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    Finnish Swedish rules for Ice Class vessels, 1985 edition

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    Finnish Swedish rules for Ice Class vessels, 1985 edition

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    © All Rights Reserved
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    Download as pdf
    59 views14 pages

    Finnish Rules Ice Class 1985

    Uploaded by

    annalisa_bracco9764
    Finnish Swedish rules for Ice Class vessels, 1985 edition

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    MERENKULKUHALLITUKSEN MAARAYKSET ALUSTEN LUKEMISESTA ERI JAAMAKSULUOKKIIN Annettu 2 syyskuuta 1985 SJOFARTSSTYRELSENS BESTAMMELSER ANGAENDE FARTYGS HANFORANDE TILL SKILDA ISAVGIFTSKLASSER Utfirdade den 2 september 1985, (Translation) BOARD OF NAVIGATION RULES FOR ASSIGNING SHIPS SEPARATE ICE-DUE CLASSES Issued on September 2nd 1985 (»FINNISH-SWEDISH ICE CLASS RULES») Ice class regulations 1985 ‘The Finnish National Board of Navigation has on the basis of paragraph II of the Decree on fairway dues (1016/83) on December 16th 1983 issude the followin; 18 Ice classes For the determination of fairway dues, ships are classified in ice classes on the basis of their ice going suitability. ‘The ice classes are I A Super, 1 A, 1B, 1 C, II and IIL 28 Requirements for the ice classes I A Super, TA, Band IC A ship may be assigned to one of the ice classes LA Super, 1A, 1B or UC if 1) the ship has a propulsion machinery: 2) the ship complies with the following ice strengthening and engine output requirements laid down by the Board of Navigation: a) a ship, the keel of which is laid or which is at a similar stage of construction on November Ist 1986 or thereafter, shall com- ply with the requirements in Annex Ito this resolution; ) to a ship, the keel of which has been laid ‘or which has been at a similar stage of con- struction before November Ist 1986 the r- auirements in Annex I or depending of the ‘age of the ship, in paragraph 10 of the Regulations for assigning ships separate ice- ‘due classes issued by the Board of Naviga- tion April 6th 1971 are applied. At the wish of the owner however the requirements in ‘Annex I to this resolution may be applied totally or in part to such a vessel; ©) if the keel of the frst in a series of iden- tical ships ordered at the same time, has been laid orif it has been ata similar stage of construction before November Ist 1986 the provisions in paragraph b) above are ap- plied to all the ships 3) the ship is equipped with a short range radio telephone (VHF). class regulations: 38 Requirements for ice class II A ship may be assigned to ice class Il, if 1) the ship has a propulsion machinerys 2) the ship has a steel hull and is of a sea going type 3) the ship is equipped with a short range radio telephone (VHF). 49 Ice class HII A ship which is not assigned to one of the ice classes I A Super, I A, 1B, I C or Il is regarded as having ice class II. 36 Determination of the ice class The ice class of a ship is determined cither: 1) on the basis of the corresponding ice class notation classification society according 10 Annex III to this resolution; 2) on the basis of a separate certificate by the classification society; or 3) on the basis of a decision by the Board of ‘Navigation concerning the ice class of the ship in question. ate For the determination of the fairway dues, an ice class certificate is issued for the ship in a form established by the Board of Navigation (Annex UD, The ice class certificate is issued at the request of the owner or his representative by a hull surveyor appointed by the Board of Navigation, 31 ‘The ice class certificate is valid at most to the 30th day of the November month following its date of issue, 78 Issuing of the ice class certificate For the purpose of determining the ice class the following information and documentation shall be presented to the hull surveyor: 1) an International Tonnage Certificate or other certificate of tonnage; 2) a valid class certificate and the report of the previous annual survey, which at the day of issue of the class certificate must not be older then one year. 3) the decision by the Board of Navigation con- cerning the iceclass of the ship, if such @ dec sion has been given; 4) a certificate of the engine output of the ship; 5) a certificate or written statement by the master, concerning the deadweight of the ship; © information concerning the ship's radio telephone equipment (VHF), 7) other information and documentation the hull surveyor may regard necessary The hull surveyor may issue the ice class cer- tificate in his office, but he shall be given the op- portunity to survey the vessel if he thinks it necessary. ag Damaged ship If a ship gets ice or other damages which ‘weakens its ice going suitability, the ship may be assigned another, lower ice class. The Board of Navigation shall be informed about ice damages. 