РОССИЙСКИЙ МОРСКОЙ РЕГИСТР СУДОХОДСТВА RUSSIAN MARITIME REGISTER OF SHIPPING

ПРИЛОЖЕНИЕ К ПРАВИЛАМ И РУКОВОДСТВАМ РОССИЙСКОГО МОРСКОГО РЕГИСТРА СУДОХОДСТВА

ПРОЦЕДУРНЫЕ ТРЕБОВАНИЯ, УНИФИЦИРОВАННЫЕ ИНТЕРПРЕТАЦИИ И РЕКОМЕНДАЦИИ МЕЖДУНАРОДНОЙ АССОЦИАЦИИ КЛАССИФИКАЦИОННЫХ ОБЩЕСТВ

SUPPLEMENT ТО RULES AND GUIDELINES OK RUSSIAN MARITIME REGISTER OF SHIPPING

IACS PROCEDURAL REQUIREMENTS, UNIFIED INTERPRETATIONS AND RECOMMENDATIONS

ND No. 2-020I0I-12I-R-E

2019

СОДЕРЖАНИЕ

CONTENTS

Процедурные требования МАКО IACS Procedural Requirements

Название документа Document name

Procedure for calculation and verification of    Document is

the Energy Efficiency Design Index (EEDI)    applied from

1 July 2019

Применение: Руководство no применению попожений международной конвенции МАРПОЛ 73/78, часть VI, пункт 2.6.20.

Application: Guidelines on the Application of Provisions of the International Convention MARPOL 73/78, Part VI, para 2.6.20.

Унифицированные интерпретации МАКО IACS Unified Interpretations

Номер документа    Название документа    Примечание

Document number    Document name    Note

1. SC 191 (Rev.8 Apr 2019) IACS Unified Interpretations (Ul) SC 191 for

the application of amended SOLAS regulation 11-1/3-6 (resolution MSC. 151 (78)) and revised Technical provisions for means of access for Inspections (resolution MSC. 158(78))

Применение: Правила классификации и постройки морских судов (2017), часть III, пункт 7.14.2. Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part III. para 7.14.2.

2. SC 226 (Rev.1 Dec 2012) IACS Unified Interpretations (Ul) on    Document    is

the application of SOLAS regulations to    applied    from

conversions of Single-Hull Oil Tankers to    1    January    2014

Double-Hull Oil Tankers or Bulk Carriers

Применение: Правила классификации и постройки морских судов (2017), часть I, пункт 3.1.3. Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part I, para 3.1.3.

3.    SC 244 (Rev.1 Nov 2012)    Load testing of hooks for primary release    Document is

(Corr.1 Nov 2015)    of lifeboats and rescue boats    applied from

1 January 2014

Применение: Правила по оборудованию морских судов (2017), часть II. пункт 1.3.2.1.

Application: Rules for the Equipment of Sea-Going Ships (2017), Part II. para 1.3.2.1.

4.    SC 249 (Rev.1 Feb 2013)    Implementation of SOLAS 11-1, Regulation    3-5    Document is

and MSC. 1/Circ.1379    applied from

1 July 2013

Применение: Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть V, пункт 19.1.7.

Application: Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships, Part V. para 19.1.7.

5.    MPC2 (Rev. 1 Aug 2015)    Operational manuals for oil discharge monitoring    Document is

and control systems    applied from

1 July 2016

Применение: Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть V, пункт 19.7.2.1.

Application: Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships, Part V, para 19.7.2.1.

Table 4 Anchoring equipment for ships in unsheltered water with depth up to 120 m Equipment Number High holding power    Stud link chain cable ENi    stockless bower anchors    for bower anchors Min. diameter

