BKI Rules Vol 03 Section 11 ( for Machinery Instalation ) Page 148 ( Pipe Wall THK )

BIRO KLASIFIKASI INDONESIA

RULES FOR THE CLASSIFICATION

AND CONSTRUCTION OF SEAGOING STEEL SHIPS

VOLUME III

RULES FOR MACHINERY INSTALLATIONS

EDITION 2009

2 Biro Klasifikasi Indonesia

The following Guidelines come into force on 1st November 2009

Reproduction in whole or in part by any means, is subject to the permission in writing by Biro Klasifikasi Indonesia Head Office

Published by : Biro Klasifikasi Indonesia

Table of Contents 3

Tables of Contents

Page

Section 1 General Rules and Instructions

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1B. Documents for Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1C. Ambient Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1D. Design and Construction of the Machinery Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6E. Engine and Boiler Room Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8F. Safety Equipment and Protective Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9G. Communication and Signalling Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10H. Operationally Important Auxiliary Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10

Section 2 Internal Combustion Engines and Air Compressors

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1B. Documents for Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2C. Crankshaft Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3D. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3E. Tests and Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5F. Safety Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12G. Auxiliary Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16H. Starting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18I. Control Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20J. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21K. Engine Alignment/Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21L. Approximate Calculation of the Starting Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24M. Air Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24

Section 3 I Turbomachinery / Steam Turbines

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1B. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1C. Design and Construction Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2D. Astern Running, Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2E. Manoeuvering and Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2F. Control and Monitoring Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3G. Condensers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3H. Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4I. Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

Section 3 II Turbomachinery / Gas Turbines and Exhaust Gas Turbochargers

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5B. Design and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5C. Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6D. Shops Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

Section 4 Main Shafting

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1B. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1C. Shaft Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1D. Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3E. Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7

4 Table of Contents

Section 5 Gears, Couplings

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1B. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1C. Calculation of the Load-Bearing Capacity of Cylindrical and Bevel Gearing . . . . . . . . . . . 5-1D. Gear Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7E. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7F. Balancing and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7G. Design and Construction of Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8

Section 6 Propeller

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1B. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1C. Dimensions and design of propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1D. Controllable Pitch Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5E. Propeller Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6F. Balancing and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

Section 7 I Steam Boilers

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1B. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4C. Principles Applicable to Manufacture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4D. Design Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6E. Equipment and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24F. Testings of Boilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28G. Hot Water Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29H. Flue Gas Economizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

Section 7 II Thermal Oil Systems

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33B. Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34C. Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35D. Equipment Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37E. Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37F. Fire Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38G. Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38

Section 8 Pressure Vessels

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1B. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1C. Manufacturing Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4D. Design Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4E. Equipment and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

F. Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7G. Gas Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

Section 9 Oil Burners and Oil Firing Equipment

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1B. Requirements Regarding Oil Firing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1C. Requirement to Oil Burners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2

Table of Contents 3

Section 10 Storage of Liquid Fuels, Lubricating, Hydraulic and Thermal Oils as well as Oily Residues

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1B. Storage of Liquid Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1C. Storage of Lubricating and Hydraulic Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3D. Storage of Thermal Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3E. Storage of Oil Residues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4F. Storage of Gas Bottles for Domestic Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4

Section 11 Piping Systems, Valves, Fittings and Pumps

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1B. Materials, Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1C. Calculation of Wall Thickness and Elasticity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11D. Principles for the Construction of Pipes, Valves, Fittings and Pumps . . . . . . . . . . . . . . . 11-16E. Steam Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25F. Boiler Feed Water and Circulating Arrangement, Condensate Recirculation . . . . . . . . . 11-26G. Oil Fuel Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-27H. Lubricating Oil Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-31I. Seawater Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33K. Fresh Water Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-35L. Compressed Air Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-36M. Exhaust Gas Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-37N. Bilge Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-37O. Equipment for the Treatment and Storage of Bilge Water,

Fuel/Oil Residues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-42P. Ballast Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-43Q. Thermal Oil Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-44R. Air, Overflow and Sounding Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-45S. Drinking Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-49T. Sewage Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-49U. Hose Assemblies and Compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-51

Section 12 Fire Protection and Fire Extinguishing Equipment

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1B. Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2C. Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4D. Scope of Fire Extinguishing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6E. General Water Fire Extinguishing Equipment (Fire and Deckwash System) . . . . . . . . . . . 12-7F. Portable and Mobile Fire Extinguisher, Portable Foam Applicators and

Water Fog Applicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13G. High-Pressure CO2 Fire Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15H. Low-Pressure CO2 Fire Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-21I. Gas Fire-Extinguishing Systems using Gases other than CO2 for Machinery Spaces and

Cargo Pump-Rooms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-22J. Other Fire Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-26K. Foam Fire Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-26L. Pressure Water Spraying Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-28M. Fire Extinguishing Systems for Paint Lockers, Flammable Liquid Lockers,

Galley Range Exhaust Ducts and Deep-Fat Cooking Equipment . . . . . . . . . . . . . . . . . . . 12-32N. Waste Incineration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-33O. Fire Extinguishing Equipment for Helicopter Landing Decks . . . . . . . . . . . . . . . . . . . . . 12-33P. Equipment for the Transport of Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-34

4 Table of Contents

Section 13 Machinery for Ships with Ice Classes

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1B. Necessary Propulsion Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1C. Necessary Reinforcements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1

Section 14 Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Windlasses, Winches,Hydraulic Control Systems, Fire Door Control Systems and Stabilizers

A. Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1B. Rudder Propeller Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6C. Lateral Thrust Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8D. Windlasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8E. Winches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-13F. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-13G. Fire Door Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18H. Stabilizers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20

Section 15 Special Requirements for Tankers

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1B. General Requirements for Tankers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2C. Tankers for the Carriage of Oil Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8D. Inert Gas Systems for Tankers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11

Section 16 Torsional Vibrations

A. Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1B. Calculation of Torsional Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1C. Permissible Torsional Vibration Stresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2D. Torsional Vibration Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6E. Prohibited Ranges of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6F. Auxiliary Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6

Section 17 Spare Parts

A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1B. Volume of Spare Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1

Section 1 - General Rules and Instructions A,B,C 1-1

S e c t i o n 1

General Rules and Instructions

A. General

1. The Rules for Machinery Installations applyto the propulsion installations of ships classed by BiroKlasifikasi Indonesia including all the auxiliarymachinery and equipment necessary for the operationand safety of the ship.

They also apply to machinery which BKI is to confirmas being equivalent to classed machinery.

2. Apart from the machinery and equipmentdetailed below, the Rules are also individuallyapplicable to other machinery and equipment wherethis is necessary to the safety of the ship or its cargo.

3. Designs which deviate from the Rules forMachinery Installations may be approved providedthat such designs have been examined by BKI forsuitability and have been recognized as equivalent.

4. Machinery installations which have beendeveloped on novel principles and/or which have notyet been sufficiently tested in shipboard service requirethe BKI's special approval.

Such machinery may be marked by the Notation"EXP." affixed to the Character of Classification andbe subjected to intensified survey, if sufficientlyreliable proof cannot be provided of its suitability andequivalence in accordance with 3.

5. In the instances mentioned in 3. and 4. BKI isentitled to require additional documentation to besubmitted and special trials to be carried out.

6. In addition to the Rules, BKI reserves theright to impose further requirements in respect of alltypes of machinery where this is unavoidable due tonew findings or operational experience, or BKI maypermit deviations from the Rules where these arespecially warranted.

7. National Rules or Regulations outside BKI’sRules remain unaffected.

B. Documents for Approval

1. Before the start of manufacture, plansshowing the general arrangement of the machineryinstallation together with all drawings of parts andinstallations subject to testing, to the extent specifiedin the following Sections are each to be submitted intriplicate1) to BKI.

2. The drawings shall contain all the datanecessary for approval. Where necessary, calculationsand descriptions of the plant are to be submitted.

3. Once the documents submitted have beenapproved by BKI they are binding on the execution ofthe work. Any subsequent modifications require BKI'sapproval before being put into effect.

C. Ambient Conditions

1. Operating conditions, general

1.1 The selection, layout and arrangement of allshipboard machinery, equipment and appliances shallbe such as to ensure faultless continuous operationunder the ambient conditions specified in Tables1.1-1.4.

1.2 Account is to be taken of the effects on themachinery installation of distortions of the ship's hull.

1) For ships flying Indonesian flag in quadruplicate, one of which intended for the Indonesian Government

1-2 C Section 1 - General Rules and Instructions

Table 1.1 Inclinations

Installations,Components

Angle of inclination [o] 2)

Athwartship Fore-and-aft

static dynamic static dynamic

Main andauxiliarymachinery

15 22,5 54) 7,5

Ship's safetyequipment, e.g.emergencypowerinstallations,emergency firepumps and theirdrives

22,53) 22,5 3) 10 10

Switchgear,electrical andelectronicappliances 1)and remote-control systems1) Up to an angle of inclination of 45 o no undesired switching

operations or functional changes may occur.

2) Athwartships and fore-and-aft inclinations may occursimultaneously.

3) On ships for the carriage of liquefied gases and chemicalsthe emergency power supply must also remain operationalwith the ship flooded to a final arthwarthships inclinationup to a maximum of 30o

4) Where the length of the ship exceeds 100 m, the fore-and-aft static angle of inclination may be taken as 500/Ldegrees.

Note :

BKI may consider deviations from the angles ofinclination defined in Table 1.1 taking intoconsideration the type, size and service conditions ofthe ship.

Table 1.2 Water temperature

Coolant Temperature [oC]

Seawater + 32 1)

Charge air coolant inletto charge air cooler

+ 32 1)

1) BKI may approve lower water temperatures for shipsoperating only in special geographical areas.

Table 1.3 Air temperature

at atmosphere pressure = 1000 mbarand relative humidity = 60 %

Installations,components

Location,arrangement

Temperaturerange[oC]

Machinery andelectricalinstallations 1)

in enclosedspaces

0 to 45 2)

on

in

machinery components,boilers

spaces,sub-ject to higheror lowertemperatures

According tospecific local

conditions

on

the open deck

-25 to + 45

1) Electronic appliances shall be designed and tested to ensuretrouble-free operation even at a constant air temperature of+ 55 EC.

2) BKI may approve lower air temperatures for shipsdesigned only for service in particular geographical areas.

Table 1.4 Other ambient conditions

Location Conditions

In all spaces

Ability to withstand oilvapour and salt-laden air

Trouble-free operation withinthe temperature ranges statedin Table 1.3, and humidity upto 100 % at a referencetemperature of 45 EC

Tolerance to condensation isassumed

In speciallyprotectedcontrol rooms

80 % relative humidity at areference temperature of45 EC.

On the opendeck

Abi l i t y t o w i ths t andtemporary flooding withseawater and salt-laden spray

Section 1 - General Rules and Instructions C 1-3

2. Vibrations

2.1 General

2.1.1 Machinery, equipment and hull structures arenormally subjected to vibration stresses. Design,construction and installation must in every case takeaccount of these stresses.

The faultless long-term service of individualcomponents shall not be endangered by vibrationstresses.

2.1.2 For vibrations generated by an engine or otherdevice the intensity shall not exceed defined limits.The purpose is to protect the vibration generators, theconnected assemblies, peripheral equipment and hullcomponents form additional, excessive vibrationstresses liable to cause premature failures or mal-functions.

2.1.3 The following provisions relate the vibrationsin the frequency range from 2 to 300 Hz. Theunderlying assumption is that vibrations with oscilla-tion frequencies below 2 Hz can be regarded asrigid-body vibrations while vibrations with oscillationfrequencies above 300 Hz normally occur only locallyand may be interpreted as structure-borne noise.Where, in special cases, these assumptions are notvalid (e.g. where the vibration is generated by a gearpump with a tooth meshing frequency in the rangeabove 300 Hz) the following provisions are to beapplied in analogous manner.

2.1.4 Attention has to be paid to vibration stressesover the whole relevant operating range of thevibration generator.

Where the vibration is generated by an engine, con-sideration must be extended to the whole availableworking speed range and, where appropriate, to thewhole power range.

2.1.5 The procedure described below is largelystandardized. Basically, a substitution quantity isformed for the vibration stress or the intensity of theexciter spectrum (see. 2.2.1). This quantity is thencompared with permissible or guaranteed values tocheck that it is admissible.

2.1.6 The procedure mentioned in 2.1.5 takes onlyincomplete account of the physical facts. The aim is toevaluate the true alternating stresses or alternatingforces. No simple relationship exists between theactual loading and the substitution quantities: vibrationamplitude vibration velocity and vibration accelerationat external parts of the frame. Nevertheless thisprocedure is adopted since it at present appears to bethe only one which can be implemented in areasonable way. For these reasons it is expresslypointed out that the magnitude of the substitutionquantities applied in relation to the relevant limitsenables no conclusion to be drawn concerning thereliability or loading of components so long as these

limits are not exceeded. It is, in particular,inadmissible to compare the loading of components ofdifferent reciprocating machines by comparing thesubstitution quantities measured at the engine frame.

2.1.7 For reciprocating machinery, the followingstatements are only applicable for outputs over100 kW and speeds below 3000 Rpm.

2.2 Assessment

2.2.1 In assessing the vibration stresses imposed onmachinery, equipment and hull structures, the vi-bration velocity v is generally used as a criterion forthe prevailing vibration stress. The same criterion isused to evaluate the intensity of the vibration spectrumproduced by a vibration exciter (see. 2.1.2).

In the case of a purely sinusoidal oscillation, the ef-fective value of the vibration velocity veff can becalculated by the formula :

(1)

in which

s vibration displacement amplitude

v vibration velocity amplitude

veff effective value of vibration velocity

a vibration acceleration amplitude

ω angular velocity of vibration.

For any periodic oscillation with individual harmoniccomponents 1,2,...n, the effective value of the vibra-tion velocity can be calculated by the formula:

(2)

in which veffi is the effective value of the vibrationvelocity of the i-th harmonic component. Usingformula (1), the individual values of veffi are to becalculated for each harmonic.

Depending on the prevailing conditions, the effectivevalue of the vibration velocity is given by formula (1)for purely sinusoidal oscillations or by formula (2) forany periodic oscillation.

2.2.2 The assessment of vibration loads isgenerally based on areas A, B and C, which areenclosed by the boundary curves shown in Fig. 1.1.The boundary curves of areas A, B, and C areindicated in Table 1.5. If the vibration to be assessedcomprises several harmonic components, the effectivevalue according to 2.2.1 must be applied.

1-4 C Section 1 - General Rules and Instructions

Fig. 1.1 Areas for the assessment of vibration loads

Table 1.5 Numerical definition of the area boundaries shown in Fig. 1.1

Areas A B C A' B'

s v veff a

[mm][mm/s][mm/s]

[9,81 m/s2]

< 1< 20< 14< 0,7

< 1< 35< 25< 1,6

< 1< 63< 45< 4

< 1< 20< 14< 1,3

< 1< 40< 28< 2,6

The assessment of this value is to take account of allimportant harmonic components in the range from 2to 300 Hz.

2.2.3 Area A can be used for the assessment of allmachines, equipment and appliances. Machines,equipment and appliances for use on board ship shallas a minimum requirement be designed to withstanda vibration load corresponding to the boundary curveof area A.

Otherwise, with BKI's consent, steps must be taken(vibration damping etc.) to reduce the actual vibrationload to the permissible level.

2.2.4 Because they act as vibration exciters,reciprocating machines must be separatelyconsidered. Both the vibration generated byreciprocating machines and the stresses consequentlyimparted to directly connected peripheral equipment(e.g. governors, exhaust gas turbocharger andlubricating oil pumps) and adjacent machines or plant(e.g. generators, transmission systems and pipes) may,

for the purpose of these Rules and with due regard tothe limitations stated in 2.1.6, be assessed using thesubstitution quantities presented in 2.2.

2.2.4.1 In every case the manufacturer ofreciprocating machines has to guarantee permissiblevibration loads for the important directly connectedperipheral equipment. The manufacturer of thereciprocating machine is responsible to BKI forproving that the vibration loads are within thepermissible limits in accordance with 2.3.

2.2.4.2 Where the vibration loads of reciprocatingmachines lie within the A' area, separate considerationor proofs relating to the directly connected peripheralequipment (see. 2.2.4) are not required. The sameapplies to machines and plant located in closeproximity to the generator (2.2.4).

In these circumstances directly connected peripheralappliances shall in every case be designed for at leastthe limit loads of area B', and machines locatednearby for the limit loads of area B.

Section 1 - General Rules and Instructions C 1-5

If the permissible vibration loads of individualdirectly connected peripheral appliances inaccordance with 2.2.4.1 lie below the boundary curveof area B, admissibility must be proved bymeasurement of the vibration load which actuallyoccurs.

2.2.4.3 If the vibration loads of reciprocatingmachines lie outside area A' but are still within areaB', it must be proved by measurement that directlyconnected peripheral appliances are not loaded abovethe limits for area C.

In these circumstances directly connected peripheralappliances shall in every case be designed for at leastthe limit loads of area C, and machines located nearbyfor the limit loads of area B.

Proof is required that machines and applianceslocated in close proximity to the main exciter are notsubjected to higher loads than those defined by theboundary curve of area B.

If the permissible vibration loads of individualdirectly connected peripheral appliances or machinesin accordance with 2.2.4.1 lie below the stated values,admissibility must be proved by measurement ofvibration load which actually occurs.

2.2.4.4 If the vibration loads of reciprocatingmachines lie outside area B' but are still within areaC, it is necessary to ensure that the vibration loads onthe directly connected peripheral appliances stillremain within area C. If this condition cannot be met,the important peripheral appliances must inaccordance with 2.3 be demonstrably designed for thehigher loads.

Suitable measures (vibration damping etc.) are to betaken to ensure reliable prevention of excessive vi-bration loads on adjacent machines and appliances.The permissible loads stated in 2.2.4.3 (area B or alower value specified by the manufacturer) continueto apply to these units.

2.2.4.5 For directly connected peripheral appliances,BKI may approve higher values than those specifiedin 2.2.4.2, 2.2.4.3 and 2.2.4.4 where these areguaranteed by the manufacturer of the reciprocatingmachine in accordance with 2.2.4.1 and are proved inaccordance with 2.3.

Analogously, the same applies to adjacent machinesand appliances where the relevant manufacturerguarantees higher values and provides proof of thesein accordance with 2.3.

2.2.5 For appliances, equipment and componentswhich, because of their installation in steering gearcompartments or bow thruster compartments, areexposed to higher vibration stresses, the admissibilityof the vibration load may, not withstanding 2.2.3, beassessed according to the limits of area B. The designof such equipment shall allow for the above men-

tioned increased loads.

2.3 Proofs

2.3.1 Where in accordance with 2.2.4.1, 2.2.4.4,and 2.2.4.5 BKI is asked to approve higher vibrationload values, all that is normally required for this isthe binding guarantee of the admissible values by themanufacturer or the supplier.

2.3.2 BKI reserves the right to call for detailedproofs (calculations, design documents,measurements, etc.) in case where this is warranted.

2.3.3 Type approval in accordance with BKI's"Regulations for the Performance of Type Test , Part2, Test Requirements for Electrical / ElectronicEquipment and Systems" is regarded as proof ofadmissibility of the tested vibration load.

2.3.4 BKI may recognize long-term trouble freeoperation as sufficient proof of the required reliabilityand operational dependability.

2.3.5 The manufacturer of the reciprocatingmachine is in every case responsible to BKI for anyproof which may be required concerning the level ofthe vibration spectrum generated by reciprocatingmachinery.

2.4 Measurement

2.4.1 Proof based on measurements is normallyrequired only for reciprocating machines with anoutput of more than 100 kW, where the otherconditions set out in 2.2.4.2 - 2.2.4.4 are met. Wherecircumstances warrant this, BKI may also requireproofs based on measurements for smaller outputs .

2.4.2 Measurements are to be performed in everycase under realistic service conditions at the point ofinstallation. During verification, the output suppliedby the reciprocating machine shall be not less than80 % of the rated value. The measurement shall coverthe entire available speed range in order to facilitatethe detection of any resonance phenomena.

2.4.3 BKI may accept proofs based onmeasurements which have not been performed at thepoint of installation (e.g. test bed runs) or at the pointof installation but under different mounting conditionsprovided that the transferability of the results can beproved.

The results are normally regarded as transferable inthe case of flexibly mounted reciprocating machinesof customary design.

If the reciprocating machine is not flexibly mounted,the transferability of the results may still beacknowledged if the essential conditions for this

1-6 D Section 1 - General Rules and Instructions

(similar bed construction, similar installation and piperouting etc.) are satisfied.

2.4.4 The assessment of the vibration stressesaffecting or generated by reciprocating machines nor-mally relates to the location in which the vibrationloads are greatest. Fig. 1.2 indicates the points ofmeasurement which are normally required for an inline piston engine. The measurement has to beperformed in all three directions. In justified casesexceptions can be made to the inclusion of all themeasuring points.

2.4.5 The measurements may be performed withmechanical manually-operated instruments providedthat the instrument setting is appropriate to themeasured values bearing in mind the measuringaccuracy.

Directionally selective, linear sensors with afrequency range of at least 2 to 300 Hz shouldnormally be used. Non-linear sensors can also be usedprovided that the measurements take account of theresponse characteristic.

With extremely slow-running reciprocating machines,measurements in the 0,5 to 2 Hz range may also berequired. The results of such measurements within thestated range cannot be evaluated in accordance with2.2.

2.4.6 The records of the measurements for thepoints at which the maximum loads occur are to besubmitted to BKI together with a tabular evaluation.

D. Design and Construction of theMachinery Installation

1. Dimensions of components

1.1 All parts are to be capable of withstandingthe stresses and loads peculiar to shipboard service,e.g. those due to movements of the ship, vibrations,intensified corrosive attack, temperature changes andwave impact, and shall be dimensioned in accordancewith the requirements set out in the present Volume.

In the absence of Rules governing the dimensions ofparts, the recognized Rules of engineering practice areto be applied.

1.2 Where connections exist between systems

or plant items which are designed for different forces,pressures and temperatures (stresses), safety devicesare to be fitted which prevent the over-stressing of thesystem or plant item designed for the lower designparameters. To preclude damage, such systems are tobe fitted with devices affording protection againstexcessive pressures and temperatures and/or againstoverflow.

2. Materials

All components shall comply with the Rules forMaterials, Volume V.

3. Welding

The fabrication of welded components, the approvalof companies and the testing of welders are subject tothe Rules for Welding, Volume VI.

4. Tests

4.1 Machinery and its component parts aresubject to constructional and material tests, pressureand leakage tests, and trials. All the tests prescribed inthe following Sections are to be conducted under thesupervision of BKI.

In the case of parts produced in series, other methodsof testing may be agreed with BKI instead of the testsprescribed, provided that the former are recognized asequivalent by BKI.

4.2 BKI reserves the right, where necessary, toincrease the scope of the tests and also to subject totesting those parts which are not expressly required tobe tested according to the Rules.

4.3 Components subject to mandatory testing areto be replaced with tested parts.

4.4 After installation on board of the main andauxiliary machinery, the operational functioning ofthe machinery including the associated ancillaryequipment is to be verified. All safety equipment is tobe tested, unless adequate testing has already beenperformed at the manufacturer's works in the presenceof the BKI Surveyor.

In addition, the entire machinery installation is to betested during sea trials, as far as possible under theintended service conditions.

4.5 For the requirements during sea trials seeGuidance for Sea Trials of Motor Vessels.

Section 1 - General Rules and Instructions D 1-7

Sides for L left side lookingmeasurement towards coupling flange

R right side looking towardscoupling flange

Measuring 0 bedheight 1 base

2 crankshaft height3 frame top

Measuring I coupling side (CS)point over II engine centerengine length III opposite side to coupling

(OSC)

Fig. 1.2 Schematic representation of in-line piston engine

5. Corrosion protection

Parts which are exposed to corrosion are to besafeguarded by being manufactured ofcorrosion-resistant materials or provided witheffective corrosion protection.

6. Availability of machinery

6.1 Ship's machinery is to be so arranged andequipped that it can be brought into operation fromthe “dead ship” condition with the means available onboard.

The “dead ship” condition means that the entiremachinery installation including the electrical powersupply is out of operation and auxiliary sources ofenergy such as starting air, battery-supplied startingcurrent etc. are not available for restoring the ship'selectrical system, restarting auxiliary operation andbringing the propulsion installation back intooperation.

To overcome the “dead ship” condition use may bemade of an emergency generator set provided that itis ensured that the electrical power for emergencyservices is available at all times. It is assumed thatmeans are available to start the emergency generatorat all times.

6.2 In case of “dead ship” condition it is to beensured that it will be possible for the propulsionsystem and all necessary auxiliary machinery to berestarted within a period of 30 minutes (See Rules forElectrical Installations, Volume IV, Section 3, C.).

7. Control and regulating

7.1 Machinery must be so equipped that it canbe controlled in accordance with operatingrequirements in such a way that the service conditionsprescribed by the manufacturer can be met.

7.1.1 For the control equipment of main engineand system essential for operation see Rules forElectrical Installations, Volume IV, Section 9, B.3.

7.2 In the event of failure or fluctuations of thesupply of electrical, pneumatic or hydraulic power toregulating and control systems, or in case of break ina regulating or control circuit, steps shall be taken toensure that :

S the appliances remain at their present operationalsetting or, if necessary, are changed to a settingwhich will have the minimum adverse effect onoperation (fail-safe conditions)

S the power output or engine speed of the

1-8 E Section 1 - General Rules and Instructions

machinery being controlled or governed isnot increased and

S no unintentional start-up sequences are initiated.

7.3 Manual operation

Every functionally important, automatically or remotecontrolled system must also be capable of manualoperation.

8. Propulsion plant

8.1 Manoeuvring equipment

Every engine control platform is to be equipped insuch a way that :

S the propulsion plant can be adjusted to anysetting,

S the direction of propulsion can be reversed, and

S the propulsion unit or the propeller shaft can bestopped.

8.2 Remote controls

The remote control of the propulsion plant from thebridge is subject of Rules for Automation,Volume VII.

8.3 Multiple-shaft and multi-engine systems

Steps are to be taken to ensure that in the event of thefailure of a propulsion engine, operation can bemaintained with the other engines, where appropriateby a simple change-over system.

For multiple-shaft systems, each shaft is to beprovided with a locking device by means of whichdragging of the shaft can be prevented.

9. Turning appliances

9.1 Machinery is to be equipped with thenecessary turning appliances.

9.2 The turning appliances are to be of the selflocking type. Electric motors are to be fitted withsuitable retaining brakes.

9.3 An automatic interlocking device is to beprovided to ensure that the propulsion and auxiliaryprime movers cannot start up while the turning gear isengaged. In case of manual turning installationswarning devices may be provided alternatively.

10. Operating and maintenance instructions

10.1 Manufacturers of machinery, boilers andauxiliary equipment must supply a sufficient numberof operating and maintenance notices and manuals

together with the equipment.

In addition, an easily legible board is to be mountedon boiler operating platforms giving the most im-portant operating instructions for boilers and oil-firingequipment.

11. Markings, identification of machineryparts

In order to avoid unnecessary operating and switchingerrors, all parts of the machinery whose function isnot immediately apparent are to be adequately markedand labelled.

12. Fuels

12.1 The flash point 2) of liquid fuels for theoperation of boilers and diesel engines may not belower than 60 EC.

For emergency generating sets, however, use may bemade of fuels with a flash point of $ 43 EC.

12.2 In exceptional cases, for ships intended foroperation in limited geographical areas or wherespecial precautions subject to the BKI's approval aretaken, fuels with flash points between 43 EC and60 EC may also be used. This is conditional upon therequirement that the temperatures of the spaces inwhich fuels are stored or used shall invariably be10 EC below the flash point.

12.3 The use of gaseous fuels taken from thecargo is subject to Rules for Ships Carrying LiquefiedGases in Bulk, Volume IX.

13. Refrigerating installations

Refrigerating installations for which no RefrigeratingInstallations Certificate is to be issued are subject tothe Rules for Refrigerating Installations,Volume VIII, Section 1, C., D., F., J.1, M.1.5 andM.2.3.

E. Engine and Boiler Room Equipment

1. Operating and monitoring equipment

1.1 Instruments, warning and indicating systemsand operating appliances are to be clearly displayedand conveniently sited. Absence of dazzle,particularly on the bridge, is to be ensured.

Operating and monitoring equipment is to be groupedin such a way as to facilitate easy supervision andcontrol of all important parts of the installation.

2) Based, up to 60 EC, on determination of the flash point in a closed crucible (cup test).

Section 1 - General Rules and Instructions F 1-9

The following requirements are to be observed wheninstalling systems and equipment:

S protection against humidity and the accumulationof dirt

S avoidance of excessive temperature variations

S adequate ventilation

In consoles and cabinets containing electrical orhydraulic equipment or lines carrying steam or waterthe electrical gear is to be protected from the damagedue to leakage. Redundant ventilation systems are tobe provided for air-conditioned machinery and controlrooms.

1.2 Pressure gauges

The scales of pressure gauges are to be dimensionedup to the specified test pressure. The maximumpermitted operating pressures are to be marked on thepressure gauges for boilers, pressure vessels, and insystems protected by safety valves. Pressure gaugesmust be installed in such a way that they can beisolated.

Lines leading to pressure gauges must be installed insuch a way that the readings cannot be affected byliquid heads an hydraulic hammer.

2. Accessibility of machinery and boilers

2.1 Machinery- and boiler installations andapparatus are to be accessible for operation andmaintenance.

2.2 In the layout of machinery spaces (design offoundation structures, laying of pipelines and cableconduits etc.) and the design of machinery andequipment (mountings for filters, coolers etc.), 2.1 isto be complied with.

3. Engine control rooms

Engine control rooms are to be provided with at leasttwo exits, one of which can also be used as an escaperoute.

4. Lighting

All operating spaces are to be adequately lit to ensurethat control and monitoring instruments can be easilyread. In this connection see the Rules for ElectricalInstallations, Volume IV, Section 11.

5. Bilge wells/bilges

5.1 Bilge wells and bilges are to be readilyaccessible, easy to clean and either easily visible oradequately lit.

5.2 Bilges beneath electrical machines are to beso designed as to prevent bilge water from penetratinginto the machinery at all angles of inclination andmovements of the ship in service.

5.3 For the following spaces bilge levelmonitoring is to be provided and limit values beingexceeded are to be indicated at a permanently mannedalarm point :

S Unmanned machinery rooms of category "A" areto be equipped with at least 2 indicators for bilgelevel monitoring.

S Other unmanned machinery rooms, such as bowthruster or steering gear compartments arrangedbelow the load waterline are irrespective of ClassNotation OT to be equipped at least with oneindicator for bilge level monitoring.

6. Ventilation

The machinery ventilation is to be designed underconsideration of ambient conditions as mentioned inTable 1.3.

7. Noise abatement

In compliance with the relevant national regulations,care is to be taken to ensure that operation of the shipis not unacceptably impaired by engine noise.

F. Safety Equipment and ProtectiveMeasures

Machinery is to be installed and safeguarded in sucha way that the risk of accidents is largely ruled out.Besides national regulations particular attention is tobe paid to the following :

1. Moving parts, flywheels, chain and beltdrives, linkages and other components which couldconstitute an accident hazard for the operatingpersonnel are to be fitted with guards to preventcontact. The same applies to hot machine parts, pipesand walls for which no thermal insulation is provided,e.g. pressure lines to air compressors.

2. When using hand cranks for starting internalcombustion engines, steps are to be taken to ensurethat the crank disengages automatically when theengines start.

Dead-Man’s circuits are to be provided for rotatingequipment.

3. Blowdown and drainage facilities are to bedesigned in such a way that the discharged mediumcan be safely drained off.

1-10 G, H Section 1 - General Rules and Instructions

4. In operating spaces, anti-skid floor platesand floor-coverings are to be used.

5. Service gangways, operating platforms,stairways and other areas open to access duringoperation are to be safeguarded by guard rails. Theoutside edges of platforms and floor areas are to befitted with comings unless some other means isadopted to prevent persons and objects from slidingoff.

6. Glass water level gauges for steam boilers are to be equipped with protection devices.

Devices for blowing through water level gauges mustbe capable of safe operation and observation.

7. Safety valves and shut-offs are to be capableof safe operation. Fixed steps, stairs or platforms areto be fitted where necessary.

8. Safety valves are to be installed to preventthe occurrence of excessive operating pressures.

9. Steam and feedwater lines, exhaust gasducts, boilers and other equipment and pipelinescarrying steam or hot water are to be effectivelyinsulated. Insulating materials must be incombustible.Points at which combustible liquids or moisture canpenetrate into the insulation are to be suitablyprotected, e.g. by means of shielding.

G. Communicat ion and S ignal l ingEquipment

1. Voice communication

Means of voice communication are to be providedbetween the ship's manoeuvring station, the engineroom and the steering gear compartment, and thesemeans sha l l a l low fu l ly sa t i s fac toryintercommunication independent of the shipboardpower supply under all operating conditions (see alsothe Rules for Electrical Installations, Volume IV,Section 9, C.4.).

2. Engineer alarm

From the engine room or the engine control room itshall be possible to activate an alarm in the engineersliving quarters (see also the Rules for ElectricalInstallations, Volume IV, Section 9, C.5.).

3. Engine telegraph

Machinery operated from the engine is to be equippedwith a telegraph.

In the case of multiple-shaft installations, a telegraphshall be provided for each unit.

Local control stations are to be equipped with anemergency telegraph.

4. Shaft revolution indicator

The speed and direction of rotation of the propellershafts are to be indicated on the bridge and in theengine room. In the case of small propulsion units, theindicator may be dispensed with.

Barred speed ranges are to be marked on the shaftrevolution indicators, see Section 16.

5. Design of communication and signallingequipment

Reversing, command transmission and operatingcontrols etc. are to be grouped together at aconvenient point on the control platform.

The current status, “Ahead” or “Astern”, of thereversing control is to be clearly indicated on thepropulsion plant control platform.

Signalling devices are to be clearly perceptible fromall parts of the engine room when the machinery is infull operation.

For details of the design of electrically operatedcommand transmission, signalling and alarm systems,see Rules for Electrical Installations, Volume IV,Section 9 and Rules for Automation, Volume VII .

H. Essential Equipment

1. Essential for ship operation are all main propulsion plants.

2. Essential (operationally important) are thefollowing auxiliary machinery and plants, which:

– are necessary for propulsion and manoeuv-rability of the ship

– are required for maintaining ship safety

– serve the safety of human life as well as

– equipment according to special Charactersof Classification and Class Notations

3. Essential auxiliary machinery and plants are comprising e.g.:

– generator units

– steering gear plant

– fuel oil supply units

– lubricating oil pumps

– cooling water/cooling media pumps

– starting and control air compressor

Section 1 - General Rules and Instructions H 1-11

– starting installations for auxiliary and mainengines

– charging air blowers

– exhaust gas turbochargers

– controllable pitch propeller installation

– azimuth drives

– engine room ventilation fans

– steam, hot and warm water generation plants

– thermal oil systems

– oil firing equipment

– pressure vessels and hear exchangers inessential systems

– hydraulic pumps

– fuel oil treatment units

– fuel oil transfer pumps

– lubrication oil treatment units

– bilge and ballast pumps

– heeling compensation systems

– fire pumps and fire fighting equipment

– anchor windlass

– transverse thrusters

– ventilation fans for hazardous areas

– turning gears for main engines

– bow and stern ramps as well as shellopenings

– bulkhead door closing equipment

4. For ships with equipment according to spe-cial Characters of Classification and Notations certaintype-specific plants may be classed as essentialequipment.

Section 2 - Internal Combustion Engines and Air Compressors A 2-1

S e c t i o n 2

Internal Combustion Engines and Air Compressors

A. General

1. Scope

The requirements contained in this Section apply tointernal combustion engines used as main propulsionunits and auxiliary units (including emergency units)as well as to air compressors.

For the purpose of these requirements, internalcombustion engines are diesel engines.

Combined diesel and gas engine additionally have tocomply with the Rules for Ships Carrying LiquefiedGases in Bulk, Volume IX, Section 16.

2. Ambient conditions

In determining the power of all engines used on boardships with an unlimited range of service, the followingambient conditions are to be used:

Barometric pressure 1000 mbar

Suction air temperature 45 EC

Relative humidity of air 60 %

Seawater temperature 32 EC

The defined seawater temperature has especially to beconsidered as inlet temperature to coolers for chargeair coolant operating seawater.

3. Rated power

3.1 Diesel engines are to be designed such thattheir rated power when running at rated speedaccording to the definitions of the engine manufacturerat ambient conditions as defined in 2 can be deliveredas a continuous power. Diesel engines are to becapable of operating continuously within power rangeÎ in Fig. 2.1 and intermittenly in power range Ï . Theextent of the power ranges are to be stated by theengine manufacturer.

3.2 Continuous power is to be understood as thestandard service power which an engine is capable ofdelivering continuously, provided that the maintenanceprescribed by the engine manufacturer is carried out,between the maintenance intervals stated by the enginemanufacturer.

3.3 The rated power is to be specified in a waythat an overload power of 110 % of the rated powercan be demonstrated at the corresponding speed for anuninterrupted period of 1 hour. Deviations from theoverload power value require the agreement of theBKI.

3.4 After running on the test bed, the fuel deliverysystem of main engines is to be so adjusted thatoverload power cannot be given in service. Thelimitation of the fuel delivery system has to be securedpermanently.

3.5 Subject to the prescribed conditions, dieselengines driving electric generators are to be capable ofoverload operation even after installation on board.

3.6 Subject to the approval of BKI, diesel enginesfor special vessels and special applications may bedesigned for a continuous power (fuel stop power)which cannot be exceeded.

3.7 For main engines, a power diagram (Fig. 2.1)is to be prepared showing the power ranges withinwhich the engine is able to operate continuously and forshort periods under service conditions.

Fig. 2.1 Example of a power diagram

4. Fuels

4.1 The use of liquid fuels is subject to therequirements contained in Section 1, D.12.

4.2 For fuel treatment and supply, see Section 11, G.

2-2 B Section 2 - Internal Combustion Engines and Air Compressors

4.3 For engines fuelled by gases evaporating fromthe ship's cargo, see Rules for Ships Carrying LiquefiedGases in Bulk, Volume IX, Section 16. The use ofother gas fuels requires the special approval of BKI.