98 Ships with double ice classes When determining the ice-due class the draught of the ship is assumed to be the maximum per- missible draught according to the tonnage and oadline certificates. ‘A ship with dual tonnages might have a dif- ferent ice-due class at each respective draught. ‘Two ice class certificates are issued for such ships. At the customs clearance the ice class certificate 2 corresponding to the tonnage certificate sub ted at the clearance shall be used. Ice class certificates are not issued for other draughts. 108 Integrated units For the purpose of determining the ice class the Board of Navigation may regard an integrated unit, consisting of a push barge and a pushing engine propelled ship, as one engine propelled ship. A condition for this is that the Board of Navigation is convinced that the hull form of the unit and the connecting system are such that the unit is able to function as one ship when going in ice. ‘The engine output and the strengthening of the hhull are determined on the basis of the total displacement of the unit ‘joint ice class certificate is issued for the unit If the pushing vessel is moving alone an addi- tional separate ice class certificate shall be re- quested for this and it may then be assigned a higher ice class. Ifthe barge on some voyage is towed in the con- ventional manner it will be regarded as having ice class IIL. ng ‘Appeals ‘The owner of a ship may appeal to the Board of Navigation for an examination of the case, if he is dissatisfied with the ice-due class assigned to the ship by the hull surveyor. The documents shall include all relevant drawings, calculations and other information which might clarify the matter. The Board of Navigation decides, after hearing the bull surveyor concerned, to which ice due class the ship shall be assigned, 128 Entry into force ‘This resolution will come into force on November Ist 1985, ANNEX I REGULATIONS FOR THE STRENGTHENING AND DESIGN OF SHIPS FOR NAVIGATION IN ICE, 1. General LI The ice classes ‘These regulations are intended primarily for ships trading in the Northern Baltic in the winter. Reguirements for four different ice classes are laid down: Ice Class IA Super Ice Class. 1A lee Class. 1B ee Class. IC. The administrations of Sweden and Finland (hereafter the administrations) provide icebreaker assistance to ships bound for ports in respective countries in the winter season, Depending on the ice conditions, restrictions in regard to the size and ice class of ships entitled to icebreaker assistance are enforced. Ships entitled to assistance under these restrictions are requested to follow the instructions by the icebreakers when operating in icebound waters and will receive assistance when such is needed. The administra tions can not take responsibility for the safety of ships which enter ice bound waters ignoring the size and ice class restrictions or any instructions by the icebreakers. Merely the compliance with these regulations must not be asumed to ‘guarantee any certain degree of capability to ad- ‘ance in ice without icebreaker assistance nor to withstand heavy ice jamming. It should be noted that small ships will have somewhat less ice going capability as compared with larger ships having the same ice class. 12 General suitabitity for operating in ice Where no more specific requirements are laid down in these regulations, ships are assumed t0 have at least the ice going capability of a normal seagoing cargo ship of conventional proportions, hull form and propulsion arrangement. If a ship because of very unconventional proportions, bull form or propulsion arrangements, or any other characteristics, in practice turns out to have ex- ceptionally poor ice going capability the ad- ministrations may lower its ice class. 13 General suitability for winter conditions ‘These regulations are primarily aimed at mat- ters directly relevant to the capability of a ship to advance in ice. When designing a ship for winter navigation in the Northern Baltic also other problems which may be encountered should be taken into account. Particularly the low am- bient temperature should be kept in mind. The air temperature will be well below 0°C for much Of the time and might occasionally go down to about —30°C. This should be taken into account when design- ing structures, equipment and arrangements essential for the safety and operation of the ship. Matters to be kept in mind include eg. the func- tioning of hydraulic systems, hazard of freezing of water piping and tanks, starting of emergency Giesels, low temperature strength of materials ete ‘The administrations may require any serious defi- ciency in this respect affecting the safe operation Of the ship, which comes to its knowledge, to be corrected as a condition for the ship to retain its ice class. 