Exceeding Not exceeding Number Mass per anchor (kg) Length (m) Special quality (Grade 2) (mm) Extra special quality (Grade 3) (mm) 1790 2 14150 1017.5 105 84 1790 1930 2 14400 990 105 84 1930 2080 2 14800 990 105 84 2080 2230 2 15200 990 105 84 2230 2380 2 15600 990 105 84 2380 2530 2 16000 990 105 84 2530 2700 2 15900 990 105 84 2700 2870 2 15800 990 105 84 2870 3040 2 15700 990 105 84 3040 3210 2 15600 990 105 84 3210 3400 2 15500 990 105 84 3400 3600 2 15400 990 105 84 3600 3800 2 16600 990 107 87 3800 4000 2 17800 962.5 107 87 4000 4200 2 18900 962.5 111 90 4200 4400 2 20100 962.5 114 92 4400 4600 2 22000 962.5 117 95 4600 4800 2 22400 962.5 120 97 4800 5000 2 23500 962.5 124 99 5000 5200 2 24000 935 127 102 5200 5500 2 24500 907.5 132 107 5500 5800 2 25000 907.5 132 107 5800 6100 2 25500 880 137 111 6100 6500 2 25500 880 142 114 6500 6900 2 26000 852.5 142 117 6900 7400 2 26500 852.5 147 117 7400 7900 2 27000 825 152 122 7900 8400 2 27000 825 - 127 8400 8900 2 27000 797.5 - 127 8900 9400 2 27000 770 - 132 9400 10000 2 27000 770 - 137 10000 10700 2 27000 770 . 142 10700 11500 2 27000 770 - 142 11500 12400 2 29500 770 ■ 147 12400 13400 2 31500 770 - 152 13400 14600 2 34500 770 - 157 14600 2 38000 770 - 162

1.2.3 Anchors

The bower anchors should be connected to their chain cables and positioned on board ready for use.

Anchors should be of the stockless High Holding Power (HHP) type. The mass of the head of a stockless anchor, including pins and fittings, should not be less than 60% of the total mass of the anchor. For the conditions of HHP anchors reference is made to A1.4.1.2 (a) and for the approval and/or acceptance of HHP anchors reference is made to A1.4.1.2 (c).

The mass, per anchor, of bower anchors given in Table 4 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 should not be less than that recommended for anchors of equal mass.

Suitable arrangements should be provided for securing the anchors when stowed, see 1.3.3.

For manufacture of anchors reference is made to UR W29. For proof testing of the anchors reference is made to A1.4.4.2.

1.2.4 Chain cables for bower anchors

Bower anchors should be associated with stud link chain cables of special (Grade 2) or extra special (Grade 3) quality. The total length of chain cable, as given in Table 4 should be reasonably divided between the two bower anchors. For the proof and breaking loads of stud link chain cables reference is made to A1.5.3, Table 4

For manufacture of anchor chain cables reference is made to UR W18.

For the installation of the chain cables on board, 1.3 should be observed.

1.2.5 Anchor windlass and chain stopper

The windlass unit prime mover should be able to supply for at least 30 minutes a continuous duty pull Zoom, in N. given by:

Zconi = 35 d² + 13.4 m_A

where

d = chain diameter, in mm, as per Table 4 m_A = НИР anchor mass, in kg, as per Table 4

As far as practicable, for testing purpose the speed of the chain cable during hoisting of the anchor and cable should 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 should be at least 4.5 m/min.

For the hull supporting structure of anchor windlass and chain stopper reference is made to A1.7.

1.3 Installation of chain cables and anchors on board

1.3.1 Capacity and arrangement of anchor chain locker

(a)    The chain locker should be of capacity and depth adequate to provide an easy direct lead of the cables through the chain pipes and a self-stowing of the cables. The chain locker should be provided with an internal division so that the port and starboard chain cables may be fully and separately stowed.

(b)    The chain locker boundaries and their access openings should be watertight as necessary to prevent accidental flooding of the chain locker and damaging essential auxiliaries or equipment or affecting the proper operation of the ship.

(c)    Adequate drainage facilities of the chain locker should be adopted.

1.3.2 Securing of the inboard ends of chain cables

(a)    The inboard ends of the chain cables should be secured to the structures by a fastening able to withstand a force not less than 15% BL nor more than 30% BL (BL = breaking load of the chain cable).

(b)    The fastening should be provided with a mean suitable to permit, in case of emergency, an easy slipping of the chain cables to sea. operable from an accessible position outside the chain locker.

1.3.3 Securing of stowed anchors

(a)    To hold the anchor tight in against the hull or the anchor pocket, respectively, it is recommended to fit anchor lashings, e g., a devil's claw*.

(b)    Anchor lashings should be designed to resist a load at least corresponding to twice the anchor mass plus 10 m of cable without exceeding 40% of the yield strength of the material.

2. Mooring and towing equipment

2.1    Mooring lines

The mooring lines for ships with Equipment Number EN of less than or equal to 2000 are given in 2.1.1. For other ships the mooring lines are given in 2.1.2.

