Chapter 4 Accommodation and Escape Measures
4.11 Protection of the crew and passengers
4.11.1 Efficient guard rails or bulwarks shall be fitted on all exposed parts of decks to which crew or passengers have access. Alternative arrangements such as safety harnesses and jack-stays may be accepted if they provide an equivalent level of safety. The height of the bulwarks or guard rails shall be at least 1 m from the deck, provided that where this height would interfere with the normal operation of the craft, a lesser height may be approved.
4.11.2 The opening below the lowest course of the guard rails shall not exceed 230 mm. The other courses shall be not more than 380 mm apart. In the case of craft with rounded gunwales the guard rail supports shall be placed on the flat of the deck.
4.11.3 Satisfactory means (in the form of guard rails, life lines, gangways or underdeck passages, etc.) shall be provided for the protection of the crew in getting to and from their quarters, the machinery space and all other parts used in the necessary work of the craft.
4.11.4 Deck cargo carried on any craft shall be so stowed that any opening which is in way of the cargo and which gives access to and from the crew’s quarters, the machinery space and all other parts used in the necessary work of the craft, can be properly closed and secured against the admission of water. Effective protection for the crew in the form of guard rails or life lines shall be provided above the deck cargo if there is no convenient passage on or below the deck of the craft.
Part B – Requirements for High Speed Craft not Engaged in International Voyages
C4.12 General
High speed crafts not engaged in international voyages are to comply with the relevant regulations of the Administration.
Chapter 5
Directional Control Systems
C5.0 Documents to be submitted
C5.0.1 The following drawings and documents are to be submitted, at least in triplicate for approval. The Society reserves the right to ask for supplementary copies if deemed necessary in particular cases.
.1 Assembly and general drawings of all directional control systems;
.2 Diagrams of hydraulic and electric equipment;
.3 Detail drawings of all load-transmitting components.
C5.0.2 The drawings and other documents must contain all data necessary for verifying scantlings and power calculations as well as material specifications.
C5.0.3 Further documentation may be required if deemed necessary by the Society.
5.1 General
5.1.1 Craft shall be provided with means for directional control of adequate strength and suitable design to enable the craft’s heading and direction of travel to be effectively controlled to the maximum extent possible in the prevailing conditions and craft speed without undue physical effort at all speeds and in all conditions for which the craft is to be certificated. The performance shall be verified in accordance with Annex 9.
5.1.2 Directional control may be achieved by means of air or water rudders, foils, flaps, steerable propellers or jets, yaw control ports or side thrusters, differential propulsive thrust, variable geometry of the craft or its lift system components or by a combination of these devices.
C5.1.2 Any other arrangement will be given special consideration.
5.1.3 For the purpose of this Chapter, a directional control system includes any steering device or devices, any mechanical linkages and all power or manual devices, controls and actuating systems.
5.1.4 Attention is drawn to the possibility of interaction between directional control systems and stabilization systems.
Where such interaction occurs or where dual purpose components are fitted, the requirements of 12.5 and Chapters 16 and 17 are also to be complied with, as applicable.
C5.1.5 Steering devices are to be installed so as to be accessible at all times and to be able to be maintained without difficulty.
C5.1.6 Steering devices are to be mounted on substantial seatings in order to transmit the force sufficiently to the hull structure.
C5.1.7 Important load-transmitting components and components subjected to internal pressure are to be made of steel or other approved ductile material.
At the discretion of the Society, grey cast iron may be used for certain components with low stress level.
C5.1.8 The pipes of hydraulic systems are to be made of seamless or longitudinally welded steel tubes.
At the discretion of the Society, copper may be used.
C5.1.9 Approved high-pressure hose assemblies may be used for short pipe connections.
C5.1.10 Testing of materials
The materials of important load-transmitting components, including pressurized pipes and casings, are to be tested in the presence of the Surveyor in accordance with the requirements in Part XI of the Rules for the Construction and Classification of Steel Ships.
5.2 Reliability
5.2.1 The probability of total failure of all directional control systems shall be extremely remote when the craft is
operating normally, i.e., excluding emergency situations such as grounding, collision or a major fire.
