Section
5 Equipment
5.1 Scope
5.1.2 The anchors,
cables, towlines and mooring wires required by this Section are based
on the following conditions:
-
Current of river,
maximum 8 km/h;
-
Anchoring grounds
being such that an approved standard type anchor has a holding power
in the particular soil not less than six times its weight.
5.1.4 The equipment of Inland Waterway vessels intended to navigate on the river
Rhine and other European waterways must also comply with the, European Standard laying
down Technical Requirements for Inland Navigation vessels (ES-TRIN) as applicable.
5.2 General
5.2.1 To entitle a ship to the figure 1 in its character of
classification, the equipment is to be provided in accordance with this Section or in
accordance with established National or International Regulations as agreed by the
Committee, e.g. the European Standard laying down Technical Requirements for Inland
Navigation vessels (ES-TRIN).
5.2.2 Where
the Committee has agreed that anchoring and mooring equipment need
not be fitted in view of the particular service of the ship, the character
letter N will be assigned. See also
Pt 1, Ch 2, 2.2 Character symbols 2.2.2.
5.2.3 Where
the ship is intended to perform its primary designed service function
only while it is anchored, moored, towed or linked, the character
letter T will be assigned. See also
Pt 1, Ch 2, 2.2 Character symbols 2.2.2.
5.2.4 For classification
purposes, the character figure 1, or either of the character
letters N or T, is to be assigned.
5.3 Symbols and definitions
5.3.1 The following
symbols and definitions are applicable to this Chapter unless otherwise
stated:
T as defined in Pt 3, Ch 1, 6.1 Principal particulars
L
oa is the overall
length of the hull, in metres
|
B
e
|
= |
the maximum breadth of the hull, in metres, measured to the
outer edge of the shell plating at draught T
|
|
T
e
|
= |
the maximum draught measured to the lowest outer part of the
keel plate. |
5.4 Bow anchors
5.4.1 For ships
carrying cargoes, the total mass P of the bow anchors is to be calculated
in accordance with the following formula:
where
For pushbarges k = c
Table 12.5.1 Values of coefficient c
| Deadweight, in metric tonnes
|
Coefficient c
|
| < 400
|
45
|
| > 400 ≤ 650
|
55
|
| > 650 ≤1000
|
65
|
| > 1000
|
70
|
5.4.2 For passenger
ships and ships not intended for the carriage of goods, such as tugs
and launches, the total mass P of the bow anchors is
to be calculated in accordance with the following formula, see
also
Pt 3, Ch 12, 5.4 Bow anchors 5.4.4:
where
|
k |
= |
|
|
c |
= |
Coefficient as per Table 12.5.1 Values of coefficient c
, except that, for obtaining this
empirical coefficient, the maximum displacement in m3 instead of the
deadweight in metric tonnes shall be used. |
5.4.4 For passenger
ships intended to navigate on the Rhine downstream of 855 km (Emmerich)
for which a certificate needs to be issued in accordance with the
Rhine Inspection Regulations, attention is drawn to the increased
anchor mass requirements as per Chapter 10 of the Rhine Inspection
Regulations.
5.5 Stern anchors
5.5.1 Stern
anchors are not required for:
-
Vessels for which
the calculated stern anchor mass is less than 150 kg;
-
Barges being pushed.
5.5.3 Vessels
with an overall length exceeding 86 m shall be equipped with one or
two stern anchors with a total mass of at least 50 per cent of mass P calculated in accordance with Pt 3, Ch 12, 5.4 Bow anchors 5.4.1.
5.5.4 Vessels
intended to propel rigid convoys not exceeding 86 m in length shall
be equipped with stern anchors of a total mass at least equal to 25
per cent of the mass P calculated in accordance with Pt 3, Ch 12, 5.4 Bow anchors 5.4.1 using the maximum main dimensions
of the formation. The composition and maximum dimensions of the formation
to be pushed will be entered in the class certificate.
