DNV Ship Rules Pt.5 Ch.1

Total Page:16

File Type:pdf, Size:1020Kb

DNV Ship Rules Pt.5 Ch.1 RULES FOR CLASSIFICATION OF SHIPS NEWBUILDINGS SPECIAL SERVICE AND TYPE ADDITIONAL CLASS PART 5 CHAPTER 1 SHIPS FOR NAVIGATION IN ICE JULY 2006 CONTENTS PAGE Sec. 1 General Requirements ................................................................................................................ 5 Sec. 2 Basic Ice Strengthening.............................................................................................................. 6 Sec. 3 Ice Strengthening for the Northern Baltic ..................................................................................8 Sec. 4 Vessels for Arctic and Ice Breaking Service ........................................................................... 19 Sec. 5 Sealers ..................................................................................................................................... 35 Sec. 6 Winterization ............................................................................................................................ 36 Sec. 7 DAT(-X°C) ................................................................................................................................38 DET NORSKE VERITAS Veritasveien 1, NO-1322 Høvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11 CHANGES IN THE RULES General sions has been undertaken. Previous Fig.4, now Fig.3, has been revised accordingly. The present edition of the rules includes additions and amendments — In item B201, additional members have been categorized. decided by the Board in June 2006 and supersedes the January 2006 — In item D400, correction factors for local ice pressures have been edition of the same chapter. revised based on experience and work related to IACS Polar The rule changes come into force as indicated below. Code development. The factors have been revised from 0.25 for bottom area to a differentiation of 0.20 for vessels with notation This chapter is valid until superseded by a revised chapter. Supple- ICEBREAKER or POLAR, and 0.10 for vessels with notation ments will not be issued except for minor amendments and an updated ICE only. Differentiation has also been introduced keeping 1.0 list of corrections presented in Pt.0 Ch.1 Sec.3. Pt.0 Ch.1 is normally for the stem area for vessels with notation ICEBREAKER or revised in January and July each year. POLAR, and introducing 0.8 for vessels with ICE notation only, Revised chapters will be forwarded to all subscribers to the rules. fitted with pod or thruster propulsion units. Buyers of reprints are advised to check the updated list of rule chap- — In item F302, the me-factors in Table F1 have been changed for ters printed in Pt.0 Ch.1 Sec.1 to ensure that the chapter is current. balancing the required moment capacity to be generally consist- ent with that for longitudinal stiffeners. — A new sub-section element G700 has been introduced with basic rules for dimensioning of podded propulsors and azimuth thrust- Main changes coming into force 1 January 2007 ers, including supporting structure. Over the last few years there has been a rapid technological shift in the design of relevant ves- • Sec.1 General Requirements sels, a new standard practice having evolved which now needs to Sec.2 Basic Ice Strengthening be implemented in the rules. σ — In item Sec.1 B101, the definition text of F has been modified. — Sec.1 and Sec.2 have been modified to cover a new additional, • Sec.6 Winterization basic class notation ICE-E. As a consequence, the notation ICE- — This section has been amended to make the requirements for CP C becomes an intermediate notation between the ICE-1C and the propellers, electric propulsion and stainless steel propellers ap- ICE-E notations. plicable to vessels with Winterized Arctic notation instead of vessels with Winterized notation. As a consequence, item B102 • Sec.3 Ice Strengthening for the Northern Baltic and item B103 have been deleted and relocated as item E102 and — Item D301 has been modified so that m1 = 12 has been changed item E103. Also, sub-section element E300 has been deleted and to m1 = 11 in the last list item. Further, under item D402, the first item E301 has been moved to E104. paragraph of list item 3) has been replaced by: ° The web thickness of the frames need not exceed one half of the • Sec.7 DAT(-X C) thickness of the shell plating, calculated for a frame spacing of —The DAT(-XºC) requirements, previously found in Sec.4, have 0.45 m, assuming the yield stress of the plate not more than that been collected and made more visible in a separate new section, used for the frame, minimum 9 mm. Sec.7. The reason for the change is to align the rules with the new guide- lines of the Finnish Maritime Authorities. • Sec.4 Vessels for Arctic and Ice Breaking Service Corrections and Clarifications — In item A403 (previous item A405), the upper transition area def- In addition to the above stated rule requirements, a number of correc- initions have been removed. A general revision of vertical exten- tions and clarifications have been made in the existing rule text. Comments to the rules may be sent by e-mail to [email protected] For subscription orders or information about subscription terms, please use [email protected] Comprehensive information about DNV and the Society's services is found at the Web site http://www.dnv.com © Det Norske Veritas Computer Typesetting (FM+SGML) by Det Norske Veritas Printed in Norway If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compen- sation shall never exceed USD 2 million. In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det Norske Veritas. Rules for Ships, July 2006 Pt.5 Ch.1 Contents – Page 3 CONTENTS SEC. 1 GENERAL REQUIREMENTS .......................... 