C5.2.1 Note: Guidance to probability levels is given in Annex 3.
5.2.2 A design incorporating a power drive or an actuation system employing powered components for normal directional control shall provide a secondary means of actuating the device unless an alternative system is provided.
C5.2.2 The actuation system is to be operated by power - for passenger craft category B
- in any case where the maximum effective torque to be applied to the directional control device exceeds 25 kN m.
5.2.3 The secondary means of actuating the directional control device may be manually driven when the Administration is satisfied that this is adequate, bearing in mind the craft s size and design and any limitations of speed or other parameters that may be necessary.
C5.2.3.1 The secondary means of actuating the device is to be power-operated if the effective torque to be applied to the directional control device by the secondary means exceeds 40 kN m.
C5.2.3.2 A secondary means of actuating the device need not be installed in a craft equipped with two rudders and/or similar devices, or with two approved means for steering, provided that each system is capable of steering the craft with the other system out of operation.
5.2.4 The directional control systems shall be constructed so that a single failure in one drive or system, as appropriate, will not render any other one inoperable or unable to bring the craft to a safe situation. The Administration may allow a short period of time to permit the connection of a secondary control device when the design of the craft is such that such delay will not, in their opinion, hazard the craft.
5.2.5 A failure mode and effect analysis shall include the directional control system.
5.2.6 If necessary to bring the craft to a safe condition, power drives for directional control devices, including those required to direct thrust forward or astern, shall become operative automatically, and respond correctly, within 5 s of power or other failure. Back-up electrical systems may be required for the starting-up time of an auxiliary diesel according to 12.2 or an emergency diesel generator according to 12.3.6.
5.2.7 Directional control devices involving variable geometry of the craft or its lift system components shall, so far as is practicable, be so constructed that any failure of the drive linkage or actuating system will not significantly hazard the craft.
C5.2.8 The average rate of turning of the main actuation system in general is to be not less than 2.3 degrees per second. It may be reduced with the consent of the Society, if hazard to the stability of the craft can occur.
C5.2.9 The average rate of turning of the secondary actuation system is to be not less than 0.5 degrees per second.
C5.2.10 Steering devices are to be provided with suitable mechanical stopping arrangements at the maximum design steering device angle.
C5.2.11 Power-operated directional control systems are to be provided with power cut-off arrangements which stop the steering device before the mechanical stoppers are reached. These arrangements are to be synchronized with the steering device itself and not with the control system.
C5.2.12 Steering devices are to be able to be locked in any required position for maintenance purposes.
C5.2.13 Power-operated directional control systems are to be provided with an overload protection device. This device is to be secured to prevent later adjustment by unauthorized persons. A means is to be provided for checking the setting while in service.
C5.2.14 The pipes of hydraulically operated control systems are to be installed in such a way as to ensure maximum protection while remaining readily accessible. They are to be installed at a sufficient distance from the craft shell.
C5.2.15 Hydraulic power supply and piping for steering is not to be used for other purposes.
At the discretion of the Society, exemptions may be permitted for water jets, azimuth thrusters and similar units.
C5.2.16 In the event of loss of hydraulic oil, it is to be possible to isolate the damaged system in such a way that the second control system remains fully serviceable.
C5.2.17 Tanks forming part of a hydraulic control system are to be fitted with oil level indicators.
C5.2.18 A low-level alarm of service tank for hydraulic control system is to be provided at the craft’s operating position.
C5.2.19 Filters for cleaning the fluid are to be located in the piping system.
C5.2.20 In power-operated hydraulic main steering control systems, a storage tank is to be provided with the capacity to refill at least one of the control systems, including the service tank.
5.3 Demonstrations
5.3.1 The limits of safe use of any of the control system devices shall be based on demonstrations and verification process in accordance with Annex 9.
5.3.2 Demonstration in accordance with Annex 9 shall determine any adverse effects upon safe operation of the craft in the event of an uncontrollable total deflection of any one control device. Any limitation on the operation of the craft as may be necessary to ensure that the redundancy or safeguards in the systems provide equivalent safety shall be included in the craft operating manual.
