4 Table 1 Added new qualifier F(M-P).
Sec.4 Table 2 Added documentation requirements for F(M-P).
Topic Reference Description of change
Helideck load combinations - Sec.5 Table 9 The minimum deck loads/wind loads, etc., have been replaced

Alignment between ship and by a new load called minimum environmental load.
offshore classification
Update of night operation Sec.5 [6.5.2] Requirement to distance between lighting segments in the

marking helideck circle corrected from maximum 0.5 m apart to
minimum 0.5 m apart. Specification of length of segments
added to specify required coverage of the circumference.
DNV AS
Topic Reference Description of change
Entering of mandatory Sec.10 Table 13 Adding of missing information regarding the self unloading
information for self unloading system for AMORPHOUS SODIUM SILICATE LUMPS (closed/
system for two cargoes open) and BORIC ACIDS (closed/open).
Dangerous goods - Sec.10 Table 13 SEED CAKE (UN 2217): set ventilation from natural to

correction of ventilation mechanical ventilation as required by the IMSBC Code.
requirements for SEED CAKE SILICOMANGANESE (low carbon): set ventilation from natural
and SILICONMANGANESE to mechanical ventilation as required by the IMSBC Code.
and personnel protection ALUMINA HYDRATE: personal protection requirements set to
requirements for ALUMINIA two sets of self-contained breathing apparatuses instead of two
HYDRATE additional ones in line with the IMSBC Code.
Cyber security Sec.21 New requirements on cyber security barriers.
January 2018 edition
Changes January 2018, entering into force 1 July 2018.
Accommodation spaces - F(A) Sec.4 [2.1.2] New subsection for passenger ships and cargo ships.
Sec.4 [2.2] New subsection for restricted use of combustible materials.
Sec.4 [2.3] New subsection for escape.
Sec.4 [2.4.3] Rule text clarified w.r.t. applicablility.
Sec.4 [2.4] New subsection for fire integrity.
Sec.4 [2.5.1] Specific overpressure requirement removed, louvers permitted.
Sec.4 [2.5] New subsection for ventilation.
Sec.4 [2.6] New subsection for fire detection and alarm.
Sec.4 [2.7] New subsection for portable fire extinguishers.
Sec.4 [2.8] New subsection for fire main systems.
Sec.4 [2.9] New subsection for other items.
Machinery spaces - F(M) Sec.4 [3.1.15] New subsection establishing fire categories of casings in

passenger ships.
Sec.4 [3.1.16] New subsection clarifying test standards for plastic piping within
casings of passenger ships carrying more than 36 passengers.
Sec.4 [3.2.6] Revised requirement for shielding of oil piping within machinery
spaces of category A.
Sec.4 [3.2.7] New subsection stipulating required method for visual
inspection of oil leaks.
Sec.4 [3.3.6] Revised requirements for insulation of hot surfaces.
Sec.4 [3.4.3] Updated with increased scope covering detection within
passenger ship casings.
DNV AS
Sec.4 [3.4.5] Updated with increased scope for CCTV within passenger ship
casings.
Sec.4 [3.6.3] Updated with scope for passenger ship casings.
Cargo spaces - F(C) Sec.4 [4.5.6] Updated with additional requirements for placement of portable

fire extinguishers in ro/ro spaces.
Sec.4 [4.5.15] New subsection with requirements for deluge and water mist
systems.
Sec.4 [4.5.16] New subsection for piping.
Sec.4 [4.5.17] New subsection for water monitors on weather decks.
Sec.4 [4.5.18] New subsection for access points to weather decks.
Sec.4 [4.5.19] New subsection not permitting open ro/ro / special category
decks.
Sec.4 [4.5.20] New subsection for ventilation requirements on open ro/ro
decks.
Sec.4 [4.5.21] New subsection with requirements for safe operations on ro/ro
decks.
New additional class notation - Sec.17 New section covering requirements for deep water anchoring.

ADW
New additional class notation - Sec.18 New section covering requirements for bulk cargo liquefaction.