5 I. Special Arrangement and Strengthening Aft .................. 14 I 100 Stern ................................................................................14 A. Classification..........................................................................5 I 200 Rudder and steering arrangements .................................14 A 100 Application........................................................................5 A 200 Class notations ..................................................................5 J. Machinery ........................................................................... 14 J 100 Engine output..................................................................14 B. Definitions..............................................................................5 J 200 Design loads for propeller and shafting..........................16 B 100 Symbols.............................................................................5 J 300 Propeller..........................................................................16 B 200 Terms ................................................................................5 J 400 Propulsion shaft line reinforcement................................17 J 500 Miscellaneous machinery requirements..........................18 C. Documentation ......................................................................5 C 100 General..............................................................................5 SEC. 4 VESSELS FOR ARCTIC AND ICE BREAKING SERVICE ........................................................... 19 SEC. 2 BASIC ICE STRENGTHENING ....................... 6 A. General................................................................................ 19 A. General...................................................................................6 A 100 Classification ..................................................................19 A 100 Classification.....................................................................6 A 200 Scope...............................................................................19 A 300 Design principles and assumptions.................................19 B. Structural requirements for the class notation ICE-C.......6 A 400 Definitions.......................................................................19 B 100 General..............................................................................6 A 500 Documentation................................................................20 B 200 Plating ...............................................................................6 B 300 Framing .............................................................................6 B. Materials and Corrosion Protection................................. 21 B 400 Stringers ............................................................................6 B 100 Design temperatures........................................................21 B 500 Weld connections..............................................................6 B 200 Selection of steel grades..................................................21 B 600 Sternframe and rudder ......................................................6 B 300 Coatings ..........................................................................21 B 400 Corrosion additions.........................................................21 C. Machinery..............................................................................6
Recommended publications
  • Northern Sea Route Cargo Flows and Infrastructure- Present State And
    Northern Sea Route Cargo Flows and Infrastructure – Present State and Future Potential By Claes Lykke Ragner FNI Report 13/2000 FRIDTJOF NANSENS INSTITUTT THE FRIDTJOF NANSEN INSTITUTE Tittel/Title Sider/Pages Northern Sea Route Cargo Flows and Infrastructure – Present 124 State and Future Potential Publikasjonstype/Publication Type Nummer/Number FNI Report 13/2000 Forfatter(e)/Author(s) ISBN Claes Lykke Ragner 82-7613-400-9 Program/Programme ISSN 0801-2431 Prosjekt/Project Sammendrag/Abstract The report assesses the Northern Sea Route’s commercial potential and economic importance, both as a transit route between Europe and Asia, and as an export route for oil, gas and other natural resources in the Russian Arctic. First, it conducts a survey of past and present Northern Sea Route (NSR) cargo flows. Then follow discussions of the route’s commercial potential as a transit route, as well as of its economic importance and relevance for each of the Russian Arctic regions. These discussions are summarized by estimates of what types and volumes of NSR cargoes that can realistically be expected in the period 2000-2015. This is then followed by a survey of the status quo of the NSR infrastructure (above all the ice-breakers, ice-class cargo vessels and ports), with estimates of its future capacity. Based on the estimated future NSR cargo potential, future NSR infrastructure requirements are calculated and compared with the estimated capacity in order to identify the main, future infrastructure bottlenecks for NSR operations. The information presented in the report is mainly compiled from data and research results that were published through the International Northern Sea Route Programme (INSROP) 1993-99, but considerable updates have been made using recent information, statistics and analyses from various sources.
