SPS Vessels Siw

Siw Solstad, MNBNA844 SOLAS and Flag State Services

SPECIAL PURPOSE SHIP (SPS)

© Det Norske Veritas AS. All rights reserved.


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SPS - Content

� General about SOLAS Certificates

� What is a special purpose ship (SPS)?

� Definitions, status of the Code

� Differences between the new and old code.

� Flag state interpretations

� DNV Class notation SPS

� Technical content of the Code

� Accommodation support vessels

� Statutory challenges



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SOLAS Certificates

Mandatory SOLAS certificates:

CCC – Cargo Ship Safety Construction Certificate

CEC – Cargo Ship Safety Equipment Certificate

CRC – Cargo Ship Safety Radio Certificate

PSSC – Passenger Ship Safety Certificate

HSC – High Speed Craft Safety Certificate

In addition ISM Certificate, ISPS Certificate & Dangerous Goods certificates



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SOLAS Certificates

Non-Mandatory certificate:

SPS – Special Purpose Ship Safety Certificate

For cargo ships w/large number of workers that are not passengers or crew engaged in the business of the ship.

The SPS is issued in addition to the CEC, CCC & CRC

Application of use is subject to decision by each Flag (not all Flags has ratified the SPS Code).



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Why an SPS Code?

If a vessel is having CEC, CCC & CRC only, all persons on board, except for 12, have to be signed on as crew.

A ship carrying more than 12 passengers is per definition in SOLAS a passenger ship

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SOLAS:

Persons carried in excess of crew are passengers

“Crew” means all persons carried on board the ship for - Navigation of the ship

- Maintenance of the ship, its machinery, systems and arrangements essential for propulsion

- Providing services for other persons on board

A SPS is carrying special personnel that are neither crew members nor passengers as defined in SOLAS because of the specialized nature of the work undertaken by these ships.



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Special Purpose Ship� High number of ”special personnel”

� Not engaged in running the ship- Be able bodied- Have a fair knowledge of the ship- Have received some safety training

� SPS Code developed for these ships

� ”Mini-SOLAS” with alternate provisions in different areas dependent on number of persons (limits are 60 and 240)

� Stability: SOLAS probabilistic damage stability criteria for passenger ships, somewhat modified for ships carrying a low number of persons.

� WT doors, Double Bottom and Bilge Pumping requirements as for a passenger ship.

� Increased Fire Safety requirements

� Steering Gear/ Emergency Source of power requirements dependent on number of persons

� Lifesaving – mix of cargo/pax requirements

� Flag state practice variable

� Not for MODU Code vessels and vessels used to “transport and accommodate industrial personnel that are not working on board”.



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Ship types

� Multi purpose offshore vessels

� Crane vessels

� Cable/pipe layers

� Research ships

� Pipe layers

� Diving support vessels

� Naval ships

� Seismographic Research vessels

� Training vessels

� Fish and whale factory vessels.



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Definitions, status of the Code

� The original SPS Code was adopted in 1983 (Res. A.534(13)).

� The 2008 SPS Code (MSC.266(84)) supersedes the previous SPS Codefrom 13 May 2008 “for special purpose ships certified on or after” that date.

� The Code is voluntary, it is up to the Administration to decide upon its implementation, and IMO has by purpose not defined the term “new ships”in order to give any Administration discretion to decide the effective date of entry into force.

� The Code applies to ships of 500 GT and above. However, the Administration may also apply it to lesser tonnage.

� It may also apply the Code to ships constructed before 13 May 2008.

� The primary intent with the revision is to bring the Code up to date

with SOLAS, which has been subject to many amendments

through the years.



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Differences between the new and old code

� The most important differences between the new and old codes are:

� “Persons”

- (all people on board, including crew) is the regulatory parameter in the new code as opposed to only special personnel in the previous code. - The definition of special personnel is extended (more specified)

- Before: Number of SPS : 50 and 200

- Now: Number of persons: 60 and 240

� Stability Requirements:

The previous code included a deterministic damage stability standard comparable with a 1-compartment “SOLAS-90” standard or better. The new code includes the new (2009) SOLAS probabilistic damage stability criteria for passenger ships, somewhat modified for ships carrying a low number of persons.