5. Accessibility of engines

Engines are to be so arranged in the engine room thatall the assembly holes and inspection ports provided bythe engine manufacturer for inspections andmaintenance are accessible. A change of components,as far as practicable on board, shall be possible.Requirements related to space and construction have tobe considered for the installation of the engines.

6. Electronic components and systems

6.1 For electronic components and systems whichare necessary for the control of internal combustionengines the following items have to be observed :

6.2 Electronic components and systems have to betype approved according to Regulations for thePerformance of Type Approvals, Part 2-TestRequirements for Electric / Electronic Equipment andSystems.

6.3 For computer systems, Rules for ElectricalInstallations, Volume IV, Section 10 has to beobserved.

6.4 For main propulsion engines one failure of anelectronic control system shall not result in a total lossor sudden change of the propulsion power. Inindividual cases, BKI may approve other failureconditions, whereby it is ensured that no increase ofship’s speed occurs.

6.5 The non-critical behavior in case of a failureof an electronic control system has to be proven by astructured analysis (e.g FMEA), which has to beprovided by the system’s manufacturer. This shallinclude the effects on persons, environment andtechnical condition.

6.6 Where the electronic control systemincorporates a speed control, F.1.3 and Rules forElectrical Installations, Volume IV, Section 9, B.8have to be observed.

7 Local control station

7.1 For the local control station, I. has to beobserved.

7.2 The indicators named in I. shall be realized insuch a way that one failure can only affect a singleindicator. Where these indicators are an integral part ofan electronic control system, means shall be taken tomaintain these indications in case of failure of such asystem.

7.3 Where these indicators are realizedelectrically, the power supply of the instruments and of

the electronic system has to be realized in such a wayto ensure the behavior stated in 7.2.

B. Documents for Approval

1. General

For each engine type the drawings and documentslisted in Table 2.1 shall, wherever applicable, besubmitted by the engine manufacturer to BKI forapproval (A) or reference (R). Where considerednecessary, BKI may request further documents to besubmitted. This also applies to the documentation ofdesign changes according to 4.

2. Engines manufactured under license

For each engine type manufactured under license, thelicensee shall submit to BKI, as a minimumrequirement, the following documents:

S comparison of all the drawings anddocuments as per Table 2.1 - whereapplicable - indicating the relevant drawingsused by the licensee and the licensor.

S all drawings of modified components, ifavailable, as per Table 2.1 together with thelicensor's declaration of consent to themodifications,

S a complete set of drawings shall be put at thedisposal of the head office of BKI as a basisfor the tests and inspections.

3. Definition of a Diesel engine type

The type specification of an internal combustionengine is defined by the following data:

S manufacturer's type designation

S cylinder bore

S stroke

S method of injection

S fuels which can be used

S working cycle (4-stroke, 2-stroke)

S method of gas exchange (naturally aspiratedor supercharged)

S rated power per cylinder at rated speed aswell as mean effective pressure, meanindicated pressure and maximum firingpressure.

S method or pressure charging (pulsatingpressure system or constant-pressurecharging system)

S charge air cooling system

Section 2 - Internal Combustion Engines and Air Compressors C, D 2-3

S cylinder arrangement (in-line, Vee)

4. Design modification

Following initial approval of an engine type by BKI,only those documents listed in Table 2.1 require to beresubmitted for examination which embody importantdesign modifications.

5. Approval of engine components

The approval of exhaust gas turbochargers, heatexchangers, engine-driven pumps, etc. is to berequested from BKI by the respective manufacturers.

C. Crankshaft Calculation

1. Design methods

1.1 Crankshafts are to be designed to withstandthe stresses occurring when the engine runs at ratedpower and the documentation has to be submitted forapproval. Calculations are to be based on Regulationsfor the Calculation of Crankshafts for InternalCombustion Engines. Other methods of calculation maybe used provided that they do not result in crankshaftdimensions smaller than those obtained by applying theaforementioned regulations.

1.2 Outside the end bearings, crankshafts designedaccording to the regulations specified in 1.1 may beadapted to the diameter of the adjoining shaft d by agenerous fillet r (r $ 0,06 @ d) or a taper.

1.3 Design methods for application to crankshaftsof special construction and to the crankshafts ofengines of special type are to be agreed with BKI.

2. Shrink joints of built-up crankshafts

The shrink joints of built-up crankshafts are to bedesigned in accordance with Regulations for theCalculation of Crankshaft for Internal CombustionEngines .

3. Screw joints

3.1 Split crankshafts

Only fitted bolts may be used for assembling splitcrankshafts.

3.2 Power-end flange couplings

The bolts used to connect power-end flange couplingsare normally to be designed as fitted bolts inaccordance with Section 4, D.4.

If the use of fitted bolts is not feasible, BKI may agreeto the use of an equivalent frictional resistancetransmission. In these cases the correspondingcalculations are to be submitted for approval.

4. Torsional vibration, critical speeds

Section 16 applies.

D. Materials

1. Approved materials

1.1 The mechanical characteristics of materialsused for the components of diesel engines shallconform to Rules for Materials, Volume V. Thematerials approved for the various components areshown in Table 2.3 together with their minimumrequired characteristics and material certificates.

1.2 Materials with properties deviating fromthose specified may be used only with BKI’s specialapproval. BKI requires proof of the suitability of suchmaterials.

2. Testing of materials

2.1 In the case of individually produced engines,the following parts are to be subjected to material testsin the presence of BKI’s representative

1. Crankshaft

2. Crankshaft coupling flange for main powertransmission (if not forged to crankshaft)

3. Crankshaft coupling bolts

4. Pistons or piston crowns made of steel, caststeel or nodular cast iron

5. Piston rods

6. Connecting rods including the associatedbearing covers

7. Crossheads

8. Cylinder liners made of steel or cast steel

9. Cylinder covers made of steel or cast steel

10. Welded bedplates:

- plates and bearing transverse girdersmade of forged or cast steel

11. Welded frames and crankcases

12. Welded entablatures

13. Tie rods

14. Bolts and studs for:

- cylinder covers

- crossheads

- main bearings

- connecting rod bearings

15. Camshaft drive gear wheels and chain wheelsmade of steel or cast steel.

2-4 D Section 2 - Internal Combustion Engines and Air Compressors

Table 2.1 Documents for approval

SerialNo.

A/R Description Quantity Remarks(see

below)1 R Details required on BKI forms when applying for approval of an internal

combustion engine3

2 R Engine transverse cross-section 33 R Engine longitudinal section 34

RA

Bedplate or crankcase - cast - welded, with welding details and instructions

13 9

5 R Thrust bearing assembly 3 36

RA

Thrust bearing bedplate - cast - welded, with welding details and instructions

13 9

7RA

Frame/framebox - cast - welded, with welding details and instructions

13

11,9

8 R Tie rod 19 R Cylinder cover/head assembly 1

10 R Cylinder liner 111 A Crankshaft for each number of cylinders, with data sheets for calculation of

crankshafts 3

12 A Crankshaft assembly, for each number of cylinders 313 A Thrust shaft or intermediate shaft (if integral with engines) 314 A Shaft coupling bolts 315 R Counterweights including fastening bolts 316 R Connecting rod, details 317 R Connecting rod assembly 318 R Crosshead assembly 3 219 R Piston rod assembly 3 220 R Piston assembly 121 R Camshaft drive, assembly 122 A Material specifications of main parts with information on non- destructive

material tests and pressure tests3 8

23 R Arrangement of foundation (for main engines only) 324 A Schematic layout or other equivalent documents of starting air system 3 625 A Schematic layout or other equivalent documents of fuel oil system 3 626 A Schematic layout or other equivalent documents of lubricating oil system 3 627 A Schematic layout or other equivalent documents of cooling water system 3 628 A Schematic diagram of engine control and safety system 3 629 A Schematic diagram of electronic components and systems 130 R Shielding and insulation of exhaust pipes, assembly 131 A Shielding of high-pressure fuel pipes, assembly 3 432 A Arrangement of crankcase explosion relief valves 3 533 R Operation and service manuals 1 734 A Schematic layout or other equivalent documents of hydraulic system (for valve

lift) on the engine 3

35 A Type test program and type test report 136 A High pressure parts for fuel oil injection system 3 1037 A Oil mist detection, monitoring and alarm system 3

1 only for one cylinder2 only necessary if sufficient details are not shown on the transverse cross section and longitudinal section.3 if integral with engine and not integrated in the bedplate4 for all engines5 only for engines with a bore > 200 mm, or a crankcase volume > 0,6 m3

6 and the system, where this is supplied by the engine manufacturer. If engines incorporate electronic control system a failure modeand effect analysis (FMEA) is to be submitted to demonstrate that failure of an electronic control system will not result in the lossof essential services for the operation of the engine and that operation of the engines will not be lost or degraded beyond anacceptable performance criteria of the engine.

7 operation and service manuals are to contain maintenance requirements (servicing and repair) including details of any special toolsand gauges that are to be used with their fitting/settings together with any test requirements on completion of maintenance.

8 for comparison with BKI requirements for material, NDT and pressure testing as applicable.9 the weld procedure specification is to include details of pre and post weld heat treatment, welding consumables and fit-up conditions.10 the documentation has to contain specifications of pressures, pipe dimensions and materials.A for approvalR for reference

Section 2 - Internal Combustion Engines and Air Compressors E 2-5

2.1.1 Material tests are to be performed inaccordance with Table 2.2.

Table 2.2 Material tests

Cylinder boreParts to be tested

(numbered accordingto the list under D.2.1

above)

# 300 mm 1-6-10- 11-12- 13

> 300 # 400 mm 1-6-8-9-10-11-12-13-14

> 400 mm all parts

2.1.2 In addition, material tests are to be carried outon pipes and parts of the starting air system and otherpressure systems forming part of the engine, SeeSection 11.

2.1.3 Materials for charge air coolers are to besupplied with manufacturer test reports.

2.2 In the case of individually manufacturedengines, non-destructive material tests are to be per-formed on the parts listed below in accordance withTables 2.4 and 2.5:

1. Steel castings for bedplates, e.g. bearingtransverse girders, including their weldedjoints

2. Solid forged crankshafts

3. Cast, rolled or forged parts of fully builtcrankshafts

4. Cast or forged parts of semi-built crankshafts

5. Connecting rods

6. Piston rods

7. Piston crowns of steel or cast steel

8. Tie rods (at each thread over a distancecorresponding to twice the threaded length)

9. Bolts which are subjected to alternatingloads, e.g.:

S main bearing bolts

S connecting rod bolts

S crosshead bearing bolts

S cylinder cover bolts

10. Cylinder covers made of steel or cast steel

11. Camshaft drive gear wheels made of steel orcast steel.

2.2.1 Magnetic particle or dye penetrant tests are tobe performed in accordance with Table 2.4 at thosepoints, to be agreed between BKI’s Surveyor and themanufacturer, where experience shows that defects areliable to occur.

2.2.2 Ultrasonic tests are to be carried out by themanufacturer in accordance with Table 2.5, and thecorresponding signed manufacturer's certificates are tobe submitted.

2.2.3 Welded seams of important enginecomponents may be required to be subjected toapproved methods of testing.

2.2.4 Where there is reason to doubt the soundnessof any engine component, non-destructive testing byapproved methods may be required in addition to thetests mentioned above.

2.3 Crankshafts welded together from forged orcast parts are subject to BKI's special approval. Boththe manufacturers and the welding process shall beapproved. The materials and the welds are to be tested.

E. Tests and Trials

1. Manufacturing inspections

1.1 The manufacture of all engines with BKIclassification is subject to supervision by BKI.

1.2 Where engine manufacturers have beenapproved by the BKI as Suppliers of Mass ProducedEngines, these engines are to be tested in accordancewith Regulations for the Testing of Mass ProducedEngines.

2. Pressure tests

The individual components of internal combustionengines are subject to pressure tests at the pressuresspecified in Table 2.6. BKI Certificates are to beissued for the results of the pressure tests.

3. Type approval testing (TAT)

3.1 General

Engines for installation on board ship must have beentype tested by BKI. For this purpose a type approvaltest in accordance with 3.1.2 is to be performed.

2-6 E Section 2 - Internal Combustion Engines and Air Compressors

Table 2.3 Approved materials and type of test certificate

Approved materials BKI's Rules * Components Test Certificates ’

A B C

Forged steel Rm $ 360 N/mm2 Section 3, C. Crankshafts X - -

Section 3, B. Connecting rodsPistons rodsCrossheadsPistons and piston crownsCylinder covers/headsCamshaft drive wheels

XX3

X3

X3

XX3

-X4

X4

X4

-X4

------

Rolled or forged steel rounds Rm $ 360 N/mm2

Section 3, B. Tie rodsBolts and studs

XX1

-X2

--

Special grade cast steelRm $ 440 N/mm2 andSpecial grade forged steelRm $ 440 N/mm2

Section 4, C.

Section 3, C.

Throws and webs of built-upcrankshafts X - -

Cast steel Section 4, B. Bearing transverse girders(weldable)Pistons and piston crownsCylinder covers/headsCamshaft drive wheels

X

X3

X1

X3

-

X4

X2

X4

-

---

Nodular cast iron, preferablyferritic grades Rm $ 370 N/mm2

Section 5, C. Engine blocksBedplatesCylinder blocksPistons and piston crownsCylinder covers/headsFlywheelsValve bodies

---

X3

---

X1

X1

X1

X4

X1

X1

X1

-------

Lamellar cast iron Rm $ 200 N/mm2

Section 5, C. Engine blocksBedplatesCylinder blocksCylinder linersCylinder covers/headsFlywheels

------

------

XXXXXX

Shipbuilding steel, all BKIgrades for plates thickness # 35mm

Section 1, B. Welded cylinder blocksWelded bedplatesWelded framesWelded housings

XXXX

----

----

Shipbuilding steel, BKI grade Bfor plates thickness > 35 mm

Structural steel, unalloyed, forwelded assemblies

Section 1, C.

* All details refer to Rules for Materials, Volume V,

’ Test certificates are to be issued in accordance with Rules for Materials, Volume V, Section 1 with the following abbreviations :

A : BKI Material Certificate, B: Manufacturer Inspection Certificate, C : Manufacturer Test Report

1 only for cylinder bores > 300 mm

2 for cylinder bores # 300 mm

3 only for cylinder bores > 400 mm

4 for cylinder bores # 400 mm


Table 2.4 Magnetic particle tests


(numbered according tothe list under D.2.2 )

# 400 mm 1 - 2 - 3 - 4 - 5

> 400 mm all parts

Table 2.5 Ultrasonic tests


(numbered according tothe list under D.2.2 )

# 400 mm 1 - 2 - 3 - 4 - 7 - 10

> 400 mm 1-2-3-4-5-6-7-10-11

3.1.1 Preconditions for type approval testing

Preconditions for type approval testing are that:

S the engine to be tested conforms to thespecific requirements for the series and hasbeen suitably optimized,

S the inspections and measurements necessaryfor reliable continuous operation have beenperformed during works tests carried out bythe engine manufacturer and BKI has beeninformed of the results of the majorinspections,

S BKI has issued the necessary approval ofdrawings on the basis of the documents to besubmitted in accordance with B.

3.1.2 Scope of type approval testing

The type approval test is subdivided into three stages,namely:

- Stage A - Internal tests

Functional tests and collection of operatingvalues including test hours during the internaltests, which are to be presented to the BKIduring the type test.

- Stage B - Type test

This test is to be performed in the presence ofBKI's representative.

- Stage C - Component inspection

After conclusion of the tests, major components are tobe presented for inspection.

The operating hours of the enginecomponents to be presented for inspectionafter type testing in accordance with 3.4 areto be stated.

3.2 Stage A - Internal tests

Functional tests and the collection of operating data;are to be performed during the internal tests. Theengine is to be operated at the load points importantfor the engine manufacturer and the pertainingoperating values are to be recorded. The load pointsare to be selected according to the range of applicationof the engine.

For engines to be operated on heavy fuel oil suitabilityfor this shall be proved in an appropriate form.

3.2.1 Normal operating conditions

The includes the load points 25 %, 50 %, 75 %,100 % and 110 % of the maximum rated power

a) along the nominal (theoretical) propellercurve and/or at constant speed for propulsionengines

b) at rated speed with constant governor settingfor generator drive

The limit points of the permissible operating range asdefined by the engine manufacturer are to be tested.

3.2.2 Emergency operation situations

For turbocharged engines the achievable output in caseof turbocharger failure is to be determined as follows:

- engines with one turbocharger, when rotor isblocked or removed

- engines with two or more turbochargers,when the damaged turbocharger is shut off.

Note

The engine manufacturer is to state whether theachievable output is continuous. If there is a time limit.the permissible operating time is to be indicated.

3.3 Stage B - Type test

During the type test all the tests listed below under3.3.1 to 3.3.3 are to be carried out in the presence ofBKI's Surveyor. The results of individual tests are tobe recorded and signed by BKI’s Surveyor.


Table 2.6 Pressure test 1)

Component Test Pressure, pp [bar] 2)

Cylinder cover, cooling water space3) 7

Cylinder liner, over whole length of cooling waterspace5)

7

Cylinder jacket, cooling water space 4 , at least 1,5 @ pe,perm

Exhaust valve, cooling water space 4 , at least 1,5 @ pe,perm

Piston, cooling water space(after assembly with piston rod, if applicable)

7

Fuel injection system

Pump body,pressure side

1,5 @ pe,perm or pe,perm + 300 (whichever is less)

Valves 1,5 @ pe,perm or pe,perm + 300 (whichever is less)

Pipes 1,5 @ pe,perm or pe,perm + 300 (whichever is less)

Hydraulic system High pressurepiping forhydraulic driveof exhaust gasvalves

1,5 @ pe,perm

Exhaust gas turbocharger, cooling water space 4 , at least 1,5 @ pe,perm

Exhaust gas line, cooling water space 4 , at least 1,5 @ pe,perm

Coolers, both sides4) 4 , at least 1,5 @ pe,perm

Engine-driven pumps(oil, water, fuel and bilge pumps)

4 , at least 1,5 @ pe,perm

Starting and control air system 1,5 @ pe,perm before installation

1) In general, items are to be tested by hydraulic pressure as indicated in the Table. Where design or testing features may requiremodification of these test requirement, special consideration will be given.

2) pe,perm[bar] = maximum working pressure in the part concerned.3) For forged steel cylinder covers test methods other than pressure testing may be accepted, e.g. suitable non-destructive

examination and dimensional control properly recorded.4) Charge air cooleras need only be tested on the water side.

5) For centrifugally cast cylinder liners, the pressure test can be replaced by a crack test.

Deviations from this program, if any, require BKI'sagreement.

3.3.1 Load points

Load points at which the engine is to be operated areto conform to the power/speed diagram in Fig. 2.2.

The data to be measured and recorded when testing theengine at various load points shall include all theparameters necessary for an assessment.

The operating time per load point depends on the

engine size and on the time for collection of theoperating values. The measurements shall in everycase only be performed after achievement ofsteady-state condition.

Normally, an operating time of 0,5 hour can beassumed per load point.

At 100 % output (rated power) in accordance with3.3.1.1 an operating time of 2 hours is required. Atleast two sets of readings are to be taken at an intervalof 1 hour in each case.


If an engine can continue to operate without itsoperational safety being affected in the event of afailure of its independent cylinder lubrication, proof ofthis shall be included in the type test.

Î Range of continuous operation

Ï Range of intermittent operation

Ð Range of short-time overload operationin special applications.

Fig. 2.2 Power/speed diagram

3.3.1.1 Rated power (continuous power)

The rated power is defined as 100 % output at 100 %torque and 100 % speed (rated speed) corresponding toload point 1.

3.3.1.2 100 % power

The operation point 100 % output at maximumallowable speed corresponding to load point 2 has tobe performed.

3.3.1.3 Maximum permissible torque

The maximum permissible torque normally results at110 % output at 100 % speed corresponding to loadpoint 3 or at maximum permissible power (normally110 %) at a speed according to the nominal propeller

curve corresponding to load point 3.2.1 a.

3.3.1.4 Minimum permissible speed forintermittent operation

The minimum permissible speed for intermittenoperation has to be adjusted

- at 100 % torque corresponding to loadpoint 4

- at 90 % torque corresponding to loadpoint 5

3.3.1.5 Part-load operation

For part-load operation, the operation 75 %, 50 % and25 % of the rated power at speeds according to thenominal propeller curve at load points 6, 7 and 8 andproceeding from the nominal speed at constantgovernor setting has to be adjusted corresponding topoints 9, 10 and 11.

3.3.2 Emergency operation

The maximum achievable power when operating inaccordance with 3.2.2 has to be performed

- at speed conforming to nominal propellercurve

- with constant governor setting for ratedspeed.

3.3.3 Functional tests

Functional tests to be carried out as follows :

S ascertainment of lowest engine speedaccording to the nominal propeller curve

S starting tests for non-reversible enginesand/or starting and reversing tests forreversible engines

S governor test

S test of the safety system particularly for over-speed and failure of the lubricating oilpressure.

S test of electronic components and systemsaccording to the test program approved byBKI.

3.4 Stage C - Component inspection

Immediately after the test run the components of onecylinder for in-line engines and two cylinders for V-engines are to be presented for inspection as follows:

S piston, removed and dismantled

S crosshead bearing, dismantled

S crank bearing and main bearing, dismantled


S cylinder liner in the installed condition

S cylinder cover/head, valves disassembled

S camshaft, camshaft and crankcase withopened covers

Note

If deemed necessary by BKI, further dismantling of theengine may be required.

3.5 Type approval test report

The results of the type approval test are to be compiledin a report which is to be submitted to BKI.

3.6 Type approval certificate

After successful conclusion of the test and appraisal ofthe required documents BKI issues a Type ApprovalCertificate.

3.7. Type test of mass produced engines

3.7.1 For engines with cylinder bores # 300 mmwhich are to be manufactured in series the type testshall be carried out in accordance with "Regulationsfor Mass Produced Engines".

3.7.2 For the performance of the type test, theengine is to be fitted with all the prescribed items ofequipment. If the engine, when on the test bed, cannotbe fully equipped in accordance with the requirements,the equipment may then be demonstrated on anotherengine of the same series.

3.8 Power increaseIf the rated power (continuous power) of a type testedand operationally proven engine is increased by morethan 10 %, a new type test is required. Approval of thepower increase includes examination of the relevantdrawings.

4. Works trials

4.1 Application

In general, engines are to be subjected to trials on thetest bed at the manufacturer's works and under theBKI's supervision. The scope of these trials shall be asspecified below. Exceptions to this require theagreement of BKI.

4.2 Scope of works trials

During the trials the operating values corresponding toeach load point are to be measured and recorded by theengine manufacturer. All the results are to be compiledin an acceptance protocol to be issued by the enginemanufacturer.

In each case all measurements conducted at the variousload points shall be carried out under steady operatingconditions. The readings for 100 % power (rated

power at rated speed) are to be taken twice at aninterval of at least 30 minutes.

4.2.1 Main engines for direct propeller drive

The load points have to be adjusted according to a) -e), functional tests have to be performed according tod) - f)

a) 100 % power (rated power)

at 100 % engine speed (rated engine speed)

for at least 60 minutes after reaching thesteady-state conditions

b) 110 % power

at 103 % rated engine speed

for 30 minutes after reaching the steady-stateconditions

Note

After the test bed trials the output shall normally belimited to the rated power (100 % power) so that theengine cannot be overloaded in service (see A.3.4).

c) 90 %, 75 %, 50 % and 25 % power inaccordance with the nominal propeller curve.

d) starting and reversing manoeuvres (seeH.2.4)

e) test of governor and independent over-speedprotection device

f) Test of engine shutdown devices.

4.2.2 Main engines for electrical propeller drive

The test is to be performed at rated speed with aconstant governor setting under conditions of:

a) 100 % power (rated power) :

for at least 60 minutes after reaching thesteady-state condition

b) 110 % power:

for 30 minutes after reaching the steady-statecondition

Note

After the test bed trials the output of engines drivinggenerators is to be so adjusted that overload (110 %)power can be supplied in service after installation onboard in such a way that the governing characteristicsand the requirements of the generator protectiondevices can be fulfilled at all times (see A.3.5)

c) 75 %, 50 % and 25 % power and idle run


d) start-up tests (see H.2.4)

e) test of governor and independent over speedprotection device

f) test of engine shutdown devices

4.2.3 Auxiliary driving engines and enginesdriving electrical generators

The scope of tests has to be performed according to4.2.2.

For testing of diesel generator sets, see also Rules forElectrical Installations, Volume IV, Section 21.

4.3 Depending on the type of plant concerned,BKI reserves the right to call for a special testschedule.

4.4 In the case of engines driving electricalgenerators the rated electrical power as specified bythe manufacturer is to be verified as minimum power.

4.5 Component inspection

After the test run randomly selected components shallbe presented for inspection.

The crankshaft web deflection is to be checked.

5. Shipboard trials (dock and sea trials)

After the conclusion of the running-in programmeprescribed by the engine manufacturer engines are toundergo the trials specified below. See also Guidancefor Sea Trial of Motor Vessels.

5.1 Scope of sea trials

5.1.1 Main propulsion engines driving fixedpropellers

The tests have to be carried out as follows :

a) at rated engine speed :

for at least 4 hours

and

at engine speed corresponding to normalcruise power:


b) at 103 % rated engine speed

for 30 minutes

where the engine adjustment permits (seeA.3.4)

c) determination of the minimum on-loadspeed

d) starting and reversing manoeuvres (seeH.2.4)

e) in reverse direction of propeller rotationduring the sea trials at a minimum speed of70 % rated engine speed :

10 minutes

f) testing of the monitoring and safety systems

5.1.2 Main propulsion engines drivingcontrollable pitch propellers or reversinggears

5.1.1 applies as appropriate.

Controllable pitch propellers are to be tested withvarious propeller pitches. Where provision is made foroperating in a combinator mode, the combinatordiagram is to be plotted and verified by measurements.

5.1.3 Main engines driving generators forpropulsion

The tests are to be performed at rated speed with aconstant governor setting under conditions of

a) 100 % power (rated power):


and

at normal continuous cruise power:


b) 110 % power:

for 30 minutes

c) in reverse direction of propeller rotationduring the sea trials at a minimum speed of70 % of the nominal propeller speed :

for 10 minutes

d) starting manoeuvres (see H.2.4)

e) testing of the monitoring and safety systems

Note

Tests are to be based on the rated powers of the drivengenerators.

5.1.4 Engines driving auxiliaries and electricalgenerators

These engines are to be subjected to an operational testfor at least four hours. During the test the setconcerned is required to operate at its rated power foran extended period.

It is to be demonstrated that the engine is capable ofsupplying 110 % of its rated power, and in the case ofshipboard generating sets account shall be taken of thetimes needed to actuate the generator's overload

2-12 F Section 2 - Internal Combustion Engines and Air Compressors

protection system.

5.2 The suitability of main and auxiliary enginesto burn residual oils or other special fuels is to bedemonstrated if the machinery installation is designedto burn such fuels.

5.3 The scope of the shipboard trials may beextended in consideration of special operatingconditions such as towing, trawling, etc.

5.4 Earthing

It is necessary to ensure that the limits specified formain engines by the engine manufacturers for thedifference in electrical potential (Voltage) between thecrankshaft/shafting and the hull are not exceeded inservice. Appropriate earthing devices including limitvalue monitoring of the permitted voltage potential areto be provided.

F. Safety Devices

1. Speed control and engine protectionagainst overspeed

1.1 Main and auxiliary engines

1.1.1 Each diesel engine not used to drive anelectrical generator shall be equipped with a speedgovernor or regulator so adjusted that the engine speedcannot exceed the rated speed by more than 15 %.

1.1.2 In addition to the normal governor, each mainengine with a rated power of 220 kW or over whichcan be declutched in service or which drives avariable-pitch propeller shall be fitted with anindependent over speed protection device so adjustedthat the engine speed cannot exceed the rated speed bymore than 20 %.

Equivalent equipment may be approved by BKI.

1.2 Engines driving electrical generators

1.2.1 Each diesel engine used to drive an electricalmain or emergency generator shall be fitted with agovernor which will prevent transient frequencyvariations in the electrical network in excess of± 10 % of the rated frequency with a recovery time tosteady state conditions not exceeding 5 seconds whenthe maximum electrical step load is switched on or off.

In the case when a step load equivalent to the ratedoutput of the generator is switched off, a transientspeed variation in excess of 10 % of the rated speedmay be acceptable, provided this does not cause theintervention of the overspeed device as requiredby 1.1.1.

1.2.2 In addition to the normal governor, eachdiesel engine with a rated power of 220 kW or over

shall be equipped with an overspeed protection deviceindependent of the normal governor which preventsthe engine speed from exceeding the rated speed bymore than 15 %.

1.2.3 The diesel engine shall be suitable anddesigned for the special requirements of the ship'selectrical system.

Where two stages load application is required, thefollowing procedure is to be applied: Sudden loadingfrom no-load to 50 %, followed by the remaining 50 %of the rated generator power, duly observing therequirements of 1.2.1 and 1.2.4.

Application of the load in more than two steps (seeFig. 2.3) is acceptable on condition that

S the ship’s electrical system is designed forthe use of such generator sets

S load application in more than two steps isconsidered in the design of the ship’selectrical system and is approved when thedrawings are reviewed

S during shipboard trials the functional test arecarried out without objections. Here theloading of the ship’s electrical net whilesequentially connecting essential equipmentafter breakdown and during recovery of thenet is to be taken into account

S the safety of the ship's electrical system in theevent of parallel generator operation andfailure of a generator is demonstrated.

1.2.4 Speed must be stabilized and in steady-statecondition within five seconds, inside the permissiblerange for the permanent speed variation δr.

The steady-state condition is considered reached whenthe permanent speed variation does not exceed ± 1% ofthe speed associated with the set power.

1.2.5 The characteristic curves of the governors ofdiesel engines of generator sets operating in parallelmust not exhibit deviations larger than those specifiedin the Rules for Electrical Installations, Volume IV,Section 1,F.1.

1.2.6 Generator sets which are installed to servestand-by circuits are to satisfy the correspondingrequirements even when the engine is cold. It isassumed that the start-up and loading sequence iscompleted after about 30 seconds.

1.2.7 Emergency generator sets shall satisfy theabove governor conditions also unlimited with thestart-up and loading sequence having to be concludedin about 45 seconds.

1.2.8 The governors of the engines mentioned in1.2 shall enable the rated speed to be adjusted over theentire power range with a maximum deviation of 5 %.

Section 2 - Internal Combustion Engines and Air Compressors F 2-13

1.2.9 The rate of speed variation of the adjustingmechanisms shall permit satisfactory synchronizationin a sufficiently short time. The speed characteristicshould be as linear as possible over the whole powerrange. The permanent deviation from the theoreticallinearity of the speed characteristic may, in the case ofgenerating sets intended for parallel operation, in norange exceed 1 % of the rated speed.

Notes relating to 1.1 and 1.2:

a) The rated power and the corresponding ratedspeed relate to the conditions under whichthe engines are operated in the systemconcerned.

b) An independent overspeed protection devicemeans a system all of whose componentparts, including the drive, functionindependently of the normal governor.

1.3 Use of electrical/electronic governors

1.3.1 The governor and the associated actuatormust, for controlling the respective engine, be suitablefor the operating conditions laid down in theConstruction Rules and for the requirements specifiedby the engine manufacturer. For single propulsiondrives it has to be ensured that in case of a failure ofthe governor or actuator the control of the engine canbe taken over by another control device.

The regulating conditions required for each individualapplication as described in 1.1 and 1.2 are to besatisfied by the governor system.

Electronic governors and the associated actuators aresubject to type testing.

For the power supply, see Rules for ElectricalInstallations, Volume IV, Section 9, B.8.

1.3.2 Requirements applying to main engines

For propulsion installations, to ensure continuousspeed control or immediate resumption of control aftera fault at least one of the following requirements is tobe satisfied:

a) the governor system has an independentback-up system

or

b) there is a redundant governor assembly formanual change-over with a separatelyprotected power supply

or

c) the engine has a manually operated fueladmission control system suitable formanoeuvring.

In the event of a fault in the governor system, the

operating condition of the engine shall not becomedangerous, that is, the engine speed and power shallnot increase.

Alarms to indicate faults in the governor system are tobe fitted.

1.3.3 Requirements applying to auxiliaryengines for driving electrical generators

Each auxiliary engine must be equipped with its owngovernor system.

In the event of a fault in the governor system, the fueladmission in the injection pumps shall be set to "0".Alarms to indicate faults in the governor system are tobe fitted.

1.3.4 The special conditions necessary to startoperation from the dead ship condition are to beobserved (see Rules for Electrical Installations,Volume IV, Section 3, B.1.9 )

2. Cylinder overpressure warning device

2.1 All the cylinders of engines with a cylinderbore of > 230 mm are to be fitted with cylinderoverpressure warning devices. The response thresholdof these warning devices shall be set at not more than40 % above the combustion pressure at the ratedpower.

2.2 A warning device may be dispensed with if itis ensured by an appropriate engine design or bycontrol functions that an increased cylinder pressurecan not create danger.

3. Crankcase airing and venting

3.1 Crankcase airing

The airing of crankcases is not allowed. For gasengines, see Rules for Ship Carrying Liquefied Gasesin Bulk,Volume IX, Section 16.

3.2 Crankcase venting

3.2.1 Where crankcase venting systems areprovided their clear opening is to be dimensioned suchas small as possible.

3.2.2 Where provision has been made for the forcedextracting the lubricating oil vapours, e.g. formonitoring the oil vapour concentration, the negativepressure in the crankcase may not exceed 2,5 mbar.

3.2.3 The vent pipes and oil drain pipes of two ormore engines shall not be combined. Exemptions maybe approved if an interaction of the combined systemsis inhibited by suitable means.

3.2.4 In case of two-stroke engines the lubricatingoil mist from the crankcase shall not be admitted intothe scavenge manifolds respectively the air intakepipes of the engine.

2-14 F Section 2 - Internal Combustion Engines and Air Compressors

Fig 2.3 Limiting curves for loading 4-stroke diesel engines step by step from no load to rated power asfunction of the brake mean effective pressure

4. Crankcase safety devices

4.1 Relief valves

4.1.1 Crankcase safety devices have to be typeapproved in a configuration that represents theinstallation arrangements that will be used on anengine according to the requirements defined inRegulations for the Performance of Type Approvals -Test Requirements for Components and Systems.

4.1.2 Safety valves to safeguard againts overpressurein the crankcase are to be fitted to all engines with acylinder bore of > 200 mm or a crankcase volume of> 0,6 m3.

All separated spaces within the crankcase e.g. gear orchain casings for camshafts or similar drives, are to beequipped with additional safety devices if the volumeof these spaces exceeds 0,6 m3.

4.1.3 Engines with a cylinder bore of > 200 mm and# 250 mm are to be equipped with at least one reliefvalve at each end of the crankcase. If the crankshafthas more than 8 throws, an additional relief valve is tobe fitted near the middle of the crankcase.

Engines with a cylinder bore of >250 mm and # 300 mmare to have at least one relief valve close to eachalternate crank throw, with a minimum number of two.

Engines with a cylinder bore of > 300 mm are to haveat least one safety valve close to each crank throw.

4.1.4 Each safety valve shall have a free relief area of

at least 45 cm².

The total free relief area of all safety valves fitted to anengine to safeguard against overpressure in thecrankcase shall not be less than 115 cm2 per m3 ofcrankcase gross volume.

Notes relating to 4.1.2 and 4.1.3

a) In estimating the gross volume of thecrankcase, the volume of the enclosed fixedparts may be deducted.

b) A space communicating with the crankcase viaa total free cross-sectional area of > 115 cm2/m3

of volume need not be considered as a separatespace.

c) Each relief valve required may be replaced bynot more than two relief valves of smallercross-sectional area provided that the freecross-sectional area or each relief valve is notless than 45 cm2.

4.1.5 The safety devices are to be of quick acting andself closing devices to relief a crankcase of pressure ata crankcase explosion. In service they shall be oiltightwhen closed and have to prevent air inrush into thecrankcase. The gas flow caused by the response of thesafety device must be deflected, e.g. by means of abaffle plate, in such a way as not to endanger personsstanding nearby. Is has to be demonstrated that thebaffle plate does not adversely affects the operationaleffectiveness of the device.

Section 2 - Internal Combustion Engines and Air Compressors F 2-15

For relief valves the discs are to be made of ductilematerial capable of withstanding the shock load at thefull open position of the valve.

Relief valves shall be fully opened at a differentialpressure in the crankcase not greater than 0,2 bar.

4.1.6 The relief valves are to be provided with a flamearrester than permits crankcase pressure relief andprevents passage of flame following a crankcaseexplosion.

4.1.7 Safety devices are to be provided with suitablemarkings that include the following information :

– name and address of manufacturer

– designation and size

– relief area

– month/year of manufacture

– approved installation orientation

4.1.8 Safety devices are to be provided with amanufacturer’s installation and maintenance manualthat is pertinent to the size and type of device as wellas on the installation on the engine. A copy of thismanual is to be kept on board of the ship.

4.1.9 Plans showing details and arrangements ofsafety devices are to be submitted for approval.

4.2 Crankcase doors and sight holes

4.2.1 Crankcase doors and their fittings shall be sodimensioned as not to suffer permanent deformationdue to the overpressure occurring during the responseof the safety equipment.

4.2.2 Crankcase doors and hinged inspection portsare to be equipped with appropriate latches toeffectively prevent unintended closing.

4.2.3 A warning notice is to be fitted either on thecontrol stand or, preferably, on a crankcase door oneach side of the engine. The warning notice is tospecify that the crankcase doors or sight holes are notto be opened before a reasonable time, sufficient topermit adequate cooling after stopping the engine.