The Equipment Number EN should be calculated in compliance with A1.2. Deck cargo as given by the loading manual should be included for the determination of side-projected area A.

2.1.1    Mooring lines for ships with EN s 2000

The minimum recommended mooring lines for ships having an Equipment Number EN of less than or equal to 2000 are given in Table 5.

For ships having the ratio A/EN > 0.9 the following number of lines should be added to the number of mooring lines as given by Table 5:

One line where	A 0.9 < — EN	< 1.1,
two lines where	. „ A 1.1 <- EN	S1.2,
three lines where	1.2 < — EN

2.1.2 Mooring lines for ships with EN > 2000

The minimum recommended strength and number of mooring lines for ships with an Equipment Number EN > 2000 are given in 2.1.2.1 and 2.1.2.2, respectively. The length of mooring lines is given by 2.1.3.

The strength of mooring lines and the number of head, stern, and breast lines (see Note) for ships with an Equipment Number EN > 2000 are based on the side-projected area Ai. Side projected area Ai should be calculated similar to the side-projected area A according to A1.2 but considering the following conditions:

• For oil tankers, chemical tankers, bulk carriers, and ore carriers the lightest ballast draft should be considered for the calculation of the side-projected area Ai. For other ships the lightest draft of usual loading conditions should be considered if the ratio of the freeboard in the lightest draft and the full load condition is equal to or above two. Usual loading conditions mean loading conditions as given by the trim and stability booklet

that are to be expected to regularly occur during operation and, in particular, excluding light weight conditions, propeller inspection conditions, etc.

•    Wind shielding of the pier can be considered for the calculation of the side-projected area Ai unless the ship is intended to be regularly moored to jetty type piers. A height of the pier surface of 3 m over waterline may be assumed, i.e. the lower part of the side-projected area with a height of 3 m above the waterline for the considered loading condition may be disregarded for the calculation of the side-projected area Ai.

•    Deck cargo as given by the loading manual should be included for the determination of side-projected area A₍. Deck cargo may not need to be considered if a usual light draft condition without cargo on deck generates a larger side-projected area Ai than the full load condition with cargo on deck. The larger of both side-projected areas should be chosen as side-projected area Ai.

The mooring lines as given here under are based on a maximum current speed of 1.0 m/s and the following maximum wind speed v«, in m/s:

v_w = 25.0 - 0.002 (Ai - 2000) for passenger ships, ferries, and car carriers

with 2000 m² < Ai s 4000 m² = 21.0    for    passenger    ships, ferries, and car carriers

with Ai > 4000 m² = 25.0    for    other ships

The wind speed is considered representative of a 30 second mean speed from any direction and at a height of 10 m above the ground. The current speed is considered representative of the maximum current speed acting on bow or stern (±10°) and at a depth of one-half of the mean draft. Furthermore, it is considered that ships are moored to solid piers that provide shielding against cross current.

Additional loads caused by. e g., higher wind or current speeds, cross currents, additional wave loads, or reduced shielding from non-solid piers may need to be particularly considered. Furthermore, it should be observed that unbeneficial mooring layouts can considerably increase the loads on single mooring lines.

Note:

The following is defined with respect to the purpose of moonng lines, see also figure below:

Breast line: A mooring line that is deployed perpendicular to the ship, restraining the ship in the off-berth direction.

Spring line: A mooring line that is deployed almost parallel to the ship, restraining the ship in fore or aft direction.

Head/Stem line: A mooring line that is oriented between longitudinal and transverse direction, restraining the ship in the off-berth and in fore or aft direction. The amount of restraint in fore or aft and off-berth direction depends on the line angle relative to these directions.

2.1.2.1 Minimum breaking strength

The minimum breaking strength, in kN, of the mooring lines should be taken as:

MBL = 0.1 A, + 350

The minimum breaking strength may be limited to 1275 kN (1301). However, in this case the moorings are to be considered as not sufficient for environmental conditions given by 2.1.2. For these ships, the acceptable wind speed v_w*. in m/s, can be estimated as follows:

I MBL*

^V" "^V* V MBL

where v_w is the wind speed as per 2.1.2. MBL* the breaking strength of the mooring lines intended to be supplied and MBL the breaking strength as recommended according to the above formula. However, the minimum breaking strength should not be taken less than corresponding to an acceptable wind speed of 21 m/s:

MBL* >

If lines are intended to be supplied for an acceptable wind speed v_w* higher than v_w as per 2.1.2, the minimum breaking strength should be taken as:

2.1.2.2 Number of mooring lines

The total number of head, stern and breast lines (see Note in 2.1.2) should be taken as:

n = 8.3 10⁴ A, + 6

For oil tankers, chemical tankers, bulk carriers, and ore carriers the total number of head, stem and breast lines should be taken as:

n = 8.3-10^-4 A, +4

The total number of head, stern and breast lines should be rounded to the nearest whole number.