BCLIQ
New additional class notation - Sec.19 New section covering requirements for ro/ro cargoes.

RO/RO
New additional class notation - Sec.20 New section covering requirements for gas power plant.

Gas power plant
July 2017 edition
This document supersedes the January 2017 edition of DNVGL-RU-SHIP Pt.6 Ch.5.
Hatchcoverless: Inserted description of requirements applicable to multi-purpose dry
Sec.2 [1]
Class notation cargo ships and general dry cargo ships.
Hatchcoverless
Requirements to multi-purpose dry cargo ships and general dry cargo
applicable for MPV and
ships have been developed based on MSC.609. The requirements
General dry cargo ships. Sec.2 [3]
in MSC. 609 have been evaluated and tailored to these ship types,
considering the difference in cargo carried.
DNV AS
Helicopter installations: Scale the k1 factor so the requirement relates to load level
Sec.5 [3.2.1]
Formula corrections to corresponding to yield strength.
requirements to structural
Scale the k1 factor so the requirement relates to load level
strength
corresponding to structural yield.
Sec.5 [3.2.2]
Added corrosion margin 1.5mm on steel structure.
Reduced gross thickness of aluminium plating requirement by 0.85.
Sec.5 [2.5] Adjusted PWd to align load with yield acceptance criteria.
2
Helicopter installations: Sec.5 [2.4.1] Minimum sea pressure changed to 3.5 kN/m .
Reduced minimum green 2
Minimum sea pressure changed to 3.5 kN/m for load combination
sea pressure Sec.5 Table 9
minimum deck load.
Helicopter installations: Complete revision of the requirements to night operation marking.
Modify night operation Sec.5 [6.5]
marking requirements
This document supersedes the July 2016 edition.
Main changes January 2017, entering into force 1 July 2017
• Sec.1 Transportation of containers - Container
— Sec.1 [2], Sec.1 [3], Sec.1 [4]: Additional sub-sections covering requirements to non-typical container
securing arrangements have been added to the class notation Container.
• Sec.5 Helicopter installations - HELDK
— Sec.5 [1.10.4]: Added clarification that aluminum-steel transition joints (bi metallic connections) are not
permitted when exposed to tensile loads.
— Sec.5 [5.2.3]: Requirement for deck cambering is replaced with a general requirement for the deck to be
constructed so that water/fluids will not accumulate on the deck.
• Sec.16 Offshore gangway installations - Walk2work
— New class notation
July 2016 edition
This document supersedes the January 2016 edition.
Main changes July 2016, entering into force 1 January 2017
• Sec.5 Helicopter installations - HELDK
— Sec.5 [8]: The requirements for loads and allowable stresses is aligned with the Norwegian Civil Aviation
Authorities.
DNV AS
• Sec.8 Inert gas systems - Inert
— The requirements in the section have been replaced with references to Pt.5 Ch.5 and Pt.5 Ch.6 for
requirements to documentation, arrangements and systems.
— Sec.8 [1.5.3] has been added regarding maximum oxygen content.
This document supersedes October 2015 edition.
Main changes January 2016, entering into force 1 July 2016
• Sec.8 Inert gas systems - Inert
— [1.3]: New and revised text.
— Table 3: New table.
• Sec.15 Transportation of toxic chemicals for offshore service vessels - CHEM
— New section.
October 2015 edition
This is a new document.
The rules enter into force 1 January 2016.
DNV AS
About DNV
DNV is the independent expert in risk management and assurance, operating in more than 100
countries. Through its broad experience and deep expertise DNV advances safety and sustainable
performance, sets industry benchmarks, and inspires and invents solutions.
Whether assessing a new ship design, optimizing the performance of a wind farm, analyzing sensor
data from a gas pipeline or certifying a food company’s supply chain, DNV enables its customers and
their stakeholders to make critical decisions with confidence.
Driven by its purpose, to safeguard life, property, and the environment, DNV helps tackle the
challenges and global transformations facing its customers and the world today and is a trusted
voice for many of the world’s most successful and forward-thinking companies.
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RULES FOR CLASSIFICATION

Topic Reference Description

Requirements for solid bulk Sec.10 Table 13 Re-capitalised the Bulk Cargo Shipping Name column according

Topic Reference Description

Class notation Sec.2 Updated class notation Hatchcoverless to align with current

Ventilation fans Sec.9 [5.1.1], Added requirement for ventilation fans serving hazardous

Insulation of machinery space Sec.10 [2.14.1] Clarified SOLAS requirements and provided a guidance note.