5.5.5 Vessels
intended to propel rigid convoys exceeding 86 m in length shall be
equipped with stern anchors of a total mass at least equal to 50 per
cent of the mass P calculated in accordance with Pt 3, Ch 12, 5.4 Bow anchors 5.4.1 using the maximum main dimensions
of the formation. The composition and maximum dimensions of the formation
to be pushed will be entered in the class certificate.
5.5.6 The required mass calculated in accordance with Pt 3, Ch 12, 5.5 Stern anchors 5.5.2 applies to ordinary stockless stern
anchors. When anchors of a design approved for the designation ‘High Holding Power’
(HHP) are used, the mass of each such anchor may be reduced by the percentages given in
ESI-II-9 Section 1 of European Standard laying down Technical Requirements for Inland
Navigation vessels (ES-TRIN) subject to agreement with the competent authority.
5.6 High holding power anchors
5.6.1 When high holding power anchors are used as bower anchors, the mass of
each such anchor may be 75 per cent of the mass calculated for ordinary stockless
bower anchors.
5.6.3 The anchor is to be suitable for the ship’s use and is not to require prior
adjustment or special placement on the riverbed.
5.6.4 High holding power anchors are to be of a design that will ensure that
the anchors will take effective hold of the riverbed without undue delay and will
remain stable, for holding forces up to those required by Pt 3, Ch 12, 5.6 High holding power anchors 5.6.2,
irrespective of the angle or position at which they first settle on the river bed
when dropped from a normal type of hawse pipe. In case of doubt, a demonstration of
these abilities may be required.
5.7 Special anchors
5.7.1 For ships operating in European inland waterways, the required mass
calculated in accordance with Pt 3, Ch 12, 5.4 Bow anchors, Pt 3, Ch 12, 5.5 Stern anchors or Pt 3, Ch 12, 5.6 High holding power anchors,
as applicable, can be reduced by the percentages given in ESI-II-9 Section 1 of
European Standard laying down Technical Requirements for Inland Navigation
vessels (ES-TRIN) subject to agreement with the competent authority.
5.8 Number of anchors
5.8.1 The total
mass P as required for bow anchors may be distributed
between one or two anchors.
5.8.2 Where a vessel is equipped with only a single bow anchor and the hawse pipe
is located on the centreline, the mass P may be reduced by 15 per cent.
5.8.3 The total
mass required for stern anchors for pushers and vessels whose maximum
length exceeds 86 m may be distributed between one or two anchors.
5.8.4 The mass
of the lightest anchor shall not be less than 45 per cent of the required
total mass for the anchors.
5.9 Chain cables
5.9.1 An easy lead of the cables from the windlass to the anchors and chain lockers is to be
arranged.
5.9.2 The minimum
breaking load of chain cables shall be determined in accordance with Table 12.5.2 Minimum breaking load R of
chain cable .
Table 12.5.2 Minimum breaking load R of
chain cable
| Anchor mass
[kg]
|
R[kN]
|
| ≤ 500
|
0,35P
|
| > 500 and ≤
2000
|
|
| > 2000
|
0,25P’
|
| Symbols
|
|
Where the actual anchor mass is greater than required, P ’
is to be taken as the actual anchor mass
Where the actual anchor is an anchor of the High Holding
Power type, the equivalent mass of a normal anchor is to be used for
P’
|
5.9.3 The minimum
length of each chain cable shall be determined in accordance with Table 12.5.3 Minimum length of chain
cable.
Table 12.5.3 Minimum length of chain
cable
| Overal
length of vessel, L
oa in m
|
Minimum length of chain cable, in metres
|
| Zones 2 and 3
|
Zone 1
|
| < 30
|
40
|
L
oa + 10 with a minimum of 40 m and need not be greater than 100 m
|
| ≥ 30 and ≤ 50
|
L
oa + 10
|
| > 50
|
60
|
5.9.5 The use
of steel wires instead of anchor chains is permitted. Steel wires
are to have a breaking strength not less than that required for chain
cables and their length is to be 20 per cent greater than the required
length of the chain cable.