The number of head, stern and breast lines may be increased or decreased in conjunction with an adjustment to the strength of the lines. The adjusted strength, MBL*. should be taken as:

MBL* = 1.2 MBL n/n* < MBL for increased number of lines,

MBL* = MBL ■ n/n*    for    reduced    number    of lines.

where n* is the increased or decreased total number of head, stern and breast lines and n the number of lines for the considered ship type as calculated by the above formulas without rounding.

Vice versa, the strength of head, stern and breast lines may be increased or decreased in conjunction with an adjustment to the number of lines.

The total number of spring lines (see Note in 2.1.2) should be taken not less than:

Two lines where EN < 5000,

Four lines where EN > 5000.

The strength of spring lines should be the same as that of the head, stem and breast lines. If the number of head, stem and breast lines is increased in conjunction with an adjustment to the strength of the lines, the number of spring lines should be likewise increased, but rounded up to the nearest even number.

2.1.3 Length of mooring lines

The length of mooring lines for ships with EN of less than or equal to 2000 may be taken from Table 5. For ships with EN > 2000 the length of mooring lines may be taken as 200 m.

The lengths of individual mooring lines may be reduced by up to 7% of the above given lengths, but the total length of mooring lines should not be less than would have resulted had all lines been of equal length.

2.2 Tow line

The tow lines are given in Table 6 and are intended as own tow line of a ship to be towed by a tug or other ship. For the selection of the tow line from Table 6, the Equipment Number EN should be taken according to 2.1.

2.4    Mooring winches

2.4.1    Each winch should be fitted with brakes the holding capacity of which is sufficient to prevent unreeling of the mooring line when the rope tension is equal to 80% of the minimum breaking strength of the rope as fitted on the first layer. The winch should be fitted with brakes that will allow for the reliable setting of the brake rendering load.

2.4.2    For powered winches the maximum hauling tension which can be applied to the mooring line (the reeled first layer) should not be less than 1/4.5 times, nor be more than 1/3 times the rope's minimum breaking strength. For automatic winches these figures apply when the winch is set to the maximum power with automatic control.

2.4.3    For powered winches on automatic control, the rendering tension which the winch can exert on the mooring line (the reeled first layer) should not exceed 1.5 times, nor be less than

1.05    times the hauling tension for that particular power setting of the winch. The winch should be marked with the range of rope strength for which it is designed.

2.5    Mooring and towing arrangement

2.5.1    Mooring arrangement

Mooring lines in the same service (e.g. breast lines, see Note in 2.1.2) should be of the same characteristic in terms of strength and elasticity.

As far as possible, sufficient number of mooring winches should be fitted to allow for all mooring lines to be belayed on winches. This allows for an efficient distribution of the load to all mooring lines in the same service and for the mooring lines to shed load before they break. If the mooring arrangement is designed such that mooring lines are partly to be belayed on bitts or bollards, it should be considered that these lines may not be as effective as the mooring lines belayed on winches.

Mooring lines should have as straight a lead as is practicable from the mooring drum to the fairlead.

At points of change in direction sufficiently large radii of the contact surface of a rope on a fitting should be provided to minimize the wear experienced by mooring lines and as recommended by the rope manufacturer for the rope type intended to be used.

2.5.2    Towing arrangement

Towing lines should be led through a closed chock. The use of open fairleads with rollers or closed roller fairleads should be avoided.

For towing purpose it is recommended to provide at least one chock close to centreline of the ship forward and aft. It is also beneficial to provide additional chocks on port and starboard side at the transom and at the bow.

Towing lines should have a straight lead from the towing bitt or bollard to the chock.

For the purpose of towing, bitts or bollards serving a chock should be located slightly offset and in a distance of at least 2 m away from the chock, see figure below:

6.    MPC6 (Rev. 1 Aug 2015) Calculation of aggregate capacity of SBT    Document    is

applied from 1 July 2016

Применение: Руководство по применению положений международной конвенции МАРПОЛ 73/78, часть II, пункт 3.5.1.1.