� Generally

IMO resolution A.534(13) reflects the SOLAS convention in force prior to 1 January 2009, while resolution MSC.266(84) reflects the SOLAS convention in force from 1 January 2009 onwards. It follows that the differences between the SOLAS provisions caused by accumulated amendments to various chapters also constitute differences between the codes.



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Definition of SPS personnel (2008 SPS Code)



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Flag Interpretations per 20. November 2009

Adopted by :- Cyprus (Cyprus Government Gazette, No. 4328 16.1.2009)- India (Circular No. 3 2008)- Australia (Marine Orders Part 50) – 2008 SPS Code mandatory from 1 January 2010- St. Vincent and the Grenadines (Circular No. SOL 009)- Singapore (Survey Circular No.3/2009)

------------------------------------------------------------ UK (MCA) – If vessel carry special personnel as defined in MGN 390(M)- Gibraltar – Uses MGN 390(M)

Other Flags case by case:- Norway (NIS Circular 1/2009)- Marshall Island, Germany, Bahamas, Liberia, Malta.

Flags where DNV can not issue SPS:Panama and Isle of Man (IOM)

Coastal state requirement:India and Australia



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DNV Class Notation SPS

The provisions in IMO’s SPS Code, Res. MSC.266(84), have been included in class notation SPS where they are not already covered by Main Class and General Cargo Ship requirements

Why an SPS notation?�IMO’s SPS Code is voluntary.

�SPS class notation will signal compliance with the 2008 SPS Code even if the Flag State has not adopted it

�Easier to change flag to a Flag that uses the Code

�Some port states requires a SPS standard for operation in their waters regardless of flag state



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Technical content of the 2008 SPS Code

� Philosophy:

- Personnel are able bodied and with a fair knowledge of the layout of the ship and have received some training in safety procedures and the handling of the ship's safety equipment. The special purpose ships on which they are carried need not be considered or treated as passenger ships.

- The ships have a higher built in / inherent safety standard in

- Damage stability- Subdivision, e.g. Watertight doors and Double bottom - Bilge pumping- Fire safety and escape- But lesser standard in LSA: As for passenger ships (>60 P)- Emergency Source of power. - Steering Gear



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Technical content of the 2008 SPS Code, cont.

� Fire Safety:

� <= 60 Persons: As for cargo vessels

� 60 < Persons < 240: As for passenger vessels with <= 36 passengers

� Persons ≥ 240: As for passenger vessels with > 36 passengers

� Damage stability/LSA (see also table next page):

� As for passenger ships according to new SOLAS Ch. II-1 (from 1 January 2009)- 240 persons or more: R index as for passenger ships- 60 persons or less: R index is 0.8*R in new SOLAS Ch. II-1- Between 61 and 239 persons: R index calculated by linear interpolation between the two

above



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Damage stability/LSA:

LSA:As for passenger ships engaged in full international voyages, ref. Ch.III in SOLAS 1983 Am.,

- 50% LB on each side- one rescue boat on each side-davit launched liferafts for 25%-immersion suits for all persons-Crew Emergency Plan/Muster list to be approved

LSA:As for passenger ships engaged in full international voyages, ref. Ch.III in SOLAS 1983 Am.,

- 50% LB on each side- one rescue boat on each side-davit launched liferafts for 25%-immersion suits for all persons-Crew Emergency Plan/Muster list to be approved

LSA:As for passenger ships engaged in full international voyages, ref. SOLAS Ch.III

LSA:As for cargo ships other than tankers, ref. SOLAS Ch. III

Damage stability:As for passenger ships in

accordance with SOLAS Ch. II-1, where the ship is considered a passenger ship and special personnel are considered passengers. R-value calculated in accordance with II-1/6.2.3 assigned as linear interpolation between 0.8R. (60 persons) and R (240 persons)

Damage stability:As for passenger ships in accordance with SOLAS Ch. II-1, where the ship is considered a passenger ship and special personnel are considered passengers. R-value calculated in accordance with II-1/6.2.3 assigned as 0.8R.