    [Show full text]
  • LNG AS SHIP FUEL No 01 2014
    LNG AS SHIP FUEL No 01 2014 THE FUTURE – TODAY LNG READY SERVICE ENGINES FOR GAS-FUELLED SHIPS RECOMMENDED PRACTICE ON BUNKERING GLOBAL LNG SOLUTIONS DNV GL Anzeige Safe Hands MARITIME PUT THE FUTURE OF YOUR FLEET IN SAFE HANDS As your classification partner, our extensive maritime vessels, benefitting your business and the maritime industry expertise, technical knowledge and regulatory foresight as a whole. With DNV GL your fleet is in safe hands. will help to ensure that your fleet meets the demands Can you afford anything else? of the future. Our aim is safety, compliance and optimal operational performance throughout the lifetime of your Learn more at dnvgl.com/maritime 2 LNG AS SHIP FUEL No. 01 2014 EDITORIAL In 2000 the first LNG-fuelled ferry based on DNV GL standards was launched. This ferry has been operating safely and successfully ever since. Over the years that have followed, shipping has seen bunker prices rise sharply and environmental regula- tions tighten, while in the LNG sector there has been a surge in production and deployment of infrastructure. Combined, these trends have set the stage for LNG to emerge as a viable fuel choice on a much larger scale. In 2014 the industry hit a significant milestone with over 120 LNG-fuelled ships in operation or on order worldwide. They range from passenger ferries, Coast Guard ships, containerships and Con-Ro vessels to Dr Gerd-Michael Wuersig tankers and platform supply vessels. The vast majority Business Director LNG-fuelled ships Senior Principal Specialist of these ships is in operation or will be built to DNV Business Development GL class, reflecting the trust our customers have in [email protected] our long involvement in this technology and our continually evolving technical expertise.
    [Show full text]
  • Structural Challenges Faced by Arctic Ships
    NTIS # PB2011- SSC-461 STRUCTURAL CHALLENGES FACED BY ARCTIC SHIPS This document has been approved For public release and sale; its Distribution is unlimited SHIP STRUCTURE COMMITTEE 2011 Ship Structure Committee RADM P.F. Zukunft RDML Thomas Eccles U. S. Coast Guard Assistant Commandant, Chief Engineer and Deputy Commander Assistant Commandant for Marine Safety, Security For Naval Systems Engineering (SEA05) and Stewardship Co-Chair, Ship Structure Committee Co-Chair, Ship Structure Committee Mr. H. Paul Cojeen Dr. Roger Basu Society of Naval Architects and Marine Engineers Senior Vice President American Bureau of Shipping Mr. Christopher McMahon Mr. Victor Santos Pedro Director, Office of Ship Construction Director Design, Equipment and Boating Safety, Maritime Administration Marine Safety, Transport Canada Mr. Kevin Baetsen Dr. Neil Pegg Director of Engineering Group Leader - Structural Mechanics Military Sealift Command Defence Research & Development Canada - Atlantic Mr. Jeffrey Lantz, Mr. Edward Godfrey Commercial Regulations and Standards for the Director, Structural Integrity and Performance Division Assistant Commandant for Marine Safety, Security and Stewardship Dr. John Pazik Mr. Jeffery Orner Director, Ship Systems and Engineering Research Deputy Assistant Commandant for Engineering and Division Logistics SHIP STRUCTURE SUB-COMMITTEE AMERICAN BUREAU OF SHIPPING (ABS) DEFENCE RESEARCH & DEVELOPMENT CANADA ATLANTIC Mr. Craig Bone Dr. David Stredulinsky Mr. Phil Rynn Mr. John Porter Mr. Tom Ingram MARITIME ADMINISTRATION (MARAD) MILITARY SEALIFT COMMAND (MSC) Mr. Chao Lin Mr. Michael W. Touma Mr. Richard Sonnenschein Mr. Jitesh Kerai NAVY/ONR / NAVSEA/ NSWCCD TRANSPORT CANADA Mr. David Qualley / Dr. Paul Hess Natasa Kozarski Mr. Erik Rasmussen / Dr. Roshdy Barsoum Luc Tremblay Mr. Nat Nappi, Jr. Mr.