C5.3.3 Each power unit is to be subjected to a type test in the manufacturer’s workshop according to a programme accepted by the Society. During the test, no overheating, excessive vibration or other irregularities are to occur. After the test the power unit is to be dismantled and inspected.
C5.3.4 Pressure vessels including cylinders and pipes are to be subjected to a pressure test. The test pressure is to be 1.5 times the maximum working pressure.
Tightness tests are to be conducted on components for which this is appropriate.
5.4 Control Position
5.4.1 All directional control systems shall normally be operated from the craft‘s operating station.
5.4.2 If directional control systems can also be operated from other positions, than two-way communication shall be arranged between the operating station and these other positions.
5.4.3 Adequate indications shall be provided at the operating station and these other positions to provide the person controlling the craft with verification of the correct response of the directional control device to this demand, and also to indicate any abnormal responses or malfunction. The indications of steering response or rudder angle indicator shall be independent of the system for directional control. The logic of such feedback and indications shall be consistent with the other alarms and indications so that in an emergency operators are unlikely to be confused.
C.5.4.4 Adequate indication which other operating position in service is to be provided at the operating station.
C.5.4.5 Controls are to be independent of one another, and so designed that the control system device cannot move unintentionally.
Chapter 6
Anchoring, Towing and Berthing
C6.0 Documents to be submitted
A detailed drawing, showing all the elements necessary for the evaluation of the equipment number of the craft, is to be submitted together with the calculations of the EN number. The anchoring equipment to be fitted on the concerned craft is to be specified.
Windlass, brake and chain stopper are subject to approval by the Society, the relevant documentation is to be submitted.
6.1 General
6.1.1 A primary assumption made in this chapter is that high speed craft will only need an anchor for emergency purposes.
6.1.2 The arrangements for anchoring, towing and berthing and the local craft structure, the design of the anchor, towing and berthing arrangements and the local craft structure shall be such that risks to persons carrying out anchoring, towing or berthing procedures are kept to a minimum.
6.1.3 All anchoring equipment, towing bitts, mooring bollards, fairleads, cleats and eyebolts shall be so constructed and attached to the hull that in use up to design loads, the watertight integrity of the craft will not be impaired. Design loads and any directional limitations assumed shall be listed in the craft operating manual.
6.1.4 Under any operating load up to the breaking strength of the anchor cable or mooring lines, the loads on the bitts, bollards, etc., shall not result in damage to the hull structure that will impair its watertight integrity. A strength margin of at least 25% above the resultant load based on the minimum specified breaking strength of the relevant cable or warp shall be required.
C6.1.4. Only anchoring equipment is considered for the purpose of classification.
6.2 Anchoring
6.2.1 High speed craft shall be provided with at least one anchor with its associated cable or cable and warp and means of recovery. Every craft shall be provided with adequate and safe means for releasing the anchor, its cable and warp.
6.2.2 Good engineering practice shall be followed in the design of any enclosed space containing the anchor recovery equipment to ensure that persons using the equipment are not put at risk. Particular care shall be taken with the means of access to such spaces, the walkways, the illumination and protection from the cable and the recovery machinery.
6.2.3 Adequate arrangements shall be provided for two-way voice communication between the operating compartment and persons engaged in dropping, weighing or releasing the anchor.
6.2.4 The anchoring arrangements shall be such that any surfaces against which the cable may chafe (for example, hawse pipes and hull obstructions) are designed to prevent the cable from being damaged and fouled. Adequate arrangements shall be provided to secure the anchor under all operational conditions.
6.2.5 The craft shall be protected so as to minimize the possibility of the anchor and cable damaging the structure during normal operation.
6.3 Towing
6.3.1 Adequate arrangements shall be provided to enable the craft to be towed in the worst intended conditions.
Where towage is to be from more than one point a suitable bridle shall be provided.
6.3.2 The towing arrangements shall be such that any surfaces against which the towing cable may chafe (for example, fairleads), is of sufficient radius to prevent the cable being damaged when under load.