4.3 Oil mist detection/monitoring and alarmsystem (Oil mist detector)

4.3.1 Engines with a cylinder diameter > 300 mmor a rated power of 2250 kW and above are to be fittedwith crankcase oil mist detectors or alternativesystems.

4.3.2 For multiple engine installations each engineis to be provided with a separate oil mist detector anda dedicated alarm.

4.3.3 Oil mist detectors are to be type approved.The mechanical requirements are defined inRegulation for the Performance of Type Approvals –Test Requirements for Components and Systems,

the electrical part has to be type approved accordingto Part 2 – Test Requirements for Electrical/ ElectronicEquipment and Systems.

4.3.4 The oil mist detector is to be installed inaccordance with the engine designer’s and the systemmanufacturer’s instructions and recommendations.

4.3.5 Function tests are to be performed on theengine set bed at manufacturer’s workshop and onboard under the conditions of "engine at standstill"and "engine running at normal operating conditions"in accordance with test procedures to be agreed withBKI.

4.3.6 Alarms and shutdowns for the detector are tobe in accordance with Table 2.7.

4.3.7 Functional failures at the devices and equipment are to be alarmed.

4.3.8 The oil mist detector has to indicate that theinstalled lens, which is used in determination of the oilmist concentration has been partly obscured to adegree that will affect the reliability of the informationand alarm indication.

4.3.9 Where the detector includes the use ofprogrammable electronic systems, the arrangementsare in accordance with the requirements of Rules forElectrical Installations, Volume IV, Section 10.

4.3.10 Where sequential oil mist detection/monitoring arrangements are provided, the samplingfrequency and time are to be as short as reasonablypracticable.

4.3.11 Plans of showing details and arrangements ofthe oil mist detector are to be submitted for approval.The following particulars are to be included in thedocumentation:

– schematic layout of engine oil mist detectorshowing location of engine crankcase samplepoints and piping arrangement together withpipe dimensions to detector/monitor.

– evidence of study to justify the selectedlocation of sample points and sampleextraction rate (if applicable) in considerationof the crankcase arrangements and geometryand the predicted crankcase atmosphere whereoil mist can accumulate.

– maintenance and test manuals

– information about type approval of thedetection/ monitoring system or functionaltests at the particular engine.

4.3.12 A copy of the documentation supplied with thesystem such as maintenance and test manuals are to beprovided on board ship.

4.3.13 The readings and the alarm information fromthe oil mist detector are to be capable of being readfrom a safe location away from the engine.

2-16 G Section 2 - Internal Combustion Engines and Air Compressors

4.3.14 Where alternative methods are provided for theprevention of build-up a potentially explosivecondition within the crankcase (independent of thereason, e.g. oil mist, gas, hot spots, etc.), details are tobe submitted for consideration of BKI. The followinginformation is to be included in the details to besubmitted for approval:

– engine particulars - type, power, speed, stroke,bore and crankcase volume

– details of arrangements preventing the build-upof potentially explosive conditions within thecrankcase, e.g. bearing temperature monitoring,oil splash temperature, crankcase pressuremonitoring, recirculation arrangements,crankcase atmosphere monitoring.

– evidence that the arrangements are effective in

preventing the build-up of potentially explosiveconditions together with details of in serviceexperience.

– operating instructions and maintenance and test

instructions

4.4 Active safety measures

Where it is proposed to use alternative activetechnologies to minimize the risk for a potentialcrankcase explosion, details of the arrangement andthe function description are to be submitted to BKI forapproval.

5. Safety devices in the starting air system

The following equipment is to be fitted to safeguardthe starting air system against explosions due to failureof starting valves:

5.1 An isolation non-return valve is to be fitted tothe starting air line serving each engine.

5.2 Engines with cylinder bores of > 230 mm are tobe equipped with flame arrestors as follows:

a) on directly reversible engines immediately infront of the start-up valve of each cylinder

b) on non-reversible engines, immediately in frontof the intake of the main starting air line toeach engine.

5.3 Equivalent safety devices may be approved byBKI.

6. Safety devices in the lubricating oil system

Each engine with a rated power of 220 kW or over isto be fitted with devices which automatically shutdown the engine in the event of failure of thelubricating oil supply. This is not valid for enginesserving solely for the drive of emergency generatorsets and emergency fire pumps. For these engines analarm has to be provided

7. Safety devices in scavenge air manifolds

Scavenge air manifolds in open connection to thecylinders are to be fitted with explosion relief valves as in 4.

G. Auxiliary Systems

1. General

For piping systems and accessory filter arrangementssee Section 11 is to be applied, additionally.

2. Fuel oil system

2.1 General

2.1.1 Only pipe connections with metal sealingsurfaces or equivalent pipe connections of approveddesign may be used for fuel injection lines.

2.1.2 Feed and return lines are to be designed in sucha way that no unacceptable pressure surges occur inthe fuel supply system. Where necessary, the enginesare to be fitted with surge dampers approved by BKI. 2.1.3 All components of the fuel system are to bedesigned to withstand the maximum peak pressureswhich will be expected in the system.

2.1.4 If fuel oil reservoirs or dampers with a limitedlife cycle are fitted in the fuel oil system the life cycletogether with overhaul instructions is to be specifiedby the engine manufacturer in the correspondingmanuals.

2.1.5 Oil fuel lines are not to be located immediatelyabove or near units of high temperature, steampipelines, exhaust manifolds, silencers or otherequipment required to be insulated by 7.1. As far aspracticable, oil fuel lines are to be arranged far apartfrom hot surfaces, electrical installations or otherpotential sources of ignition and are to be screened orotherwise suitably protected to avoid oil spray or oilleakage onto the sources of ignition. The number ofjoints in such piping systems are to be kept to aminimum

2.2 Shielding

2.2.1 Regardless of the intended use and location ofinternal combustion engines, all external fuel injectionlines (high pressure lines between injection pumps andinjection valves) are to be shielded by jacket pipes insuch a way that any leaking fuel is

S safely collected

S drained away unpressurized, and

S effectively monitored and alarmed

2.2.2 If pressure variations of > 20 bar occur in fuel

Section 2 - Internal Combustion Engines and Air Compressors G 2-17

feed and return lines, these lines are also to beshielded.

2.2.3. The high pressure fuel pipe and the outer jacketpipe have to be of permanent assembly 2.2.4 Where, pipe sheaths in the form of hoses areprovided as shielding, the hoses shall be demonstrablysuitable for this purpose and approved by BKI.

2.3 Fuel leak drainage

Appropriate design measures are to be introduced toensure generally that leaking fuel is drained efficientlyand cannot enter into the engine lube oil system.

2.4 Heating, thermal insulation, re-circulation

Fuel lines, including fuel injection lines, to engineswhich are operated with preheated fuel are to beinsulated against heat losses and, as far as necessary, provided with heating.

Means of fuel re-circulation are also to be provided.

2.5 Fuel oil emulsions

For engines operated on emulsions of fuel oil and otherliquids it has to be ensured that engine operation canbe resumed after failures to the fuel oil treatmentsystem.

3. Filter arrangements for fuel oil andlubricating oil systems

3.1 Fuel and lubricating oil filters which are to bemounted directly on the engine are not to be locatedabove rotating parts or in the immediate proximity ofhot components.

3.2 Where the arrangement stated in 3.1 is notfeasible, the rotating parts and the hot components are to be sufficiently shielded.

3.3 Filters have to be so arranged that fluid residuescan be collected by adequate means. The same appliesto lubricating oil filters if oil can escape when the filteris opened.

3.4 Change-over filters with two or more chambersare to be equipped with means enabling a safe pressurerelease before opening and a proper venting before re-starting of any chamber. Normally, shut-off devicesare to be used. It shall be clearly visible, whichchamber is in and which is out of operation.

3.5 Oil filters fitted parallel for the purpose ofenabling cleaning without disturbing oil supply toengines (e.g duplex filters) are to be provided witharrangements that will minimize the possibility of afilter under pressure being opened by mistake.Filters/filter chambers shall be provided with suitablemeans for :

S venting when put into operation

S depressurizing before being opened.

Valves or cocks with drain pipes led to a safe locationshall be used for this purpose.

3.6 In addition the requirements of Section 8 haveto be considered also for filters.

4. Lubricating oil system

4.1 General requirements relating to lubricatingoil systems and to the cleaning, cooling etc. of the lu-bricating oil are contained in Section 11, H. For pipingarrangement 2.1.5 is to be applied.

4.1.1 Engines which sumps serve as oil reservoirsmust be so equipped that the oil level can be estab-lished and, if necessary, topped up during operation.Means must be provided for completely draining theoil sump.

4.1.2 The combination of the oil drainage lines fromthe crankcases of two or more engines is not allowed.

4.1.3 The outlet ends of drain lines from the enginesump shall be below the oil level in the drain tank.

4.2 The equipment of engines fitted withlubricating oil pumps is subject to Section 11, H.3.

4.2.1 Main lubricating oil pumps driven by theengine are to be designed to maintain the supply oflubricating oil over the entire operating range.

4.2.2 Main engines which drive main lubricating oilpumps are to be equipped with independently drivenstand-by pumps.

4.2.3 In multi-engine installations having separatelubricating oil system approval may be given for thecarriage on board of reserve pumps ready for mountingprovided that the arrangement of the main lubricatingoil pumps enables the change to be made with themeans available on board.

4.2.4 Lubricating oil systems for cylinder lubricationwhich are necessary for the operation of the engine andwhich are equipped with electronic dosing units haveto be approved by BKI.

5. Cooling system

5.1 For the equipment of engines with coolingwater pumps and for the design of cooling watersystems, see Section 11, I. and 11, K.

5.1.1 Main cooling water pumps driven by theengine are to be designed to maintain the supply ofcooling water over the entire operating range.

5.1.2 Main engines which drive main cooling waterpumps are to be equipped with independently drivenstand-by pumps or with means for connecting thecooling water system to independently driven stand-bypumps.

5.1.3 In multi-engine installations having separate

2-18 H Section 2 - Internal Combustion Engines and Air Compressors

fresh cooling water systems approval may be givenfor the carriage on board of reserve pumps ready formounting provided that the arrangement of the mainfresh cooling water pumps enables the change to bemade with the means available on board. Shut-offvalves shall be provided enabling the main pumps tobe isolated from the fresh cooling water system.

5.2 If cooling air is drawn from the engine room, thedesign of the cooling system is to be based on a roomtemperature of at least 45 EC.

The exhaust air of air-cooled engines may not causeany unacceptable heating of the spaces in which theplant is installed. The exhaust air is normally to be ledto the open air through special ducts.

5.3 Where engines are installed in spaces in whichoil-firing equipment is operated, Section 9, A.5 is alsoto be complied with.

6. Charge air system

6.1 Exhaust gas turbocharger

6.1.1 The construction and testing of exhaust gasturbocharger are subject to Section 3 II (Turbo-machinery/Gas Turbines and Exhaust Gas Turbo-chargers).

6.1.2 Exhaust gas turbochargers may exhibit nocritical speed ranges over the entire operating range ofthe engine.

6.1.3 The lubricating oil supply shall also be ensuredduring start-up and run-down of the exhaust gasturbochargers.

6.1.4 Even at low engine speeds, main engines shallbe supplied with charge air in a manner to ensurereliable operation.

Where necessary, two-stroke engines are to beequipped with directly or independently drivenscavenging air blowers.

6.1.5 If, in the lower speed range or when used formanoeuvring, an engine can be operated only with acharge air blower driven independently of the engine,a stand-by charge air blower is to be installed or anequivalent device of approved design.

6.1.6 With main engines emergency operation shall bepossible in the event of a turbocharger failure.

6.2 Charge air cooling

6.2.1 The construction and testing of charge aircoolers are subject to Section 8.

6.2.2 Means are to be provided for regulating thetemperature of the charge air within the temperaturerange specified by the engine manufacturer.

6.2.3 The charge air lines of engines with charge aircoolers are to be provided with sufficient means of

drainage.

6.3 Fire extinguishing equipment

The charge air receivers of crosshead engines whichhave open connection to the cylinders are to beconnected to an approved fire extinguishing system(see Table 12.1) which is independent of the engineroom fire extinguishing system.

7. Exhaust gas lines

7.1 Exhaust gas lines are to be insulated and/orcooled in such a way that the surface temperaturecannot exceed 220 EC at any point.

Insulating materials shall be non-combustible.

7.2 General rules relating to exhaust gas lines arecontained in Section 11, M.

H. Starting equipment

1. General

Engine starting equipment shall enable engines to bestarted up from "dead ship" condition according toSection 1, D.6.1 using only the means available onboard.

2. Starting with compressed air

2.1 Starting air systems for main engines are to beequipped with at least two starting air compressors. Atleast one of the air compressors shall be drivenindependently of the main engine and shall supply atleast 50 % of the total capacity required.

2.2 The total capacity of the starting aircompressors is to be such that the starting air receiversdesigned in accordance with 2.4 or 2.5, as applicable,can be charged from atmospheric pressure to their finalpressure within one hour.

Normally, compressors of equal capacity are to beinstalled.

This does not apply to an emergency air compressorwhich may be provided to meet the requirement statedin 1.

2.3 If the main engine is started with compressedair, the available starting air is to be divided betweenat least two starting air receivers of approximatelyequal size which can be used independently of eachother.

2.4 The total capacity of air receivers is to besufficient to provide, without their being replenished,not less than 12 consecutive starts alternating betweenAhead and Astern of each main engine of thereversible type, and not less than six starts of eachmain non-reversible type engine connected to acontrollable pitch propeller or other device enabling

Section 2 - Internal Combustion Engines and Air Compressors H 2-19

the start without opposite torque.

2.5 With multi-engine installations the number ofstart-up operations per engine may, with BKI’sagreement, be reduced according to the concept of thepropulsion plant.

The Guidance for Sea Trials of Motor Vessels, may beobserved.

2.6 If starting air systems for auxiliaries or forsupplying pneumatically operated regulating andmanoeuvering equipment or tyfon units are to be fedfrom the main starting air receivers, due attention is tobe paid to the air comsumption of this equipmentwhen calculating the capacity of the main starting air receivers.

2.7 Other consumers with a high air consumptionapart from those mentioned in 2.6 may not beconnected to the main starting air system. Separate airsupplies are to be provided for these units. Deviationsto this require the agreement of BKI.

2.8 If auxiliary engines are started by compressedair sufficient air capacity for three consecutive starts ofeach auxiliary engine is to be provided.

2.9 If starting air systems of different engines arefed by one receiver it is to be ensured that the receiverair pressure cannot fall below the highest of thedifferent systems minimum starting air pressures.

2.10 Approximate calculation of the startingair supply

For the approximate calculation of the starting airsupply the following formulae may be used.

2.10.1 Starting air for installations with reversible engines

Assuming an initial pressure of 30 bar and a finalpressure of 9 bar in the starting air receivers, thepreliminary calculation of the starting air supply for areversible main engine may be performed as follows:

J = total capacity of the starting air receivers [dm3]

D = cylinder bore [mm]

H = stroke [mm]

Vh = swept volume of one cylinder (in the case ofdouble-acting engines, the swept volume of theupper portion of the cylinder)

Pe,perm= maximum permissible working pressure of thestarting air receiver [bar]

z = number of cylinders [–]

Pe,e = mean effective working pressure in cylinder atrated power [bar]

The following values of “a” are to be used:

- for two-stroke engines: a = 0,4714

- for four-stroke engines: a = 0,4190

The following values of “b” are to be used:

- for two-stroke engines: b = 0,059

- for four-stroke engines: a = 0,056

The following values of "c" are to be used:

c = 1, where pe,perm = 30 bar

c =

Where Pe,perm > 30 bar, if no pressure-reducing valve isfitted.

e = Euler’s number (2,718...) [-]

Where Pe,perm > 30 bar, if a pressure-reducing valve isfitted, which reduces the pressure pe,perm to the startingpressure PA, the value of “c” shown in Fig. 2.7 is to beused.

The following values of nA are to be applied :

nA = 0,06 . no + 14 where no # 1000

nA = 0,25 . no - 176 where no < 1000

no = rated speed [min-1]

2.10.2 Starting air for installations with non-reversible engines

For each non-reversible main engine driving acontrollable pitch propeller or where starting withouttorque resistance is possible the calculated starting airsupply may be reduced to 0,5 @ J though not less thanthat needed for six start-up operations.

3. Electrical starting equipment

3.1 Where main engines are started electrically,two mutually independent starter batteries are to beinstalled. The batteries are to be so arranged that theycannot be connected in parallel with each other. Eachbattery shall enable the main engine to be started fromcold.

The total capacity of the starter batteries must besufficient for the execution within 30 minutes, withoutrecharging the batteries, of the same number of start-upoperations as is prescribed in 2.4. or 2.5 for startingwith compressed air.

3.2 If two or more auxiliary engines are startedelectrically, at least two mutually independent batteries

2-20 I Section 2 - Internal Combustion Engines and Air Compressors

are to be provided. Where starter batteries for the mainengine are fitted, the use of these batteries isacceptable.

The capacity of the batteries shall be sufficient for atleast three start-up operations per engine.

If only one of the auxiliary engines is startedelectrically, one battery is sufficient.

3.3 The starter batteries shall only be used forstarting (and preheating where applicable) and formonitoring equipment belonging to the engine.

3.4 Steps are to be taken to ensure that the batteriesare kept charged and the charge level is monitored.

4. Start-up of emergency generating sets

4.1 Emergency generating sets are to be so designedthat they can be started up readily even at atemperature of 0 EC.

If the set can be started only at higher temperatures, orwhere there is a possibility that lower ambienttemperatures may occur, heating equipment is to befitted to ensure ready reliable starting.

The operational readiness of the set shall beguaranteed under all weather and seaway conditions.Fire flaps required in air inlet and outlet openings mustonly be closed in case of fire and are to be kept openat all other times. Warning signs to this effect are to beinstalled. In the case of automatic fire flap actuationdependent on the operation of the set warning signs arenot required. Air inlet and outlet openings shall not befitted with weatherproof covers.

4.2 Each emergency generating set required to becapable of automatic starting is to be equipped with anautomatic starting system approved by BKI, thecapacity of which is sufficient for at least threeconsecutive starts (compare Rules for ElectricalInstallations, Volume IV, Section 7, D.6.).

Additionally a second source of energy is to beprovided capable of three further starting operationswithin 30 minutes. This requirement is not applicableif the set can be started manually.

4.3 In order to guarantee the availability of thestarting equipment, steps are to be taken to ensure that

a) electrical and hydraulic starting systems aresupplied with energy from the emergencyswitchboard;

b) compressed air starting systems are supplied viaa non-return valve from the main and auxiliarycompressed air receivers or by an emergency aircompressor, the energy for which is providedvia the emergency switchboard; and

c) the starting, charging and energy storageequipment is located in the emergency generatorroom.

4.4 Where automatic starting is not specified,reliable manual starting systems may be used, e.g. bymeans of hand cranks, spring-loaded starters, hand-operated hydraulic starters or starters using ignitioncartridges.

4.5 Where direct manual starting is not possible,starting systems in accordance with 4.2 and 4.3 are tobe provided, in which case the starting operation maybe initiated manually.

4.6 The starters of emergency generator sets shallbe used only for the purpose of starting the emergencygenerator sets.

5. Start-up of emergency fire extinguisher sets

5.1 Diesel engines driving emergency fire pumpsare to be so designed that they can still be reliablystarted by hand at a temperature of 0 EC.

If the engine can be started only at highertemperatures, or where there is a possibility that lowertemperatures may occur, heating equipment is to be fit-ted to ensure reliable starting.

5.2 If manual start-up using a hand crank is notpossible, the emergency fire-extinguisher set is to befitted with a starting device approved by the BKIwhich enables at least 6 starts to be performed within30 minutes, two of these being carried out within thefirst 10 minutes.

I. Control Equipment

1. General

For unmanned machinery installations, Rules forAutomation, Volume VII is to be observed in additionto the following requirements.

2. Main Engines

2.1 Local control station

To provide emergency operation of the propulsionplant a local control station is to be installed fromwhich the plant can be operated and monitored.

2.1.1 Indicators according to Table 2.7 are to beclearly sited on the local main engine control station.

2.1.2 Temperature indicators are to be provided onthe local control station or directly on the engine.

2.1.3 In the case of gear and controllable pitchpropeller systems, the local control indicators andcontrol equipment required for emergency operationare to be installed at the main engines local controlstation.

2.1.4 Critical speed ranges are to be marked in redon the tachometers.

Section 2 - Internal Combustion Engines and Air Compressors J, K 2-21

2.2 Machinery control room/control centre

For remotely operated or controlled machineryinstallations the indicators listed in Table 2.7 are to beinstalled, see Rules for Automation, Volume VII,Section 5,A.

2.3 Bridge/navigations centre.

2.3.1 The essential operating parameters for thepropulsion system are to be provided in the controlstation area.

2.3.2 The following stand-alone control equipment isto be installed showing :

S speed/direction of rotation of main engine

S speed/direction of rotation of shafting

S propeller pitch (controllable pitch propeller)

S starting air pressure

S control air pressure

2.3.3 In the case of engines installations up to a totaloutput of 600 kW, simplification can be agreed withBKI.

3. Auxiliary engines

For auxiliary engines and emergency applicationengines the controls according to Table 2.7 are to beprovided as a minimum.

J. Alarms

1. General

1.1 The following requirements apply to machineryinstallations which have been designed forconventional operation without any degree ofautomation.

1.2 Within the context of these requirements, theword alarm is to be understood as the visual andaudible warning of abnormal operating parameters.

2. Scope of alarms.

Alarms have to be provided for main, auxiliary andemergency engines according to Table 2.7.

K. Engine Alignment/Seating

1. Engines are to be mounted and secured to theirshipboard foundations is conformity with Regulationsfor the Seating of Propulsion Plants.

2. The crankshaft alignment is to be checkedevery time an engine has been aligned on its founda-tion by measurement of the crank web deflectionand/or other suitable means.

For the purpose of subsequent alignments, note is to betaken of:

S the draught/load condition of the vessel,

S the condition of the engine-cold/preheated/hot.

3. Where the engine manufacturer has notspecified values for the permissible crank webdeflection, assessment is to be based on BKI’sreference values.

4. Reference values for crank web deflection

4.1. Irrespective of the crank web deflection figuresquoted by the manufacturers of the various enginetypes, reference values for assessing the crank webdeflection in relation to the deflection length rO can be taken from Fig. 2.4.

Provided that these values are not exceeded, it may beassumed that neither the crankshaft nor the crankshaftbearings are subjected to any unacceptable additionalstresses.

4.2. Notes on the measurement of crank webdeflections

Crank web deflections are to be measured at distance

from the crankpin centre line (see Fig. 2.5)

Crank web deflection ªa is only meaningful asmeasured between opposite crank positions (see Fig.2.5), i. e. between 0 - 3 for evaluating verticalalignment and bearing location, and between 2 - 4 forevaluating lateral bearing displacement when aligningthe crankshaft and assessing the bearing wear. Formeasuring point 0, which is obstructed by theconnecting rod, the mean value of the measurementsmade at 1' and 1" is to be applied.

2-22 K Section 2 - Internal Combustion Engines and Air Compressors

Table 2.7 Alarms and indicators

Descripttion Propulsionengines

Auxiliaryengines

Emergencyengines

speed / direction of rotation I

engine overspeed 5 A,S A,S A,S

lubricating oil pressure at engine inlet I, L, S I, L, S I, L, S

lubricating oil temperature at engine inlet I, H I 5, H 5 I 5, H 5

fuel oil pressure at engine inlet I I

fuel oil temperature at engine inlet 1 I I

fuel oil leakage from high pressure pipes A A A

cylinder cooling water pressure or flow at engine inlet I, L I 4, L 4 I 4, L 4

cylinder cooling water temperature at engine outlet I, H I, H I, H

piston coolant pressure at engine inlet I, L

piston coolant temperature at engine outlet I, H

charge air pressure at cylinder inlet I

charge air temperature at charge air cooler inlet I

charge air temperature at charge air cooler outlet I, H

starting air pressure I, L

control air pressure I, L

exhaust gas temperature 2 I 3, H 3

oil mist concentration in crankcase or alternativemonitoring system 6, 7,8

I, H I, H I, H

1 for engines running on heavy fuel oil only I: Indicator

2 where ever the dimensions permit, at each cylinder outlet and A: Alarmat the turbo charger inlet and outlet

H: Alarm for upper limit3 at turbo charger outlet only

L: Alarm for lower limit4 cooling water pressure or flow

S: Shutdown5 only for engine output $ 220 kW

6 for engine having an output > 2250 kW or a cylinder bore > 300mm

7 alternative methods of monitoring may be approved by BKI

8 an engine shutdown may be provided where necessar

Section 2 - Internal Combustion Engines and Air Compressors K 2-23

Fig. 2.4 Refernce values for crack web deflection

Fig. 2.5 Measurements of crank web deflection

4.3. Determining the crank web deflectionlength ro

Explanatory notes on :

S solid-forged and drop-forged crankshafts inFig. 2.6, subfigures A, B and C;

S semi-built crankshafts, subfigure D.

Symbols :

R [mm] crank radius

H [mm] stroke (2 R)

dk [mm] crank pin diameter

dw [mm] journal diameter

dN [mm] shrink annulus diameter

W [mm] axial web thickness

B [mm] web width at distance R/2

Ti [mm] depth of web undercut (oncrank pin side)

Ta [mm] depth of web undercut (on journalside)

s [mm] pin/journal overlap

s =

Where there is a negative pin/journal overlap (s < 0),the deflection length rO in accordance with subfigureA is determined by applying the formula:

(1)

In case of web undercut, W in formula (1) is to bereplaced by:

(2)

In the case of semi-built crankshafts in accordancewith subfigure D, the value dw in the radicand offormula (1) is to be replaced by:

dw* = a (dN - dw) + dw (3)

In case of web undercut, W* is also to be substitutedfor W in accordance with formula (2).

Where there is a positive pin/journal overlap (s $ 0)according to subfigure C, the value W in formula (1)is to be replaced by:

(4)

For the conventional designs, where

2-24 L, M Section 2 - Internal Combustion Engines and Air Compressors

B/dW = 1,37 to 1,51 in the case of solid forgedcrankshafts, and

B/dW = 1,51 to 1,63 in the case of semi-builtcrankshafts,

the influence of B in the normal calculation of ro isalready taken into account in the values of ∆a inFig. 2.4.

Fig. 2.6 Types of forged (A, B and C) and semi built (D) crankshafts

Where the values of B/dW depart from the above (e.g.in the case of discs oval webs etc.) the alteredstiffening effect of B is to be allowed for by afictitious web thickness W** which is to becalculated by applying the following equations and isto be substituted for W in formula (1):

for solid forged

crankshafts (5)

for semibuilt

crankshafts (6)

L. Approximate Calculation of the StartingAir Supply

These calculations are integrated in H.2.10.

M. Air Compressors

1. General

1.1 Scope

These requirements apply to reciprocatingcompressors of the normal marine types. Where it isintended to install compressors to which the followingrequirements and calculation formula cannot beapplied, BKI requires proof of their suitability forshipboard use.

1.2 Documents for approval

Drawings showing longitudinal and transverse cross-sections, the crankshaft and the connecting rod are tobe submitted to BKI in triplicate for each compressortype.

2. Materials

2.1 Approved materials

In general, the crankshafts and connecting rods of re-ciprocating compressors shall be made of steel, caststeel or nodular cast iron. The use of special cast ironalloys is to be agreed with BKI.

2.2 Material testing

Material tests are to be performed on crankshafts witha calculated crank pin diameter of > 50 mm. Forcrank pin diameters of # 50 mm a ManufacturerInspection Certificates is sufficient.

Section 2 - Internal Combustion Engines and Air Compressors M 2-25

3. Crankshaft dimensions

3.1 The diameters of journals and crankpins are to be determined as follows:

Where

dk [mm] minimum pin/journal diameter

D [mml cylinder bore for single-stagecompressors

= DHd = cylinder bore of the secondstage in two-stage compressors withseparate pistons

= 1,4 @ DHd for two stagecompressors with a stepped pistonas in Fig 2.8

= for two-stage

compressors with a differentialpiston as in Fig. 2.9

pc [bar] design pressure PR, applicable upto 40 bar

H [mm] piston stroke

L [mm] distance between main bearingcenters where one crank is locatedbetween two bearings. L is to besubstituted by L1 = 0,85 A L wheretwo cranks at different angles arelocated between two main bearings,or by L2 = 0,95 A L where 2 or 3connecting rods are mounted on onecrank.

f = 1,0, where the cylinders are in line

= 1,2, where the cylinders are at 90Efor V or W type

= 1,5, where the cylinders area at 60Efor V or W type

= 1,8, where the cylinders are at 45Efor V or W type

C1 [-] coefficient according to Table 2.7

z [-] number of cylinders

Cw [-] material factor according to Table2.8 or 2.9.

Rm [N/mm²] minimum tensile strength

3.2 Where increased strength is achieved by afavorable configuration of the crankshaft, smallervalues of dk may be approved.

Table 2.8 Values of C1

z 1 2 4 6 $ 8

C1 1,0 1,1 1,2 1,3 1,4

Table 2.9 Values of Cw for steel shafts

Rm Cw

400440480520560600640$ 680720 1)$ 760 1)

1,030,940,910,850,790,770,740,700,660,64

1) Only for drop-forged crankshafts

Table 2.10 Values of Cw for nodular castiron shafts

Rm Cw

370400500600700$ 800

1,201,101,080,980,940,90

4. Construction and equipment

4.1 General

4.1.1 Cooler dimensions are to be based on aseawater temperature of at least 32 EC in case ofwater cooling, and on an air temperature of at least 45EC in case of air cooling, unless higher temperaturesare dictated by the temperature conditions accordingto the ship's trade or by the location of thecompressors or cooling air intakes.

Where fresh water cooling is used, the cooling waterinlet temperature shall not exceed 40 EC.

2-26 M Section 2 - Internal Combustion Engines and Air Compressors

Fig. 2.7 The Value of “c” where a pressure-reducing valve is fitted

Fig. 2.8 Fig. 2.9

4.1.2 Unless they are provided with opendischarges, the cooling water spaces of compressorsand coolers shall be fitted with safety valves orrupture discs of sufficient cross-sectional area.

4.1.3 High-pressure stage air coolers shall not belocated in the compressor cooling water space.

4.2 Safety valves and pressure gauges

4.2.1 Every compressor stage shall be equippedwith a suitable safety valve which cannot be blockedand which prevents the maximum permissibleworking pressure from being exceeded by more than10 % even when the delivery line has been shut off.

Section 2 - Internal Combustion Engines and Air Compressors M 2-27

The setting of the safety valve shall be secured toprevent unauthorized alteration.

4.2.2 Each compressor stage must be fittedwith a suitable pressure gauge, the scale of whichmust indicate the relevant maximum permissibleworking pressure.

4.2.3 Where one compressor stage comprisesseveral cylinders which can be shut offindividually, each cylinder shall be equipped witha safety valve and a pressure gauge.

4.3 Air compressors with oil-lubricatedpressure spaces

4.3.1 The compressed air temperature,measured directly at the discharge from theindividual stages, may not exceed 160 EC formulti-stage compressors or 200 EC forsingle-stage compressors. For discharge pressuresof up to 10 bar, temperatures may be higher by20 EC.

4.3.2 Compressors with a power consumptionof more than 20 kW shall be fitted withthermometers at the individual dischargeconnections, wherever this is possible. If this isnot practicable, they are to be mounted at the inletend of the pressure line. The thermometers are tobe marked with the maximum permissibletemperatures.

4.3.3 After the final stage, all compressors areto be equipped with a water trap and anaftercooler.

4.3.4 Water traps, aftercoolers and the compressedair spaces between the stages must beprovided with discharge devices at their lowestpoints.

4.4 Name plate

Every compressor is to carry a name plate withthe following information:

S manufacturerS year of constructionS effective suction rate [m3/h]S discharge pressure [bar]S speed [Rpm]S power consumption [kW].

5. Tests

5.1 Pressure tests

5.1.1 Cylinders and cylinder liners are to besubjected to hydraulic pressure tests at 1,5 times thefinal pressure of the stage concerned.

5.1.2 The compressed air chambers of the inter-coolers and aftercoolers of air compressors are to besubjected to hydraulic pressure tests at 1,5 times thefinal pressure of the stage concerned.

5.2 Final inspections and testing

Compressors are to be subjected to a performance testat the manufacturer's works under supervision of BKIand are to be presented for final inspection.

Section 3 I - Turbomachinery / Steam Turbines A,B 3-1

S e c t i o n 3 I

Turbomachinery / Steam Turbines

A. General

1. Scope

The following Rule apply to main and auxiliary steamturbines.

BKI reserves the right to authorize deviations from theRules in the case of low-power turbines.

2. Documents for approval

For every steam turbine installation, the documentslisted below are to be submitted to BKI in triplicatefor approval:

S assembly and sectional drawings of theturbines,

S detail drawings of rotors, casings, guideblading, blades, valves, bed frames and maincondenser (for gearing, see Section 5),

S details of operating characteristics andcritical speeds,

S proof of a sufficient safety margin in thecomponents subject to the severest loads; fortemperatures up to approximately 400 oC, therelevant strength characteristic is the yieldpoint at elevated temperatures; for highertemperatures it is the long-term creepstrength for 100.000 hours at servicetemperature,

S details of the welding conditions applicableto welded components and

S on request, calculations relating to bladevibration.

For small auxiliary turbines with a steam inlettemperature of up to 250 EC it is generally sufficientto submit sectional drawings of the turbines. Heat flowdiagrams for each turbine installation and a set ofoperating instructions for at least each turbine type areto be submitted.

B. Materials


1.1 Rotating components

Turbine rotors, discs and shafts are to be manufacturedfrom forged steel.

The rotors of small turbines may also be cast inspecial-grade steel. Turbine blades, shrouds, bindingand damping wires are to be made ofcorrosion-resistant materials.

1.2 Stationary components

The casings of high-pressure turbines and the bodiesof maneuvering, quick-closing and throttle valves areto be made of high-temperature steel or cast steel.Depending upon pressure and temperature, the casingsof intermediate and low-pressure turbines may also bemade of nodular or grey cast iron.

Diaphragms (guide vanes) are to be manufacturedfrom steel, cast steel, nodular or grey cast irondepending on the temperature and load. Weldedconstruction may also bc approved for steel or caststeel components.

Grey and nodular cast iron may be used up to a steamtemperature of 300 oC.


2.1 The following parts are subject to testing inaccordance with BKI Rules for Materials, Volume V:

S rotating parts such as rotors, discs, shafts,shrink rings, blades, toothed couplings andother dynamically loaded components aswell as valve spindles and cones.

S stationary parts such as casings, guideblading, nozzles and nozzle chests, guidevanes, turbine casing bolts, bed frames andbearing pedestals.

S condenser tubes and tube plates.

In the case of small auxiliary turbines with a steaminlet temperature of up to 250 EC, the extent of thetests may be limited to the disc and shaft materials.

3-2 C,D,E Section 3 I - Turbomachinery/Steam Turbines

C. Design and Construction Principles

1. Foundations

The foundations of geared turbine installations are tobe so designed and constructed that only minorrelative movements can occur between the turbine andthe gearing which can be compensated by suitablecouplings.

For the design of foundation, Regulations for theSeating of Diesel Engine Installations have to beconsidered.

2. Jointing of mating surfaces

The mating flanges of casings shall form a tight jointwithout the use of any interposed material.

3. Bearing lubrication

The lubrication of bearings are not to be impaired byadjacent hot parts or by steam.

For the lubricating oil system, see Section 11, H.

4. Connections

Pipes are to be connected to the turbine in such a waythat no unacceptably high forces or moments can betransmitted to the turbine.

5. Drains

Turbines and the associated piping systems are to beequipped with adequate means of drainage.

6. Turning gear

Main propulsion turbines are to be equipped withturning gear for both directions of rotation. The rotorsof auxiliary turbines must at least be capable of beingturned by hand.

7. Measurement of rotor clearances

After assembly of each turbine in the manufacturer'sworks, the rotor position and the clearances are to bedetermined. The clearances are to be specified in theoperating instructions.

8. Vibrations

The range of service speeds of turbine plant is not togive rise to unacceptable bending vibrations or tovibrations affecting the entire installation 1) .

D. Astern Running, Emergency Operation

1. Astern power for main propulsion

1.1 The main propulsion machinery is to possesssufficient power for running astern. The astern poweris considered to be sufficient if, given free runningastern, it is able to attain astern revolutions equivalentto at least 70 % of the rated ahead revolutions for aperiod of at least 30 minutes.

1.2 For main propulsion machinery with reversegearing, controllable pitch propellers or an electricaltransmission system, astern running is not to cause anyoverloading of the propulsion machinery.

2. Arrangements for emergency operation

In single screw ships fitted with cross compoundsteam turbines, the arrangements are to be such as toenable safe operation when the steam supply to anyone of the turbines is isolated. For this emergencyoperation purpose the steam may be led directly to thelower pressure turbine and either the high or mediumpressure part may exhaust directly to the condenser.Adequate arrangements and controls are to beprovided for these operating conditions so that thepressure and temperature of the steam will not exceedthose which the turbines and condenser are designedfor, thus enabling a long term safe operation underemergency conditions.

The necessary pipes and valves for the arrangementsare to be readily available and properly marked. A fitup test of all combinations of pipes and valves is to bepresented to BKI prior to the first sea trials.

The permissible operating conditions (power/speeds)when operating without one of the turbines (allcombinations) are to be specified and accessiblydocumented on board.

The operation of the turbines under emergencyconditions is to be assessed by calculations for thepotential influence on shaft alignment and gear teethloading conditions. Corresponding documentationshall be submitted to BKI for appraisal.

E. Manoeuvering and Safety Equipment

1. Manoeuvering and control equipment

1.1 The simultaneous admission of steam to theahead and astern turbines is to be prevented byinterlocks. Brief overlapping of the ahead and asternvalves during manoeuvering can be allowed.