2 Tee Class Draught 21 Maximum draught amidships ‘The maximum ice class draught amidships shall be the draught on the Fresh Water Load Line in ‘Summer. If the ship has a timber load line, the Fresh Water Timber Load Line in Summer shall be used. 2.2 Maximum and minimum draught fore and aft ‘The maximum and minimum ice class draughts fore and aft shall be determined and stated in the classification certificate, The line defined by the maximum draughts fore, amidships and aft (may be a broken line) will henceforth be referred to as LWL. The line defined by the minimum draughts fore and aft will be referred to as BWL, The draught and trim, limited by the LWL, ‘must not be exceeded when the ship is navigating, 33 in ice. The salinity of the sea water along the in- tended route shall be taken into account when loading the ship. ‘The ship shall allways be loaded down at least to the BWL when navigating in ice. Any ballast tank, situated above the BWL and needed to load own the ship to this water line shall be equip- pedl with devices to prevent the water from freez~ ing, In determining the BWL, regard shall be paid to the need for ensuring a reasonable degree of ice going capability in ballast. The propeller shall be fully submerged, if possibie entirely below the ice. The minimum forward draught shall be at in od need wet exceed @ + 0,00025 4) ho tmi where 4. = displacement of the ship [t] on the max imum ice class draught according to 2.1 hh = ice thickness according to 4.2.1 3. Engine Output 31 Definition ‘The engine output P is the maximum output the propulsion machinery can continuously deliver. Ifthe output of the machinery is restricted by technical means or by any regulations ap- plicable to the ship, P shall be taken as the restricted output 3.2 Required engine output 1. The engine output shall not be less than that determined by the formula below and in no ‘case less than 740 kW for the ice classes LA, IB and IC and not less than 2600 kW for ice class IA Super. P= fy fo f3 + (f4d + Po) [kW], where fi = 1,0 for a fixed pitch propeller 09 for a controllable pitch propeller £2 = e/200 + 0,675 but not more than I. ‘The product fj - f2 shall not be taken as less than 0,85. the forward facing angle between the stem and the LWT. If the stem forms a fair curve within the ice belt as defined in para 4.3.1 it may be resented by a straight line between 34 the points of intersection of the stem and the upper and lower limits of the ive belt If there are sharp changes in the inclination of the stem the largest a shall be used. £2 = 1,1 fora bulbous bow 2 B/A1/3 but not less than 1,0 3 {4 and Po shall be taken as follows: TASipe [IA [LIE A ww LIC a<|as 's0 000 40 000 x|_a < 30000 | a > 30000 t | 027 | ois [026]o22 [0.18 [05] 0x3 [oar Po] 2200 | 7000 | 740 | 376] 0 |4080)3070] 210) 4 = displacement (t] of the ship on the maximum ice class draught according t0 2.1. Itmeeds not to be taken as grater than 80 000 t. 2. The administration may approve an engine output below that required above if the ship hhas features of which there is ground to assume that they will improve the perfor- mance of the ship when navigating in ice. Such an approval will be given on the understanding that it can be revoked if ex- perience motivates it. 4. Hull structural design 40° Introduction ‘The method for determining the hull scantlings is based on certain assumption concerning the nature of the ice load on the structure, These assumptions rest on full scale observations made in the Northern Baltic. It has thus been observed that the local ice pressure on small areas can reach rather high values. This pressure may be well in excess of the normal uniaxial crushing strength of sea ice. The explanation is that the sitess field in fact is multiaxial Further it has been observed that the ice pressure on a frame can be higher than on the shell plating at midspacing between frames. The explanation for this is the different flexural stiff ness of frames and shell plating. The load distribution is assumed to be as shown in figure 1 Ne ay Toe ANS NH, Figure} Jee load distribution on a ship's side, For the formulae and values given in this sec- tion for the determination of the hull scantlings ‘more sophisticated methods may be substituted subject to approval by the administration or the classification society, Lf scantlings derived from these regulations are less than those required by the classification socie- ty for an unstregthened ship, the latter shall be used. 41 Regions For the purpose of this section the ship's hull is divided into regions as follows (see also figure 2: Forward region: From the stem to line parallel to and 0,04 - L aft of the forward borderline of the part of the hull where then waterlines ran parallel to the centerline. For ice classes [A Super ‘and IA the overlap over the borderline need not exceed 6 metres, for ice classes IB and IC this overlap need