6.3.3 The maximum permissible speed at which the craft may be towed shall be included in the operating manual.
6.4 Berthing
6.4.1 Where necessary, suitable fairleads, bitts and mooring ropes shall be provided.
6.4.2 Adequate storage space for mooring lines shall be provided such that they are readily available and secured against the high relative wind speeds and accelerations which may be experienced.
C6.5 Equipment
C6.5.1 General
.1 The anchoring equipment required in C6.5.2 is intended for temporary, occasional mooring of a craft within a harbour or sheltered area when the craft is awaiting berth, tide, etc.
.2 The equipment is therefore not designed to hold a craft off fully exposed coasts in rough weather or to stop a craft which is moving or drifting. In this condition the loads on the anchoring equipment increase to such a degree that its components may be damaged or lost owing to the high energy forces generated, particularly in large craft.
.3 For craft where frequent anchoring in open sea is expected, the owner's and shipyard's attention is drawn to the fact that anchoring equipment should be provided in excess of the requirements of these Rules.
.4 The anchoring equipment required in C6.5.2 is designed to hold a ship in good holding ground in conditions such as to avoid dragging of the anchor. In poor holding ground the holding power of the anchors will be significantly reduced.
.5 For small craft, with a length L 25 m, some partial exemption from these Rules may be accepted especially for what concerns anchor operation; in particular, where proper and safe anchor operation is assured, hand-operated machinery and/or absence of hawse pipe may be accepted.
C6.5.2 Equipment number C6.5.2.1 General
.1 The equipment is in general to be in accordance with the requirements given in Table C6.5.1, and may be reduced as per Table C6.5.2 in accordance with the ship's Service Restriction Notation.
.2 When two bow anchors are fitted, the mass of each anchor, the diameter and the length of each chain cable are to comply with the requirements of the above-mentioned table.
.3 The equipment number EN is to be calculated as follows:
0.1A BH 2 EN2/3 where:
△ = the maximum displacement (t)
H = effective height (m) from the summer load waterline to the top of the uppermost deckhouse, to be measured as follows:
i isin h a
H
a = the distance (m) from summer load water line amidships to the upper deck at side
hi = the height (m) on the centerline of each tier of deck houses having an actual breadth greater than B/4, where B is the breadth (m) as defined in C3.1.4 of Chapter 3
i = the angle of inclination aft of each front bulkhead as shown on Figure C6.5.1.
A = the area (m2) in profile view of the hull superstructures and deck houses above the summer load waterline which is within the rule length of the craft defined in C3.1.4 of Chapter 3 and with a breadth greater than B/4.
In the measurement of Σhi and A, sheer and trim are to be ignored.
If a deck house broader than B/4 is placed on top of another deck house equal to or less than B/4 in breadth, only the widest is to be considered and the narrowest may be ignored.
Windscreens or bulwarks and hatch coamings more than 1.5 m in height above the deck at side are to be regarded as parts of superstructures and houses when determining H and A.
In the calculation of A, when a bulwark is more than 1.5 m in height, the crosshatched area of Figure C6.5.1 is to be considered.
For catamarans, the cross-sectional area of the tunnel above the waterline may be deducted from BH in the formula.
C6.5.3 Anchors
C6.5.3.1 Mass of anchors
.1 Table C6.5.1 indicates the mass of a "high holding power anchor" (HHP) i.e. anchor having a holding power greater than that of an ordinary anchor.
.2 "Super high holding power anchors" (SHHP), i.e. anchors having a holding power equal to, at least, four times that of an ordinary anchor, may be used as indicated in Table C6.5.1.
.3 The actual mass of each anchor may vary within (+7, -7) percent of the value shown in the table, provided that the total mass of anchors is not less than would have been required for anchors of equal mass.
.4 Normally HHP or SHHP anchors are to be used. Possible use of ordinary anchors would be specially considered by the Society.
C6.5.3.2 Anchor design
.1 Anchors are to have appropriate shape and scantlings in compliance with Society requirements and are to be constructed in compliance with Society requirements.
.2 A high or super high holding power anchor is to be suitable for use on board without any prior adjustment or
.2 A high or super high holding power anchor is to be suitable for use on board without any prior adjustment or