5.9.7 In conjunction
with HHP anchors, only Grade U2 or ISO Grade 40 chain cable is to
be used, except that, when desired by Owners, for HHP anchors having
a mass of 300 kg or less, Grade U1 chain cable may be used, provided
the required breaking strength of the chain cable as per Pt 3, Ch 12, 5.9 Chain cables 5.9.2 is increased by 10 per cent.
5.9.8 The form and proportions of links and shackles are to be in accordance with
Ch 10 Equipment for Mooring and Anchoring or the Rules for the Manufacture, Testing and
Certification of Materials and/or with the following International Standards;
- ISO 1834: Short link chain for lifting purposes – General conditions of
acceptance;
- ISO 1835: Round steel short link chains for lifting purposes – Medium
tolerance sling chains – Grade 4, stainless steel;
- ISO 1836: Short link chain for lifting purposes – Grad M (4), calibrated, for
chain hoists and other lifting appliances;
- ISO 1704: Ships and marine technology – Stud link anchor chains, or
- DIN 766A
5.10 Correction of required minimum mass
5.11 Testing of equipment
5.11.2 Test
certificates showing particulars of weights of anchors, or size and
weight of cable and of the test loads applied are to be provided.
These certificates are to be examined by the Surveyors when the anchors
and cables are placed on board the ship.
5.11.6 For ships certified in accordance with the European Standard laying down
Technical Requirements for Inland Navigation vessels (ES-TRIN), a certificate in
accordance with European Standard EN 10 204 Metallic Products shall be kept on
board for the required towlines and mooring lines.
5.12 Anchors’ general requirements
5.12.1 Anchors
are to be of an approved design and of a type suitable for the intended
service. The design of all anchor heads is to be such as to minimise
stress concentrations and, in particular, the radii on all parts of
cast anchor heads are to be as large as possible, especially where
there is considerable change of section.
5.12.2 The mass
of the head, including pins and fittings, of an ordinary stockless
anchor is to be not less than 60 per cent of the total mass of the
anchor.
5.12.3 The use
of cast iron anchors is prohibited.
5.13 Towlines and mooring lines
5.13.1 Ships
with an overall length not less than 20 m shall be equipped with at
least 3 mooring lines. Their lengths are to be in accordance with Table 12.5.5 Required length of mooring
lines.
Table 12.5.5 Required length of mooring
lines
| Item
|
Requirement
|
| 1st Line
|
L
m1 = L
oa + 20 but need not be greater than 100 m
|
| 2nd Line
|
L
m2 = 2/3 L
m1
|
| 3rd Line
|
L
m3 = 1/3 L
m1
|
|
L
m1, L
m2, L
m3 = required length of respective mooring line, in metres
|
| The
3rd line need not be fitted on ships having a length less than
20 m
|
5.13.2 The
required breaking strength of the mooring lines is to be in accordance
with Table 12.5.6 Required breaking load of
mooring.
Table 12.5.6 Required breaking load of
mooring
| For ships
where
|
Requirement
|
|
L
oa x B
e x T
e ≤ 1000
|
R
s = 60 + 0,1 (L
oa
B
e
T
e)
|
|
L
oa x B
e x T
e > 1000
|
R
s = 150 + 0,01 (L
oa
B
e
T
e)
|
|
R
s = minimum breaking load, in kN
|
5.13.3 Tugs
intended for towing shall be equipped with a number of towlines suitable
for the intended service. The main towline shall have a length of
at least 100 m and shall have a breaking load, in kN, not less than
one third of the total power, in kW, of the main engine(s).
5.13.4 Motor
ships and pushers intended for towing shall be equipped with a towline
having a length of at least 100 m and a breaking load, in kN, not
less than one quarter of the total power, in kW, of the main engine(s).
5.13.5 Towlines
and mooring lines may be of wire, natural fibre or synthetic fibre.
The diameter, construction and specification of wire or natural fibre
towlines are to comply with the requirements of Ch 10 Equipment for Mooring and Anchoring of LR’s Rules for Materials.