Damage stability:As for passenger ships in accordance with

SOLAS Ch. II-1, where the ship is considered a passenger ship and special personnel are considered passengers. R-value calculated in accordance with II-1/6.2.3 assigned as R.

Damage stability:As for passenger ships in accordance with SOLAS Ch. II-1, where the ship is considered a passenger ship and special personnel are considered passengers. R-value calculated in accordance with II-1/6.2.3 assigned as linear interpolation between 0.8R. (60 persons) and R (240

persons)

Option IIOption I

Category III

≥ 240 P

Category II, 61- 239 P

Category I< 61 P

Table 2-1 Compliance with chapters 2 and 8 of the SPS Code



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SOLAS Ch.II-1 Req. as for passenger vessels

� SOLAS II-1 Reg. 9 – Double bottom requirements

� SOLAS II-1/Reg. 13 – Watertight doors

- Max one sliding door pr. bulkhead within

spaces containing main and auxiliary machinery

- Outside damage zone B/5.

- Remote closing from navigating bridge within 60 sec.- Closing from each side, power operated and hand-operated

- Closing from above the bulkhead deck.



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Technical content of the 2008 SPS Code, cont.

� Bilge pumping arrangement: As for passenger ships

� Steering Gear: As for passenger ships for P ≥ 240

� Emergency Source of power: As for passenger ships for P ≥ 61

� Dangerous Goods requirement will apply if DG are carried.

� P ≥ 61: Public address systems as on passenger ships (Ch.8.2):



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SPS Code – Fire ProtectionGeneral:

Drawings for approval should indicate which SPS Code and maximum number of persons

�MVZ bulkheads (WT subdivision, MVZ bulkheads and muster station(s) to be included on SFP plan and Escape plan)

�P ≥ 61 - Escape arrangement as a passenger vessel

�Stairway calculations by FSS Code Chapter 13

�Fire detection and alarm system

�Ventilation (separate ventilation for each MVZ and Stairways)

�Galley ventilation system

�Sprinkler system

�Fire water/Fire Pump capacity, ref. Reg.II-2/10.2

�Low location lighting (LLL)

�Material specification (calculations and certificates)

�Safe Return to Port (SRtP)



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Structural Fire Subdivision

MVZ - Main Vertical Fire Zone

60 < p < 240: The hull and superstructure in way of accommodation and service spaces shall be subdivided into MVZ by “A” class divisions, insulation according to tables 9.3 and 9.4

P ≥ 240: The hull, superstructure and deckhouses shall be subdivided into MVZ by “A-60” class divisions



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A-60 A-60 A-60

MVZ MVZ~40 m (max 48 m) MVZ MVZ

MVZ AreaMax=1600 m2 (1600/48 =33.33 m)

Structural Fire Subdivision

MVZ - Main Vertical Fire Zone



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Means of Escape (II-2/13)

Applicable to SPS vessels ≥ 61 persons:

Always escape to a “safer” place, e.g. cabin-corridor-stairway.

� One (primary) escape route always independent of WT & SWT doors.

� One enclosed stairway in each main fire zone- shall give continuous fire shelter to the embarkation area

� Only public spaces, corridors, public toilets, special category spaces are allowed to have direct access to staircases.

� Dead ends’ not allowed.

� Two exits when space > 28m2.

� Room in room alarm to be limited.

� Escape calculations, i.e width of doors and stairway to be calculated.