1.2 Fluids for operating hydraulic manoeuveringequipment, quick-closing and control systems are tobe suitable for all service temperatures and of lowflammability.

1.3 Turbines for main propulsion machinery

1)The assessment may be based on ISO 10816-3 “Mechanical vibration - Evaluation of machine vibrations by measurements on non-rotating parts” or an equivalent standard.

Section 3 I - Turbomachinery / Steam Turbines F, G 3-3

equipped with controllable pitch propellers,disengaging couplings or an electrical transmissionsystem are to be fitted with a speed governor which, inthe event of a sudden loss of load, prevents therevolutions from increasing to the trip speed.

1.4 The speed increase of turbines drivingelectric generators - except those for electrical pro-peller drive - resulting from a change from full load tono-load may not exceed 5 % on the resumption ofsteady running conditions. The transient speedincrease resulting from a sudden change from full loadto no-load conditions may not exceed 10 % and is tobe separated by a sufficient margin from the tripspeed.

2. Safety devices

2.1 Main propulsion turbines are to be equippedwith quick-closing devices which automatically shutoff the steam supply in case of:

a) overspeed. Excess speeds of more than 15 %above the rated value are to be prevented,

b) unacceptable axial displacement of the rotor,

c) an unacceptable increase in the condenserpressure,

d) an unacceptable increase in the condenserwater level and

e) an unacceptable drop in the lubricating oilpressure.

2.2 In cases a) and b) of 2.1, the quick-closingdevices shall to be actuated by the turbine shafts.

2.3 It is to also be possible to trip the quick-closing device manually at the turbine and from thecontrol platform.

2.4 Re-setting of the quick-closing device may beeffected only at the turbine or from the controlplatform with the control valve in the closed position.

2.5 It is recommended that an alarm systemshould be fitted which responds to excessive vibrationvelocities 1) .

2.6 An interlock is to be provided to ensure thatthe main turbine cannot be started up when the turninggear is engaged.

2.7 Steam bleeder and pass-in lines are to befitted with automatic devices which prevent steamfrom flowing into the turbine when the main steamadmission valve is closed.

2.8 Turbines driving auxiliary machines at leastare to be equipped with quick-closing devices forcontingencies 2.1 a) and 2.1 d). An excessive rise inthe exhaust steam pressure as to actuate the quick--closing device.

2.9 It shall be possible to start up any turbine

only when the quick-closing device is ready foroperation.

3. Other Requirements

Depending on the degree of automation involved, theextent and design of the equipment is also subject tothe requirements in Rules for Automation, VolumeVII.

F. Control and Monitoring Equipment

1. Arrangement

The control and monitoring equipment for each mainpropulsion unit is to be located on the controlplatform.

2. Scope and design of equipment

Depending on the degree of automation involved,scope and design of the equipment is also subject toRules for Automation.Volume VII.

3. Control and indicating instruments

When the turning gear is engaged, this fact is to beindicated visually at the control platform.

Turbine and pipeline drainage valves are either tooperate automatically or are to be combined intogroups which can be operated from the controlplatform.

4. Equipment for auxiliary turbines

Turbines driving auxiliary machines are to beprovided with the necessary equipment on the basis ofparagraphs 2 and 3.

G. Condensers

1. Design

The condenser is to be so designed that the inlet steamspeed does not result in prohibitive stressing of thecondenser tubes. Excessive sagging of the tubes andvibration are to be avoided, e.g. by the incorporationof tube supporting plates.

The water chambers and steam space are to beprovided with openings for inspection and cleaning.Anti-corrosion protection is to be provided on thewater side.

ln the case of single-plane turbine installations,suitable measures are to be taken to preventcondensate from flowing back into the low pressureturbine.

2. Cooling water supply

The supply of cooling water to the condenser issubject to the requirements contained in Section 11, I.

3-4 H, I Section 3 I - Turbomachinery/Steam Turbines

H. Tests

1. Testing of turbine rotors

1.1 Thermal stability test

Rotors forged in one piece and welded rotors are to betested for axial stability by submitting them to athermal stability test.

1.2 Balancing

Finished rotors, complete with blades and associatedrotating parts and ready for assembly, are to bedynamically balanced in the presence of theSurveyor 2) .

1.3 Cold overspeed test

Turbine rotors are to be tested at a speed at least 15 %above the rated speed for not less than three minutes.BKI may accept mathematical proof of the stresses inthe rotating parts at overspeed as a substitute for theoverspeed test itself provided that the design is suchthat reliable calculations are possible and the rotor hasbeen non-destructively tested to ascertain its freedomfrom defects.

2. Pressure and tightness tests

2.1 All finished casing components are to besubjected to hydrostatic testing in the presence of theSurveyor.

The test pressure pp is calculated as follows:

pP = 1,5 pe,perm

where pe,perm # 80 bar

pP = pe,perm + 40 bar

where pe,perm > 80 bar

pe,perm [bar] maximum allowable workingpressure

For the bodies of quick-closing, manoeuvring andcontrol valves, the test pressure is 1,5 times the

maximum allowable working pressure of the boiler(approval pressure). The sealing efficiency of thesevalves when closed is lo be tested at 1,1 pe,perm

2.2 Casing parts on the exhaust side of lowpressure turbines subjected during operation to thecondenser pressure are to be tested at pp = 1,0 bar.

2.3 Condensers are to be subjected to separatehydrostatic testing on both the steam and the waterside. The test pressure Pp shall be:

pp = 1,0 bar on the steam side

pp = 1,5 pe,perm on the steam side

I. Trials

1. Factory Trials

Where steam turbines are subjected to a trial run at thefactory, the satisfactory functioning of themanoeuvring, safety and control equipment is to beverified during the trial run, and such verification shallin any case take place not later than thecommissioning of the plant aboard ship.

2. Shipboard trials

2.1 Main turbines are to be subjected to a docktrial and thereafter, during a trial voyage, to thefollowing tests:

S operation at rated rpm for at least 6 hours

S reversing manoeuvres

S during the dock or sea trials, asternrevolutions equal to at least 70 % of the ratedahead rpm for about 20 minutes.

During astern and subsequent forward operation, thesteam pressures and temperatures and the relativeexpansion are not to reach magnitudes liable toendanger the operational safety of the plant.

2.2 Turbines driving electric generators orauxiliary machines are to be run for at least 4 hours attheir rated power and for 30 minutes at 110 % ratedpower.

2) The assessment may be based on ISO 1940-1 standard “Mechanical vibration - Balance quality requirements of rigid rotors” an equivalent standard.

Section 3 II - Turbomachinery/Gas Turbines and Exhaust Gas Turbochargers A, B 3-5

S e c t i o n 3 II

Turbomachinery / GasTurbines and Exhaust Gas Turbochargers

Gas Turbines

The documents for approval of main and auxiliary gasturbines have to be submitted to BKI Head Office. Theapproval will be performed in accordance with BKIHead Office.

Exhaust Gast Turbochargers

A. General

1. Application

These Rules are applicable for approval ofturbochargers fitted on diesel engines and describe therequired procedures for drawing approval, testing, andshop approval.

2. Definitions

Regarding turbocharger speed conditions, thefollowing definitions are to be applied :

! maximum permissible speed :maximum turbocharger speed, independentof application.

! maximum operational speed :speed at 110 % diesel engine output

! operational speed :speed at 100% diesel engine output.(Maximum Continuous Rating/MCRcondition).

The maximum operational speed and maximumpermissible speed may be equal.

3. Type approval

In general turbochargers are type approved. A typeCertificate valid for 5 years will be issued inaccordance with 3.1.

3.1 Documentation to be submitted

For every turbocharger type, the documents listedbelow are to be submitted to BKI in triplicate for typeapproval :

! cross-sectional drawings with maindimensions

! drawings of rotating part (shaft, turbinewheel, compressor wheel, blades) and detailsof blade fixing

! arrangement and flow diagram of lubricationsystem.

! material specifications including theirmechanical and chemical properties for therotating parts (shaft, turbine wheel,compressor wheel, blades) and the casingincluding welding details and weldingprocedures for the rotating parts.

! technical specification for the turbochargerincluding maximum continuous operatingconditions (maximum permissible values forthe rotational speed, exhaust gas- andambient temperature as well as thepermissible values regarding vibrationexcited by the engine). The maximumpermissible values have to be defined by themanufacturer for a certain turbocharger typebut shall be not less than the 110 % MCRvalues for the specific application.

! operation and maintenance manuals

! details (name and address) of thesubcontractors for rotating parts and casings

! details (name and address) of the licensees, ifapplicable, who are authorised by thelicensor to produce and deliver turbochargersof a certain type

! type test report carried out in accordancewith C.8.

! test report or verification by calculations ofthe containment test, carried out according toC.7.

B. Design and Installation

1. General

Turbocaharger is to be designed to operate at leastunder the conditions given in Section 1, C.

2. Basic design considerations

Basis of acceptance and subsequent certification of aturbocharger is the drawing approval and thedocumented type test as well as the verification of thecontainment integrity.

The turbocharger rotors need to be designed accordingto the speed criteria for natural burst. In general theburst speed of the turbine shall be lower than the burstspeed of the compressor in order to avoid an excessiveturbine overspeed after compressor burst due to loss ofenergy absorption in compressors.

Section 3 II - Turbomachinery/Gas Turbines and Exhaust Gas Turbochargers3-6 C

3. Air inlet

The air inlet of the turbocharger is to be fitted with afilter in order to minimize the entrance of dirt or water.

4. Hot surfaces

According to SOLAS Rules and Regulations, ChapterII-2, Part B - Prevention of fire and explosions,Regulation 4, Paragraph 2.3, parts with surfacetemperatures above 220 EC are to be properlyinsulated in order to minimize the risk of fire ifflammable oils, lubrication oils, or fuel come intocontact with these surfaces.

Pipe connections have to be located or shielded withcollars in such a way that leakage oil either sprayingor dripping may not come into contact with hotsurfaces of more than 220 EC.

Hot components in range of passageways or within theworking area of turbocharger shall be insulated orprotected so that touching does not cause burns.

5. Bearing lubrication

Bearing lubrication shall not be impaired by exhaustgases or by adjacent hot components.

Leakage oil and oil vapours are to be evacuated insuch a way that they do not come into contact withparts at temperatures equal or above their self-ignitiontemperature.

For turbochargers which share a common lubricationsystem with the diesel engine and which have got anelectrical lubrication oil pump supply, it isrecommended to install an emergency lubrication oiltank.

A gas flow from turbocharger to adjacent componentscontaining explosive gases, e.g. crankshaft casingmust be prevented by an adequate ventilating system.

C. Tests

1. Material Tests

1.1 General

Material testing is required for casings, shaft,compressor and turbine wheel, including the blades.

The material used for the components of exhaust gasturbochargers shall be suitable for the intendedpurpose and shall satisfy the minimum requirements ofthe approved maker’s specification.

All materials shall be manufactured by sufficientlyproven techniques according to state of the art,whereby it is ensured that the required properties areachieved. Where new technologies are applied, apreliminary proof of their suitability is to be submittedto BKI. According to the decision of BKI, this may bedone in terms of special tests for procedures and/or by

presentation of the work’s own test results as well asby expertises of independent testing bodies.

The turboghargers casing are to be from ductilematerials (minimum 90 % ferritic structure) andproperly heat-treated in order to achieve the requiredmicrostructure and ductility as well as to removeresidual stresses. Deviations from the statndard heat-treatment have to be approved separately by BKI.

1.2 Condition of supply and heat treatment

Materials are to be supplied in the prescribed heat-treated condition. Where the final heat treatment is tobe performed by the supplier, the actual condition inwhich the material is supplied shall be clearly stated inthe relevant Certificates. The final verification ofmaterial properties for components needs to beadapted and coordinated according to productionprocedure. Deviations from the heat treatmentprocedures have to be approved by BKI separately.

1.3 Chemical composition and mechanicalproperties

Materials and products have to be satisfy therequirements relating to chemical compositions andmechanical properties specified in BKI Rules forMaterial, Volume V or, where applicable, in therelevant manufacturers specifications approved for thetype in each case.

1.4 Non-destructive testing

Non-destructive testing shall be applied for thewheels, blades and welded joints of rotating parts.Another equal production control may be accepted forwelded joints. The testing shall be performed by themanufacturer and the results together with details ofthe test method are to be evaluated according torecognized quality criteria and documented in aCertificate.

1.5 Material Certificates

Material Certificates shall contain at least thefollowing information :

! quantity, type of product, dimensions whereapplicable, types of material, supplycondition and weight

! name of supplier together with order and jobnumbers, if applicable

! construction number, where known

! manufacturing process

! heat numbers and chemical composition

! supply condition with details of heattreatment

! identifying marks

! results of mechanical property tests carriedout on material at ambient temperture

Section 3 II - Turbomachinery/Gas Turbines and Exhaust Gas Turbochargers C 3-7

Depending on the produced component ofturbocharger material test certificates are to be issuedby the manufacture or BKI. The required Certificatesare summarized in Table 3 II.1.

Table 3 II.1 Material certificates

Turbochargercomponents

Type of Certificates 1

Shaft BKI Material Certificate

Rotors(compressor andturbine)

BKI Material Certificate

Blades BKI Material Certificate

Casing Manufacturer Test Report

1 Test Certificates are to be issued in accordance with Rulesfor Materials, Volume V, Section 1.

The materials are to conform to specificationsapproved in connection with the type approval in eachcase. Test Certificates are to be issued in accordancewith Rules for Materials, Volume V, Section 1.

If the manufacturer is approved according to D.2. asmanufacturer of mass produced exhaust gas turbo-chargers fitted on diesel engines having a cylinderbore # 300 mm, the material properties of these partsmay be covered by Manufacturer InspectionCertificates and need not to be verified by a BKISurveyor.

2. Testing of components

The following tests as outlined in 3.!5. may be carriedout and certified by the manufacturer for all exhaustgas turbochargers. The identification of componentssubject to testing must be ensured. On request, thedocumentation of the test, including those ofsubcontractors’ tests, are to be provided to the BKISurveyor for examination.

The test as specified in 6. ! 8. are to be performed inpresence of a BKI Surveyor.

BKI reserve the right to review the properperformance and the results of the test at any time tothe satisfaction of the Surveyor.

3. Pressure tests

Cooling water spaces as well as the emergencylubrication oil system for gas inlet and gas outletcasings are to be subjected to a hydrostatic pressuretest of pp = 4 bar, but not less than pp = 1.5 x pc (pp :test pressure; pc : design pressure).

4. Overspeed test

All wheels (compressor and turbine) have to undergoan overspeed test for 3 minutes at 20% over the

maximum operational speed at room temperature, or10 % over the maximum permissible speed atmaximum permissible working temperature. If eachwheel is individually checked by a BKI approved non-destructive testing method no overspeed test isrequired. Deviations are to be approved separately byBKI.

5. Dynamic balancing

Each shaft and bladed wheel as well as the completerotating assembly has to be dynamically balancedindividually in accordance with the approved qualitycontrol procedure. For assessment of the balancingconditions the DIN ISO 1940 or comparableregulations may be referred to.

6. Bench test

Each turbocharger must pass a test run.

The test run is to be carried out during 20 minuteswith an overload (110 % of the rated diesel engineoutput) on the engine for which the turbocharger isintended.

This test run may be replaced by a separate test run ofthe turbocharger unit for 20 minutes at maximumoperational speed and working temperature.

In case of sufficient verification of the turbocharger’sperformance during the test, a subsequent dismantlingis required only in case of abnormalities such as highvibrations or excessive noise or other deviations ofoperational parameters such as temperatures, speed,pressures to the expected operational data.

On the other hand turbochargers shall be presented tothe BKI Surveyor for inspection based upon an agreedspot check basis.

If the manufacturer is approved as a manufacturer ofmass produced turbochargers according to D.2., thebench test can be carried out an agreed sample basis.In this case the Surveyor’s attendance at the test is notrequired.

7. Containment test

The turbocharger has to fulfil containmentrequirements in case of rotor burst. This requires thatat rotor burst no part may penetrate the casing of theturbocharger.

The following requirements are applicable for a typeapproval of turbocharger.

The minimum speed for the containment test aredefined as follows :

Compressor : $ 120 % of its maximum permissiblespeed

Turbine : $ 140 % of its maximum permissiblespeed or the natural burst speed(whichever is lower)

The containment test has to be performed at working

Section 3 II - Turbomachinery/Gas Turbines and Exhaust Gas Turbochargers3-8 D

temperature.

The theoretical (design) natural burst speed ofcompressor and turbine has to be submitted forinformation.

A numerical prove of sufficient containment integrityof the casing based on calculations by means of asimulation model may be accepted in lieu of thepractical containment test, provided that :

! the numerical simulation model has beentested and it’s applicability/accuracy hasbeen proven by direct comparison betweencalculation results and practical containmenttest for a reference application (referencecontainment test). This proof has to beprovided once by the manufacturer whowants to apply for acceptance of numericalsimulation

! the corresponding numerical simulation forthe containment is performed for the samespeeds, as specified for the containment test(see above)

! the design of the turbocharger regarding thegeometry and kinematics is similar to that ofone turbocharger which has passed thecontainment test. In general totally newdesigns will call for new containment tests.

! the application of the simulation model maygive hints that containtment speeds lower asabove specified may be more critical for thecasing’s integrity, due to special designfeatures and different kinematics behaviour.In such cases the integrity properties ofcontainment for the casing shall be provenfor the worst case.

In general a BKI Surveyor or the Head Office has tobe involved for the containment test. Thedocumentation of the physical containment test as wellas the report of the simulation results are to besubmitted to BKI within the scope of the approvalprocedure.

8. Type test

The type test is to be carried out on a standardturbocharger. Normally the type test is a one hour hotrunning test at maximum permissible speed andmaximum permissible temperature. After the test theturbocharger is to be dismantled and examined.

Manufacturers who have facilities to test theturbocharger on a diesel engine for which theturbocharger is to be approved, may consider tosubstitute the hot running test by a one hour test run atoverload (110 % of the rated diesel engine output).

9. Spare parts

The rotating assembly parts (rotor, wheels and blades)as well as turbocharger casings have to be replaced byspare parts which are manufactured by BKI approved

manufacturers according to the previously approveddrawings and material specifications. Themanufacturer must be recognized by the holder of theoriginal type approval.

D. Shop Approvals

1. Materials and Production

The manufacturers of the material as well as theproduction procedures for the rotating parts andcasings have to be approved by BKI.

2. Mass produced exhaust gas turbochargers

Manufacturers of mass-produced turbochargers whooperate a quality management system and aremanufacturing exhaust gas turbochargers fitted onBKI approved mass produced diesel engines having acylinder bore of # 300 mm may apply for the shopapproval by BKI Head Office.

Upon satisfactory shop approval, the material testsaccording to C.1. for these parts may be covered by aManufacturer Inspection Certificate and need not to beverified by a Surveyor.

In addition the bench test according to C.6 may becarried out on a sample basis and need not to beverfied by a BKI Surveyor.

The shop approval is valid for 3 years with annualfollow up audits.

No BKI certificate will be issued for mass-producedturbochargers. Mass-produced turbochargers will bementioned with the serial number in the finalCertificate intended for the diesel engine.

3. Manufacturing of exhaust gas turbo-chargers under licence agreement

Manufacturers who are manufacturing exhaust gasturbochargers under a licence agreement must have ashop approval of BKI Head Office.

The shop recognition can be issued in addition to avalid license agreement if the following requirementsare fulfilled :

! The manufactured turbochargers have a validBKI type approval for the licensor.

! The drawings and the material specificationas well as the working procedures complywith the drawings and specificationsapproved in connection with the turbochargerapproval of the type for the licensor.

Upon satisfactory assessment in combination with abench test carried out on a sample basis with BKISurveyor’s attendance, the drawing approval and testsaccording to C.7 and C.8. are not required. The scopeof the testing for materials and components has to befulfilled unchanged according to C.1 to C.6.

Section 3 II - Turbomachinery/Gas Turbines and Exhaust Gas Turbochargers D 3-9

The shop recognition is valid for three years withannual follow up audits and can be granted, if requiredin combination with an approval as manufacturer ofmass-produced turbochargers.

The shop recognition becomes invalid if the licenceagreement expires. The licensor is obliged to informthe BKI Head Office about the date of expiry.

Section 4 - Main Shafting A, B, C 4-1

S e c t i o n 4

Main Shafting

A. General

1. Scope

The following Rules apply to standard and establishedtypes of shafting for main and auxiliary propulsion aswell as for lateral thrusters. Deviating designs requireBKI’s special approval.

In the case of ships with ice classes, the strengtheningfactors given in Section 13 are to be complied with.BKI reserve the right to call for propeller shaftdimensions in excess of those specified in this Sectionif the propeller arrangement results in increasedbending stresses.


General drawings of the entire shafting, from the mainengine coupling flange to the propeller, and detaildrawings of the shafts, couplings and other componentparts transmitting the propelling engine torque, and inaddition detail drawings and the arrangement of thestern tube seals and the cast resin mount for stern tubeand shafts bearings are to be submitted in triplicate1)for approval.

For the arrangement of the shaft bearings of thepropulsion plant an alignment calculation, includingalignment instructions, has to be submitted, see D.5.6.With consent of BKI for shafting with an intermediateshaft diameter < 200 mm the alignment calculationmay be waived.

The documentation shall contain all the data necessaryto enable the stresses to be evaluated.

B. Materials


Propeller, intermediate and thrust shafts together withflange and clamp couplings are to be made of forgedsteel; where appropriate, couplings may be made ofcast steel. Rolled round steel may be used for plain,flangeless shafts.

In general, the tensile strength of steels used forshafting ( shafts, flange couplings, bolts/fitted bolts)shall be between 400 N/mm2 and 800 N/mm2. Fordynamically loaded parts of the shafting, designed inaccordance to the formulas as given under C. and D.,and explicitly for the shafts themselves as well as for

connecting/fitted bolts for flanged connections ingeneral quenched and tempered steels shall be usedwith a tensile strength of more than 500 N/mm2.

However, the value of Rm used for calculation of thematerial factor Cw in accordance with formula (2) shallnot exceed

! 600 N/mm2 for propeller shafts (exceptionsneed the special consent of BKI).

! 760 N/mm2 for shafts made of carbon orcarbon manganese steel except propellershafts

! 800 N/mm2 for shafts made of alloy steelexcept propeller shafts.

Where materials with higher specified or actual tensilestrengths than the limitations given above are used, theshaft dimensions derived from formulae (1) and (2)are not to be reduced accordingly.

Where in special cases wrought copper alloys resistantto seawater are to be used for the shafting, consent ofBKI shall be obtained.


All component parts of the shafting which areparticipating in transmitting the torque from the ship'spropulsion plant are subject to BKI Rules forMaterials, Volume V and Rules for Welding, VolumeVI are to be tested. This requirement also covers metalpropeller shaft liners. Where propeller shafts runningin seawater are to be protected against seawaterpenetration not by a metal liner but by plastic coatings,the coating technique used is to be approved by BKI.

C. Shaft Dimensioning

1. General

The following requirements apply to propulsion shaftssuch as intermediate and propeller shafts of traditionalstraight forged design and which are driven by rotatingmachines such as diesel engines, turbines or electricmotors.

For shafts that are integral to equipment, such as forgear boxes (see section 5), podded drives, electricalmotors and/or generators, thrusters, turbines andwhich in general incorporate particular designfeatures, additional criteria in relation to acceptabledimensions have to be taken into account. For theshafts in such equipment, the following requirementsmay only be applied for shafts subject mainly totorsion and having traditional design features. Other

1) For ships flying Indonesian flag in quadruplicate, oneof which intended for the Indonesian Government.

4-2 C Section 4 - Main Shafting

limitations, such as design for stiffness, hightemperature etc. are to be considered additionally.

Explicitly it will be emphasized that the followingapplications are not covered by the requirements inthis Section :

! additional strengthening for shafts in shipswhich are strengthened for navigation in ice(see Section 13)

! gear shafts (see Section 5)

! electric motor and generator rotor shafts

! turbine rotor shafts (see Section 3I, 3II)

! crankshafts for internal combustion engines(see Section 2)

Additionally, all parts of the shafting are to bedesigned to comply with the requirements relating totorsional vibrations, set out in Section 16.

In general dimensioning of the shafting shall be basedon the total rated installed power.

Where the geometry of a part is such that it cannot bedimensioned in accordance with these formulae,special evidence of the mechanical strength of the partconcerned is to be furnished to BKI.

Any alternative calculation has to include all relevantloads on the complete dynamic shafting system underall permissible operating conditions. Consideration hasto be given to the dimensions and arrangements of allshaft connections. Moreover, an alternative calculationhas to take into account design criteria for continuousand transient operating loads (dimensioning for fatiguestrength) and for peak operating loads (dimensioningfor yield strength). The fatigue strength analysis maybe carried out separately for different loadassumptions, for example :

! Low cycle fatigue criterion (typically < 104),i.e. the primary cycles represented by zero tofull load and back, including reversing torqueif applicable. This is addressed by formula (1)

! High cycle fatigue criterion (typically > 107),i.e torsional vibration stresses permitted forcontinuous operation as well as reversebending stresses. The limits for torsionalvibration stresses are given in Section 16. Theinfluence of reverse bending stresses isaddressed by the safety margins inherent informula (1).

! The accumulated fatigue due to torsionalvibration when passing through barred speedranges or other transient condition withstresses beyond the permitted limits forcontinuous operation is addressed by thecriterion for transient stresses in Section 16.

2. Minimum diameter

The minimum shaft diameter is to be determined byapplying formula (1).

(1)d [mm] minimum required outer shaft

diameter

da [mm] actual outer shaft diameter

di [mm] actual diameter of shaft bore.If the bore in the shaft is # 0,4 . da,the expression

may be taken as 1,0

PW [kW] rated power of propulsion motor,gear box and bearing losses are notto be subtracted

n [Rpm] shaft speed at rated power

F [-] factor for type of propulsioninstallation

a) Propeller shafts= 100 for all types of installations

b) Intermediate and thrust shafts= 95 for turbine installations, dieselengine installations with hydraulicslip couplings, electric propulsioninstallations

= 100 for all other propulsioninstallations

CW [-] material factor

(2)

Rm [N/mm2] specified minimum tensile strengthof the shaft material (see also B.1)

k [-] factor for the type of shaft

a) Intermediate shafts

= 1,0 for plain sections of intermediateshafts with integral forged couplingflanges or with shrink-fitted keylesscoupling flanges. For shafts with highvibratory torques, the diameter in wayof shrink fitted couplings should beslightly increased, e.g. by 1 to 2 %.

=1,10 for intermediate shafts where the

Section 4 - Main Shafting D 4-3

coupling flanges are mounted on theends of the shaft with the aid of keys.At a distance of at least 0,2 . d fromthe end of the keyway, such shafts canbe reduced to a diameter calculated -with k = 1,0.

=1,10 for intermediate shafts with radialholes which diameter is not exceeding0,3 @ d. Intersections between radialand eccentric axial holes require aspecial strength consideration.

=1,15 for intermediate shafts designed asmulti-splined shafts where d is theoutside diameter of the splined shaft.Outside the splined section, the shaftscan be reduced to a diametercalculated with k = 1,0.

=1,20 for intermediate shafts withlongitudinal slots within the followinglimitations :

! slot length up to 0,8 . d

! inner diameter up to 0,8 . d

! slot width e up to 0,1 . d

! end rounding at least 0,5 . e

! 1 slot or 2 slots at 180°or 3 slots at120°

Slots beyond these limitations require a specialstrength consideration.

b) Thrust shafts

=1,10 for thrust shafts external to enginesnear the plain bearings on both sidesof the thrust collar, or near the axialbearings where a roller bearing isused.

c) Propeller shafts

k =1,22 for propeller shafts with flangemounted or keyless taper fittedpropellers, applicable to the shaft partbetween the forward edge of theaftermost shaft bearing and theforward face of the propeller hub orshaft flange, but not less than 2,5 . d.

In case of keyless taper fitting, themethod of connection has to beapproved by BKI.

k =1,26 for propeller shafts in the areaspecified for k= 1,22, if the propelleris keyed to the tapered propeller shaft.

k =1,40 for propeller shafts in the areaspecified for k = 1,22, if the shaftinside the stern tube is lubricated withgrease.

k =1,15 for propeller shafts between forwardend of aftmost bearing and forwardend of fore stern tube seal. Theportion of the propeller shaft locatedforward of the stern tube seal cangradually be reduced to the size of theintermediate shaft.

D. Design

1. General

Changes in diameter are to be effected by tapering orample radiusing. Radii are to be at least equal to thechange in diameter

For intermediate and thrust shafts, the radius at forgedflanges is to be at least 8 % of the calculatedminimum diameter for a full shaft at the relevantlocation. For the aft propeller shaft flange, the radiusis to be at least 12,5 % of the calculated minimumdiameter for a full shaft at the relevant location.

2. Shaft tapers and nut threads

Keyways are in general not to be used in installationswith a barred speed range.

Keyways in the shaft taper for the propeller are to bedesigned in a way that the forward end of the groovemakes a gradual transition to the full shaft section. Inaddition, the forward end of the keyway shall bespoon-shaped. The edges of the keyway at the surfaceof the shaft taper for the propeller are not be sharp.The forward end of the rounded keyway has to lie wellwithin the seating of the propeller boss. Threadedholes for securing screws for propeller keys shall belocated only in the aft half or the keyway, see Fig. 4.1.

In general, tapers for securing flange couplings whichare jointed with keys shall have a conicity of between1: 12 and 1: 20. See Section 6 for details of propellershaft tapers on the propeller side.

The outside diameter of the threaded end for thepropeller retaining nut shall not be less than 60 % ofthe calculated big taper diameter.

3. Propeller shaft protection

3.1 Sealing

At the stern tube ends propeller shafts with oil orgrease lubrication are to be fitted with seals of provenefficiency and approved by BKI, see also therequirements applicable to the external sealing of thestern tube in the context with the propeller shaftsurvey prescribed in Rules for Classification andSurvey, Volume I, Section 3.

The securing at stern tube, shaft line or propeller (e.g.chrome steel liner) shall guarantee a permanenttightness. BKI reserves the right to demandcorresponding verifications.

4-4 D Section 4 - Main Shafting

Fig. 4.1 Design of keyway in propeller shaft

For protection of the sealing a rope guard shall beprovided.

The propeller boss seating is to be effectivelyprotected against the ingress of seawater. This seal canbe dispensed with if the propeller shaft is made ofcorrosion-resistant material.

In the case of Class Notation IW, the seal is to befitted with a device by means of which the bearingclearance can be measured when the vessel is afloat.

3.2 Shaft liners

3.2.1 Propeller shafts which are not made ofcorrosion-resistant material and which run in seawaterare to be protected against ingress of seawater byseawater-resistant metal liners or other liners approvedby BKI and by proven seals at the propeller.

3.2.2 Metal liners in accordance with 3.2.1 whichrun in seawater, are to be made in a single piece. Withthe expressed consent of BKI the liner may consist oftwo or more parts, provided that the abutting edges ofthe parts are additionally sealed and protected afterfitting by a method approved by BKI to guaranteewater-tightness. Such a possibility are specialcoatings. Such joints will be subject to special test toprove their effectiveness.

3.2.3 Minimum wall thickness of shaft liners

The minimum wall thickness s [mm] of metal shaftliners in accordance with 3.2.1 is to be determined asfollows:

(3)

where

d [mm] shaft diameter under the liner

In the case of continuous liners, the wall thicknessbetween the bearings may be reduced to 0,75 A s.

4. Coupling connections

4.1 The thickness of coupling flanges on theintermediate and thrust shafts and on the forward endof the propeller shaft is to be equal to at least 20 % ofthe calculated minimum diameter of a solid shaft at therelevant location.

Where propellers are attached to a forged flange onthe propeller shaft, the flange has to have a thicknessof at least 25 % of the calculated minimum diameterof a solid shaft at the relevant location.

These flanges are not to be thinner than the Rulediameter of the fitted bolts if these are based on thesame tensile strength as that of the shaft material.

In the formulae (4), (5), (6), and (7), the followingsymbols are used:

A [mm2] effective area of shrink-fit seating

cA [-] coefficient for shrink-fitted joints,depending on the kind of drivingunit

= 1,0 for geared diesel engine and turbine drives

= 1,2 for direct coupled diesel engine drives


(6)

C [-] conicity of shaft ends

= difference in cone diameters/ length of cone

d [mm] shaft diameter in area of clamp-type coupling

ds [mm] diameters of fitted bolts

dk [mm] inner throat diameter for necked-down bolts

D [mm] diameter of pitch circle of bolts

f [-] coefficient for shrink-fitted joints

Q [N] peripheral force at the mean jointdiameter of a shrink fit

n [Rpm] shaft speed

p [N/mm2] contact pressure of shrink fits

Pw [kW] rated power of the driving motor

sf1 [mm] flange thickness in area of boltpitch circle

S [-] safety factor against slipping ofshrink fits in the shafting

= 3,0 between motor and gear

= 2,5 for all other applications

T [N] propeller thrust respectively axial force

z [-] number of fitted or necked-downbolts

Rm [N/mm2] tensile strength of fitted or necked-down bolt material

µo [-] coefficient of static friction

= 0,15 for hydraulic shrink fits

= 0,18 for dry shrink fits

θ [-] half conicity of shaft ends= C / 2

4.2 The bolts used to connect flange couplings arenormally to be designed as fitted bolts. The minimumdiameter ds of fitted bolts at the coupling flange facesis to be determined by applying the formula:

[mm] (4)

4.3 Where, in special circumstances, the use offitted bolls is not feasible, BKI may agree to the use ofan equivalent frictional transmission.

4.4 The minimum thread root diameter dk of theconnecting bolts used for clamp-type couplings is to

be determined using the formula:

[mm] (5)

4.5 The shaft of necked-down bolts shall not beless than 0,9 times the thread root diameter. If, besidesthe torque, the bolted connection has to transmitconsiderable additional forces, the bolts shall bereinforced accordingly.

4.6 Shrink fitted couplings

Where shafts are connected by keyless shrink-fittedcouplings (flange or sleeve type), the dimensioningof these shrink fits shall be chosen in a way that themaximum von Mises equivalent stress in all parts willnot exceed 80 % of the yield strength of the specificmaterials during operation and 95 % during mountingand dismounting.

For the calculation of the safety margin of theconnection against slippage, the maximum clearancewill be applied. This clearance has to be derived as thedifference between the lowest respectively highestdiameter for the bore and the shafts according to themanufacturing drawings. The contact pressure p[N/mm²] in the shrunk-on joint to achieve the requiredsafety margin may be determined by applyingformulae (6) and (7).

T has to be introduced as positive value if thepropeller thrust increases the surface pressure at thetaper. Change of direction of propeller thrust is to beneglected as far as power and thrust are essentiallyless.

T has to be introduced as negative value if thepropeller thrust reduces the surface pressure at thetaper, e.g. for tractor propellers.

(7)

For direct coupled propulsion plants with a barredspeed range it has to be confirmed by separatecalculation that the vibratory torque in the mainresonance is transmitted safely. For this proof thesafety against slipping for the transmission of torqueshall be at least S = 2,0 (instead of S = 2,5 ), thecoefficient cA may be set to 1,0. For this additionalproof the respective influence of the thrust may bedisregarded.

4-6 D Section 4 - Main Shafting

5. Shafting bearings

5.1 Arrangement of shaft bearings

Drawings showing all shaft bearings, like stern tubebearings, intermediate bearings and thrust bearings,shall be submitted for approval separately, if thedesign details are not visible on the shaftingarrangement drawings. The permissible bearing loadsare to be indicated. The lowest permissible shaft speedalso has to be considered.

Shaft bearings both inside and outside the stern tubeare to be so arranged that each bearing is subjected topositive reaction forces irrespective of the ship’sloading condition when the plant is at operating statetemperature.

By appropriate spacing of the bearings and by thealignment of the shafting in relation to the couplingflange at the engine or gearing, care is to be taken toensure that no undue shear forces or bending momentsare exerted on the crankshaft or gear shafts when theplant is at operating state temperature. By spacing thebearings sufficiently far apart, steps are also to betaken to ensure that the reaction forces of line or gearshaft bearings are not significantly affected should thealignment of one or more bearings be altered by hulldeflections or by displacement or wear of the bearingsthemselves.

Guide values for the maximum permissible distancebetween bearings lmax [mm] can be determined usingformula (8):

(8)

d [mm] diameter of shaft betweenbearings

n [Rpm] shaft speed

K1 = 450 for oil-lubricated white metal bearings

= 280 for grey cast iron, grease- lubricated stern tube bearings

= 280 - 350 for water-lubricated rubber bearings in stern tubes

and shaft brackets (upper values for special designs only)

Where the shaft speed exceeds 350 rpm it isrecommended that the maximum bearing spacing isdetermined in accordance with formula (9) in order toavoid excessive loads due to bending vibrations. Inlimiting cases a bending vibration analysis for thes h a f t i n g s y s t e m i s r e c o m m e n d e d .

(9)

n [Rpm] shaft speed

K2 = 8400 for oil-lubricated white metal bearings

= 5200 for grease-lubricated, grey cast iron bearings and for rubber bearings inside stern tubes and tail shaft brackets.

5.2 Stern tube bearings

5.2.1 Inside the stern tube the propeller shaft shallnormally be supported by two bearing points. In shortstern tubes the forward bearing may be dispensedwith, in which case at least one free-standing journalbearing should be provided.

5.2.2 Where the propeller shaft inside the stern tuberuns in oil-lubricated white metal bearings or insynthetic rubber or reinforced resin or plastic materialsapproved for use in oil-lubricated stern tube bearings,the lengths of the after and forward stern tube bearingsshall be approximately 2 . da and 0,8 . da respectively.

The length of the after stern tube bearing may bereduced to 1,5 . da where the contact load, which iscalculated from the static load and allowing for theweight of the propeller is less than 0,8 MPa in the caseof shafts supported on white metal bearings and less0,6 MPa in the case of bearings made of syntheticmaterials.