Application:    Guidelines    on the Application of Provisions of the International Convention MARPOL 73/78.

part VI. para 3.5.1.1.

7.    MODU 1 (Rev.1 Oct 2015) IACS Unified Interpretations for the application    Document    is

of MODU Code Chapter 2 paragraphs 2.1. 2.2,    applied    from

2.3.2.4 and revised technical provisions for means 1 January 2017 of access for inspections (resolution MSC.158(78))

Применение: Правила классификации, постройки и оборудования плавучих буровых установок и морских стационарных платформ (2014), часть III. пункт 9.3.1.1.

Application:    Rules for the Classification. Construction and Equipment of Mobile Offshore Drilling Units

and Fixed Offshore Platforms (2014). Part III. para 9.3.1.1.

Рекомендации MAKO IACS Recommendations

Номер документа    Название    документа

Document number    Document name

1.    Rec. No. 10 (Rev.3 October 2016, Corr. 1 Dec. 2016) Anchoring, Mooring and Towing Equipment Применение: Правила классификации и постройки морских судов (2018), часть III «Устройства,

оборудование и снабжение» (пункт 4.2.3)

Application:    Rules for the Classification and Construction of Sea-Going Ships (2018), Part III «Equipment,

Arrangements and Outfit» (para 4.2.3)

2.    Rec. No. 47 (Rev.8 October 2017)    Shipbuilding and Repair Quality Standard

Применение: Правила классификационных освидетельствований судов в эксплуатации (2018),

часть I (пункт 5.13). приложение 2 (пункт 5.1.12). приложение 3 (пункт 7).

Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть I. приложение 3 (пункт 7.4)

Application:    Rules for the Classification Surveys of Ships in Service (2018), Part I (para 5.13), Appendix 2

(para 5.1.12), Appendix 3 (para 7).

Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships. Part I. Appendix 3 (para 7.4)

3.    Rec. No 55 (Rev.1 June 2016)    General Cargo Ships - Guidance for Surveys,

Assessment and Repair of Hull Structure Применение: Правила классификационных освидетельствований судов в эксплуатации (2017). часть I (пункт 5.13). приложение 2 (пункт 5.1.12). приложение 3 (пункт 6).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application:    Rules for the Classification Surveys of Ships in Service (2017). Part I (para 5.13), Appendix 2

(para 5.1.12). Appendix 3 (para 6).

4.    Rec. No. 76 (Corr.1 Sept 2007)    IACS Guidelines for Surveys. Assessment and Repair of Hull

Structure - Bulk Carriers

Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 2).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016). Приложение 1.

Application:    Rules for the Classification Surveys of Ships in Service (2017). Part I (para 5.13). Appendix 2

(para 5.1.12). Appendix 3 (para 2).

5.    Rec. No. 96 (April 2007, Rev.1 May 2019) Double Hull Oil Tankers - Guidelines for Surveys,

Assessment and Repair of Hull Structures

Warping drums should preferably be positioned not more than 20 m away from the chock, measured along the path of the line.

Attention should be given to the arrangement of the equipment for towing and mooring operations in order to prevent interference of mooring and towing lines as far as practicable. It is beneficial to provide dedicated towing arrangements separate from the mooring equipment.

For emergency towing arrangements for tankers reference should be made to SOLAS Chapter 11-1, Regulation 3-4. For all ships other than tankers it is recommended to provide towing arrangements fore and aft of sufficient strength for ‘other towing’ service as defined in UR A2.0.

Применение: Правила классификационных освидетельствований судов в эксплуатации (2019).

приложение 3 (пункт 10).

Application:    Rules for the Classification Surveys of Ships in Service (2019). Appendix 3 (para 10).

6.    Rec. No. 132 (Dec 2013)    Human    Element    Recommendations for structural design of

lighting, ventilation, vibration, noise, access & egress arrangements

Применение: Руководство no освидетельствованию условий труда и отдыха моряков на

соответствие требованиям Конвенции 2006 года о труде в морском судоходстве (2016). пункты 2.1.22. 4.7.3.

Руководство по освидетельствованию жилых помещений экипажа (2015), пункты 2.1.16, 4.1.2.8.

Application:    Guidelines on On-board Maritime Labour Convention. 2006 (MLC) Inspection (2016),

paras 2.1.22.4.7.3.