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Stairways vs. Main Vertical Fire Zone

Alt. 1

Alt. 2

Fig.1: ECS serves one MVZ

Fig.2: ECS serves two MVZ

Fig.3: ECS serves two MVZ



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SPS Code – Fire Protection

Fire detection and alarm, Reg. 7

� Loops or sections not to cross MVZ boundaries

� Requirements for P ≥ 240: - smoke detectors in accommodation spaces, service spaces and control stations

� Requirements for 60 < p < 240:- smoke detectors in corridors, stairways and escape routes in accommodation spaces plus

either- a fixed fire detection system, or- a sprinkler systemcovering the remaining parts of accommodation spaces, service spaces and control stations

� New requirement in SOLAS 2006 Amendments, valid from 1 July 2010:- fixed fire detection and fire alarm system shall be capable of remotely and individually

identifying each detector and manually operated call point,- cabin detectors capable of emitting audible alarm



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SPS Code – Fire Protection

Sprinkler System, Reg. 10.6� P ≥ 240 : automatic sprinkler system arranged in all accommodation

spaces, service spaces and control stations

� 60 < p < 240 : automatic sprinkler system may be arranged

Other relevant requirements if P ≥ 61 � Protection of openings (fire doors and windows)

� Ventilation

� Fire pumps

� Fire main pressurised and one pump arranged with automatic start

� Use of combustible materials

� Furniture in stairways and corridors

� Low Location Lighting (LLL)



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Safe Return to Port

� What is Safe Return to Port (SRtP)?

It is a SOLAS (statutory) requirement- Introduced with SOLAS 2006 Amendments- Coming into force from 1 July 2010- Applicable for passenger ships having length of 120 m. or more or having three or more main vertical

zones - By Chapter 6 Fire Protection of the 2008 SPS Code the vessels are to comply with "requirements of

chapter II-2 of SOLAS for passenger ships" if they have more than 60 persons on board meaning SRtPrequirements if L>120 m or 3 MVZ.

- Chapter 2 Stability and subdivision in the Code will require that new Reg. II-1/8-1 (on safe return to port after flooding) will apply when a vessel is carrying 240 persons or more.

- Related to: - Fire Scenarios,- Stability (flooding) scenarios



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The New Regulations:

�SOLAS Reg. II-1/8.1:- System capabilities after a flooding casualty on passenger ships

�SOLAS Reg. II-2/21:- Casualty threshold, safe return to port and safe areas

�SOLAS Reg. II-2/22:- Design criteria for systems to remain operational after a fire casualty



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Accommodation support vessels

� It is pointed out that the 2008 SPS Code is not intended for ships used to transport and accommodate industrial personnel not working on board (accommodation vessels).

� DNV will recommend Passenger Ship Certificate (PSSC) to Accommodation vessels and vessels used to transport personnel

� Alternately MODU



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Statement of compliance

� Many vessels with high number of crew, particularly seismic vessels, are not built and certified in compliance with the SPS Code.

� On request from owners we may issue a so-called “Statement of fact” that simply says which part(s) of the SPS Code the vessel is in compliance with or not.

� Due to shore states requirements for full or partial compliance with the SPS Code (India, Australia..)



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Statutory Challenges

Statutory Challenges for Special Purpose Ships

� The SPS Code is a non-mandatory Code and application is subject to decision by each individual flag state administration.

� DNV observe a world wide change in attitude from Flag State Administrations and Coastal States with respect to certification of these vessels, both for new buildings and for conversions/upgrades of existing ships.

� The issue of eligibility of the different ship types for the new 2008 SPS Code (MSC.266(84)) has been subject to increased scrutiny.



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Statutory Challenges, cont.� DNV recommendations are as follows:

� The 2008 SPS Code to be used.

� For non-contracted new buildings and major conversions / upgrade projects there will be a long term benefit in applying the 2008 SPS Code, ensuring compliance with an internationally recognized standard. Port and coastal states are therefore less likely to question the standard of the ship and the need to document the ships standard will be reduced.

� For already contracted new buildings and major conversions / upgrade projects where the statutory certification, type of certificates and related conditions are not yet formally determined, Owners are advised to obtain formal confirmations from the flag state administration without delay. Past practice can no longer be taken for granted unless confirmed case by case by the flag state administration.

� The Owner should prepare an initial submission or arrange a meeting with the flag state administration in which the flag is introduced to the project, the Owners objectives and the plan as to how these will be achieved. At this stage, the statutory items that will require the involvement of the flag state administration should also be identified.



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…The End



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SPS Vessels Siw