5.2.3 Where the propeller shafts inside the sterntube runs in bearings made of lignum vitae, rubber orplastic approved for use in water-lubricated stern tubebearings, the length of the after stern tube bearingshall be approximately 4 . da and of the forward sternt u b e b e a r i n g a p p r o x i m a t e l y 1 , 5 . d a .

A reduction of the bearing length may be approved ifthe bearing is shown by means of bench tests to havesufficient load-bearing capacity.

5.2.4 Where the propeller shaft runs ingrease-lubricated, grey cast iron bushes the lengths ofthe after and forward stern tube bearings are to beapproximately 2,5 . da and 1,0 . da respectively.

The peripheral speed of propeller shafts is to notexceed :

! 2,5 to a maximum of 3 m/s for grey cast ironbearings with grease lubrication

! 6 m/s for rubber bearings

! 3 to a maximum of 4 m/s for lignum vitaebearings with water lubrication

5.2.5 If roller bearings are provided, therequirements of 5.3.2 have to be considered.


5.3 Intermediate bearings

5.3.1 Plain bearings

For intermediate bearings shorter bearing lengths orhigher specific loads as defined in 5.2 may be agreedwith BKI.

5.3.2 Roller bearings

For the case of application of roller bearings for shaftlines the design is to be adequate for the specificrequirements. For shaft lines significant deflectionsand inclinations have to be taken into account. Thoseshall not have adverse consequences.

For application of roller bearings the requiredminimum loads as specified by the manufacturer are tobe observed.

The minimum L10a (acc. ISO 281) lifetime has to besuitable with regard to the specified overhaulintervals.

5.4 Bearing lubrication

5.4.1 Lubrication and matching of materials ofthe plain and roller bearings for the shafting have tomeet the operational demands of seagoing ships.

5.4.2 Lubricating oil or grease is to be introducedinto the stern tube in such a way as to ensure areliable supply of oil or grease to the forward and aftersterntube bearing.

With grease lubrication, the forward and after bearingsare each to be provided with a grease connection.Wherever possible, a grease gun driven by the shaft isto be used to secure a continuous supply of grease.

Where the shaft runs in oil inside the stern tube, aheader tank is to be fitted at a sufficient height abovethe ship's load line. It shall be possible to check thefilling of the tank at any time.

The temperature of the after stern tube bearing (ingeneral near the lower aft edge of the bearing) is to beindicated. Alternatively, with propeller shafts less than400 mm in diameter the stern tube oil temperature maybe indicated. In this case the temperature sensor is tobe located in the vicinity of the after stern tubebearing.

5.4.3 In the case of ships with automatedmachinery, Rules for Automation, Volume VII is tobe complied with.

5.5 Stern tube connections

Oil-lubricated stern tubes are to be fitted with filling,testing and drainage connections as well as with a ventpipe.

Where the propeller shaft runs in seawater, a flushingline is to be fitted in front of the forward stern tubebearing instead of the filling connection. If required,

this flushing line shall also act as forced waterlubrication.

5.6 Condition monitoring of propeller shaft atstern tube

5.6.1 Where the propeller shaft runs within thestern tube in oil the possibility exists to prolong theintervals between shaft withdrawals. For this purposethe following design measures have to be provided:

! a device for measurement of the temperature ofthe aft stern tube bearing (and regulardocumentation of measured values), compare 5.4.2

! a possibility to determine the oil consumptionwithin the stern tube (and regulard o c u m e n t a t i o n ) .

! an arrangement to measure the wear down ofthe aft bearing

! a system to take representative oil samples atthe rear end of the stern tube under runningconditions for analysis of oil quality (agingeffects and content of H2O, iron, copper, tin,silicon, bearing metal, etc.) and suitablereceptacles to send samples to accreditedlaboratories. (The samples shall be taken atleast every six months).

! a written description of the right procedure totake the oil samples

! a test device to evaluate the water content inthe lubricating oil on board (to be used once a month)

! If roller bearings are provided, additionalvibration measurements have to be carried outregularly and to be documented. The scope ofthe measurements and of the documentationhas to be agreed with BKI specifically for thep l a n t .

5.6.2 The requirements for the initial survey ofthis system as well as for the checks at the occasion ofAnnual and Class Renewal Surveys are defined in theBKI Rules for Classification and Surveys, Volume I,Section 3, B.1.3.8.

5.6.3 If the requirements according to 5.6.1 and5.6.2 are fulfilled, the Class Notation CM-PS may beassigned.

5.7 Cast resin mounting

The mounting of stern tubes and stern tube bearingsmade of cast resin and also the seating of intermediateshafts bearings on cast resin parts is to be carried outby BKI approved companies in the presence of a BKISurveyor.

Only BKI approved cast resins may be used forseatings.

4-8 E Section 4 - Main Shafting

The installation instructions issued by themanufacturer of the cast resin have to be observed.

For further details see Regulations for the Seating ofDiesel Engines Installations and Guidelines for theApproval of Reaction Plastics and CompositeMaterial for the seating and Repair ofComponents.

5.8 Shaft alignment

It has to be verified by alignment calculation that therequirements for shaft-, gearbox- and engine bearingsare fulfilled in all relevant working conditions of thepropulsion plant. At this all essential static, dynamicand thermal effects have to be taken into account.

The calculation reports to be submitted are toinclude the complete scope of used input data andhave to disclose the resulting shaft deflection,bending stress and bearing loads and have todocument the compliance with the specificrequirements of the component manufacturer.

For the execution of the alignment on board aninstruction has to be created which lists thepermissible gap and sag values for open flangeconnections respectively the "Jack-up" loads formeasuring the bearing loads .

Before the installation of the propeller shaft thecorrect alignment of the stern tube bearings is to bechecked.

The final alignment on board has to be checked bysuitable methods in a float condition in presence ofthe BKI Surveyor. 5.9 Shaft locking devices A locking device according to Section 1, D.8.3 has tobe provided at each shaft line of multiple-shaftsystems.

The locking device is at least to be designed toprevent the locked shaft from rotating while the shipis operating with the remaining shafts at reducedpower. This reduced power has to ensure a ship speedthat maintains the manoeuvering capability of the shipin full scope, in general not less than 8 kn.

If the locking device is not designed for the fullpower/speed of the remaining shafts, this operationalrestriction has to be recognizable for the operator byadequate signs.

5.10 Shaft earthing

Shaft earthing has to be provided according to Section2, E.5.4.

E. Pressure Tests

1. Shaft liners

Prior to fitting, shaft liners are to be subjected to ahydraulic tightness test at 2 bar pressure in the finishmachined condition.

2. Stern tubes

Prior to fitting, cast stern tube and cast stern tube partsare to be subjected to a hydraulic tightness test at 2 barpressure in the finished-machined condition. A furthertightness test is to be carried out after fitting.

For stern tubes fabricated from welded steel plates, itis sufficient to test for tightness during the pressuretest applied to the hull spaces passed by the stern tube.

Section 5 - Gears, Coupling A, B, C 5-1

S e c t i o n 5

Gears, Couplings

A. General

1. Scope

1.1 These requirements apply to spur, planetaryand bevel gears and to all types of couplings forincorporation in the main propulsion plant or essentialauxiliary machinery as specified in Section 1, H. Thedesign requirements laid down here may also beapplied to the gears and couplings of auxiliarymachinery other than that mentioned in Section 1, H.

1.2 Application of these requirements to theauxiliary machinery couplings mentioned in 1.1 maynormally be limited to a general approval of theparticular coupling type by BKI. Regarding the designof elastic couplings for use in generator sets, referenceis made to G.2.4.6.

1.3 For the dimensional design of gears andcouplings for ships with ice class, see Section 13.


Assembly and sectional drawings together with thenecessary detail drawings and parts lists are to besubmitted to BKI in triplicate for approval. They shallcontain all the data necessary to enable the loadcalculations to be checked.

B. Materials


1.1 Shafts, pinions, wheels and wheel rims ofgears in the main propulsion plant are preferably to bemade of forged steel. Rolled steel bar may also be usedfor plain, flangeless shafts. Gear wheel bodies may bemade of grey cast iron1), nodular cast iron or may befabricated from welded steel plates with steel or caststeel hubs. For the material of the gearings therequirements according to ISO 6336, part 5 are to beconsidered.

1.2 Couplings in the main propulsion plant are tobe made of steel, cast steel or nodular cast iron with amostly ferritic matrix. Grey cast iron or suitable castaluminium alloys may also be permitted for lightlystressed external components of couplings and the

rotors and casings of hydraulic slip couplings.

1.3 The gears of essential auxiliary machineryaccording to Section 1, H, are subject to the samerequirements as those specified in 1.1 as regards thematerials used. For gears intended for auxiliarymachinery other than that mentioned in Section 1, H,other materials may also be permitted.

1.4 Flexible coupling bodies for essentialauxiliary machinery according to Section 1, H, maygenerally be made of grey cast iron, and for the outercoupling bodies a suitable aluminum alloy may also beused. However, for generator sets use shall only bemade of coupling bodies preferably made of nodularcast iron with a mostly ferritic matrix, of steel or ofcast steel, to ensure that the couplings are well able towithstand the shock torques occasioned by shortcircuits. BKI reserve the right to impose similarrequirements on the couplings of particular auxiliarydrive units.


All gear and coupling components which are involvedin the transmission of torque and which will beinstalled in the main propulsion plant have to be testedin accordance with Rules for Materials, Volume V.The same applies to the materials used for gearcomponents with major torque transmission functionof gears and couplings in generator drives.

Suitable proof is to be submitted for the materials usedfor the major components of the couplings and gears ofall other functionally essential auxiliary machines inaccordance with Section 1. This proof may take placeby a Manufacturer Inspection Certificate of thesteelmaker.

C. Calculation of the Load-Bearing Capacityof Cylindrical and Bevel Gearing

1. General

1.1 The sufficient load-bearing capacity of thegear-tooth system of main and auxiliary gears in shippropulsion systems is to be demonstrated by loadbearing capacity calculations according to theinternational standards ISO 6336, ISO 9083 or DIN3990 for spur gear respectively ISO 10300 or DIN3991 for bevel gears while maintaining the safetymargins stated in Table 5.1 for flank and root stresses.

1) The peripheral speed of cast iron gear wheels shallgenerally not exceed 60 m/s, that of cast iron couplingclamps or bowls 40 m/s.

5-2 C Section 5 - Gears, Couplings

1.2 For gears in the main propulsion plant proofof the sufficient mechanical strength of the roots andflanks of gear teeth in accordance with the formulaecontained in this Section is linked to the requirementthat the accuracy of the teeth should ensure sufficientlysmooth gear operation combined with satisfactoryexploitation of the dynamic loading capacity of theteeth.

For this purpose, the magnitude of the individual pitcherror fp and of the total profile error Ff for peripheralspeeds at the pitch circle up to 25 m/s shall generallyconform to at least quality 5 as defined in DIN 3962 or4 to ISO 1328, and in the case of higher peripheralspeeds generally to at least quality 4 as defined in DIN3962 or 3 to ISO 1328. The total error of the toothtrace fHβ shall conform at least to quality 5 to DIN3962, while the parallelism of axis shall at least meetthe requirements of quality 5 according to DIN 3964 or4 according to ISO 1328.

Prior to running-in, the surface roughness Rz of thetooth flanks of gears made by milling or by shapingshall generally not exceed 10 μm. In the case wherethe tooth profile is achieved by e.g. grinding orlapping, the surface roughness should generally notexceed 4 μm. The tooth root radius ρao on the toolreference profile is to be at least 0,25 A mn.

BKI reserve the right to call for proof of themanufacturing accuracy of the gear-cutting machinesused and for testing of the method used to harden thegear teeth.

1.3 The input data required to carry out load-bearing capacity evaluations are summarized inTable 5.2.

2. Symbols, terms and summary of inputdata

2.1 Indices

1 pinion

2 wheel

m in the mid of face width

n normal plane

t transverse plane

o tool

2.2 Parameters

a [mm] centre distance

b [mm] face width

beff [mm] effective face width (bevel gears)

Bzo [mm] measure for shift of datum line

d [mm] standard pitch diameter

da [mm] tip diameter

df [mm] root diameter

Ft [N] circular force at reference circle

Fβx [μm] initial equivalent misaligment

f'pe [μm] normal pitch error

f'f [μm] profile form error

ha0* [-] addendum coefficient of tool

hf0* [-] dedendum coefficient of tool

hFfP0* [-] utilizied dedendum coefficient oftool

KA [-] application factor

KFα [-] transverse load distribution factor(root stress)

KFβ [-] face load distribution factor (rootstress)

KHα [-] transverse load distribution factor(contact stress)

KHβ [-] face load distribution factor (contactstress)

KHβ-be [-] bearing factor (bevel gears)

Kv [-] dynamic factor

Kγ [-] load distribution factor

mn [mm] normal modul

mnm [mm] mean normal modul (bevel gears)

n [Rpm] number of revolutions

NL [Rpm] number of load cycles

P [kW] transmitted power

pr [mm] protuberance at tool

Q [-] toothing quality, acc.to DIN

q [mm] machining allowance

Ra [μm] arithmetic mean roughness

RzF [μm] mean peak to valley roughness ofroot

RzH [μm] mean peak to valley roughness offlank

SF [-] safety factor against tooth breakage

SH [-] safety factor against pittings

T [Nm] torque

u [-] gear ratio

x [-] addendum modification coefficient

xhm [-] mean addendum modification

Section 5 - Gears, Couplings C 5-3

Table 5.1 Minimum safety margins for flank and root stress

Case Application Boundary conditions SH SF

1.1

Gearing in ship propulsionsystems and generator drivesystems

Modulus mn < 16 1,3 1,8

1.2 Modulus mn > 16 0,024 mn + 0,916 0,02 mn + 1,48

1.3 In the case of twomutually independentmain propulsion systemsup to an input torque of8.000 Nm

1,2 1,55

2.1 Gears in auxiliary drivesystems which are subjectedto dynamic load

1,2 1,4

2.2 Gears in auxiliary drivesystems used for dynamicpositioning (Class NotationDP)

1,3 1,8

2.3 Gears in auxiliary drivesystems which are subjectedto static load

NL < 104 1,0 1,0

Note :If the fatigue bending stress of the tooth roots is increased by special technique approved by BKI, e.g. by shot peening, for case-hardenedtoothing with modulus mn # 10 the minimum safety margin SF may be reduced up to 15 % with the consent of BKI

coefficient (bevel gears)

xsm [-] thickness modification coefficient(bevel gears)

YF [-] tooth form factor (root)

YNT [-] live factor (root)

Yδ rel T [-] relative notch sensitivity factor

YR rel T [-] relative surface condition factor

YS [-] stress correction factor

YST [-] stress correction factor forreference test gears

YX [-] size factor for tooth root stress

Yß [E] helix angle factor for tooth rootstress

z [-] number of teeth

ZE [-] elasticity factor

ZH [-] zone factor (contact stress)

ZL [-] lubricant factor

ZNT [-] live factor (contact stress)

ZV [-] speed factor

ZR [-] roughness factor

ZW [-] work-hardening factor

ZX [-] size factor (contact stress)

Zβ [-] helix angle factor (contact stress)

Zg [-] contact ratio factor (contact stress)

αn [E] normal pressure angle

αpr [E] protuberance angle

ß [E] helix angle

βm [E] mean helix angle ( bevel gears)

υoil [EC] oil temperature

v40 [mm2/s] kinematic viscosity of the oil at40 EC

v100 [mm2/s] kinematic viscosity of the oil at100 EC

ρaO* [-] coefficient of tip radius of tool

' [E] shaft angle (bevel gears)

σF [N/mm²] root bending stress

σFE [N/mm²] root stress

σFG [N/mm²] root stress limit

σFO [N/mm²] nominal root stress

σF lim [N/mm²] endurance limit for bending stress

σFP [N/mm²] permissible root stress

σH [N/mm²] calculated contact stress

5-4 C Section 5 - Gears, Couplings

Table 5.2 List of input data for evaluating load-bearing capacity

Yard / Newbild No. Reg. No.

Manufacturer Type

Application Cylindrical gear 9 Bevel gear 9

Nominal rated power P kW Ice class -

No. of revolutions n1 Rpm No. of planets -

Application factor KA - Dynamic factor Kv -

Face load distributionfactors

KHβ - Load distributionfactor

Kγ -

KHβ-be1) - Transverse load

distribution factorsKHα -

KFβ - KFα -

Geometrical data Pinion Wheel Total data Pinion Wheel

Number of teeth z - Addendummodification coeff.

x/xhm1) -

Normal modul mn/mnm1) mm Thickness

modification coeffxsm

1) -

Normal press. angle αn E Coefficient of tooltip radius

ρa0* -

Centre distance a mm Addendumcoefficient of tool

ha0* -

Shaft angle G1 E Dedendumcoefficient of tool

hf0* -

Relative effectivefacewith

beh/b1) - Utilized dedendumcoefficient of tool

hFfP0* -

Helix angle β/βm1) E

Protuberance pr mm

Protuberance angle αpr E

Face with b mm Machiningallowance

q mm

Tip diameter da mm Measure at tool BzO mm

Root diameter dfe mm Backlash allowance/tolerance

-

Lubrication data Quality

kin. viscosity 40 EC v40 mm2/s Quality acc. to DIN Q -

kin. viscosity 100 EC v100 mm2/s Mean peak to valleyroughness of flank

RzH μm

Oil temperature hoil EC Mean peak to valleyroughness of root

RzF μm

FZG class - Initial equivalentmisalignment

Fβx μm

Material data Normal pitch error fpe μm

Material type Profile form error ff μm

Endurance limit forcontact stress

σH lim N/mm2

Date :

Signature :

Endurance limit forbending stress

σF lim N/mm2

Surface hardness HV

Core hardness HV

Heat treatment method -

1) Declaration for bevel gear

Section 5 - Gears, Couplings C 5-5

σHG [N/mm²] modified contact stress limit

σH lim [N/mm²] endurance limit for contact stress

σHP [N/mm²] permissible contact stress

σHO [N/mm²] nominal contact stress

3. Influence factors for load calculations

3.1 Application factor KA

The application factor KA takes into account theincrease in rated torque caused by superimposeddynamical or impact loads. KA is determined for mainand auxiliary systems in accordance with Table 5.3.

Table 5.3 Application factors

System type KA

Main system :

Turbines and electric drive system

Diesel engine drive systems withfluid clutch between engine andgears

Diesel engine drive systems withhighly flexible coupling betweenengine and gears

Diesel engine drive system with noflexible coupling between engineand gears

Generator drives

1,1

1,1

1,3

1,5

1,5

Auxiliary system :

Thruster with electric drive

Thruster drives with diesel engines

Windlasses

Combined anchor and mooringwinches

1,1(20.000 h) 1

1,3(20.000 h) 1

0,6 (300 h) 1

2,0 (20 h) 2

0,6 (1.000 h) 1

2,0 (20 h) 2

1) Assumed operating hours

2) Assumed maximum load for windlasses

For other type of system KA is to be stipulated separately.

3.2 Load distribution factor Kγ

The load distribution factor Kγ takes into accountdeviations in load distribution e.g. in gears with dualor multiple load distribution or planetary gearing withmore than three planet wheels.

The following values apply for planetary gearing:

Gear with :

– up to 3 planet wheels Kγ = 1,0

– 4 planet wheels Kγ = 1,2



In gears which have no load distribution K = 1,0 isapplied.

For all other cases Kγ is to be agreed with BKI.

3.3 Face load distribution factors KHβ and KFβ

The face load distribution factors take into accountthe effects of uneven load distribution over the toothflank on the contact stress (KHβ) and on the rootstress (KFβ ).

In the case of flank corrections which have been de-termined by recognized calculation methods, the K Hβand KFβ values can be preset. Hereby the specialinfluence of ship operation on the load distributionhas to be taken into account.

3.4 Transverse load distribution factors KHα

and KFα

The transverse load distribution factors KHα and KFαtake into account the effects of an uneven distributionof force of several tooth pairs engaging at the sametime.

In the case of gears in main propulsion systems witha toothing quality described in 1.2, KH"= KF"= 1,0can be applied. For other gears the transverse loaddistribution factors are to be calculated in accordancewith DIN/ISO standards defined in 1.1.

4. Contact stress

4.1 The calculated contact stress σH shall notexceed the permitted contact stress σHP (Hertziancontact stress).

(1)

with

4.2 The permissible contact stress σHP shallinclude a safety margin SH as given in Table 5.1against the contact stress limit σHG which isdetermined from the material-dependent endurance

5-6 D Section 5 - Gears, Couplings

limit σH lim as shown in Table 5.4 2) allowing for theinfluence factors ZNT, ZL, ZV, ZR, ZW, ZX.

(2)

with σHG = σH lim . ZNT . ZL . ZV . ZR . ZW . ZX

Table 5.4 Endurance limits 2) for contactstress

Material σH lim [N/mm2]

Case-hardening steel, case-hardenedNitriding steels, gas nitridedAlloyed heat treatable steels,bath or gas nitridedAlloyed heat treatable steels,induction hardenedAlloyed heat treatable steelsUnalloyed heat treatable steelsStructural steelCast steel, cast iron withnodular cast graphite

1.500

1.250

850 - 1.000

0,7 HV10+ 800

1,3 HV10+350

0,9 HV10+370

1,0 HB + 200

1,0 HB + 150

5. Tooth root bending stress

5.1 The calculated maximum root bending stressσF of the teeth shall not exceed the permissible rootstress σFP of the teeth.

Tooth root stress is to be calculated separately forpinion and wheel.

σF = σFO . KA . KV . Kγ . KFβ . KFα < σFP (3)

with

5.2 The permissible root bending stress σFP shallhave a safety margin SF as indicated in Table 5.1against the root stress limit σFG which is determinedfrom the material-dependent fatique strength σFE or σF

lim in accordance with Table 5.5 2), allowing for thestress corecction factors YST, YNT, Yδrel T, YR rel T, YX.

(4)

with

σFG = σF lim . YST . YNT . Yδ rel T . YR rel T . YX

Table 5.5 Endurance limits 2) for tooth rootbending stress

σFE = σF lim C Y ST with YST = 2

Material σFE = σF lim . YST

[N/mm2]

Case-hardened steels, case-hardenedNitriding steels, gas nitridedAlloyed heat treatable steel,bath or gas nitridedAlloyed heat treatable steel,induction hardenedAlloyed heat treatable steelsUnalloyed heat treatablesteelsStructural steelCast Steel, cast iron withnodular graphite

860-920

850

740

700

0,8 HV10+400

0,6 HV10+320

0,8 HB + 180

0,8 HB +140

Note : For alternating stressed toothing only 70 % ofthese values are permissible.

D. Gear Shafts

1. Minimum diameter

The dimensions of shafts of reversing and reductiongears are to be calculated by applying the followingformula :

(5)

for the expression

may be set to 1,0

d [mm] required outside diameter of shaft

di [mm] diameter of shaft bore for hollowshafts

2) With consent of BKI for case hardened steel withproven quality higher endurance limits may beaccepted.

Section 5 - Gears, Couplings E, F 5-7

da [mm] actual shaft diameter

P [kW] driving power of shaft

n = [Rpm] shaft speed

F [-] factor for the type of drive

= 95 for turbine plants, electricaldrives and internal combustionengines with slip couplings

= 100 for all other types of drive.BKI reserves the right to specifyhigher F values if this appearsn e c e s s a r y i n v i e wof the loading of the plant.

Cw [-] material factor in accordance withSection 4, formula (2). However,for wheel shafts the value appliedfor Rm in the formula shall not behigher than 800 N/mm2. For pinionshafts the actual tensile strengthvalue may generally be substitutedfor Rm.

k [-] = 1,10 for gear shafts

= 1,15 for gear shaftsin the area of the pinion or wheelbody if this is keyed to the shaftand for multiple-spline shafts.

Higher values of k may bespecified by BKI where increasedbending stresses in the shaft areliable to occur because of thebearing arrangement, the casingdesign, the tooth forces, etc.

E. Equipment

1. Oil level indicator

For monitoring the lubricating oil level in main andauxiliary gears, equipment shall be fitted to enablethe oil level to be determined.

2. Pressure and temperature control

Temperature and pressure gauges are to be fitted tomonitor the lubricating oil pressure and thelubricating oil temperature at the oil-cooler outletbefore the oil enters the gears.

Plain journal bearings arc also to be fitted with tem-perature indicators.

Where gears are fitted with anti-friction bearings, atemperature indicator is to be mounted at a suitablepoint. For gears rated up to 2000 kW, special ar-rangements may be agreed with BKI.

Where ships are equipped with automated machinery,the requirements of Rules for Automation, VolumeVII, are to be complied with.

3. Lubricating oil pumps

Lubricating oil pumps driven by the gearing must bemounted in such a way that they are accessible andcan be replaced.

For the pumps to be assigned, see Section 11, H.3.

4. Gear casings

The casings of gears belonging to the main propulsionplant and to essential auxiliaries are to be fitted withremovable inspection covers to enable the toothing tobe inspected, the thrust bearing clearance to bemeasured and the oil sump to be cleaned.

5. Seating of gears

The seating of gears on steel or cast resin chocks is toconform to “Regulations for the Seating of DieselEngine Installations”.

In the case of cast resin seatings, the thrust has to beabsorbed by means of stoppers. The same applies tocast resin seatings of separate thrust bearings.

F. Balancing and Testing

1. Balancing

1.1 Gear wheels, pinions, shafts, couplings and,where applicable, high-speed flexible couplings are tobe assembled in a properly balanced condition.

1.2 The generally permissible residualimbalance U per balancing plane of gears for whichstatic or dynamic balancing is rendered necessary bythe method of manufacture and by the operating andloading conditions can be determined by applying theformula

(6)

where :

G [kg] mass of body to be balanced

n [Rpm] operat ing speed ofcomponent to be balanced.

z [-] number of balancing planes

Q [-] degree of balance

= 6,3 for gear shafts, pinionsand coupling members forengine gears

5-8 G Section 5 - Gears, Couplings

(7)

= 2,5 for torsion shafts andgear couplings, pinions andgear wheels belonging toturbine t ransmiss ions

2. Testing of gears

2.1 Testing in the manufacturer's works

When the testing of materials and component testshave been carried out, gearing systems for the mainpropulsion plant and for essential auxiliaries inaccordance with Section 1, are to be presented to BKIfor final inspection and operational testing in themanufacturer's works. For the inspection of weldedgear casing, see Rules for Welding, Volume VI.

The final inspection is to be combined with a trial runlasting several hours under part or full-loadconditions, on which occasion the tooth clearance andcontact pattern of the toothing are to be checked. Inthe case of a trial at full-load, any necessaryrunning-in of the gears shall have been completedbeforehand. Where no test facilities are available forthe operational and on-load testing of large geartrains, these tests may also be performed on boardship on the occasion of the dock trials.

Tightness tests are to be performed on thosecomponents to which such testing is appropriate.

Reductions in the scope of the tests require theconsent of BKI.

2.2 Tests during sea trials

2.2.1 Prior to the start of sea trials, the teeth of thegears belonging to the main propulsion plant are to becoloured with suitable dye to enable the check of thecontact pattern. During the sea trials, the gears are tobe checked at all forward and reverse speeds for theiroperational efficiency and smooth running as well asthe bearing temperatures and the pureness of thelubricating oil. At the latest on conclusion of the seatrials, the gearing is to be examined via the inspectionopenings and the contact pattern checked. If possiblethe contact pattern should be checked after conclusionof every load step. Assessment of the contact patternis to be based on the guide values for the proportionalarea of contact in the axial and radial directions of theteeth given in Table 5.6 and shall take account of therunning time and loading of the gears during the seat r i a l .

2.2.2 In the case of multistage gear trains andplanetary gears manufactured to a proven high degreeof accuracy, checking of the contact pattern after seatrials may, with the consent of BKI, be reduced.

2.2.3 For checking the gears of rudder propellersas main propulsion, see Section 14.B.

2.2.4 Further requirements for the sea trials arecontained in Guidance for Sea Trials of MotorVessels.

Table 5.6 Percentage area of contact

Material /manufacturing

of toothing

Workingtooth depth(without tip

relief)

Width oftooth

(withoutend

relief)

heat-treated,milled, shaped

Average 33 % 70 %

surface-hardened,grinded, scarped

Average 40 % 80 %

G. Design and Construction of Couplings

1. Tooth couplings

1.1 For a sufficient load bearing capacity of thetooth flanks of straight-flanked tooth couplings isvalid:

p [N/mm2] actual contact pressure ofthe toothflanks

P [kW] driving power at coupling

KA [-] application factor inaccordance with C.3.1

z [-] number of teeth

n [Rpm] speed in rev/min

h [mm] working depth of toothing

b [mm] load-bearing tooth width

d [mm] standard pitch diameter

Pperm [N/mm2] 0,7 @ReH for ductile steels

Pperm [N/mm2] 0,7 @Rm for brittle steels

σHP [N/mm2] permissible contact stressa c c o r d i n g t o C . 4 . 2

Where methods of calculation recognized by BKI areused for determining the Hertzian stress on the flanksof tooth couplings with convex tooth flanks, thepermissible Hertzian stresses are equal to 75% of thevalue of σHP shown in C.4.2 with influence factorsZNT to Zx set to 1,0 :

Pperm = 400 - 600 N/mm2

for toothing made ofquenched and temperedsteel. Higher values applyfor high tensile steels with

Section 5 - Gears, Couplings G 5-9

superior tooth manufacturinga n d s u r f a c e f i n i s hquality.

= 8 0 0 - 1 . 0 0 0 N / m m 2

for toothing of hardenedsteel (case or nitrogen).Higher values apply forsuperior tooth manufacturingand surface finish quality.

1.2 The coupling teeth are to be effectivelylubricated. For this purpose a constant oil levelmaintained in the coupling may generally be regardedas adequate, if

d A n2 < 6 A 109 [mm/min2] (8)

For higher values of d.n2 , couplings in mainpropulsion plants are to be provided with a forcedlubrication oil system.

1.3 For the dimensional design of thecoupling sleeves, flanges and bolts of tooth couplingsthe formulae given in Section 4 are to be applied.

2. Flexible couplings

2.1 Scope

Flexible couplings shall be approved for the loadsspecified by the manufacturer and for use in mainpropulsion plants and essential auxiliary machinery.In general flexible couplings shall be type approved.

Detailed requirements for type approvals of flexiblecouplings are defined in Guidelines for thePerformance of Type Approvals, Test Requirementsfor Components and Systems.

2.2 Documentation

The documentation to be submitted shall include:

- assembly drawings

- detailed drawings including materialcharacteristics

- definition of main parameters

- rubber Shore hardness

- nominal torque TKN

- permissible torque TKmax1 for normaltransient conditions like starts/stops,passing through resonances, electrical ormechanical engagements, ice impacts,etc

- permissible torque TKmax2 for abnormalimpact loads like short circuit,emergency stops, etc

- permissible vibratory torque + TKW forcontinuous operation

- permissible power loss PKV due to heatdissipation

- permissible rotational speed nmax

- dynamic torsional stiffness CTdvn, radialCrdvn

- relative damping Rrespectively dampingcharacteristics

- permissible axial, radial and angulardisplacement

- permissible permanent twist

- design calculations

- test reports

2.3 Tests

The specifications mentioned in 2.2 are to be provenand documented by adequate measurements at testestablishments. The test requirements are included inGuidelines for the Performance of Type Approvals, Test Requirements for Components and Systems.

For single approvals the scope of tests may bereduced by agreement with BKI.

2.4 Design

2.4.1 With regards to casings, flanges and boltsthe requirements specified in Section 4, D. are to becomplied with.

2.4.2 The flexible element of rubber couplingshall be so designed that the average shear stress inthe rubber/metal bonding surface relating to TKN doesnot exceed a value of 0,5 N/mm2.

2.4.3 For the shear stress within the rubberelement due to TKN it is recommended not to exceeda value subjected to the Shore hardness according toTable 5.7.

Higher values can be accepted if appropriate strengthsof rubber materials have been documented by meansof relevant test and calculations.

Table 5.7 Limits of shear stress

Shore hardness[-]

Limit of shear stress[N/mm2]

40 0,4

50 0,5

60 0,6

70 0,7

For special materials, e.g. silicon, corresponding limitvalues shall be derived by experiments andexperiences.

5-10 G Section 5 - Gears, Couplings

2.4.4 Flexible couplings in the main propulsionplant and in power-generating plants shall be sodimensioned that they are able to withstand for areasonable time operation with any one enginecylinder out of service, see Section 16, C.4.2.Additional dynamic loads for ships with ice class areto be taken into account according to Section 13, C.

2.4.5 If a flexible coupling is so designed thatIt exerts an axial thrust on the coupled members ofthe driving mechanism, provision shall be made forthe absorption of this thrust.

If torsional limit devices are applicable, thefunctionality shall be verified.

2.4.6 Flexible couplings for diesel generatorsets shall be capable of absorbing impact momentsdue to electrical short circuits up to a value of 6 timesthe nominal torque of the plant.

3. Flange and clamp-type couplings

In the dimensional design of the coupling bodies,flanges and bolts of flange and clamp-type couplings,the requirements specified in Section 4 are to becomplied with.

4. Clutches

4.1 General

4.1.1 Definition and application

Clutches are couplings which can be engaged anddisengaged mechanically, hydraulically orpneumatically. The following requirements apply fortheir use in shaft lines and as integrated part of gearboxes. Clutches intended for trolling operation aresubject to special consideration.

Clutches have to be approved by BKI. In generalclutches of standard design shall be type approved.

4.1.2 Documentation

For all new types of clutches a completedocumentation has to be submitted to BKI forapproval in triplicate. This documentation has toinclude e.g. :

- assembly drawings

- detail drawings of torque transmittingcomponents including material properties

- documentation of the related system forengaging/disengaging

- documentation of the following main technicalparameters

- maximum and minimum working pressurefor hydraulic or pneumatic system [bar]

- static and dynamic friction torque [kNm]

- time diagram for clutching procedure

- operating manual with definition of thepermissible switching frequency

- for special cases calculation of heat balance,if requested by BKI.

4.2 Materials

The mechanical characteristics of materials used forthe elements of the clutch shall conform to the BKIRules for Materials, Volume V.

4.3 Design requirements

4.3.1 Safety factors

For the connections to the shafts on both sides of theclutch and all torque transmitting parts therequirements of Section 4 have to be considered.

The mechanical part of the clutch may be of multipledisc type. All components shall be designed for staticloads with a friction safety factor between 1,8 and 2,5in relation to the nominal torque of the driving plant.

A dynamic switchable torque during engaging of 1,3times the nominal torque of the driving plant hasgenerally to be considered. In case of combinedmultiple engine plants the actual torque requirementswill be specially considered.

4.3.2 Ice class

For clutches used for the propulsion of ships with iceclass the reinforcement defined in Section 13, C.4.2.4have to be considered.

4.3.3 The multiple disc package shall be keptfree of external axial forces.

4.3.4 Measures for a controlled switching of thecoupling and an adequate cooling in all workingconditions have to be provided.

4.3.5 Auxiliary systems for engaging/disengaging

If hydraulic or pneumatic systems are used toengage/disengage a clutch within the propulsionsystem of a ship with a single propulsion plants anemergency operation shall be possible. This may bedone by a redundant power system forengagement/disengagement or in mechanical way,e.g. by installing connecting bolts. For built-inclutches this would mean that normally theconnecting bolts shall be installed on the side of thedriving plant equipped with turning facilities.

The procedure to establish emergency service has tobe described in the operating manual of the clutch andhas to be executed in a reasonable time.

4.3.6 Controls and alarms

Local operation of remotely controlled clutches forthe propulsion plants shall be possible. The pressureof the clutch activating medium has to be indicated

Section 5 - Gears, Couplings G 5-11

locally. Alarms according to Rules for Automation,Volume VII have to be provided.

4.4 Test

4.4.1 Tests at the manufacturer’s work

Magnetic particle or dye penetrant inspection shall beapplied for crack detection at surface hardened zoneswith increased stress level as well as at shrinkagesurfaces. The manufacturer shall issue a ManufacturerInspection Certificate.

Clutches for ship propulsion plants, for generator setsand transverse thrusters are to be presented to BKI forfinal inspection and, where appropriate, for theperformance of functional and tightness tests.

The requirements for a type approval, if requested,will be defined case by case by BKI Head Office.

4.4.2 Tests on board

As part of the sea trials the installed clutches will betested for correct functioning on board in presence ofa BKI Surveyor, see also Guidance for Sea Trials ofMotor Vessels.

Section 6 - Propeller A, B, C 6-1

S e c t i o n 6

P r o p e l l e r

A General

1. Scope

These Rules apply to screw-propellers (controllableand fixed pitch). Refer to Section 13 for dimensioningand materials of propellers for vessels with ice class.


2.1 Design drawings of propellers in mainpropulsion plants having an engine output in excess of300 kW and in transverse thrust units of over500 kW, as well as a general arrangement drawingare to be submitted to the BKI in triplicate forexamination. The drawings have to include all thedetails necessary to carry out an examination inaccordance with the following Rules.

2.2 In the case of controllable pitch propellersystems, general and sectional drawings of thecomplete controllable pitch propeller system are to besubmitted in triplicate in addition to the designdrawings for blade, boss and pitch controlmechanisms. Control and hydraulic diagrams are to besubmitted with a functional description manual. In thecase of new designs or controllable pitch propellersystem which are being installed for the first time on avessel with the BKI Class, a description of thecontrollable pitch propeller system is also to besubmitted.

B. Materials

1. Propellers and propeller hubs

Propellers are to be made of seawater-resistant castcopper alloys or cast steel alloys with a minimumtensile strength of 440 N/mm², according to Rules forMaterials, Volume V. For the purpose of the followingdesign requirements governing the thickness of thepropeller blades, the requisite resistance to seawater ofa cast copper alloy or cast steel alloy is considered tobe achieved if the alloy used is capable to withstand afatigue test under alternating bending stressescomprising 108 load cycles amounting to about 20 % ofthe minimum tensile strength and carried out in a 3 %NaCl solution, and provided that the fatigue strengthunder alternating bending stresses in natural seawatercan be proven to be not less than about 65 % of thevalues established in 3 % NaCl solution. Sufficientfatique strength under alternating bending stresses hasto be proven by a method recognized by BKI.