5.13.6 Attention
is drawn to the requirements of the ADN where it is required that
tankers of Type G, C and N are being moored with steel wires during
loading and discharging.
5.13.7 Means
are to be provided to enable mooring lines to be efficiently secured
on board ship by an adequate number of suitably placed bollards on
either side of the ship.
5.14 Windlasses
5.14.2 On ships
equipped with anchors having a mass of over 50 kg, windlass(es) of
sufficient power and suitable for the type and size of chain cable
are to be fitted. Arrangements for anchor davits will be specially
considered.
5.14.3 The
windlasses may be hand or power-operated. Hand operated windlasses
are only acceptable if the effort required at the handle does not
exceed 15 kgf for raising one anchor at a speed of not less than 2
m/min and making about 30 turns of the handle per minute.
5.14.4 The
capability of the power-operated windlass to break out and raise the
anchor at a mean speed of not less than 9 m/min is to be proven during
the trials.
5.14.5 Winches
suitable for operation by hand as well as by external power are to
be so constructed that the power drive cannot activate the hand drive.
5.15 Structural requirements
5.15.1 The windlass or winch is to be efficiently bedded and secured to the deck.
The thickness of the deck in way of the windlass is to be adequate for the loads imposed
by the winch. The supporting structure for the anchor windlass is to be adequate for the
greater of the brake holding load and a load equal to 45 per cent of the Rule breaking
load of the cable passing over them. The structural design integrity of the bedplate is
the responsibility of the Shipbuilder and windlass or winch manufacturer.
5.15.2 Where cables pass through stoppers, these stoppers are to be manufactured
from ductile material and be designed to minimise the possibility of damage to, or
snagging of, the cable. They are to be capable of withstanding without permanent
deformation a load equal to 80 per cent of the Rule breaking load of the cable passing
over them. The supporting structure is to be adequate for these loads.
5.15.3 Hawse
pipes and anchor pockets are to be of ample thickness and of a suitable
size and form to house the anchors efficiently, preventing, as much
as practicable, slackening of the cable or movements of the anchor
being caused by wave action. The shell plating and framing in way
of the hawse pipes are to be reinforced as necessary. In case a bulbous
bow has been fitted, reinforcing is also to be arranged in way of
those parts of bulbous bows liable to be damaged by anchors or cables.
Substantial chafing lips are to be provided at shell and deck. These
are to have sufficiently large, radiused faces to minimise the probability
of cable links being subjected to high bending stresses.
5.15.4 The
chain locker is to be of a capacity and depth adequate to provide
an easy direct lead for the cable into the chain pipes, when the cable
is fully stowed. Chain or spurling pipes are to be of suitable size
and provided with chafing lips. The port and starboard cables are
to be separated by a division in the locker.
5.15.5 Where
means of access is provided to the chain locker, it is to be closed
by a substantial cover and secured by closely spaced bolts.
5.15.6 Chain
lockers and spurling pipes are to be watertight up to the exposed
weather deck and the space is to be efficiently drained. However,
bulkheads between separate chain lockers, or which form a common boundary
of chain lockers, need not be watertight.
5.15.7 Provision is to be made for securing the bitter end of the chain cable to
the ship structure. The fastening for securing the bitter end is to be capable of
withstanding a force of not less than 15 per cent and not greater than 30 per cent of
the minimum breaking strength of the as fitted chain cable. It is to be provided with
suitable means such that, in case of emergency, the chain cable may be easily slipped to
sea from an accessible position outside the chain cable locker. Where the mechanism for
slipping the chain cable to sea penetrates the chain locker bulkhead, this penetration
is to be made watertight.
5.15.8 Alternatively the cable end connection may be accepted where it has been designed and
constructed to a recognised National or International Standard.
5.15.9 The cable clench supporting structure is to be adequately stiffened in accordance with
the breaking strength of the fastening provided.
5.15.10 When
wire rope instead of chain is used for the anchor cable, it is to
be stored on a suitably designed drum or reel. Fairleads intended
for use with wire rope cable are to be designed to minimise wear and
to avoid kinking or other damage occurring to the rope.
|