    [Show full text]
  • Modern Day Pioneering and Its Safety in the Floating Ice Offshore
    Modern Day Pioneering and its Safety in the Floating Ice Offshore Arno J. Keinonen AKAC INC. Victoria, B.C. Canada [email protected] Evan H. Martin AKAC INC. Victoria, B.C. Canada [email protected] ABSTRACT al. (2006a), Keinonen et al. (2006b), Keinonen et al. (2000), Pilkington et al. (2006a), Pilkington et al. (2006b), Reed (2006), Tambovsky et al. Floating ice offshore pioneering has been performed since the mid (2006), Wright (1999), and Wright (2000). 1970s. This paper presents the key lessons learned from 5 such operations of wide geographic as well as operational range. The intent FLOATING STATIONARY OPERATIONS IN PACK ICE is to present the safety related lessons from these operations for the OFFSHORE benefit of the future safety of similar operations. Beaufort Sea Drillships KEY WORDS: ice offshore operations; station keeping in ice; ice management; safety in ice. When four open water drillships, upgraded to an ice class and winterized, entered the Beaufort Sea mid seventies, together with INTRODUCTION several ice class supply vessels, the operators had an expectation of having an open water season of a few months each year to be able to Several early pioneers going to the Arctic went all out, all thinking that explore for oil and gas (Keinonen and Martin, 2010). The operation they were well prepared, yet some were clearly not prepared for what itself was expected to be a seasonal summer operation only and not to could happen. Some became heroes while others left their names on interact with ice. pages of history books for not completing their missions, at times paying the ultimate price, losing their lives, equipment and leaving The first pioneering lesson was that the so-called summer season had behind a low level, local pollution to the environment.
    [Show full text]
  • Coatings and Cold Hard Truths | International Paint
    Ice Class Vessels Coatings and cold hard truths The sophisticated ships destined to recover hard to reach resources under ice-covered polar seas have required new thinking on design and construction. No matter how profound that thinking has been, however, owner preference for the protective coating Intershield® 163 Inerta 160 has remained a constant. Despite the challenges posed the Arctic Circle promises to yield around 22% of the world’s oil and gas still known to be available. hile the wider harshest of environments. natural gas liquids. newbuilding market Despite the challenges posed by their More than a fifth of Russian territory for ships may only now recovery, the Arctic Circle promises to lies north of the polar circle. The W be showing any signs of yield around 22% of the world’s oil and nation’s Arctic and sub-Arctic regions recovery, few can doubt that sustained gas still known to be available, in the account for 90% of its gas reserves and high oil and gas prices dictate the shape of up to an estimated 90 billion over 20% of its crude oil. Accordingly, future need for increasing numbers barrels of oil, 1,670 trillion cubic feet Russian gas giant Gazprom, for of vessels capable of operating in the of natural gas, and 44 billion barrels of example, has gone on record as saying 1 Ice Class Vessels that field development offshore Russia to 2020 alone will drive orders for over 10 production platforms, over 50 ice class tankers and other specialised ships, and at least 23 liquefied natural gas carriers.
    [Show full text]
  • Role of Classification Society in Arctic Shipping
    ROLE OF CLASSIFICATION SOCIETY IN ARCTIC SHIPPING Seppo Liukkonen, Station Manager, DNVGL Station Helsinki Abstract The core mission of a classification society is “to protect human lives, property and the environment”. In first place the classification societies are fulfilling this function in marine environment, because the classification business in its current form started within sea transportation and shipping. Since then the function of the classification societies has widened to comprise shipbuilding, different kinds of off- shore activities and also some on-shore activities. When fulfilling their function the classification societies are using their own classification rules as their main, own tool. Additionally, the classification societies are often fulfilling their above-mentioned function by working together with and on behalf of the flag state administrations. Here the so-called IMO instruments such as the SOLAS and MARPOL conventions, for instance, are the main basis of the work. Also, international standards, such as the EN-ISO and IEC standards, for instance, and other national and international regulations, such as the Finnish-Swedish Ice Class Rules and Canadian Arctic Pollution Prevention Regulations, for instance, are used by the classification societies. Basically, the work of the classification societies is to ensure that the object in question, e.g., a ship, an off-shore structure, a quality management system, etc., is in compliance with the above-mentioned relevant rules and regulations. In practice this can be done, e.g., with plan approvals, supervision of manufacturing, surveys, inspections and audits. This presentation gives an overview about the role of the classification societies in ensuring and developing the safe Arctic shipping.