2. Components for controllable pitch andassembled fixed pitch propellers

The materials of the major components of the pitchcontrol mechanism and also the blade and bossretaining bolts have to comply with the BKI Rules forMaterials, Volume V.

The blade retaining bolts of assembled fixed pitchpropellers or controllable pitch propellers are to bemade of seawater-resistant materials, so far they arenot protected against contact with seawater.

3. Novel materials

Where propeller materials with not sufficientexperience for their reliability are applied, thesuitability has to be proven particularly to BKI.

4. Material testing

The material of propellers, propeller bosses and allessential components involved in the transmission oftorque is to be tested in accordance with the BKI Rulesfor Materials, Volume V. This also applies tocomponents which are used to control the pitch of theblades and also to propellers in main propulsionsystems less than 300 kW power and transverse thrustsystems of less than 500 kW power.

C. Dimensions and Design of Propellers

1. Symbols and terms

A [mm²] effective area of a shrink fit

B [mm] developed blade width of cylindrical sections at radii 0,25 R,0,35 R and 0,6 R in anexpanded view

cA [-] coefficient for shrink joints

= 1,0 for geared diesel engineand turbine plants as well as forelectric motor drives

= 1,2 for direct diesel enginedrives

CG [-] size factor in accordance withformula (2)

CDyn [-] dynamic factor in accordancewith formula (3)

6-2 C Section 6 - Propeller

Cw [-] characteristic material value forpropeller material as shown inTable 6.1, corresponds to theminimum tensile strength Rm ofthe propeller material wheresufficient fatigue strengthunder alternating bendingstresses in according to B.1 isproven.

Table 6.1 Characteristic material values Cw

Material Description 1) Cw

Cu 1

Cu 2

Cu 3

Cu 4

Cast manganese brass

Cast manganese nickel brass

Cast nickel aluminium bronze

Cast manganese aluminiumbronze

440

440

590

630

Fe 1

Fe 2

Fe 3

Fe 4

Fe 5

Fe 6

Unalloyed cast steel

Low-alloy cast steel

Martensitic cast chrome steel13/1-6

Martensitic cast chrome steel17/4

Ferritic-austenitic cast steel24/8

Austenitic cast steel 18/8-11

440

440

600

600

600

500

1) For the chemical compositon of the alloys, see theBKI Rules for Materials, Volume V

C [-] conicity of shaft ends

= difference in taper diameter length of taper

d [mm] pitch circle diameter of bladeor propeller-fastening bolts

dk [mm] root diameter of blade or propeller-fastening bolts

D [mm] diameter of propeller

= 2 A R

dm [mm] mean taper diameter

e [mm] blade rake to aft according toFig. 6.1

= R A tan ε

ET [-] thrust stimulating factor inaccordance with formula (5)

f,f1,f2, [-] factors in formulae (2), (4) and(10)

H [mm] pressure side pitch of propellerblade at radii 0,25 R, 0,35 Rand 0,6 R

Hm [mm] mean effective pressure sidepitch for pitch varying with theradius

R, B and H are thecorresponding measures of thevarious sections.

k [-] coefficient for various profileshapes in accordance withTable 6.2

Table 6.2 Values of k for various profile shapes

Profile shapeValues of k

0,25 R 0,35 R 0,60 R

Segmental profileswith circular arcedsuction side

73 62 44

Segmental profileswith parabolic suctionside

77 66 47

Blade profiles as forWageningen B Seriespropellers

80 66 44

LM [mm] 2/3 of the leading-edge part ofthe blade width at 0,9 R, but atleast 1/4 of the total bladewidth at 0,9 R for propellerswith high skew blades.

L [mm] pull-up length propeller oncone

Lmech [mm] pull-up length at t = 35 EC

Ltemp [mm] temperature-related portion ofpull-up length at t <35 EC

M [Nm] torque

n2 [Rpm] propeller speed.

Pw [kWl nominal power of drivingengines

p [N/mm²] surface pressure in shrink jointbetween propeller and shaft

Q [N] peripheral force at mean taperdiameter

Rp 0,2 [N/mm²] 0,2 % proof stress

Section 6 - Propeller C 6-3

ReH [N/mm²] yield strengths

Rm [N/mm²] tensile strengths

S [-] safety margin against propellerslipping on cone = 2,8

t [mm] maximum blade thickness ofdeveloped cylindrical section atradii 0,25 R(t0,25), 0,35 R(t0,35)and 0,6 R(t0,6) and 1,0 R (t1,0)

T [N] propeller thrust

TM [Nm] impact moment

Vs [kn] speed of ship

w [-] wake fraction

W0,35R [mm3] section modulus of cylindricalblade section at radius 0,35 R

W0,6R [mm3] section modulus of cylindricalblade’s section at radius 0,6R.

Z [-] total number of bolts used toretain one blade or propeller

z [-] number of blades

α [E] pitch angle of profile at radii0,25 R, 0,35 R and 0,6 R

αA [-] tightening factor for retainingbolts depending on the methodof tightening used (see VDI2230 or equivalent standards)

Guidance values :

1,2 for angle control

1,3 for bolt elongation control

1,6 for torque control

ε [E] angle between lines of facegeneratrix and normal

θ [-] half-conicity

= C / 2

μo [-] coefficient of static friction

= 0,13 for hydraulic oil shrink joints

= 0,15 for dry fitted shrink joints bronze/steel

= 0,18 for dry fitted shrink joints steel/steel

ψ [E] skew angle according to Fig.6.1

σmax/σm [-] ratio of maximum to meanstress at pressure side of blades

2. Calculation of blade thickness

2.1 At radii 0,25 R(t0,25) and 0,6 R(t0,6) themaximum blade thicknesses of solid propellers have atleast to comply with formula (1).

t $ Ko A k A Kl A CG A CDyn (1)

Ko = 1 + +

k as in Table 6.2

CG [-] size factor

=

CG has to fulfill the following condition

1,1 $ CG $ 0,85 (2)

f1 = 7,2 for solid propellers

= 6,2 for separately cast blades ofvariable-pitch or built-up propellers

CDyn [-] Dynamic factor

= $ 1,0 (3)

for > 1,5, otherwise

CDyn = 1,0

6-4 C Section 6 - Propeller

Fig 6.1 Blade Sections

σmax/σm is generally to be taken from the detailedcalculation according to 2.5. If, in exceptional cases,no such calculation exists, the stress ratio may becalculated approximately according to formula (4)

= f2 A ET + 1 (4)

with

ET . 4,3 A 10-9 A (5)

f2 = 0,4 - 0,6 for single-screw ships, thelower value has to be chosen forstern shapes with a big propeller tipclearance and no rudder heel, thelarger value to sterns with smallclearance and with rudder heel.Intermediate values are to bes e l e c t e d a c c o r d i n g l y .

= 0,2 for twin-screw ships

2.2 The blade thicknesses of controllable pitchpropellers are to be determined at radii 0,35 A R and 0,6 A R by applying formula (1).

For the controllable pitch propellers of tugs, trawlersas well as special-duty ships with similar operating

profiles, the diameter/pitch ratio D/Hm for themaximum bollard pull has to be used in formula (1).

For other ships, the diameter/pitch ratio D/Hmapplicable to open-water navigation at maximumengine power (MCR = Maximum Continuous Rating)can be used in formula (1).

2.3 The blade thicknesses calculated by applyingformula (1) represent the lowest acceptable values fort h e f i n i s h - m a c h i n e d p r o p e l l e r s .

2.4 The fillet radii at the transition from thepressure and suction side of the blades to the propellerboss shall correspond for three and four-bladedpropellers to about 3,5 % of the propeller diameter.For propellers with a larger number of blades themaximum possible fillet radii shall be aimed at, butthese shall not be chosen less than 40 % of the bladeroot thickness.

Variable fillet radii which are aiming at a uniformstress distribution, may be applied if an adequateproof of stress is given case by case. The resultingcalculated maximum stress shall not exceed thevalues, occurring from a design with constant filletradius in accordance to the first paragraph of 2.4.

2.5 For special designs such as propellers withskew angle ψ $ 25o, tip fin propellers, special profilesetc. a special strength calculation is to be submitted toB K I .

Section 6 - Propeller D 6-5

For re-calculation of the blade stress of these specialpropeller designs a blade geometry data file anddetails on the measured wake field are to be submittedto BKI together with the design documentation. Thisfile should be sent in plain text format. Supplementaryinformation on the Classification of special designscan be requested from BKI.

2.6 If the propeller is subjected to an essentialwear e.g. by abrasion in tidal flats or dredgers, a wearaddition has to be provided to the thicknessdetermined under 2.1 to achieve an equivalentlifetime. If the actual thickness in service drops below50 % at the blade tip or 90 % at other radii of the rulethickness obtained from 2.1, effective countermeasures have to be taken. For unconventional bladegeometries as defined in 2.5, the design thickness asshown on the approved drawing replaces the thicknessrequested according to 2.1.

3. Design of the propeller

The propeller has to be protected againstelectrochemical corrosion according to Rules for Hull,Volume II, Section 38.

D. Controllable Pitch Propellers

1. Hydraulic control equipment

Where the pitch-control mechanism is operatedhydraulically, two mutually independent, power-driven pump sets are to be installed. For propulsionplants up to 200 kW, one power-driven pump set issufficient provided that, in addition, a hand-operatedpump is provided, capable to control the blade pitchand being able to move the blades from the ahead tothe astern position in an sufficiently short time for safemanoeuvring.

The selection and arrangement of filters has to ensurean uninterrupted supply with filtered oil, also duringfilter cleaning or exchange. In general, main filters areto be arranged on the pressure side directly after thepump. An additional coarse filtration of the hydraulicoil at the suction side, before the pump, should beprovided.

Section 11, A. to D. is to be applied in an analogousmanner to hydraulic pipes and pumps.

2. Pitch control mechanism

For the pitch control mechanism proof is to befurnished that the individual components whensubjected to impact loads still have a safety factor of1,5 against the yield strength of the materials used.The impact moment TM has to be calculated accordingto formula (6) and the resulting equivalent stresses atthe different components are to be compared withtheir yield strength.

(6)

W06R can be calculated by applying formula (7a)

W06R = 0,11 A (B.t 2)0,6R (7a)

3. Blade retaining bolts

3.1 The blade retaining bolts shall be designedin such a way as to safely withstand the forcesinduced in the even of plastic deformation at 0,35 Rcaused by a force acting on the blade at 0,9R. At thisoccasion the bolt material shall have a safety marginof 1,5 against the yield strength.

The thread core diameter of the blade retaining boltsshall not be less than

(8)

M0,35R = W0,35R A Rp 0,2

W0,35R may be calculated analogously to formula (7a)or (7b).

For nearly elliptically sections at the root area of theblade the following formula may be used instead:

W0,35R = 0,10 A (B.t 2)0,35R (7b)

3.2 The blade retaining bolts are to be tightenedin a controlled way so that the initial tension on thebolts is about 60 ÷ 70 % of their yield strength.

The shank of blade retaining bolts may be reduced toa minimum diameter of 0,9 times the root diameter ofthe threaded part.

3.3 Blade retaining bolts are to be securedagainst unintentional loosening.

4. Indicators

Controllable pitch propeller systems are to beprovided with a direct acting indicator inside theengine room showing the actual setting of the blades.Further blade position indicators are to be mounted onthe bridge, see also Rules for Automation, VolumeVII and Rules for Electrical Installation, Volume IV,Section 9, C.

5. Failure of control system

Suitable devices have to prevent that an alteration ofthe blade pitch setting can lead to an overload or stallof the propulsion engine.

6-6 E Section 6 - Propeller

It has to be ensured that, in the event of failure of thecontrol system, the setting of the blades

S does not change or

S drifts to a final position slowly enough toallow the emergency control system to beput into operation.

6. Emergency control

Controllable pitch propeller plants are to be equippedwith means for emergency control to maintain thefunction of the controllable pitch propeller in case offailure of the remote control system. It isrecommended to provide a device enabling thepropeller blades to be locked in the "ahead" settingposition.

E. Propeller Mounting

1. Cone connection

1.1 Where the cone connection between shaftand propeller is fitted with a key, the propeller is to bemounted on the tapered shaft in such a way thatapproximately120% of the mean torque can betransmitted from the shaft to the propeller by friction.

Keyed connections are in general not to be used ininstallations with a barred speed range.

1.2 Where the connection between propellershaft cone and propeller is realised by hydraulic oiltechnique without the use of a key, the necessarypull-up distance L on the tapered shaft is to bedetermined according to formula (9). Whereappropriate, allowance is also to be made for surfaces m o o t h i n g w h e n c a l c u l a t i n g L .

L = Lmech + Ltemp (9)

Lmech is determined according to the formulae ofelasticity theory applied to shrink joints for a specificsurface pressure p [N/mm²] at the mean taper diameterfound by applying formula (10) and for a water temperature of 35E C.

(10)

T has to be introduced as positive value if thepropeller thrust increases the surface pressure at thetaper. Change of direction of propeller thrust is to beneglected as far as absorbed power and thrust areessentially less.

T has to be introduced as negative value if thepropeller thrust reduces the surface pressure at thetaper, e.g. for tractor propellers.

f = (10a)

Ltemp = A 6 A 10-6 A (35 - t) (11)

t [EC] temperature at which the propelleris mounted.

Ltemp applies only to bronze and austenitic steelpropellers.

For direct coupled propulsion plants with a barredspeed range it has to be confirmed by separatecalculation that the vibratory torque in the mainresonance is transmitted safely. For this proof thesafety against slipping for the transmission of torqueshall be at least S = 2,0 (instead of S = 2,8), thecoefficient cA may be set to 1,0. For this additionalproof the respective influence of the thrust may bedisregarded.

1.3 The von Mises' equivalent stress resultingfrom the maximum surface pressure p and thetangential stress in the bore of the propeller hub shallnot exceed 75 % of the 0,2 % proof stress or yieldstrength of the propeller material in the installedcondition and 90 % during mounting and dismounting.

1.4 The cones of propellers which are mountedon the propeller shaft by means of the hydraulic oiltechnique shall not be steeper than 1 : 15 and not beless than 1 : 25. For keyed connections the cone shallnot be steeper than 1 : 10.

1.5 The propeller nut shall be strongly securedto the propeller shaft.

2. Flange connections

2.1 Flanged propellers and the hubs ofcontrollable pitch propellers are to be connected bymeans of fitted pins and retaining bolts (preferablynecked down bolts).

2.2 The diameter of the fitted pins is to becalculated by applying formula (4) given in Section 4,D.4.2.

2.3 The propeller retaining bolts are to bedesigned in accordance to D.3, however the threadcore diameter shall not be less than

(12)

2.4 The propeller retaining bolts have to besecured against unintentional loosening.

Section 6 - Propeller F 6-7

F. Balancing and Testing

1. Balancing

Monobloc propellers ready for mounting as well as theblades of controllable and built up fixed pitchpropellers are required to undergo static balancing.Thereby the mass difference between blades ofcontrollable or builtup fixed pitch propeller has to benot more than 1,5 %.

2. Testing

2.1 Fixed pitch propellers, controllable pitchpropellers and controllable pitch propeller systems areto be presented to BKI for final inspection andverification of the dimensions.

BKI reserve the right to require non-destructive testsfor detecting surface cracks or casting defects.

In addition, controllable pitch propeller systems shallundergo pressure, tightness and functional tests.

2.2 Casted propeller boss caps, which also serveas corrosion protection, have to be tested for tightnessat the manufacturer’s workshop. BKI reserve the rightto require a tightness test of the aft propeller bosssealing in assembled condition.

2.3 If the propeller is mounted onto the shaftby a hydraulic shrink fit connection, a blue print testshowing at least a 70 % contact area has to bedemonstrated to the Surveyor. The blue print patternshall not show any larger areas without contact,especially not at the forward cone end. The proof hasto be demonstrated using the original components.

If alternatively a male / female calibre system is used,between the calibres a contact area of at least 80 % ofthe cone area has to be demonstrated andcertified.After ten applications or five years the blueprint proof has to be renewed.

Section 7 I - Steam Boilers A 7-1

S e c t i o n 7 I

Steam Boilers

A. General

1. Scope

1.1 For the purpose of these requirements, theterm "boiler" includes all closed vessels and pipingsystems used for:

S generating steam with a pressure aboveatmospheric (steam generators)

S raising the temperature of water above theboiling point corresponding to atmosphericpressure (hot water generators, flowtemperature > 120 EC).

The term "steam generator" also includes anyequipment directly connected to the aforementionedvessels or piping systems in which the steam is super-heated or cooled, external drums, the circulating lineand the casings of circulating pumps servingforced-circulation boilers.

1.2 Steam and hot water generators as defined in1.1 are subject to the requirements set out in B. to F.,or, if appropriate, in G.

Flue gas economizers are subject to the requirementsset out in H. In respect of materials, manufacture anddesign, the requirements specified in B., C. and D.apply as appropriate.

1.3 For warm water generators with a permissibledischarge temperature of not more than 120 EC and allsystems incorporating steam or hot water generatorswhich are heated solely by steam or hot liquids Section8 applies for materials, design calculations andmanufacturing principles. For equipment and testingof warm water generators G. applies.

2. Other Rules

2.1 Other applicable Rules

In addition the BKI Rules and Guidelines defined inthe following have to be applied analogously

Section 9 for oil burner and oilfiring systems.

Section 11, A to D., E. and F.

for pipes valves andpumps

Rules for ElectricalInstallations. Volume IV

for electricalequipment items

Rules for Automation,Volume VII

for automatedmachinery systems

Rules for Material, VolumeV and Welding, Volume VI

for the manufacturingof steam boiler

Guidelines for thePerformance of Typeapprovals.

for type approvedcomponents.

2.2 As regards their constructions, equipmentand operation, steam boiler plants are also required tocomply with the applicable national regulations.


3.1 Drawings of all boiler parts subject topressure, such as shell drums, headers, tubearrangements, manholes and inspection covers etc.,are to be submitted to BKI in triplicate1).

3.2 These drawings shall contain all the datanecessary for strength calculations and designassessment, such as maximum allowable workingpressures, heating surfaces, lowest water level,permissible steam capacity, steam conditions,superheated steam temperatures, as well as materialsto be used and full details of welds.

3.3 Further on document concerning theequipment of the steam boiler as well as description ofthe boiler plant with the essential boiler data,information about the installation location in relationto the longitudinal axis of the ship and data forfeeding and heating are to be submitted.

4. Definitions

4.1 Steam boiler walls are the walls of the steamand water spaces located between the boiler isolatingdevices. The bodies of these isolating devices belongto the boiler walls.

4.2 The maximum allowable working pressurePB is the approved steam pressure in bar (gaugepressure) in the saturated steam space prior to entryinto the superheater. In once-through forced flowboilers, the maximum allowable working pressure isthe pressure at the superheater outlet or, in the case ofcontinuous flow boilers without a superheater, the

1) For ships flying Indonesian flag in quadruplicate, oneof which intended for the Indonesian Goverment.

7-2 A Section 7 I - Steam Boilers

steam pressure at the steam generator outlet.

4.3 The heating surface is that part of the boilerwalls through which heat is supplied to the system,i.e.:

S the area [m2] measured on the side exposed tofire or heating gas, or

S in the case of electrical heating, theequivalent heating surface:

where P is the electric power in kW.

4.4 The allowable steam output is the maximumhourly steam quantity which can be producedcontinuously by the steam generator operating underthe design steam conditions.

5 Lowest water level - highest flue - droppingtime

5.1 The highest flue is the highest point on theside of the heating surface which is in contact with thewater and which is exposed to flame radiation orheated by gases which temperature exceeds 4000C atmaximum continuous power. The highest flue on watertube boilers with an upper steam drum is the top edgeof the highest gravity tubes.

5.2 The requirements relating the highest flue donot apply to:

S water tube boiler risers up to 102 mm outerdiameter

S once-through forced flow boilers

S superheaters

S flues and exhaust gas heated parts in whichthe temperature of the heating gases does notexceed 4000C at maximum continuous power

5.3 The lowest water level has to lie at least150 mm above the highest flue also when the shipheels 40 to either side. Heated surfaces with a sethighest flue shall remain wetted even when the ship isat the static heeling angles laid down in Section 1,Table 1.1. The height of the water level is crucial to theresponse of the water level limiters.

5.4 The heat accumulated in furnaces and otherheated boiler parts may not lead to any undue loweringof the water level due to subsequent evaporation whenthe firing system is switched off.

5.5 The "dropping time" is the time taken by thewater level under conditions of interrupted feed andallowable steam output, to drop from the lowest waterlevel to the level of the highest flue.

T [min] dropping time

V [m3] volume of water in steam boilerbetween the lowest water level andthe highest flue.

D [kg/min] allowable steam output

vN

[m3/kg] specific volume of the water atsaturation temperature

The lowest water level is to be set so that the droppingtime does not exceed 5 minutes.

5.6 The lowest specified water level is to beindicated permanently on the boiler shell by means ofa water level pointer. The location of the pointer is tobe included in the documentation for the operator.Reference plates are to be attached additionally besideor behind the water level gauges pointing at the lowestwater level.

6. Manual operation

6.1 The facility is to be provided for manualoperation. During manual operation of boiler with adefined highest flue at their heating surface (e.g.oilfired steam boiler and exhaust gas boiler withtemperature of the exhaust gas > 4000C) at least thewater level limiters have to remain active.

Exhaust gas boilers with temperatures of exhaust gas< 400 °C may be operated without water levellimiters.

The monitoring of the oil content of the condensateresp. of the ingress of foreign matters into the feedingwater need not to be active during manual operation.

6.2 Manual operation demands constant anddirect supervision of the system.

6.3 For detailed requirements in respect ofmanual operation of the firing system, see Section 9.

7. Power of steam propulsion plants

On ships propelled by steam, the plant is to bedesigned that, should one main boiler fail, sufficientpropulsive capacity will remain to maintain adequatemanoeuvrability and to supply the auxiliarymachinery.

m2

Section 7 I - Steam Boilers A 7-3

Table 7.1 Approved materials

Material and product form Limits of applicationMaterial grades in accordance

with Rules for Material,Volume V

Steel plates and steel strips - Plates and strips of high-temperaturesteel, Section 4, E

Steel pipes - Seamless and welded pipes of ferriticsteels, Section 5, B and C

Forgings and formed parts :

a) drums, headers and similar hollow components without longitudinal seam

b) covers, flanges, nozzles, end plates

-Forging for boilers,vessels and pipeline

Section 6, E

Formed and pressed parts to Section 9, A. and B.

Nuts and bolts

- Fasteners, Section 9,CHigh-temperature bolts to

DIN 17 240

# 300 EC# 40 bar# M30

DIN 267Parts 3 and 4

or equivalent standards

Steel castings

- Cast steel for boilers, pressurevessels and pipelines to Section 7, D.

# 300 ECAlso GS 38 and GS 45 to DIN 1681

and GS 16 Mn5 and GS 20 Mn5 to DIN 17 182

Nodular cast iron# 300 EC# 40 bar

# DN 175 for valvesand fittings

Nodular cast iron toSection 8, B

Lamellar (grey) cast iron :

a) Boiler parts (only for unheated surfaces and not for heaters in thermal oil

systems)

b) Valves and fittings (except valves subject to dynamic stresses)

c) Exhaust gas economiser

# 200 EC# 10 bar

# 200 mm diameter

# 200 EC# 10 bar# DN 175

# 52 barsmoke gas temperature

# 600 ECwater outlet temperature

# 245 EC

Grey cast iron toSection 8, C

# 100 barsmoke gas temperature

# 700 ECwater outlet temperature

# 260 EC

Grey cast iron of at least GG-25grade to Section 8, C

Valves and fittings of castcopper alloys

# 225 EC# 25 bar

Cast copper alloys toSection 5, B

7-4 B, C Section 7 I - Steam Boilers

B. Materials

1. General requirements

With respect to their workability during manufacture andtheir characteristics in subsequent operation, materialsused for the manufacture of steam boilers have to satisfythe technical requirements, particularly those relating tohigh-temperature strength and weldability.


The requirements specified in 1. are recognized as havingbeen complied with if the materials shown in Table 7.1are used.

Materials not specified in the BKI Rules for Materials,Volume V may be used provided that proof is suppliedof their suitability and material properties.

3. Material testing

3.1 The materials of boiler parts subject to pressure,including flue gas economizer tubes, are to be tested byBKI in accordance with the Rules for Materials (see.Table 7.1). Material testing by BKI may be waived in thecase of:

a) Small boiler parts made of unalloyed steels,such as stay bolts, stays of # 100 mm dia-meter, reinforcing plates, handhole and manholecovers, forged flanges up to DN 150 andnozzles up to DN 150 and

b) Smoke tubes (tubes subject to external pressure).

For the parts mentioned in a) and b), the properties of thematerials are to be attested by Manufacturer InspectionCertificates 2).

3.2 Special agreements may be made regarding thetesting of unalloyed steels to recognized standards.

For non-alloyed, seamless and welded pipes made ofheat-resistant material a non destructive test as for pipesfor general use according to Rules for Materials, VolumeV-Steel and Iron Materials is sufficient, if the designtemperature is less than 450 0C and the design pressureis less than 32 bar.

3.3 The materials of valves and fittings are to betested by BKI in accordance with the data specified inTable 7.2.

3.4 Parts not subject to material testing, such asexternal supports, lifting brackets, pedestals etc. are to bedesigned for the intended purpose and shall be made ofsuitable materials.

2) See BKI Rules , Materials - Metallic Materials - Principles and TestProcedure, Section 1, H.

Table 7.2 Testing of materials for valves and fittings

Type ofmaterial 1)

Servicetemperature

[EC]

Testing requiredfor: PB [bar]

DN [mm]

Steel, cast steel > 300 DN > 50

Steel, cast steel,nodular cast iron # 300

PB x DN > 2.500 2)or

DN > 250

Copper alloys # 225 PB x DN > 1.500 2)1) No test is required for grey cast iron.2) Testing may be dispensed with if DN is # 50 mm.

C. Principles Applicable to Manufacture

1. Manufacturing processes applied toboiler materials

Materials are to be checked for defects during themanufacturing process. Care is to be taken toensure that different materials cannot be confused.During the course of manufacture care is likewiserequired to ensure that marks and inspection stampson the materials remain intact or are transferred inaccordance with regulations.

Boiler parts whose microstructure has beenadversely affected by hot or cold forming are to besubjected to heat treatment and testing inaccordance with the Rules for Materials, VolumeV, Section 9, A.

2. Welding

2.1 Boilers are to be manufactured by welding.

2.2 All manufacturers who want to performwelding duties for boilers have to be approved byBKI. The approval has to be applied for by thework with information and documentationaccording to the Rules for Welding, Volume VI,General requirements, proof of qualification,approval, in due time before start of the weldingactivities.

2.3 Valid are the Rules for Welding, VolumeVI. Welding in the Various Fields of Application,Section 2.

3. Riveting

Where, in special cases, boiler parts have to be riv-eted, relevant requirements are to be obtained fromBKI.

Section 7 I - Steam Boilers C 7-5

4. Tube expansion

Tube holes are to be carefully drilled and deburred. Sharpedges are to be chamfered. Tube holes should be as closeas possible to the radial direction, particularly in the caseof small wall thicknesses.

Tube ends to be expanded are to be cleaned and checkedfor size and possible defects. Where necessary, tube endsare to be annealed before being expanded.

Smoke tubes with welded connection between tube andtube plate at the entry of the second path shall be rollerexpanded before and after welding.

5. Stays, stay tubes and stay bolts

5.1 Stays, stay tubes and stay bolts are to be arrangedthat they are not subjected to undue bending or shearforces.

Stress concentrations at changes in cross-section, inthreads and at welds are to be minimized by suitablecomponent geometry.

5.2 Stays and stay bolts are to be welded by fullpenetration preferably. Any vibrational stresses are to beconsidered for longitudinal stays.

5.3 Stays are to be drilled at both ends in such a waythat the holes extend at least 25 mm into the water orsteam space. Where the ends have been upset, thecontinuous shank shall be drilled to a distance of at least25 mm (see Fig. 7I.22)

5.4 The angle made by gusset stays and thelongitudinal axis of the boiler shall not exceed 30E.Stress concentrations at the welds of gusset stays are tobe minimized by suitable component geometry. Weldsare to be executed as full penetration welds. In firetubeboilers, gusset stays are to be located at least 200 mmfrom the firetube.

5.5 Where flat surfaces exposed to flames arestiffened by stay bolts, the distance between centers ofthe said bolts shall not exceed 200 mm.

6. Stiffeners, straps and lifting eyes

6.1 Where flat end surfaces are stiffened by profilesections or ribs, the latter shall transmit their load directly(i.e. without welded-on straps) to the boiler shell.

6.2 Doubling plates may not be fitted at pressureparts subject to flame radiation.

Where necessary to protect the walls of the boiler,strengthening plates are to be fitted below supports andlifting brackets.

7. Welding of flat unrimmed ends to boiler shells

Flat unrimmed ends (disc ends) on shell boilers are onlypermitted as socket-welded ends with a shellprojection of $ 15 mm. The end/shell wall thicknessratio sB/sM shall not be greater than 1,8. The end is to bewelded to the shell with a full penetration weld.

8. Nozzles and flanges

Nozzles and flanges are to be of rugged design andproperly, preferably all - welded to the shell. Thewall thickness of nozzles has to be sufficientlylarge to safely withstand additional external loads.The wall thickness of welded-in nozzles shall beappropriate to the wall thickness of the part intowhich they are welded.

Welding-neck flanges are to be made of forgedmaterial with favourable grain orientation.

9. Cleaning and inspection openings,cutouts and covers

9.1 Steam boilers are to be provided withopenings through which the space inside can becleaned and inspected. Especially critical and high-stressed welds, parts subjected to flame radiationand areas of varying water level shall besufficiently accessible to inspection. Boiler vesselswith an inside diameter of more than 1.200 mmand those measuring over 800 mm in diameter and2.000 mm in length are to be provided with meansof access. Parts inside drums shall not obstructinner inspection or are to be capable of beingremoved.

9.2 Inspection and access openings are requiredto have the following minimum dimensions:

Manholes 300 x 400 mm or 400 mm dia-meter, where the annular heightis > 150 mm the opening mea-sure shall be 320 x 420 mm.

Headholes 220 x 320 mm or 320 mmdiameter

Handholes 90 x 120 mm

Sightholes are required to have a diameterof at least 50 mm; they shall,however, be provided only whenthe design of the equipmentmakes a handhole impracticable.

9.3 The edges of manholes and other openings,e.g. for domes, are to be effectively reinforced ifthe plate has been unacceptably weakened by thecutouts. The edges of openings closed with coversare to be reinforced by welded on edge-stiffeners.

9.4 Cover plates, manhole frames and crossbarsare to be made of ductile material (not grey ormalleable cast iron). Grey cast iron (at least GG-20)may be used for handhole cover crossbars ofheaders and sectional headers, provided that thecrossbars are not located in the heating gas flow.Unless metal packings are used, cover plates are tobe provided on the external side with a rim orspigot to prevent the packing from being forcedout. The gap between this rim or spigot and theedge of the opening is to be uniform round the

7-6 D Section 7 I - Steam Boilers

periphery and may not exceed 2 mm for boilers with amaximum allowable working pressure PB of less than32 bar, or 1 mm where the pressure is 32 bar or over. Theheight of the rim or spigot is to be at least 5 mmgreater than the thickness of the packing.

9.5 Only continuous rings may be used as packing.The materials used shall be suitable for the givenoperating conditions.

10. Boiler drums, shell sections, headers and firetubes

See the Rules for Welding Volume VI-Welding in theVarious Fields of Application, Section 2.

D. Calculation

1. Design principles

1.1 Range of applicability of design formulae

1.1.1 The following strength calculations represent theminimum requirements for normal operating conditionswith mainly static loading. Separate allowance shall bemade for additional forces and moments of significantmagnitude.

1.1.2 The wall thicknesses arrived at by applying theformulae are the minima required. The undersizetolerances permitted by the Rules for Materials, VolumeV are to be added to the calculated values.

The greater permissible local undersize tolerances fortubes need not be considered.

1.2 Design pressure pc

1.2.1 The design pressure is to be at least the maximumallowable working pressure. Additional allowance is tobe made for static pressures of more than 0,5 bar.

1.2.2 In designing once-through forced flow boilers,the pressure to be applied is the maximum working pres-sure anticipated in main boiler sections at maximumallowable continuous load.

1.2.3 The design pressure applicable to the superheatedsteam lines from the boiler is the maximum workingpressure which safety valves prevent from beingexceeded.

1.2.4 In the case of boiler parts which are subject inoperation to both internal and external pressure, e.g.attemporators in boiler drums, the design may be basedon the differential pressure, provided that it is certain thatin service both pressures will invariably occursimultaneously. However, the design pressure of theseparts is to be at least 17 bar. The design is also requiredto take account of the loads imposed during thehydrostatic pressure test.

1.3 Design temperature t

Strength calculations are based on the temperatureat the center of the wall thickness of the componentin question. The design temperature is made up ofthe reference temperature and a temperatureallowance in accordance with Table 7.3. Theminimum value is to be taken as 250 EC.

Table 7.3 Design temperatures

Referencetemperature

Allowance to be added

Unheatedparts

Heated parts, heatedmainly by

contact radiation

Saturationtemperatureat m.a.w.p

0 EC 25 EC 50 EC

Superheatedsteamtemperature

15 EC 1) 35 EC 50 EC

1) The temperature allowance may be reduced to 7 ECprovided that special measures are taken to ensure that thedesign temperature cannot be exceeded

1.4 Allowable stress

The design of structural components is to be basedon the allowable stress σperm[N/mm2]. In each case,the minimum value produced by the followingrelations is applicable :

1.4.1 Rolled and forged steels

For design temperatures up to 350 EC

where Rm, 20E=guaranteed minimumtensile strength at roomtemperature [N/mm2]

where ReH,t =guaranteed yield pointor minimum 0,2 % proofs t r e s s a t d e s i g ntemperature t.[N/mm2]

For design temperature over 350 EC

=

where Rm,100000,t

mean 100.000 hourcreep strength at designtemperature t. [N/mm2]

with Re,H,t =guaranted yield point orminimum 0,2 % proofs t r e s s a t de s igntemperature t. [N/mm2]

Section 7 I - Steam Boilers D 7-7

Fig. 7.1 Hole diameter and inside tube diameter

1.4.2 Cast materials

a) Cast steel : ; ;

b) Nodular cast iron: ;

c) Grey cast iron :

1.4.3 Special arrangements may be agreed forhigh-ductility austenitic steels.

1.4.4 In the case of cylinder shells with cutouts and incontact with water, a nominal stress of 170 N/mm² shallnot be exceeded in view of the protective magnetitelayer.

1.4.5 Mechanical characteristics are to be taken fromthe Rules for Materials, Volume V or from the Standardsspecified therein.

1.5 Allowance for corrosion and wear

The allowance for corrosion and wear is to bec = 1 mm. For plate thicknesses of 30 mm and over andfor stainless materials, this allowance may be dispensedwith.

1.6 Special cases

Where boiler parts cannot be designed in accordancewith the following requirements or on generalengineering principles, the dimensions in each individualcase must be determined by tests, e.g. by strainmeasurements

2. Cylindrical shells under internal pressure

2.1 Scope

The following design requirements apply to drums,shell rings and headers up to a diameter ratio Da/Di of # 1,7. Diameter ratios of up to Da/Di # 2 may bepermitted provided that the wall thickness is # 80 mm.

2.2 Symbols

pc [bar] design pressure

s [mm] wall thickness

Di [mm] inside diameter

Da [mm] outside diameter

c [mm] allowance for corrosion and wear

d [mm] diameter of opening or cutout

hole diameter for expanded tubes andfor expanded and seal-welded tubes(see Fig. 7.1 a and 7.1 b)

inside tube diameter for welded-in pipe

nipples and sockets (Fig. 7.1 c)

t, tR, tu [mm] pitch of tube holes (measured atcenter of wall thickness forcircumferential seams)

v [ - ] weakening factor

for welds :

weld factor

for holes drilled in the shell :

the ratio of the weakened to theunweakened plate section

σperm [N/mm2] allowable stress (see 1.4)

sA [mm] necessary wall thickness at edgeof opening or cutout

sS [mm] wall thickness of branch pipe

b [mm] supporting length of parentcomponent

R [mm] width of ligament between twobranch pipes

Rs [mm] supporting length of branch pipe

R 's [mm] internal projection of branch pipe

Ap [mm2] area under pressure

Aσ [mm²] supporting cross-sectional area

2.3 Calculations

2.3.1 The necessary wall thickness s is givenby the expression :

(1)

2.3.2 In the case of heated drums and headerswith a maximum allowable working pressure ofmore than 25 bar, special attention is to be given tothermal stresses. For heated drums not located inthe first pass (gas temperature up to 1.000 ECmax.), special certification in respect of thermalstresses may be waived subject to the followingprovision: Wall thickness up to 30 mm andadequate cooling of the walls by virtue of closetube arrangement.


Fig. 7.2 Opening in cylindrical shell

Fig. 7.3 Mutual effect on openings

The description "close tube arrangement" is applicable ifthe ligament perpendicular to the direction of gas flowand parallel to the direction of gas flow does not exceed50 mm and 100 mm respectively.

2.3.3 Weakening factor v

The weakening factor v is shown in Table 7.4.

Table 7.4 Weakening factor v

Construction Weakening factor v

Seamless shell ringsand drums 1,0

Shell rings and drumswith longitudinalweld

weld quality rating see Rulesfor Welding, Volume VI

Rows of holes1) in :

longitudinal direction

circumferentialdirection

1) The value of v for rows of holes may not be made greater than 1,0in the calculation. For staggered pitches, see Appendix, Fig. 7.27.