New edition of the IMSBC Sec.10 [3] Added and updated new cargoes and definitions amended.

Requirements for the Carriage Sec.10 Table 13 Clarified documentation requirements for adding of direct

Class notation Gas bunker Sec.14 Clarified rules requirements and provided guidance notes.

Definitions Sec.15 [1.5] Added details to definition of cargo area for safety hazard

Return mud systems Sec.15 [2.9] Introduced requirements to return mud systems.

P/V valves Sec.15 [3.12.4] Introduced possibility to design in-line P/V valves with outlet

Class notation Smart Sec.24 Table 6 Updated and added enhancements for the qualifier OPM.

Class notation Mooring Sec.25 Introduced the additional class notation Mooring, providing

Class notation SBC Sec.26 Implemented the new class notation SBC, demonstrating

Section 20 Gas power plants.............................................................................. 271

Section 25 Mooring............................................................................................. 355

Changes – historic.............................................................................................. 365

Object Document type Additional description Info

Object Documentation type Additional description Info

Class notation Qualifier Purpose Application

Object Documentation type Additional description Info

Fire prevention Z241 Measurement report Infrared thermo-scanning report with AP

Fuel and lubrication oil S015 - Piping system A diagrammatic drawing showing the oil AP

Fuel and lubrication oil I100 - System diagram A schematic drawing showing the layout of AP

Safety management Z163 - Maintenance manual A maintenance plan which shall be included FI

Safety management Z250 - Procedure Procedure for maintenance of oil piping see FI

Safety management Z250 - Procedure Manual inspection for oil leaks see [4.2.2.1] FI

Vibration G150 - Vibration See [4.2.1.1] for details. FI

Fire prevention Z255 - Measurement Thermoscanning report, see [4.5.3.2] for FI

Safety management G020 - Emergency and Emergency response procedure, see FI

Fire observation television Z030 - Arrangement plan Location of TV cameras covering critical oil AP

Cargo holds fire G200 - Fixed fire extinguishing For cargo holds, as installed. AP

Cargo tank deck fire G200 - Fixed fire extinguishing For cargo deck areas, as installed. AP

External surface protection G200 - Fixed fire extinguishing Arrangement and capacity. AP

Class notation Qualifier Purpose Application

Object Documentation type Additional description Info

Helicopter deck Z030 – Arrangement plan landing net/rope net AP

Object Documentation type Additional description Info

Helicopter deck M020 – Material specification, fire deck and insulation towards superstructure AP

Aeronautical Z100 – Specification details of VHF installation AP

Object Documentation type Additional description Info

Helicopter Z030 – Arrangement plan including height of all obstacles AP

Helicopter deck Z030 – Arrangement plan including details and position of wind indicator AP

Helicopter deck Z030 – Arrangement plan floodlights and perimeter lights AP

Object Documentation type Additional description Info

Helicopter deck Z100 – Specification non-skid coating on deck between landing area and AP

Hangar H050 – Structural drawing including hangar doors. Including functional loads/

Helicopter fuel Z030 – Arrangement plan refuelling area, including position relative to

Helicopter fuel H050 – Structural drawing including inspection hatches, level indicators, ventilation AP

Helicopter fuel S010 – Piping diagram including filters, flow meters, delivery hoses, earth

Structural fire G060 – Structural fire protection helicopter hangar and service area, including decks, AP

Object Documentation type Additional description Info

Helicopter deck Z300 – Declaration turbulence conditions FI