    [Show full text]
  • International Association of Classification Societies
    International Association of Classifi cation Societies Roy Nersesian and Subrina Mahmood I. Introduction Th e International Association of Classifi cation Societies (IACS), headquar- tered in London, is made up of ten classifi cation societies: Lloyds Register (LR), American Bureau of Shipping (ABS), Bureau Veritas (BV), China Clas- sifi cation Society (CCS), Det Norske Veritas (DNV), Germanischer Lloyd (GL), Korean Register (KR), Nippon Kaiji Kyokai (NK), Registro Italiano Navale (RINA), and the Russian Maritime Register of Shipping (RS), as well as the Indian Register of Shipping (IRS) as an associate member. According to the Maritime International Secretariet Services (www.marisec.org), there are 47,700 vessels in the world trading fl eet made up principally of general cargo vessels, bulk carriers, container ships, tankers, and passenger vessels. If vessels smaller than 100 gross tons are included (too small to venture on the high seas or participate in international trade), the world fl eet numbers close to 100,000. Most of the world’s trading vessels – nearly 41,000 in 2008 – are registered with classifi cation society members of the IACS. Th e remaining vessels are covered by non-IASC member classifi cation societies. Classifi cation societies develop and implement technical standards for ships and fl oating off shore oil production and storage facilities. Th ese societies set rules to ensure the structural strength and integrity of the ship’s hull and its internal structure, cargo holds, bridge superstructure as well as the functional aspects and reliability of propulsion, steering systems, power generation, cargo handling, ship control, communication, navigation, emer- gency and other auxiliary systems.
    [Show full text]
  • “Class“ Related Terms, Abbreviations and Acronyms
    023 – January 2007 Glossary of “Class“ related terms, abbreviations and acronyms Acceptance Criteria Assess The set of values or criteria which a design, To determine the degree of conformity of a design, product, service or process is required to conform product, service, process, system or organisation with in order to be accepted. with identified specifications, rules, standards or other normative documents. AIC Acceptance into Class The process by which unclassed vessels – Audit including vessels which are classed by a non-IACS A planned systematic and independent examination member or associate – can gain classification from to determine that the activities relative to a process an IACS member. Formal submission of plans and are documented, that these activities are actually information for design appraisal will usually be performed in conformance with what is stated in required in addition to a full survey. the documentation and that they are properly recorded and such as to reach contemplated Annual Survey objectives see Periodic Surveys CAP Condition Assessment Program Appraisal Structural assessment program devised by the A synonym for assessment, evaluation, verification classification societies ABS, LR and DNV. and review sometimes also for approval. Certificate Approval A formal document attesting compliance of a The examination and acceptance by the Society design, product, service or process with the of documents, products, procedures, services and specified requirements. other items related to classification and statutory certification, verifying solely their compliance Certificate of Registry with the relevant rules requirements, or other A document specifying the nation registry of the applicable referentials. vessel. Approved Type Certification Product representative of continuous production Certification and auditing are recognised as a to which it is granted permission for use based valuable approach to ensure reliable delivery of upon a satisfactory appraisal.
    [Show full text]
  • Ice Class Strengthening of Existing Reefer Vessels Trading in the Baltic Sea - a Comparative Study of Ice Classifications 1D and 1C
    Kungliga Tekniska Högskolan Centre for Naval Architecture Bachelor Thesis in Mechanical Engineering SA118X Ice Class Strengthening of Existing Reefer Vessels Trading in the Baltic Sea - A comparative study of ice classifications 1D and 1C Authors Dennis Bremberg ([email protected]) Sara Högdahl ([email protected]) Supervisor Ivan Stenius Date 2016-05-02 Abstract This bachelor thesis strives to perspicuously answer what an ice strengthening of two different existing reefer vessels might mean for operations in the Baltic Sea and illustrate what factors a shipping company needs to consider when initiating such a project. The main purpose is to provide an information basis facilitating the communication between different parties in the shipping industry. The existing specialized reefer fleet is old and few new ships are being built or commissioned. At the same time, there is an increasing demand of shipping perishables to St. Petersburg, inciting the strengthening of existing ships to meet market demands. The methodology used in this report is a compilation of selective literature research (primarily providing qualitative, secondary data) and a comparative study in which the secondary data is applied on the reefer classes Crown and Family. While other classification societies are mentioned, this report focuses on Lloyd’s Register and the ice classes 1D and 1C, suitable for very light and light ice conditions and sailing in convoy with icebreaker assistance. Although ice class 1C is designated for tougher ice conditions than 1D, they share many strengthening requirements. Most substantially, the requirements for 1C concerning the forward region and steering arrangements, stipulated by the Swedish Maritime Administration (Swedish: Sjöfartsverket), are also applicable to 1D.