Refer also to Figures 7.1a &7.1c under paragraph 2.2

2.3.4 Weakening effects due to cutouts or individualbranch pipes are to be taken into account by areacompensation in accordance with the expression:

(2)

The area under pressure Ap and the supportingcross-sectional area Aσ are defined in Fig. 7.2.

The values of the supporting lengths may notexceed:

for the parentcomponent

for the branch pipe Rs

Where a branch projects into the interior, thevalue introduced into the calculation as having asupporting function may not exceed R 's # 0,5 A Rs

Where materials with different mechanicalstrengths are used for the parent component and thebranch or reinforcing plate, this fact is to be takeninto account in the calculation. However, theallowable stress in the reinforcement may not begreater than that for the parent material in thecalculation.

Disc-shaped reinforcements should not be thickerthan the actual parent component thickness, andthis thickness is the maximum which may beallowed for in the calculation.

Disc-shaped reinforcements are to be fitted on theoutside.

The wall thickness of the branch pipe should not bemore than twice the required wall thickness at theedge of the cutout.

Cutouts exert a mutual effect if the ligament is

R

The area compensation is then as shown in Fig. 7.3.

2.4 Minimum allowable wall thickness

For welded and seamless shell rings the minimumallowable wall thickness is 5 mm. For non-ferrousmetals, stainless steels and cylinder diameters up to200 mm, smaller wall thicknesses may bepermitted. The wall thickness of drums into whichtubes are expanded is to be such as to provide acylindrical expansion length of at least 16 mm.


3. Cylindrical shells and tubes with an outsidediameter of more than 200 mm subject toexternal pressure

3.1 Scope

The following requirements apply to the design of plainand corrugated cylindrical shells and tubes with anoutside diameter of more than 200 mm which aresubjected to external pressure. These will be designatedin the following as firetubes if they are exposed to flameradiation.

3.2 Symbols



d [mm] mean diameter of plain tube

da [mm] outside diameter of plain tube

di [mm] minimum inside diameter ofcorrugated firetube

R [mm] length of tube or distance between twoeffective stiffeners

h [mm] height of stiffening ring

b [mm] thickness of stiffening ring

u [%] out-of-roundness of tube

a [mm] greatest deviation from cylindricalshape (see Fig. 7.5)

σperm [N/mm²] allowable stress

Et [N/mm²] modulus of elasticity at designtemperature

SK [-] safety factor against elastic buckling

v [-] transverse elongation factor (0,3 forsteel)


3.3 Calculation

3.3.1 Cylindrical shells and plain firetubes

Calculation of resistance to plastic deformation:

(3)

Calculation of resistance to elastic buckling:

(4)

where :

and n $ 2

n > Z

n (integer) is to be chosen as to reduce pc to itsminimum value. n represents the number ofbuckled folds occurring round the periphery in theevent of failure. n can be estimated by applying thefollowing approximation formula:

3.3.2 In the case of corrugated tubes of Fox orMorrison types, the required wall thickness s isgiven by the expression:

(5)


Contrary to 1.4, the values for the allowable stressof firetubes used in the calculations are to be asfollows:

S plain firetubes, horizontal

S plain firetubes, vertical

S corrugated firetubes

S tubes heated by exhaust gases

3.5 Design temperature

Contrary to 1.3, the design temperature to be usedfor firetubes and heated tubes is shown in Table7.5.


3.6 Stiffening

3.6.1 Apart from the firetube and firebox end-plates,the types of structure shown in Figure 7.4 can also be re-garded as providing effective stiffening.

3.6.2 For firetubes which consists of a plain tube anda corrugated tube for the calculation of the plain tube1,5 times of the length of the plain part has to be used.

3.6.3 The plain portion of corrugated firetubes neednot be separately calculated provided that its stressedlength, measured from the middle of the first corrugation,does not exceed 250 mm.

3.7 Safety factor Sk

A safety factor Sk of 3,0 is to be used in the calcula-tion of resistance to elastic buckling. This value isapplicable where the out-of-roundness is 1,5 % or less.Where the out-of-roundness is more than 1,5 % and upto 2 %, the safety factor Sk to be applied is 4,0.

3.8 Modulus of elasticity

Table 7.6 shows the modulus of elasticity for steel inrelation to the design temperature.

Table 7.5 Design temperatures for heatedcomponents under external pressure

For tubes exposed to fire (firetubes) :

but at least 250 oC

plain tubes t [oC] = saturationtemperature

+ 4 . s + 30 oC

corrugatedtubes

t [oC] = saturationtemperature

+ 3 . s + 30 oC

For tubes heated by exhaust gases

t [oC] = saturationtemperature + 2 . s + 15 oC

Fig.7.4 Effective stiffening

Table 7.6 Modulus of elasticity for steel

Designtemperature

[oC]

Et 1)

[N/mm2]

20250300400500600

206.000186.400181.500171.700161.900152.100

1) Intermediate values are to be interpolated


An allowance of 1 mm for corrosion and wear is tobe added to the wall thickness s. In the case ofcorrugated tubes, s is the wall thickness of thefinished tube.

3.10 Minimum allowable wall thickness andmaximum wall thickness

The wall thickness of plain firetubes shall be atleast 7 mm, that of corrugated firetubes at least 10mm. For small boilers, non-ferrous metals andstainless steels, smaller wall thicknesses areallowable. The maximum wall thickness shall notexceed 20 mm. Tubes which are heated by fluegases < 1.000 oC may have a maximum wallthickness of up to 30 mm.

3.11 Maximum unstiffened length

For firetubes, the length R between two stiffenersshall not exceed 6 A d. The greatest unsupportedlength shall not exceed 6 m, in the first pass fromthe front end-plate, 5 m. Stiffenings of the typeshown in Figure 7.4 are to be avoided in the flamezone, i. e. up to approximately 2 A d behind thelining.

3.12 Out-of-roundness

The out-of-roundness [%]

for new plain tubes is to be given the valueu = 1,5 % in the design formula.

In the case of used firetubes, the out-of-roundnessis to be determined by measurements of thediameters according to Fig. 7.5.


Fig.7.5 Parameters of out - of -roundness

3.13 Firetube spacing

The clear distance between the firetube and boiler shellat the closest point shall be at least 100 mm. The distancebetween any two firetubes shall be at least 120 mm.

4. Dished endplates under internal andexternal pressure

4.1 Scope

4.1.1 The following requirements apply to the designof unstayed dished endplates under internal or externalpressure (see Fig. 7.6). The following requirements are tobe complied with:

The radius R of the dished end shall not exceed theoutside endplate diameter Da, and the knuckle radius rshall not be less than 0,1 A Da.

The height H shall not be less than 0,18 A Da.

The height of the cylindrical portion h, with theexception of hemispherical endplates, shall be atleast 3,5 A s, s being taken as the thickness of theunpierced plate even if the endplate is providedwith a manhole. The height of the cylindricalportion need not, however, exceed the valuesshown in Table 7.7.

Table 7.7 Height h of cylindrical portion

Wall thickness s[mm]

h[mm]

s # 5050 < s # 80

80 < s # 100100 < s #120

s > 120

1501201007550

4.1.2 These requirements also apply to weldeddished endplates. Due account is to be taken of theweakening factor of the weld (see 4.5 ).

4.2 Symbols


s [mm] wall thickness of endplate

Da [mm] outside diameter of endplate

H [mm] height of end-plate curvature

R [mm] inside radius of dished end

h [mm] height of cylindrical portion

d [mm] diameter of opening measuredalong a line passing through thecenters of the endplate and theopening. In the case of openingsconcentric with the endplate, themaximum opening diameter.


β [-] coefficient of stress in flange

βo [-] coefficient of stress in sphericalsection

v [-] weakening factor


Et [N/mm2] modulus of elasticity at designtemperature

sA [mm] necessary wall thickness at edge ofopening

sS [mm] wall thickness of branch pipe

b [mm] supporting length of parentcomponent

R [mm] width of ligament between twobranch pipes

Rs [mm] supporting length of branch pipe

R's [mm] internal projection of branch pipe

Ap [mm²] area subject to pressure

Aσ [mm²] supporting cross-sectional area

Sk [-] safety factor against elasticbuckling

S'k [-] safety factor against elasticbuckling at test pressure


Fig. 7.6 Parameters for unstayed dished endplates

4.3 Calculation for internal pressure

4.3.1 The necessary wall thickness is given by theexpression:

(6)

The finished wall thickness of the cylindrical portionis to be at least equal to the required wall thickness ofa cylindrical shell without weakening.

4.3.2 Design coefficients β and βo

The design coefficients are shown in Fig. 7.7 inrelation to the ratio H/Da and parameters

and s/Da.

For dished ends of the usual shapes, the height H canbe determined as follows :

Shallow dished end (R = Da):

H . 0,1935 A Da + 0,55 A s

Deep dished end, ellipsoidal shape (R = 0,8 Da)

H . 0,255 A Da + 0,36 A s

The values of β for unpierced endplates also apply todished ends with openings whose edges are locatedinside the spherical section and whose maximumopening diameter is d # 4 A s, or whose edges areadequately reinforced. The width of the ligamentbetween two adjacent, non-reinforced openings mustbe al least equal to the sum of the opening radiimeasured along the line connecting the centers of theopenings. Where the width of the ligament is less thanthat defined above, the wall thickness is to bedimensioned as though no ligament were present, or

the edges of the openings are to be adequatelyreinforced.

4.3.3 Reinforcement of openings in the sphericalsection

Openings in the spherical section are deemed to beadequately reinforced if the following expressionrelating to the relevant areas is satisfied.

(7)

The area under pressure Ap and the supportingcross-sectional area Aσ are shown in Fig. 7.8.

For calculation of reinforcements and supportinglengths the formulae and prerequsites in 2.3.4 areapplicable.

The relationship between respective areas of cutoutsexerting a mutual effect is shown in Fig. 7.9.

The edge of disk-shaped reinforcements is notpermited to extend beyond 0,8 ⋅ D a .

In the case of tubular reinforcements, the followingwall thickness ratio is applicable:

4.4 Design calculation for external pressure

4.4.1 The same formulae are to be applied to dishedendplates under external pressure as to those subjectto internal pressure. However, the safety factor used todetermine the allowable stress in accordance with1.4.1 is to be increased by 20 %.


Fig. 7. 7.Values of coefficient β for the design of dished ends


Fig.7.8 Openings in dished endplates

Fig.7.9 Mutual effect on openings

4.4.2 A check is also required to determine whetherthe spherical section of the endplate is safe againstelastic buckling.

The following relationship is to be applied:

(8)

The modulus of elasticity Et for steel can be takenfrom Table 7.6.

The safety coefficient Sk against elastic buckling andthe required safety coefficient Sk' at the test pressureare shown in Table 7.8.

Table 7.8 Safety coefficient against elasticbuckling

s - cR

Sk1) Sk'1)

0,001 5,5 4,0

0,003 4,0 2,9

0,005 3,7 2,7

0,01 3,5 2,6

0,1 3,0 2,21) Intermediate values are to be interpolated

4.5 Weakening factor

The weakening factor can be taken from Table 7.4 in2.3.3. Apart from this, with welded dished ends-except for hemispherical ends - a value of v = 1 maybe applied irrespective of the scope of the test,provided that the welded seam impinges on the areawithin the apex defined by 0,6 A Da (see Fig. 7.10).

Fig.7.10 Welding seam within the apex area

4.6 Minimum allowable wall thickness

The minimum allowable wall thickness for weldingneck endplates is 5 mm. Smaller minimum wallthicknesses are allowed for non-ferrous metals andstainless steels.

5. Flat surfaces

5.1 Scope

The following requirements apply to stayed andunstayed flat, flanged endplates and to flat surfaceswhich are simply supported, bolted, or welded at theirperiphery and which are subjected to internal orexternal pressure.

5.2 Symbols



s1 [mm] wall thickness in a stressrelieving groove


s2 [mm] wall thickness of a cylindrical orsquare header at the connectionto a flat endplate with a stressrelieving groove

Db [mm] inside diameter of a flat, flangedendplate or design diameter of anopening to be provided withmeans of closure

D1, D2 [mm] diameter of ring plates

DR [mm] bolt-hole circle diameter of aplate subject additionally to abending moment

de [mm] diameter of the largest circlewhich can be described on a flatplate inside at least threeanchorage points

da [mm] outside diameter of expandedtubes

a, b [mml clear supporting or design widthsof rectangular or elliptical plates,b always designating the shorterside or axis

tl, t2 [mm] pitch of uniformly spaced staysor stay bolts

e1, e2 [mm] distances between centers ofnon-uniformly spaced stays andstay bolts

f [mm2] cross-sectional area of ligament

rK [mm] inner corner radius of a flange,or radius of a stress relievinggroove

h [mm] inner depth of a flat,welding-neck endplate

C [-] design coefficient (for unstayedsurfaces see Table 7.11 and forstayed surfaces see Table 7.12

y [-] ratio



5.3 Calculation of unstayed surfaces

5.3.1 Flat, circular, flanged, endplates (seeFig.7.11).

The required wall thickness s is given by theexpression:

(9)

7.11 Flat, circular, flanged endplates

5.3.2 Circular plates

Fig.7.12a-Fig.7.12d Circular plates with flat sealing

Fig.7.13 Circular plate with sealing ring


Fig.7.14 Circular welded-in endplates

The required wall thickness s considering the Figs.7.12 - 7.14 is given by the expression :

(10)

5.3.3 Rectangular and elliptical plates.

Fig. 7.15 Parameters of rectangular andelliptical plates

The required wall thickness s considering Fig. 7.15 isgiven by the expression:

(11)

5.3.4 Welding-neck endplates.

For welding-neck endplates of headers additionalrequirements are to be found in 5.5.2.

Fig. 7.16 Welded-neck Fig.17.7 Welded-neck endplates endplates with relieving groove

The thickness of the plate s is determined byapplying formula (10) or (11) as appropriate.

In the case of endplates with a stress relieving groove,the effective relieving of the welded seams has to beguaranteed. The wall thickness s1 in the stress

relieving groove shall therefore satisfy the followingconditions, see Fig. 7.17:

For round endplates : s1 # 0,77 A s2

For rectangular endplates : s1 # 0,55 A s2

Here s2 represents the wall thickness of the cylindricalor rectangular header in [mm]. In addition, provisionhas to be made to ensure that shear forces occurring inthe cross-section of the groove can be safely absorbed.

It is therefore necessary that for round endplates:

(12)

and for rectangular endplates:

(13)

Radius rK shall be at least 0,2 A s and not less than5 mm. Wall thickness sl is to be at least 5 mm.

Where welding-neck endplates in accordance withFig. 7.16 or Fig. 7.17 are manufactured from plates,the area of the connection to the shell is to be testedfor lamination, e. g. ultrasonically.

5.4 Design calculation of stayed surfaces

5.4.1 For flat surfaces which are uniformly bracedby stay bolts, circular stays or stay tubes, see Fig.7.18.

Fig. 7.18 Uniformly Fig.17.9 Non -uniformly braced plates braced plates

The required wall thickness s inside the stayed areasis given by the expression:

(14)

5.4.2 For flat plates which are non-uniformlybraced by stay bolts, circular stays and stay tubes, seeFig. 7.19.

The required wall thickness s inside the stayed areasis given by the expression:


(15)

5.4.3 For flat plates which are braced by gussetstays, supports or other means and flat plates betweenarrays of stays and tubes, see Fig. 7.20.

Fig.7.20 Braced flat plates

The design calculation is to be based on the diameterde of a circle, or on the length of the shorter side b ofa rectangle which can be inscribed in the freeunstiffened area, the least favourable position from thepoint of view of stress being decisive in each case.


(16)

or

(17)

The higher of the values determined by the formulaeis applicable.

5.4.4 Flat annular plates with central longitudinalstaying, see Fig. 7.21.


(18)

Fig. 7.21 Flat annular plate with central longitudinal staying

5.5 Requirements for flanges

5.5.1 Application of the above formulae to flangedendplates and to flanges as a means of staying issubject to the provision that the corner radii of theflanges should have the following minimum values inrelation to the outside diameter of the endplate (seeTable 7.9).

In addition, the flange radii rK (Figs. 7.11, 7.20 and7.21) shall be equal to at least 1,3 times the wallthickness.

5.5.2 In the case of welding-neck endplates withouta stress relieving groove for headers, the flange radiusshall be rK $ 1/3 A s, subject to a minimum of 8 mm,and the inside depth of the endplate is to be h $ s, sfor endplates with openings being the thickness of anunpierced endplate of the same dimensions, seeFig. 7.16.

Table 7.9 Minimum corner radii of flanges

Outside diameter ofendplate Da

[mm]

Corner radius offlanges rK

[mm]

Da # 500500 < Da # 1.400

1.400 < Da # 1.6001.600 < Da # 1.900

Da > 1.900

3035404550

5.6 Ratio value y

The ratio value y takes account of the increase instress, as compared with round plates, as a function ofthe ratio of the sides b/a of unstayed, rectangular andelliptical plates and of the rectangles inscribed in thefree, unstayed areas of stayed, flat surfaces, seeTable 7.10.


Table 7.10 Values of ratio y

Shape Ratio b/a 1)

1,0 0,75 0,5 0,25 #0,1

Rectangle 1,10 1,26 1,40 1,52 1,56

Ellipse 1,00 1,15 1,30 --- ---1) Intermediate values are to be interpolated linearly.

5.7 Calculation coefficient C

The calculation coefficient C takes account of the typeof support, the edge connection and the type ofstiffening. The value of C to be used in the calculationis shown in Tables 7.11 or 7.12.

Where different values of C are applicable to parts ofa plate due to different kinds of stiffening according toTable 7.12 coefficient C is to be determined by thearithmetical mean value of the different stiffening.

5.8 Minimum ligament with expanded tubes

The minimum ligament width depends on theexpansion technique used. The cross-section f of theligament between two tube holes for expanded tubesshall be for :

steel f = 15 + 3,4 A da [mm2]

copper f = 25 + 9,5 A da [mm2]

5.9 Minimum and maximum wall thickness

5.9.1 With expanded tubes, the minimum platethickness is 12 mm. Concerning safeguards against thedislodging of expanded tubes, see 6.3.2.

5.9.2 The wall thickness of flat endplates shouldnot exceed 30 mm in the radiation heated portion.

5.10 Reinforcement of openings

Where the edges of the openings are not reinforced,special allowance is to be made when calculatingthickness for cutouts, branches, etc. in flat surfaceswhich lead to undue weakening of the plate.

6 Stays, stay tubes and stay bolts

6.1 Scope

The following requirements apply to longitudinalstays, gusset stays, stay tubes, stay bolts and stiffeninggirders of steel or copper and are subject to therequirements set out in 5.

Fig.7.22 Fig.7.23 Fig.7.24

Parameters for welding of stays, stay tubes andstay bolts

Table 7.11 Values of coefficient C for unstayedflat surfaces

Type of endplate or cover C

Flat, forged andplates or endplates withmachined recesses for headers and flat,flanged endplates 0,35Encased plates tightly supported and bolted attheir circumference

Inserted, flat plates welded on both sided

Welding-neck end plates with stress relievinggroove

0.40

Loosely supported plates, such as man-holecovers; in the case of closing appliances, inaddition to the working pressure, allowanceis also to be made for the additional forcewhich can be exerted when the bolts aretightened (the permitted loading of the bolt orbolts distributed over the cover area).

0,45

Inserted, flat plates welded on one side

Plates which are bolted at their circumferenceand are thereby subjected to an additionalbending moment according to the ratio :

DR /Db = 1,0

= 1,1

= 1,2

= 1,3

Intermediate values are to be interpolatedlinearly

0,45

0,50

0,55

0,60


Table 7.12 Values of coefficient C for stayedsurfaces

Type of stiffening and/or stays C

Boiler shell, header or combustion chamberwall, stay plate or tube area

0,35

Stay bolts in arrays with maximum stay boltcentre distance of 200 mm

0,40

Round stays and tubes outside tube arraysirrespective of whether they are welded-in,bolted or expanded

0,45

6.2 Symbols


F [N] load on a stay, stay tube or staybolt

A1 [mm2] c a l c u l a t e d r e q u i r e dcross-section area of stays, staybolts and stay tubes

A2 [mm2] supported area of expandedtubes

Ap [mm2] plate area supported by onestay, stay bolt or stay tube

da [mml outside diameter of stay, staybolt or stay tube

di [mm] inside diameter of stay tube

Ro [mm] length of expanded section oftube

a1 [mm] weld height in direction of loadaccounting to Fig. 7.22 to Fig.7.24

σperm [N/mm2] allowable stress

6.3 Calculation

The supporting action of other boiler parts may betaken into consideration when calculating the size ofstays, stay tubes and stay bolts. For flat end plates theloads up to the half distance can be assumed as to besupported by the directly adjacent boiler shell.

Where the boundary areas of flanged endplates areconcerned, calculation of the plate Area Ap is to bebased on the flat surface extending to the beginning ofthe endplate flange.

6.3.1 For stays, stay bolts or stay tubes, thenecessary cross-sectional area is given by:

(19)

6.3.2 Where expanded tubes are used, a sufficientsafety margin is additionally to be applied to preventthe tubes from being pulled out of the tube plate. Sucha safety margin is deemed to be achieved if thepermissible load on the supporting area does notexceed the values specified in Table 7.13.

For the purpose of thecalculation, the suppor-ting area is given bythe expression : A2 = (da - di) A Ro

subject to a maximumof : A2 = 0,1 A da A Ro

Table 7.13 Loading of expanded tubeconnections

Type of expandedconnection

Permissible load onsupporting area

[N/mm2]

Plain F / A2 # 150

With groove F / A2 # 300

With flange F / A2 # 400

For calculating the supporting area, the length of theexpanded section of tube (Ro) may not be taken asexceeding 40 mm.

6.3.3 Where stays, stay tubes or stay bolts arewelded in, the cross-section of the weld subject toshear shall be at least 1,25 times the required bolt orstay tube cross-section:

da A π A a1 $ 1,25 A A1 (20)


The allowable stress is to be determined in accordancewith 1.4.1. Deviating from this, however, a value of

is to be applied in the area of the weld in the

case of stays, stay tubes and stay bolts made of rolledand forged steels.

6.5 Allowances for wall thickness

For the calculation of the necessary cross-section ofstays, stay tubes and stay bolts according to formula(19) the allowance for corrosion and wear is to beconsidered.

7. Boiler and superheater tubes

7.1 Scope

The design calculation applies to tubes underinternal pressure and, up to an outside tube diameterof 200 mm, also to tubes subject to external pressure.

7.2 Symbols




da [mm] outside diameter of tube


v [-] weld quality rating oflongitudinally welded tubes

7.3 Calculation of wall thickness

The necessary wall thickness s is given by theexpression :

(21)


The design temperature is to be determined inaccordance with 1.3.

In the case of once through forced flow boilers, thecalculation of the tube wall thicknesses is to be basedon the maximum temperature of the expected mediumpassing through the individual main sections of theboiler under operating conditions plus the necessaryadded temperature allowances.


The allowable stress is to be determined in accordancewith 1.4.1.

For tubes subject to external pressure, a value of

is to be applied.

7.6 Welding factor v

For longitudinally welded tubes, the value of v to beapplied shall correspond to the approval test.

7.7 Wall thickness allowances

In the case of tubes subject to relatively severemechanical or chemical attack an appropriate wallthickness allowance shall be agreed which shall beadded to the wall thickness calculated by applyingformula (21). The permissible minus tolerance on thewall thickness (see 1.1.2) need only be taken intoconsideration for tubes which outside diameterexceeds 76,1 mm.

7.8 Maximum wall thickness of boiler tubes

The wall thickness of intensely heated boiler tubes(e.g. where the temperature of the heating gas exceeds800 EC) shall not be greater than 6,3 mm. Thisrequirement may be dispensed with in special cases,e.g. for superheater support tubes.

8. Plain rectangular tubes and sectionalheaders

8.1 Symbols



2 A m [mm] clear width of the rectangulartube parallel to the wall inquestion

2 A n [mm] clear width of the rectangulartube perpendicular to the wall inquestion

Z [mm²] coefficient according to formula(23)

a [mm] distance of relevant line ofholes from center line of side

t [mm] pitch of holes

d [mm] hole diameter

v [-] weakening factor for rows ofholes under tensile stress

v' [-] weakening factor for rows ofholes under bending stress

r [mm] inner radius at corners

σperm [N/mm²] allowable stress

8.2 Calculation

8.2.1 The wall thickness is to be calculated for thecenter of the side and for the ligaments between theholes. The maximum calculated wall thickness shallgovern the wall thickness of the entire rectangulartube.

The following method of calculation is based on theassumption that the tube connection stubs have beenproperly mounted, so that the wall is adequatelystiffened.

8.2.2 The required wall thickness is given by theexpression :

(22)

If there are several different rows of holes, thenecessary wall thickness is to be determined for eachrow.

8.2.3 Z is calculated by applying the formula:

Z = (23)

8.3 Weakening factor v

8.3.1 If there is only one row of holes, or if thereare several parallel rows not staggered in relation toeach other, the weakening factors v and v' are to bedetermined as follows :


Fig. 7.26 Unsupported girder

v' = v = for holes where d < 0,6 A m

v' = for holes where d $ 0,6 A m

8.3.2 In determining the values of v and v' forelliptical holes, d is to be taken as the clear width ofthe holes in the longitudinal direction of therectangular tube. However, for the purpose of decidingwhich formula is to be used for determining v', thevalue of d in the expressions d $ 0,6Am and d < 0,6Amis to be the inner diameter of the hole perpendicular tothe longitudinal axis.

8.3.3 In calculating the weakening factor forstaggered rows of holes, t is to be substituted in theformula by t1 for the oblique ligaments (Fig. 7.25).

8.3.4 For oblique ligaments, Z is calculated byapplying the formula :

Fig. 7.25 Length of ligament for staggered rows of holes

8.4 Stress at corners

In order to avoid undue stresses at corners, thefollowing conditions are to be satisfied :

r $ 1/2 A s, subject to a minimum of:

- 3 mm for rectangular tubes with a clearwidth of up to 50 mm.

- 8 mm for rectangular tubes with a clearwidth of 80 mm or over.

Intermediate values are to be interpolated linearly. Theradius shall be governed by the arithmetical meanvalue of the nominal wall thicknesses on both sides ofthe corner. The wall thickness at corners shall not beless than the wall thickness determined by applyingformula (22).

8.5 Minimum wall thickness and ligamentwidth

8.5.1 The minimum wall thickness for expandedtubes shall be 14 mm.

8.5.2 The width of a ligament between two

openings or tube holes shall not be less than 1/4 of thedistance between the tube centers.

9. Straps and girders

9.1 Scope

The following requirements apply to steel girders usedfor stiffening of flat plates.

9.2 General

The supporting girders are to be properly welded tothe combustion chamber crown continously. They areto be arranged in such a way that the welds can becompetently executed and the circulation of water isnot obstructed.

9.3 Symbols


F [N] load carried by one girder

e [mm] distance between center lines ofgirders

R [mm] free length between girdersupports

b [mm] thickness of girder

h [mm] height of girder

W [mm3] section modulus of one girder

M [Nmm] bending moment acting ongirder at given load

z [-] coefficient for section modulus


9.4 Calculation

9.4.1 The unsupported girder shown in Fig. 7.26 isto be treated as a simply supported beam of length R.The support afforded by the plate material may alsobe taken into consideration.

9.4.2 The required section modulus of a ceilinggirder is given by:

(24)

The coefficient z for the section modulus takesaccount of the increase in the section modulus due to


the flat plate forming part of the ceiling plate. It mayin general be taken as z = 5/3.

For the height h, a value not exceeding 8 A b is to beinserted in the formula.

9.4.3 The maximum bending moment is given bythe expression :

(25)

where

(26)

10. Bolts

10.1 Scope

The following requirements relate to bolts which, asforce- transmitting connecting elements, are subjectedto tensile stresses due to the internal pressure. Normaloperating conditions are assumed.

10.2 General

Necked-down bolts should be used for elastic boltedconnections, particularly where the bolts are highlystressed, or are exposed to service temperatures ofover 300 EC, or have to withstand internal pressures of> 40 bar. All bolts > metric size M 30 are to benecked-down bolts. Necked-down bolts are boltsaccording to DIN 2510 with a shank diameterdS=0,9Adk (dk being the root diameter). In thecalculation special allowance is to be made for shankdiameters < 0,9 A dk.

Bolts with a shank diameter of less than 10 mm arenot allowed.

Bolts shall not be located in the path of heating gases.

At least 4 bolts are to be used to form a connection.

To achieve small sealing forces, the sealing materialshould be made as narrow as possible.

Where standard pipe flanges are used, the strengthrequirements for the bolts are considered to besatisfied if the bolts used comply with DIN 2401part 12 and conform to the specifications containedtherein in respect of the materials used, the maximumallowable working pressure and the servicetemperature.

10.3 Symbols


p' [bar] test pressure

FS [N] total load on bolted connectionin service

F'S [N] total load on bolted connectionat test pressure

FSo [N] total load on bolted connectionin assembled condition with nopressure exerted

FB [N] load imposed on boltedconnection by the workingpressure

FD [N] force to close seal under serviceconditions

FDo [N] force to close seal in assembledcondition

FZ [N] additional force due to loadedcondition in connected piping

Db [mm] mean sealing or bolt pitch circlediameter

di [mm] inside diameter of connectedpipe

ds [mm] shank diameter of anecked-down bolt

dk [mm] root diameter of thread

n [-] number of bolts formingconnection


n [-] surface finish coefficient

c [mm] additional allowance

k1 [mm] sealing factor for servicecondition

ko [mm] sealing factor for assembledcondition

KD [N/mm2] sealing material deformationfactor

10.4 Calculation

10.4.1 Bolted joints are to be designed for thefollowing load conditions:

a) service conditions(design pressure pc and design

temperature t),

b) load at test pressure

(test pressure p', t = 20 EC) and

c) assembled condition at zero pressure(p = 0 bar, t = 20 EC).

10.4.2 The necessary root diameter of a bolt in abolted joint comprising n bolts is given by :

(27)

10.4.3 The total load on a bolted joint is to becalculated as follows :


a) for service conditions

FS = FB + FD + FZ (28)

(29)

(30)

(Where the arrangement of the bolts deviateswidely from the circular, due allowance is tobe made for the special stresses occurring)

The additional force Fz is to be calculateddue to the load condition of connectedpiping. Fz is 0 in the case of bolted jointswith no connected pipes. Where connectingpipes are installed in a normal manner andthe service temperatures are < 400 EC, Fzmay be determined, as an approximation, byapplying the expression :

b) for the test pressure:

(31)

For calculating the root diameter of thethread, Fs is to be substituted by FNs informula (27).

c) for the zero-pressure, assembled condition:

FSo = FDo + FZ (32)

FDo = Db A π A ko A KD (33)

For calculating the root diameter of thethread, Fs is to be substituted by FSo informula (27).

In the zero-pressure, assembled condition,the force FDO is to be exerted on the boltsduring assembly to effect an intimate unionwith the jointing material and to close thegap at the flange bearing surfaces.

If the force exerted on assembly FDo > FS,this value may be replaced by the followingwhere malleable jointing materials with orwithout metal elements are used :

(34)

Factors ko, k1 and KD depend on the type, design andshape of the joint and the kind of fluid. The relevantvalues are shown in the Tables 7.16 and 7.17.

10.4.4 The bolt design is to be based on the greatestroot diameter of the thread determined in accordancewith the three load conditions specified in 10.4.1 a) to10.4.1 c).


The design temperatures of the bolts depend on thetype of joint and the insulation. In the absence ofspecial proof as to temperature, the following designtemperatures are to be applied:

loose flange steam temperature - 30 EC+ loose flange

fixed flange steam temperature - 25 EC+ loose flange

fixed flange steam temperature -15 EC+ fixed flange

The temperature reductions allow for the drop intemperature at insulated, bolted connections. Fornon-insulated bolted joints, a further temperature re-duction is not permitted because of the higher thermalstresses imposed on the entire bolted joint.


The values of the allowable stress σperm are shown inTable 7.14.

Table 7.14 Allowable stress σperm

Condition for necked-down bolts

for full-shankbolts

Servicecondition

Test pressureand zero-pressureassembledcondition

10.7 Quality coefficient n

10.7.1 Full-shank bolts are required to have asurface finish of at least grade mg according toDIN 267. Necked-down bolts are to be machined allover.

10.7.2 In the case of unmachined, plane-parallelbearing surfaces, n = 0,75. Where the bearing surfacesof the mating parts are machined, a value of n = 1,0may be used. Bearing surfaces which are notplane-parallel (e.g. on angle sections) are notpermitted.

10.8 Allowance c

The allowance c shall be as shown in Table 7.15.

7-24 E Section 7 I - Steam Boilers

Table 7.15 Allowances c

Condition c [mm]

For service conditions :up to M 24

M 27 up to M 45 M 48 and over

35 - 0,1 . dk

1

for test pressure 0

for assembled condition 0

E. Equipment and Installation

1. General

1.1 The following requirements apply to steamboilers which are not constantly and directlymonitored during operation.

1.2 In the case of steam boilers which aremonitored constantly and directly during operation,some easing of the following requirements may bepermitted, while maintaining the operational safety ofthe vessel.

1.3 In the case of steam boilers which have amaximum water volume of 150 litres, a maximumallowable working pressure of 10 bar and where theproduct of water volume and maximum allowablewater pressure is less than 500 ” bar x litres ›, an easingof the following requirements may be permitted.

1.4 With regard to the electrical installation andequipment also the Rules for Electrical Installations,Volume IV and Rules for Automation ,Volume VII areto be observed.

The equipment of steam boilers is to be suitable forthe use on steam boilers and ships. Limiters, e.g. forpressure, water level, temperature and flow are safetydevices and have to meet the requirements ofGuidelines for the Performance of Type Approvals.

2. Safety valves

2.1 Any steam boiler which has its own steamspace is to be equipped with at least two typeapproved, spring-loaded safety valves. At least onesafety valve is to be set to respond if the maximumallowable working pressure is exceeded.

In combination, the safety valves are to be capable ofdischarging the maximum quantity of steam whichcan be produced by the steam boiler during continuousoperation without the maximum allowable workingpressure being exceeded by more than 10 %.

2.2 Steam boilers with a great water space whichare exhaust gas heated and can be shut-off having aheating surface up to 50 m2 are to be equipped withone, with a heating surface above 50m3 with at least

two, suitable type-approved, spring-loaded safetyvalves. The safety valve resp. the safety valves have tobe so designed that their activation is also guaranteedwith compact sediments between spindle and bushing.Otherwise their design may be established in a waythat compact sediments in the valve and betweenspindle and bushing are avoided (e.g. bellow valves).

2.2.1 Steam boilers with a great water space whichare exhaust gas heated and can be shut-off having aheating surface up to 50 m2 are to be equipped withone, with a heating surface above 50m3 with at leasttwo, suitable type-approved, spring-loaded safetyvalves. The safety valve resp. the safety valves have tobe so designed that their activation is also guaranteedwith compact sediments between spindle and bushing.Otherwise their design may be established in a waythat compact sediments in the valve and betweenspindle and bushing are avoided (e.g. bellow valves).

2.2.2 As far as steam boilers with a great waterspace which are exhaust gas heated and can be shut-off are not equipped with safety valves according to2.2.1, a burst disc is to be provided in addition to theexisting safety valves. This disc shall exhaust themaximum quantity of steam produced duringcontinuous operation. The activation pressure of theburst disc shall not exceed 1,25 times the maximumallowable working pressure.

2.3 External steam drums are to be fitted with atleast two reliable, spring-loaded safety valves. At leastone safety valve is to be set to respond if the allowableworking pressure is exceeded. In combination, thesafety valves must be capable of discharging themaximum quantity of steam which can be produced incontinuous operation by all connected steamgenerators without the maximum allowable workingpressure of the steam drum being exceeded by morethan 10 %.

2.4 If the exhaust performance of the safetyvalves has not been proven during a type approvaltest, an exhaust test to demonstrate a sufficient exhaustperformance has to be executed within the frame workof the dock respectively sea trials.

2.5 The closing pressure of the safety valvesshall be not more than 10 % below the responsepressure.

2.6 The minimum flow diameter of the safetyvalves shall be at least 15 mm.

2.7 Servo-controlled safety valves are permittedwherever they are reliably operated without anyexternal energy source.

2.8 The safety valves are to be fitted to thesaturated steam part or, in the case of steam boilerswhich do not have their own steam space, to thehighest point of the boiler.

2.9 In the case of steam boilers which are fittedwith superheaters with no shut-off capability, onesafety valves is to be located at the discharge from the

Section 7 I - Steam Boilers E 7-25

superheater. The safety valve at the superheaterdischarge has to be designed for at least 25% of thenecessary exhaust capacity.

Superheaters with shut-off capability are to be fittedwith at least one safety valve designed for the fullsteam capacity of the superheater.

When designing safety valves, allowance is to bemade for the increase in the volume of steam causedby superheating.

2.10 Steam may not be supplied to the safetyvalves through pipes in which water may collect.

2.11 Safety valves are to be easily accessible andcapable of being released safely during operation.

2.12 Safety valves are to be designed so that nobinding or jamming of moving parts is possible evenwhen heated to different temperatures. Seals whichmay prevent the operation of the safety valve due tofrictional forces are not permitted.

2.13 Safety valves are to be set in such a way asto prevent unauthorized alteration.

2.14 Pipes or valve housings are to have a drainfacility which has no shut-off capability fitted at thelowest point on the blow-offside.

2.15 Combined blow-off lines from several safetyvalves shall not unduly impair the blow-off capability.The discharging media are to be drained away safely.

3. Water level indicators

3.1 Steam boilers which have their own steamchamber are to be fitted with two devices giving adirect reading of the water level.

3.2 Steam boilers which have their own steamspace heated by exhaust gases and where thetemperature does not exceed 400 °C, are to be fittedwith at least one device giving a direct reading of thewater level.