Guidelines on On-board Inspection for Crew Accomodation (2015), paras 2.1.16, 4.1.2.8.

7.    Rec. No. 142 (June 2016)    LNG Bunkering Guidelines

Применение: Правила классификации и постройки морских судов (2017). часть XVII, пункт 11.2.2. Application:    Rules for the Classification and Construction of Sea-Going Ships (2017). Part XVII,

para 11.2.2.

8.    Rec. No. 146 (Aug 2016)    Risk assessment as required by the IGF Code

Применение: Правила классификации и постройки морских судов (2017). часть XVII, пункт 9.1.4.19. Application:    Rules for the Classification and Construction of Sea-Going Ships (2017). Part XVII,

para 9.1.4.19,

9.    Rec. No. 149 (May 2017)    Guidance    for    applying the requirements of 15.4.1.2 and

5.4.1.3 of the IGC Code (on ships constructed on or after 1 July 2016)

Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2019). часть VI. пункт 3.20.2.

Application:    Rules for the Classification and Construction of Ships Carrying Liquefied Gases in Bulk

(2019). Part VI. para 3.20.2.

10.    Rec. No. 150 (May 2017)    Vapour    pockets    not in communication with cargo tank

vapour/liquid domes on liquefied gas carriers Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2019), часть VI. пункт 3.16.11.

Application:    Rules for the Classification and Construction of Ships Carrying Liquefied Gases in Bulk

(2019). Part VI. para 3.16.11.

11.    Rec. No. 151 (July 2017)    Recommendation    for    petroleum    fuel treatment systems for

marine diesel engines

Применение: Правила классификации и постройки морских судов (2019), часть VIII, пункт 13.8.1. Application:    Rules for the Classification and Construction of Sea-Going Ships (2019). Part VIII,

para 13.8.1.

РЕКОМЕНДАЦИИ МАКО IACS

RECOMMENDATIONS

Anchoring, Mooring and Towing Equipment

1. Anchoring equipment

1.1 Anchoring equipment for ships having Equipment Number EN below 205 to 50.

(a)    The anchoring equipment given here under applies to ships which are not covered under UR A1, i.e. for ships having 50 s EN < 205.

(b)    The design basis of the anchoring equipment, i.e. the Equipment Number EN, is that given in UR A1.

(c)    These recommendations are applicable to ships operating in unrestricted service. Reductions of equipment may be considered for ships operating in restricted service.

Note:

References to UR A1 are preceded by A1' throughout this document.

1.1.1 Equipment number EN

The equipment of anchors and chain cables should be as given in Table 1 based on an Equipment Number EN calculated in compliance with A1.2.

No.

10

(cont)

Table 1 Anchoring equipment Stockless bower Stockless anchors    stream anchor Stud link chain cable for bower anchors Stream wire or chain

EN No. Mass per anchor (kg) Mass per anchor (kg) Total length (m) Min. diameter Mild Special steel quality Gr. 1 Gr. 2 or 3 (mm) (mm) Length (m) Breaking strength (kN) 1 2 3 4 5 6 7 8 9 50-70 2 180 60 220 14 12.5 80 64.7 70-90 2 240 80 220 16 14 85 73.5 90-110 2 300 100 247.5 17.5 16 85 80.0 110-130 2 360 120 247.5 19 17.5 90 89.2 130-150 2 420 140 275 20.5 17.5 90 98.1 150-175 2 480 165 275 22 19 90 107.9 175-205 2 570 190 302.5 24 20.5 90 117.7

1.1.2 Anchors

1.1.2.1    Types of anchors

1.1.2.1.1 Ordinary anchors

(a)    The requirements under A1.4.1.1 should be complied with.

(b)    The mass of stocked anchors, when used, and that of stream anchors, excluding the stock should be 80% and the mass of the stock should be 20% of the mass as given in Table 1 for stockless bower anchors.

1.1.2.1.2    High Holding Power (HHP) anchors

The requirements under А1.4.1.2 and A1.4.2 should be complied with.

1.1.2.1.3    Super High Holding Power (SHHP) anchors

The requirements under A1.4.1.3 and A1.4.2 should be complied with.

1.1.2.2 Installation of the anchors on board

The bower anchors should be connected to their chain cables and ready for use. The stream

anchor should be ready to be connected with its cable.

1.1.2.3    Proof testing of    anchors

The requirements under A1.4.4 should be complied with.