not exceed 5 metres, Midship region: From the aft boundary of the Forward region to a line parallel to and 0,04 » L aft of the aft borderline of the part of the hull where the waterlines run parallel to the centerline. For ice classes IA Super and IA the overlap over the borderline need not exceed 6 metres, for ice classed IB and IC this overlap need not exceed 5 metres, ‘Aft region: From the aft boundary of the Mid- ship region to the stern, L shall be taken as the rule ship's length used by the classification society, | O2L el PES a Ay WL ah SEE AIT WE DN tact a BORDER OF PART OF SIDE ‘S FRAME SPACINGS WHERE WATERLINES PARALELL TO (CENTERLINE Figure 2 35 42 Tee load 4.2.1 Height of load area Anice strengthened ship is assumed to operate in open sea conditions corresponding ta level ice thickness not exceeding h. The design fel encn ely wale lnegecenta tba particular point of time is, however, assumed to be only a fraction of the ice thickness. The values for hg and h are given in the following table. Tce Class ‘ho [mi] h{m) TA Super 1,0 0,35 1A og 030 1B 0,6 0,25 1c 4 0,22 422 Ice pressure The design ice pressure is determined by the formula: ©d* cL * cq * Po [MPa], where a factor which takes account of the in- fluence of the size and engine output of the ship, Itis calculated by the formula: kb 1000 cg = ver 1000 a and b are given in the following table: Region Forward Midship & Aft kepi[k>m[ken[k> a [30 6 8 2 b | 230 | sig | 214 | 286 ‘A = the displacement of the ship at maximum ice class draught (see 2.1) [t] P = the actual continuous engine output of the ship [KW] (see 3.1) c} = a factor which takes account of the pro- 36 pability that the design ice pressure oc- cours in a certain region of the hull for the ice class in question, ‘The value of cy is given in the following table: Ice Class Region [Forward |Midship [Aft TASuper | 40 | 10 | 0,75 IA 10 | 085 | 065 1B ro | 0,70 | o4s Le 10 | 9,50 _| 0,25 ca = a factor which takes account ofthe pro- pability that the full ength of the area lunder consideration will be under pressure atthe same time. Its calculated by the formula: 47 ca = 158; max. 1,0, min. 0,5 4 Iq shall be taken as follows: Structure [Type or framing] la [mi] shell & transverse | frame spacing frames A longitudinal | span of frame ce stringer span of stringer web frame [pacing of web fas Po = the nominal ice pressure; the value 5,6 MPa shall be used. 43 Shell plating 4.3.1 Vertical extension of ice strengthening (ice belt) (see figure 2). ‘The vertical extension of the ice belt shall be as follows: [Tce Class [Above LWL | Below BWL | {im im) [TA Super] 0.6 0,75 ine Os 0,6 jiB oa as {ic od OS In addition the following areas shall be strengthened: Fore foot: For ice class 1 A Super the shell plating below the ice belt from the stem to a pos tion five main frame spaces abaft the point where the bow profile departs from the keel line shall have at least the thickness required in the ice belt in the Midship region; Upper forward ice belt: For ice classes 1 A ‘Super and I A on ships with an open water ser- vice speed equal to or exceeding 18 knots, the shell plate from the upper limit of the ice belt to 2m above it and from the stem to a position at least 0,2 L abaft the forward perpendicular, shall ‘have at least the thickness required in the ice belt in the Midship region, N.B. Sidescuttles shall not be situated in the ice belt. If the weather deck in any part of the ship is situated below the upper limit of the ice belt (e.g. in way of the well of a raised quarter decker), the bulwark shall be given at least the same strength as is required for the shell in the ice belt. Special consideration has to be given to the design of the freeing ports. 4.3.2 Plate thickness in the ice belt For transverse framing the thickness of the shell plating shall be determined by the formula: the following values shall be used (as per IACS unified requirement W11) 235. N/mm' for normal strength bull structural steel 315. N/mm? for high 355 N/mm? strength hull structural steel If steels with differing yield stresses are used, the actual values may be substituted for the above ones if ac- cepted by the classification society. increment for abrasion and corrosion {mm}; normally te shall be 2 mm; if fn special surface coating, by ex- perience shown capable to withstand the abrasion of ice, is applied and maintained, lower values may be ap- proved te = 44 Frames 4.4.1 Vertical extension of ice strengthening ‘The vertical extension of the ice strengthening of the framing shall be at least as follows 667 s For longitudinal framing the thickness of the shell plating shail be determined by the formula: 6678 5 + te [mm] 12+ oy 8 = the frame spacing {m] 0,75 p [MPa] a given in 4.2.2 4 : = 13 aps maximum 1,0 i Qe ep maximum 1 04 2 = 06 +S when nyse 1 : (hs) 7 12 = 14—04 (b/s) ; when!

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