    [Show full text]
  • Power Quality Solutions for a Technology-Dependent Maritime World
    Safe and managed electric power - more important UPS Technology for the maritime world GE Consumer & Industrial than ever before GE is a leader in the field of critical power Power Protection protection. It’s UPS business designs, manufactures and delivers premium power quality products and related software solutions. - ship operation equipment These products ensure that organizations all over the world enjoy a safe and managed power - navigation equipment supply. - telecommunication To learn more about what we can do to - safety facilities protect your maritime equipment against the consequences of power failures, visit our website - cargo handling systems www.gedigitalenergy.com or use the reply fax. - computer networks - entertainment facilities - electronic point of sale equipment Power quality solutions for - security systems - emergency systems a technology-dependent - specialized machinery - ... maritime world manufacturer: GE Consumer & Industrial SA Via Cantonale 50 ... for all possible situations arising on board of a 6595 Riazzino (Locarno) Switzerland modern vessel, the uninterrupted availability of high T +41 (0) 91 850 51 51 F +41 (0) 91 850 51 44 quality electricity has become vital for a safe and E [email protected] profitable journey. Visit us online at: www.gedigitalenergy.com reply fax +41 (0)91 850 51 44 I am interested in more information Name / first name: about UPS equipment, please send me relevant documentation. Street: I am interested in a “custom made” Postal code / City: UPS-solution, please contact me. Country: No thanks, at the moment I’m not interested, but please Telephone: keep me informed about future developments. E-mail: System to be protected: GE imagination at work © General Electric Company, USA All Rights Reserved (04/06) English Reproduction only upon written consent by GE GEA-D 1035 GB Power quality solutions for a technology-dependent maritime world The maritime industry is growing.
    [Show full text]
  • Lloyd's Register – Written Evidence (ARC0048)
    Lloyd’s Register – Written evidence (ARC0048) 1. Summary The objectives of this submission of evidence to the Select Committee on the Arctic are: To offer supporting data and insights on transit and destination shipping in the Arctic and, in addition, the characteristics of the UK registered Arctic shipping fleet. To contribute evidence on the technological challenges for future Arctic shipping activities To contribute evidence on the regulatory framework that will govern Arctic shipping To contribute advice, and views, on Arctic shipping to support consideration of the “UK dimension” by the Select Committee Considering each objective in turn: Key points on supporting data and insights on transit and destination shipping in the Arctic: 1. Very small numbers of ships use Arctic transits for voyages between ocean basins (i.e. Pacific and Atlantic basins) as an alternative shipping route to transits through the Panama or Suez canal 2. Shipping in the Russian Arctic is likely to increase, but will be mainly export shipping for dedicated natural resources projects. Transit of commercial ships through the Russian Arctic is likely to occur during the summer season only 3. The UK registered ice-classed fleet is small, with 119 ice classed ships, and just 8 ships potentially suitable for transiting the Russian Northern Sea Route independently in an average summer season Figure 1.1 % of Ice Classed UK Fleet Figure 1.2 Ice Classes assigned to UK flagged ships 1 Key points on the technological challenges for future Arctic shipping activities: 1. Technological challenges remain for efficient Arctic shipping with a significant build and operating cost premium associated with current generation of Arctic capable ships 2.
    [Show full text]
  • DNVGL-RU-SHIP-Pt6ch6 Cold Climate
    RULES FOR CLASSIFICATION Ships Edition October 2015 Part 6 Additional class notations Chapter 6 Cold climate The content of this service document is the subject of intellectual property rights reserved by DNV GL AS ("DNV GL"). The user accepts that it is prohibited by anyone else but DNV GL and/or its licensees to offer and/or perform classification, certification and/or verification services, including the issuance of certificates and/or declarations of conformity, wholly or partly, on the basis of and/or pursuant to this document whether free of charge or chargeable, without DNV GL's prior written consent. DNV GL is not responsible for the consequences arising from any use of this document by others. The electronic pdf version of this document, available free of charge from http://www.dnvgl.com, is the officially binding version. DNV GL AS FOREWORD DNV GL 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 GL AS October 2015 Any comments may be sent by e-mail to [email protected] If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of DNV GL, then DNV GL shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million.
    [Show full text]