1.1.3    Chain cables and wire ropes for anchors

1.1.3.1    Chain cables

(a)    The anchors should be associated with stud link chain cables of one of the grades under A1.5.2, Table 3. For equipment numbers EN up to 90. as an alternative to stud link chain cables, short link chain cables may be used.

(b)    Wire ropes for anchors may be adopted in compliance with 1.1.3.3

1.1.3.2    Proof and breaking loads of stud link chain cables

(a)    The breaking loads (BL) and proof loads (PL) should be in compliance with the requirements under A1.5.3.

(b)    The test load values, rounded off from the loads defined in (a) above, which should be used for testing and acceptance of chain cables with diameter between 11 and 19 mm are given in Table 2.

Table 2 Test load values for stud link chain cables

Chain cable Grade 1 Grade 2 Grade 3 diameter Proof load Breaking Proof load Breaking Proof load Breaking load load load (mm) (kN) (kN) (kN) (kN) (kN) (kN) 1 2 3 4 5 6 7 11 35.8 51 51 71.7 71.7 102 12.5 46 65.7 65.7 92 92 132 14 57.9 82 82 116 116 165 16 75.5 107 107 150 150 216 17.5 89 127 127 179 179 256 19 105 150 150 211 211 301

1.1.3.3 Wire ropes for anchors

In alternative to the stud link or short link chain cables under 1.1.3.1, wire ropes may be used for:

(a)    bower anchors of ships below 40 m in length

(b)    stream anchor as stipulated in Table 1.

The wire ropes under (a) above should have:

(i)    length equal to 1.5 times the corresponding tabular length of chain cable (col . 5 of Table 1)

(ii)    strength equal to that of tabular chain cable of Grade 1 (col. 2 and 3 of Table 2).

A short length of chain cable should be fitted between the wire rope and bower or stream anchor having a length of 12.5 m or the distance between anchor in stowed position and winch, whichever is less. All surfaces being in contact with the wire need to be rounded with a radius of not less than 10 times the wire rope diameter (including stem).

Table 3 Mass of stud link chain cables Minimum mass per    Minimum    mass    per length of 27.5 m    length    of    27.5    m

Chain cable diameter (mm) With Dee shackle (Kg) With lugless shackle (Kg) Chain cable diameter (mm) With Dee shackle (Kg) With lugless shackle (Kg) 26 410 405 78 3640 3535 28 480 475 81 3940 3820 30 550 545 84 4240 4105 32 620 615 87 4555 4405 34 700 690 90 4870 4705 36 785 775 92 5085 4905 38 875 860 95 5405 5210 40 965 950 97 5630 5425 42 1055 1040 100 5970 5745 44 1150 1130 102 6210 5970 46 1260 1240 105 6580 6320 48 1370 1345 107 6845 6575 50 1485 1455 111 7380 7080 52 1605 1575 114 7795 7475 54 1725 1690 117 8220 7870 56 1850 1810 120 8650 8270 58 1985 1945 122 8960 8550 60 2125 2075 124 9275 8835 62 2275 2220 127 9740 9270 64 2430 2370 130 10210 9710 66 2590 2525 132 10540 10005 68 2755 2685 137 11320 10750 70 2925 2850 142 12110 11500 73 3185 3100 147 12950 12300 76 3460 3360 152 13890 13200

1.2 Anchoring equipment for ships in deep and unsheltered water 1.2.1 Scope and application

The hereunder given recommendations address anchoring equipment for ships in deep and unsheltered water which is not covered by UR A1 and 1.1. These recommendations may be used to design or assess the adequacy of the anchoring equipment for ships intended to anchor in water with depth up to 120 m, current with up to 1.54 m/s, wind with up to 14 m/s

and waves with significant height of up to 3 m. The scope of chain cable, being the ratio between the length of chain paid out and water depth, is assumed to be not less than 3 to 4. Furthermore, these recommendations are applicable to ships with an equipment length, as defined in A1.2, of not less than 135 m.

1.2.2 Equipment Number for deep and unsheltered water

Anchors and chain cables should be in accordance with Table 4 and based on the Equipment Number ENi obtained from the following equation:

where

a = 1.83 10 ® L³ + 2.09 10* L² - 6.21 10* L + 0.0866 b = 0.156 L +8.372

L = Equipment length of the ship in compliance with A1.2 EN = Equipment Number calculated in compliance with A1.2.