3.3 External steam drums of boilers which do nothave their own steam space are to be fitted with twodevices giving a direct reading of the water level.

3.4 Cylindrical glass water level gauges are notpermitted.

3.5 The water level indicators are to be fitted sothat a reading of the water level is possible when theship is heeling and during the motion of the ship whenit is at sea. The limit for the lower visual range shallbe at least 30 mm above the highest flue, but at least30 mm below the lowest water level. The lowest waterlevel shall not be above the centre of the visual range.The water level indicators have to be illuminated andvisible from the boiler control station respective fromthe station for control of the water level.

3.6 The connection pipes between steamgenerator and water level indicators are to have an

inner diameter of at least 20 mm. They shall be run insuch a way that there are no sharp bends in order toavoid water and steam traps, and have to be protectedfrom the effects of the heated gases and againstcooling.

Where water level indicators are linked by means ofcommon connection lines or where the connectionpipes on the water side are longer than 750 mm, theconnection pipes on the water side are to have an innerdiameter of at least 40 mm.

3.7 Water level indicators are to be connected tothe water and steam chamber of the boiler by means ofeasily accessible, simple to control and quick-actingshut-off devices.

3.8 The devices used for blowing through thewater level indicators are to be designed so that theyare safe to operate and so that blow-through can bemonitored. The discharging mediums are to be drainedaway safely.

3.9 Remote water level indicators and displayequipment of a suitable type to give an indirectreading may be approved as additional displaydevices.

3.10 In place of water level indicators, once-through forced flow boilers are to be fitted with twomutually independent devices which trip an alarm assoon as water flow shortage is detected. An automaticdevice to shut down the heating system may beprovided in place of the second warning device.

3.11 The cocks and valves of the water levelindicators which cannot be directly reached by handfrom floor plates or a control platform are to have acontrol facility using pull rods or chain pulls.

4. Pressure indicators

4.1 At least one pressure gauge directlyconnected to the steam space is to be fitted on eachboiler. The allowable maximum working pressure is tobe marked on the dial by means of a permanent andeasily visible red mark. The indicating range of thepressure gauge shall include the testing pressure.

4.2 At least one additional pressure indicatorhaving a sensor independent from the pressure gaugehas to be located at the machinery control station or atsome other appropriate site.

4.3 Where several steam boilers are incorporatedon one ship, the steam chambers of which are linkedtogether, one pressure gauge is sufficient at themachinery control station or at some other suitablelocation, in addition to the pressure gauges on eachboiler.

4.4 The pipe to the pressure gauge shall have awater trap and is to be of a blow-off type. Aconnection for a test gauge is to be installed close tothe pressure gauge. In the case of pressure gaugeswhich are at a lower position the test connection have

7-26 E Section 7 I - Steam Boilers

to be provided close to the pressure gauge and alsoclose to the connection piece of the pressure gaugepipe.

4.5 Pressure gauges are to be protected againstradiant heat and shall be well illuminated.

5. Temperature indicators

5.1 A temperature indicator is to be fitted to theflue gas outlets of fired steam boilers.

5.2 Temperature indicators are to be fitted to theexhaust gas inlet and outlet of steam boilers heated byexhaust gas.

5.3 Temperature indicators are to be fitted at theoutlets from superheaters or superheater sections, atthe inlet and outlet of attemporators, and also at theoutlet of once-through forced flow boilers, where thisis necessary to assess the behaviour of the materialsused.

6. Regulating devices (Controllers)

6.1 With the exception of boilers which areheated by exhaust gas, steam boilers are to be operatedwith rapid-control, automatic firing systems. In mainboilers, the control facility is to be capable of safelycontrolling all rates of speed and manoeuvres so thatthe steam pressure and the temperature of the super-heated steam stay within safe limits and the supply offeed water is guaranteed. Auxiliary boilers are subjectto the same requirements within the scope of potentialload changes.

6.2 Steam pressure shall be automaticallyregulated by controlling the supply of heat. The steampressure of boilers heated by exhaust gas may also beregulated by condensing the excess steam.

6.3 In the case of boilers which have a specifiedminimum water level, the water level is to beregulated automatically by controlling the supply offeed water.

6.4 In the case of forced-circulation boilerswhose heating surface consists of a steam coil andonce-through forced flow boilers, the supply of feedwater may be regulated as a function of fuel supply.

6.5 In the case of steam boilers which are fittedwith superheaters, the temperature of the superheatedsteam shall be automatically regulated unless thecalculated temperature is higher than the maximumattainable temperature of the superheater walls.

7. Monitoring devices (Alarms)

7.1 A warning device is to be fitted which istripped when the specified maximum water level isexceeded.

7.2 In exhaust-gas heated boilers, a warningdevice is to be fitted which is tripped before the

maximum allowable working pressure is reached.

7.3 In exhaust-gas heated boilers with a specifiedminimum water level, a warning device suitable forthis purpose is to be fitted which is tripped when thewater falls below this level.

7.4 Exhaust gas boilers with finned tubes are tohave a temperature monitor fitted in the exhaust gaspipe which trips an alarm in the event of fire.

7.5 Where there is a possibility of oil or greasegetting into the steam or condensate system, a suitableautomatic and continuously operating unit is to beinstalled which trips an alarm and cuts off the feedwater supply if the concentration at which boileroperation is put at risk is exceeded. The control devicefor oil respectively grease ingress may be waived fora dual circulation system.

7.6 Where there is a possibility of acid, lye orseawater getting into the steam or condensate system,a suitable automatic and continuously operating unitis to be installed which trips an alarm and cuts off thefeed water supply if the concentration at which boileroperation is put at risk is exceeded.

7.7 It shall be possible to carry out functiontesting of the monitoring devices, even duringoperation, if an equivalent degree of safety is notattained by self-monitoring of the equipment. For adual circulating system the monitoring system foringress of foreign matters may be waived.

7.8 The monitoring devices have to trip visualand audible fault warnings in the boiler room or in themachinery control room or any other suitable site.

8. Safety devices (Limiters)

8.1 Fired boilers are to be equipped with apressure limiters which cuts out and interlocks thefiring system before the maximum allowable workingpressure is reached.

8.2 In steam boilers on whose heating surfaces ahighest flue is specified, two mutually independentwater level limiters have to respond to cut out andinterlock the firing system when the water falls belowthe specified minimum water level.

The water level limiter shall also be independent ofthe water level control devices.

8.3 The receptacles for water level limiterslocated outside the boiler are to be connected to theboiler by means of lines which have a minimum innerdiameter of 20 mm. Shut-off devices in these linesshall have a nominal diameter of at least 20 mm andhave to indicate their open or closed position. Wherewater level limiters are connected by means ofcommon connection lines, the connection pipes on thewater side are to have an inner diameter of at least40 mm.

Operation of the firing system shall only be possible

Section 7 I - Steam Boilers E 7-27

when the shut-off devices are open or else, afterclosure, the shut-off devices are reopeningautomatically and in a reliable manner.

Water level limiter receptacles which are locatedoutside the boiler are to be designed in such a way thata compulsory and periodic blow-through of thereceptacles and lines is to be carried out.

8.4 In the case of forced-circulation boilers witha specified lowest water level, two mutuallyindependent safety devices are to be fitted in additionto the requisite water level limiters, which will cut outand interlock the heating system in the event of anyunacceptable reduction in water circulation.

8.5 In the case of forced-circulation boilerswhere the heating surface consists of a single coil andonce-through forced flow boilers, two mutuallyindependent safety devices are to be fitted in place ofthe water level limiters in order to provide a suremeans of preventing any excessive heating of theheating surfaces by cutting out and interlocking thefiring system.

8.6 In steam boilers with superheaters, atemperature limiter is to be fitted which cuts out andinterlocks the heating system if the allowablesuperheated steam temperature is exceeded. In thecase of boiler parts which carry superheated steam andwhich have been designed to long-term resistancevalues, one temperature recording device is adequate.

8.7 The safety devices have to trip visual andaudible alarms in the boiler room or in the machinerycontrol room or any other appropriate site.

8.8 The electrical devices associated with thelimiters are to be designed in accordance with theclosed-circuit principle so that, even in the event of apower failure, the limiters will cut out and interlockthe systems unless an equivalent degree of safety isachieved by other means.

8.9 To reduce the effects due to sea conditions,water level limiters can be fitted with a delay functionprovided that this does not cause a dangerous drop inthe water level.

8.10 The electrical interlocking of the firingsystem following tripping by the safety devices is onlyto be cancelled out at the firing system control panelitself.

8.11 If an equivalent degree of safety cannot beachieved by the self-monitoring of the equipment, thefunctional testing of the safety devices shall bepracticable even during operation. In this case, theoperational testing of water level limiters shall bepossible without the surface of the water below thelowest water level.

8.12 For details of additional requirements relatingto once-through forced flow boilers, see 3.10.

9. Feed and circulation devices

9.1 For details of boiler feed and circulationdevices, see Section 11, F. The following requirementsare also to be noted:

9.2 The feed devices are to be fitted to the steamboiler in such a way that it cannot be drained lowerthan 50 mm above the highest flue when the non-return valve is not tight.

9.3 The feed water is to be fed into the boiler insuch a way as to prevent damaging effects to the boilerwalls and to heated surfaces.

9.4 A proper treatment and adequate monitoringof the feed and boiler water are to be carried out.

10. Shut-off devices

10.1 Each steam boiler shall be capable of beingshut-off from all connected pipes. The shut-off devicesare to be installed as close as possible to the boilerwalls and are to be operated without risk.

10.2 Where several boilers which have differentmaximum allowable working pressures give off theirsteam into common lines, it has to be ensured that themaximum working pressure allowable for each boilercannot be exceeded in any of the boilers.

10.3 Where there are several boilers which areconnected by common pipes and the shut-off devicesfor the steam, feed and drain lines are welded to theboiler, for safety reasons while the boilers are running,two shut-off devices in series which are to beprotected against unauthorized operation are each tobe fitted with an interposed venting device.

10.4 For plants consisting of boilers without ownsteam space, which are using an oil fired boiler or asteam drum for steam separation, the shut-off devicesin the circulation lines are to be sealed in the openposition.

11. Scum removal, sludge removal, drain and sampling devices

11.1 Boilers and external steam drums are to befitted with devices to allow them to be drained and thesludge removed. Where necessary, boilers are to befitted with a scum removal device.

11.2 Drain devices and their connections are to beprotected from the effects of the heating gases andcapable of being operated without risk. Self-closingsludge removal valves shall be lockable when closedor alternatively an additional shut-off device is to befitted in the pipe.

11.3 Where the scum removal, sludge removal ordrain lines from several boilers are combined, a non-return valve is to be fitted in the individual boilerlines.

7-28 F Section 7 I - Steam Boilers

11.4 The scum removal, sludge removal or drainlines, plus valves and fittings, are to be designed toallow for the maximum allowable working pressure ofthe boiler.

11.5 With the exception of once-through forcedflow boilers, devices for taking samples from thewater contained in the boiler are to be fitted to steamboilers.

11.6 Scum removal, sludge removal, drain andsampling devices are to be capable of safe operation.The mediums being discharged are to be drained awaysafely.

12. Name plate

12.1 A name plate is to be permanently affixed toeach steam boiler, displaying the followinginformation :

- manufacturer

- build number and year of construction,

- maximum allowable working pressure [bar]

- permitted steam production [kg/h] or [t/h]

- permitted temperature of super-heated steamin °C provided that the boiler is fitted with asuper-heater with no shut-off capability.

12.2 The name plate is to be permanently attachedto the largest part of the boiler or to the boiler frame sothat it is visible.

13. Valves and fittings

13.1 Materials

Valves and fittings for boilers are to be made ofductile materials as specified in Table 7.1 and all theircomponents shall be able to withstand the loadsimposed in operation, in particular thermal loads andpossible stresses due to vibration. Grey cast iron maybe used within the limits specified in Table 7.1, butshall not be employed for valves and fittings which aresubjected to dynamic loads, e.g. safety valves andblow-off valves.

Testing of materials for valves and fittings is to becarried out as specified in Table 7.2.

13.2 Type of Design

Care is to be taken to ensure that the bodies of shut-offgate valves cannot be subjected to unduly highpressure due to heating of the enclosed water. Valveswith screw-on bonnets are to be safeguarded toprevent unintentional loosening of the bonnet.

13.3 Pressure and tightness tests

13.3.1 All valves and fittings are to be subjected toa hydrostatic pressure test at 1,5 times the nominalpressure before they are fitted. Valves and fittings for

which no nominal pressure has been specified are tobe tested at twice the maximum allowable workingpressure. In this case, the safety factor in respect of the20 °C yield strength value shall not fall below 1,1.

13.3.2 The sealing efficiency of the closed valve isto be tested at the nominal pressure or at 1,1 times theworking pressure, as applicable.

Valves and fittings made of castings and subject tooperating temperatures over 300 °C are required toundergo one of the following tightness tests:

S tightness test with air (test pressureapproximately 0,1 x maximum allowableworking pressure; maximum 2 bar)

S tightness test with saturated or superheatedsteam (test pressure shall not exceed themaximum allowable working pressure)

S a tightness test may be dispensed with if thepressure test is performed with petroleum orother liquid displaying similar properties.

13.3.3 Pressure test and tightness test of valves andfittings shall be carried out in the presence of the BKISurveyor.

14. Installation of boilers

14.1 Mounting

Boilers are to be installed in the ship with care andhave to be secured to ensure that they cannot bedisplaced by any of the circumstances arising whenthe ship is at sea. Means are to be provided toaccommodate the thermal expansion of the boiler inservice. Boilers and their seating are to be well fromall sides or shall be easily made accessible.

14.2 Fire precautions

See Section 12.

F. Testing of Boilers

1. Constructional check

After completion, boilers are to undergo aconstructional check.

The constructional check includes verification that theboiler agrees with the approved drawing and is ofsatisfactory construction. For this purpose, all parts ofthe boiler are to be accessible to allow adequateinspection. If necessary, the manufacturing test is tobe performed at separate stages of manufacture. Thefollowing documents are to be presented: material testCertificates covering the materials used, reports on thenon-destructive testing of welds and, whereapplicable, the results of tests of workmanship andproof of the heat treatment applied.

Section 7 I - Steam Boilers G, H 7-29

2. Hydrostatic pressure tests

2.1 A hydrostatic pressure test is to be carriedout on the boiler before refractory, insulation andcasing are fitted. Where only some of the componentparts are sufficiently accessible to allow proper visualinspection, the hydrostatic pressure test may beperformed in stages. Boiler surfaces have to withstandthe test pressure without leaking or sufferingpermanent deformation.

2.2 The test pressure is generally required to be1,5 times the maximum allowable working pressure,see A.4.2. In case the maximum allowable workingpressure is less than 2 bar, the test pressure has to beat least 1 bar higher than the maximum allowableworking pressure.

2.3 In the case of once-through forced flowboilers, the test pressure has to be at least 1,1 times thewater inlet pressure when operating at the maximumallowable working pressure and maximum steamoutput. In the event of danger that parts of the boilermight be subjected to stresses exceeding 0,9 of theyield strength, the hydrostatic test may be performedin separate sections. The maximum allowable workingpressure is then deemed to be the pressure for whichthe particular part of the boiler has been designed.

2.4 For boiler parts subject to internal and ex-ternal pressures which invariably occur simultane-ously in service, the test pressure depends on thedifferential pressure. In these circumstances, however,the test pressure should at least be equal to 1,5 timesthe design pressure specified in D.1.2.4.

3. Acceptance test after installation on board

3.1 Functional test of the safety relevantequipment

The function of the safety relevant equipment is to betested, as far as possible, at the not heated,pressureless boiler.

3.2 Test of safety valves

3.2.1 The actuation pressure of the safety valves isto be proven by a blow-off test or the adjustmentCertificate of the manufacturer is to be presented forthe sealed valve.

3.2.2 The sufficient blow-off performance of thesafety valves has to be proven by a blow-off test. Foroil fired steam boilers the sufficient blow-offperformance may also be demonstrated by calculation.

For boiler heated with exhaust gas the blow-off test isto be performed at 100 % MCR (maximum continuousrating).

For combined boilers and combined boiler plants withoil fired steam boiler and exhaust gas boiler withoutown steam space, it has to be guaranteed, that the

maximum allowable working pressure is not exceededby more than 10 % for 100 % burner performance andthe above mentioned conditions for operation of theexhaust gas boiler.

3.3 Functional test

The complete equipment of the boiler, includingcontrol and monitoring devices, are to be subjected toa functional test.

4. Constructional check and hydrostaticpressure test and approval test shall be carried out byor in the presence of the BKI Surveyor.

G. Hot Water Generators

1. Design

1.1 Hot water generators with a permissibledischarge temperature of > 120 EC, which are heatedby solid, liquid or gaseous fuels or by exhaust gases orelectrically are to be treated for materials, designcalculations and manufacturing in a manner analogousto that applied to boilers.

1.2 The materials, design calculation andmanufacturing principles for hot water generatorswhich are heated by steam or hot liquids are subject tothe requirements in Section 8.

1.3 Exhaust gas boilers without own steam spaceare hot water generators.

2. Equipment

The safety equipment of hot water generators issubject to the requirements contained in E. asappropriate.

3. Testing

Each hot water generator is to be subjected to aconstructional check and to a hydrostatic pressure testat 1,5 times the maximum allowable working pressuresubject to a minimum of 4 bar in the presence of theBKI Surveyor.

H. Flue Gas Economizers

1. Definition

Flue gas economizers are preheaters arranged in theflue gas duct of boilers used for preheating offeedwater without any steam being produced inservice. They can be disconnected from the water sideof the boiler,

7-30 H Section 7 I - Steam Boilers

Table 7.16 Gasket factors

Gas

ket t

ype

Shape Description Material

Gasket factor 1)

for liquids for gases and vapours

Assembly2) Service Assembly2) Service

ko ko . KD k1 ko ko . KD k1

[mm] [N/mm] [mm] [mm] [N/mm] [mm]

Soft

gask

ets

Flat gasketsaccording to

DIN EN1514-1

Impregnatedsealing

- 20 bD bD - - -

Rubber - bD 0,5 bD - 2 bD 0,5 bD

Teflon - 20 bD 1,1 bD - 25 bD 1,1 bD

It4) - 15 bD bD -3)

1,3 bD

Com

bine

d m

etal

and

soft

gask

ets Spirally

woundUnalloyed

steel - 15 bD bD - 50 bD 1,3 bD

Corrugatedgasket

Al - 8 bD 0,6 bD - 30 bD 0,6 bD

Cu, Ms - 9 bD 0,6 bD - 35 bD 0,7 bD

Mild steel - 10 bD 0,6 bD - 45 bD 1,0 bD

Metal-sheatedgasket

Al - 10 bD bD - 50 bD 1,4 bD

Cu, Ms - 20 bD bD - 60 bD 1,6 bD

Mild steel - 40 bD bD - 70 bD 1,8 bD

Met

al g

aske

ts

Flat gasketaccording to - 0,8 bD - bD+5 bD - bD+5

Diamondgasket

- 0,8 - 5 1 - 5

Ovalgasket

- 1,6 - 6 2 - 6

Roundgasket

- 1,2 - 6 1,5 - 6

Ringgasket

- 1,6 - 6 2 - 6

U-shapedgasket

- 1,6 - 6 2 - 6

Met

al g

aske

ts

Corrugatedgasket toDIN 2697

- - 9+0,2.Z - 9+0,2.Z

Membranewelded

gasket toDIN 2695

- 0 - 0 0 - 0

1) applicable to flat, machined, sound, sealing surfaces.2) where ko cannot be specified, the product ko@ KD is given here3) a gastight grade is assumed4) non asbestos compressed fibre jointing material

Section 7 I - Steam Boilers H 7-31

Fig.7.27 Weakening factor v for cylindrical shells with symmetrically staggered rows of holes

The surfaces of the preheater comprise the waterspace walls located between the shut-off devices plusthe casings of the latter. Drawing water from theeconomizer is only permissible if the boiler feedsystem is specially designed for this purpose.

2. Materials

See under B.

3. Calculation

The formulae given under D are to be applied in thecalculation. The design pressure is to be at least themaximum allowable working pressure of theeconomizer.

The design temperature is the maximum feedwatertemperature plus 25 EC for plain tube economizersand plus 35 EC for finned tube economizers.

The feedwater temperature at the economizer outletshall be 20 EC below the saturation temperaturecorresponding to the working pressure of the boiler.

4. Equipment

4.1 Pressure gauges

The inlet side of each economizer is to be providedwith a pressure gauge as well as with a connectionfor a test pressure gauge. The maximum allowableworking pressure of the economizer is to be markedby a red line on the scale of the pressure gauge.

4.2 Safety valve

Each economizer is to be equipped with aspring-loaded safety valve with an inside diameter ofat least 15 mm which is to be set at that it starts toblow-off if the maximum allowable working pressureis exceeded.

The safety valve is to be designed that, even if shut--off devices between the economizer and the boiler areclosed, the maximum allowable working pressure ofthe economizer is not exceeded by more than 10 %.

7-32 H Section 7 I - Steam Boilers

4.3 Temperature indicating device

Each economizer is to be equipped with onetemperature indicating device. The permissible outlettemperature of the feedwater is to be marked in redon the temperature meter.

4.4 Shut-off devices

Each economizer is to be equipped with shut-offdevice at the feedwater inlet and outlet. The boilerfeed valve may be regarded as one of these shut-offdevices.

4.5 Discharge and venting equipment

Each economizer is to be provided with means ofdrainage and with vents for all points where air maygather enabling it to be satisfactorily vented evenwhen in operation.

4.6 Means for preventing the formation ofsteam in economizers

Suitable equipment is to be fitted to prevent steamfrom being generated in the economizer, e.g. whenthe steam supply is suddenly stopped. This may takethe form of a circulating line from the economizer toa feedwater tank to enable the economizer to becooled, or of a by-pass enabling the economizer to becompletely isolated from the flue gas flow.

5. Name plate

A name plate giving the following details is to befitted to every economizer:

S manufacturer's name and address

S serial number and year of manufacture

S maximum allowable working pressure ofeconomizer in bar

6. Tests

Before they are installed, finished economizers are tobe subjected at the maker's works to a constructionalcheck and a hydrostatic pressure test at 1,5 times themaximum allowable working pressure in the presenceof a BKI Surveyor.

Table 7.17 Deformation factors

Materials Deformationfactor KD [N/mm2]

aluminium, soft

copper, soft

soft iron

steel, St 35

alloy steel, 13 Cr Mo 44

austenitic steel

92

185

343

392

441

491

Note

At room temperature KD is to be substituted by thedeformation factor at 10% compression oralternatively by the tensile strength Rm.

Section 7 II - Thermal Oil Systems A 7-33

S e c t i o n 7 II

Thermal Oil Systems

A. General

1. Scope

The following requirements apply to thermal oilsystems in which organic liquids (thermal oils) areheated by oil fired burners, exhaust gases or electricityto temperatures below their initial boiling point atatmospheric pressure.

2. Other applicable requirements

In addition, the following BKI Rules and Guidelinesare to be applied analogously :

Section 7 I, B, C, and D For materials,fabricationand design of the heaters

Section 8, B, C and D For materials fabricationand design of theexpansion vessel and thetanks

Section 9, A and B For oil burners and oilfiring systems (additionalshutdown criteria see B.4and C.4)

Section 10, A, B and D For thermal oil tanks

Section 11, A. To D, Qand R

For pipes, valves andpumps

Section 12 For fire protection andfire fighting equipment

Rules for ElectricalInstallations, Volume IV

For electrical equipmentitems

Rules for Automation,Volume VII

For automated machinerysystems

Guidelines for thePerformance of TypeApprovals

For type approvedcomponents

3. Definitions

3.1 The “maximum allowable working pressure”is the maximum pressure which may occur in theindividual parts of the equipment under serviceconditions.

3.2 The “thermal oil temperature” is the

temperature of the thermal oil at the centre of the flowcross-section.

3.3 The “discharge temperature” is thetemperature of the thermal oil immediately at theheater outlet.

3.4 The “return temperature” is the temperatureof the thermal oil immediately at the heater inlet.

3.5 The “film temperature” is the walltemperature on the thermal oil side. In the case ofheated surfaces, this may differ considerably from thetemperature of the thermal oil.


The following documents are to be submitted forapproval :

- a description of the system stating thedischarge and return temperatures, themaximum allowable film temperature, thetotal volume of the system and the physicaland chemical characteristics of the thermaloil

- drawings of the heaters, the expansion vesseland other pressure vessels

- piping and equipment schedules (forinformation)

- circuit diagrams of the electrical controlsystem, respectively monitoring and safetydevices with limiting values

- a functional diagram with information aboutthe safety devices and valves provided (forinformation)

If specially requested, mathematical proof of themaximum film temperature in accordance with DIN4754 is to be submitted.

5. Thermal Oils

5.1 The thermal oil has to remain serviceable forat least 1 year at the specified thermal oil temperature.Its suitability for further use is to be verified atappropriate intervals, but at least once a year.

5.2 Thermal oil may only be used within thelimits set by the manufacturer. A safety margin ofabout 50 EC is to be maintained between the dischargetemperature and the maximum allowable filmtemperature specified by the manufacturer.

7-34 B Section 7 II - Thermal Oil Systems

5.3 Precautions are to be taken to protect thethermal oil from oxidation.

5.4 Copper and copper alloys are to be avoideddue to their catalytic effect on the thermal oil.

6. Manual operation

6.1 The facility is to be provided for manualoperation. At least the temperature limiters on the oilside and flow limiters shall remain operative even inmanual operation.

The heater heated by exhaust gas may be operatedwithout temperature and flow monitoring if thepermissible header temperature can be kept.


For details of requirements in respect of the manualoperation of the oil firing system, see Section 9.

B. Heaters

1. Acceptable materials

Heaters of thermal oil systems are to be fabricatedfrom the same materials as boilers as perSection 7 I, B.2.


The materials of the parts of the heaters which are incontact with the thermal oil are to be tested inaccordance with Section 7 I, B.3.

For coils with a maximum allowable working pressureup to 10 bar and an allowable operating temperature upto 300 EC Manufacturer Inspection Certificates 1) aresufficient.

3. Design

3.1 Heaters are to be designed thermo-dynamically and by construction that neither thesurfaces nor the thermal oil become excessively heatedat any point. The flow of the thermal oil must beensured by forced circulation.

3.2 The surfaces which come into contact withthe thermal oil are to be designed for the maximumallowable working pressure subject to a minimumgauge pressure of 10 bar.

3.3 Heaters heated by exhaust gas are to bedesigned that damages by resonances resulting fromoscillation of the exhaust gas column cannot occur.

3.4 The exhaust gas intake is to be arranged thatthe thermal oil cannot penetrate the engine or the

turbocharger in case of a leakage in the heaterrespectively the cleaning medium during heatercleaning.

3.5 Heaters heated by exhaust gas are to beprovided with manholes serving as inspectionopenings at the exhaust gas intake and outlet.

3.6 Oil fired heaters are to be provided withinspection openings for examination of the combustionchamber.

3.7 Sensors for the temperature measuring andmonitoring devices are to be introduced into thesystem through welded-in immersion pipes.

3.8 Heaters are to be fitted with means enablingthem to be completely drained.

3.9 For electrically heated heaters the Rules areto be applied analogously to oil fired heaters.

4. Equipment

The suitability of safety and monitoring devices (e.g.valves, limiters/alarms for temperature, flow andleakage monitoring) for marine use is to be proven bytype testing.

4.1 General

4.1.1 The equipment on the heaters has to besuitable for use at thermal oil heaters and on ships. Theproof of the suitability of the limiters (e.g. temperature,flow, pressure) is to be demonstrated by a typeapproval test according to the requirements of BKIRules listed in A.2.

4.1.2 The alarms and the activation of the limitershave to create optical and acoustic fault signal in theinstallation space of the heater respectively in theengine control room and another suitable location.

4.2 Safety valves

Each heater is to be equipped with at east one safetyvalve having a low-off capacity at least equal to theincrease in volume of the thermal oil at the maximumheating power. During blow-off the pressure shall notincrease above 10 % over the maximum allowableworking pressure.

4.3 Temperature, pressure and flow indicatingdevices

4.3.1 Pressure indicating devices are to be fitted atthe discharge and return line of both oil fired heatersand heaters heated by exhaust gas. The maximumallowable working pressure PB is to be shown on thescale by a red mark which is permanently fixed andwell visible. The indicating range has to include thetest pressure.

1) See BKI Rules for Materials, Volume V, Section 1.

Section 7 II - Thermal Oil Systems C 7-35

4.3.2 Temperature indicating devices are also to befitted in the flue gas or exhaust gas stream at theheater’s outlet.

4.3.3 The flow of the thermal oil is to be indicated.

4.4 Temperature control

4.4.1 For automatic control of the dischargetemperature, oil fired heaters are to be equipped withan automatic rapidly adjustable heat supply inaccordance with Section 9.

4.4.2 The discharge temperature of heaters heatedby exhaust gas is to be controlled by automaticregulation of the heat input or by recooling the thermaloil in a dumping cooler, but independendently from thecontrol of the engine output.

4.5 Temperature monitoring

4.5.1 If the allowable discharge temperature isexceeded, for oil fired heaters the heat supply is to beswitched off and interlocked by temperature limiters.

4.5.2 If the allowable discharge temperature isexceeded for heaters heated by exhaust gas an alarmshall be tripped.

4.5.3 The discharge temperature of parallel-connected heating surfaces in the heater is to bemonitored individually at the outlet of each heatingsurface.

With heaters heated by exhaust gas, individualmonitoring of heating surfaces connected in parallelmay be dispensed with if the maximum exhaust gastemperature is lower than the maximum allowable filmtemperature of the thermal oil.

4.5.4 If the specified maximum flue gastemperature of the oil fired heaters is exceeded, thefiring system is to be switched off and be interlocked.

4.5.5 Heaters heated by exhaust gases are to beequipped with a temperature switch which, when themaximum design exhaust gas temperature is exceeded,signals by means of an alarm that the heating surfacesare badly fouled.

4.6 Flow monitoring

4.6.1 Precautions are to be taken to ensure that themaximum allowable film temperature of the thermaloil is not exceeded.

4.6.2 A flow monitor swtiched as a limiter is to beprovided at the oil fired heater. If the flow rate fallsbelow a minimum value the firing system has to beswitched off and be interlocked.

4.6.3 Start up of the burner is to be prevented byinterlocks if the circulating pump is stationary.

4.6.4 A flow monitor is to be provided at heatersheated by exhaust gas. An alarm is to be triggered in

case the flow rate falls below the minimum value.

4.6.5 An alarm has to be created for the case that atan undercut of minimum flow through the heaterheated by exhaust gas (e.g. at standstill of thecirculating pump, closed shut-off valves) the enginedelivering the exhaust gas for heating of the heater isto be started.

4.7 Leakage monitoring

4.7.1 Oil fired heaters are to be equipped with aleakage detector which, when actuated, shuts downand interlocks the firing system. If the oil fired heateris in “stand-by” the starting of the burner has to beblocked if the leakage detector is actuated.

4.7.2 Heaters heated by exhaust gas are to beequipped with a leakage detector which, whenactuated, trips an alarm and a request shall be providedto reduce the power of engine, which delivers exhaustgas to the heater.

4.8 Shut-off devices

4.8.1 Heaters are to be fitted with shut-off devicesand, if necessary with by-pass valves, which can alsobe operated from a position outside the immediate areain which the heater is installed.

4.8.2 The heater has to be capable of being drainedand ventilated from the same position.

4.9 Fire detection and fire distinguishingsystem

4.9.1 The temperature switch for fire detection,required according to Section 12, C.4.3 is to beprovided additionally to the temperature switchaccording to 4.4.5 and shall be set to a temperature 50to 80 EC higher. If actuated alarm shall be given bygroup alarm.

4.9.2 Thermal oil heaters heated by exhaust gas areto be fitted with a permanent system for extinguishingand cooling in the event of fire, e.g. a pressure waterspraying system. For details see Section 12, Table 12.1and L.2.2.

C. Vessels


Vessels are to be fabricated from the materialsconforming to Section 8, B.3., in the pressure vesselclass appropriate to the thermal oil system.


The vessel materials are to be tested in accordancewith Section 8, B.4

7-36 C Section 7 II - Thermal Oil Systems

3. Design

3.1 All vessels, including those open to theatmosphere, are to be designed for a pressure of atleast 2 bar, unless provision has to be made for ahigher working pressure. Excepted from thisrequirement are tanks designed and dimensionedaccording to the Rules for Hull, Volume II, Section 12.

3.2 An expansion vessel is to be placed at thehigh point in the system. The space provided forexpansion must be such that the increase in the volumeof the thermal oil at the maximum thermal oiltemperature can be safely accommodated. Thefollowing are to be regarded as minimum requirements: 1,5 times the increase in volume for volumes up to1.000 litres, and 1,3 times the increase for volumesover 1.000 litres. The volume is the total quantity ofthermal oil contained in the equipment up to the lowestliquid level in the expansion vessel.

3.3 At the lowest point of the system a drainagetank is to be located, the capacity of which is sufficientto hold the volume of the largest isolatable systemsection.

3.4 A separate storage tank is to be provided tocompensate any losses. The stock of thermal oil is tobe at least 40% of the capacity of the system.Depending on the system design or the ship’sgeographical area of service, a smaller stock may beacceptable.

3.5 In exceptional cases, approval may be givenfor the drainage tank and the storage tank to becombined. Combined storage/drainage tanks are to bedimensioned that in addition to the stock of thermaloil, there is room for the contents of the largestisolatable system section.

4. Equipment of the expansion vessel

4.1 General

4.1.1 The equipment on the expansion vessel (e.g.level indicator) has to be suitable for use at thermal oilheaters on ships. The proof of suitability of the limiters(e.g. filling level) is to be demonstrated by a typeapproval test according to the requirements of BKIRules listed in A.2.

4.1.2 The alarms and the activation of the limitershave to create optical and acoustic fault signals in theinstallation space of the heater respectively in theengine control room and another suitable location.

4.2 Level indication device

4.2.1 The expansion vessel is to be equipped witha liquid gauge with a mark indicating the lowestallowable liquid level.

4.2.2 Level gauges made of glass or plastic are notallowed.

4.3 Low level limiter and alarm

4.3.1 A limit switch is to be fitted which shutsdown and interlocks the firing system and switches offthe circulating pumps if the liquid level falls below theallowable minimum.

4.3.2 Additionally an alarm for low liquid level isto be installed, e.g. by means of an adjustable levelswitch on the liquid level gauge which gives an earlywarning of a falling liquid level in the expansionvessel (e.g. in the event of leakage).

4.3.3 An alarm is also to be provided for themaximum liquid level.

4.4 Quick drainage valve and emergency shut-off valve

4.4.1 For rapid drainage in case of danger, a quickdrainage valve is to be fitted directly to the vessel withremote control from outside the space in which theequipment is installed.

4.4.2 Automatic means are to be provided to ensurea sufficient air supply to the expansion vessel when thequick drainage valve is operated.

4.4.3 Where the expansion vessel is installedoutside the engine room, the quick drainage valve maybe replaced by an emergency shut-off device (quickclosing valve).

4.4.4 The opening of the quick drainage valve orthe operation of the emergency shut-off device shallcause the automatic shutdown of the firing system andthe circulating pumps.

4.4.5 The dimensions of the drainage and ventingpipes are to be applied according to Table 7.18.

Table 7.18 Nominal diameter of drainageand venting pipes as well as ofexpansion and overflow pipesdepending on the performance ofthe heater.

Performanceof heater

[kW]

Expansionand overflow

pipesNominal

diameter DN

Drainage andventing pipes

Nominaldiameter DN

< 600 25 32

< 900 32 40

< 1.200 40 50

< 2.400 50 65

< 6.000 65 80

Section 7 II - Thermal Oil Systems D, E 7-37

4.5 Connection lines

4.5.1 A safety expansion line has to connect thesystem to the expansion vessel This shall be installedwith a continuous positive gradient and is to bedimensioned that a pressure rise of more than 10 %above the maximum allowable working pressure in thesystem is avoided.

4.5.2 The expansion vessel is to be provided withan overflow line leading to the drainage tank.

4.5.3 The quick drainage line may be routed jointlywith the overflow line to the drainage tank.

4.5.4 All parts of the system in which thermal oilcan expand due t the absorption of heat from outside isto be safeguarded against excessive pressure. Anythermal oil emitted is to be safely drained off.

4.5.5 The dimensions of the expansion andoverflow pipes are to be applied according to Table7.18.

4.6 Pre-pressurised system

4.6.1 Pre-pressurised systems are to be equippedwith an expansion vessel which contents are blanketedwith an inert gas. The inert gas supply to the expansionvessel has to be guaranteed.

4.6.2 The pressure in the expansion vessel is to beindicated and safeguarded against overpressure.

5. Equipment of the drainage and storagetank

For the equipment of the drainage and storage tank seeSection 11, Q.4.

D. Equipment Items


1.1 Materials for pipes, valves and pumps seeSection 11, B.

1.2 Grey cast iron is unacceptable for equipmentitems in the hot thermal oil circuit and for safetyvalves.


Pipe, valve and pump materials are tested inaccordance with Section 11, B.3.

3. Equipment

3.1 Pipes, valves and pumps are governed, inladdition to the following specifications, by theprovisions of Section 11, Q.

3.2 The outlets of the circulating pumps are to beequipped with pressure gauges.

3.3 It shall be possible to shut down thecirculating pumps by an emergency switch which canalso be operated from a position outside the room inwhich they are installed.

3.4 Devices for safe sampling are to be providedat a suitable location in the thermal oil circuit.

3.5 Means of venting are to be provided at thehighest point of the isolatable sections of the thermaloil system and drainage devices at the lowest points.

Venting and drainage via open funnels are to beavoided.

3.6 For fitting and draining pumps seeSection 11, Q.1.2

3.7 Electric equipment items are governed by theRules for Electrical Installations, Volume IV.

E. Marking

1. Heaters

The following information shall be stated on a durablemanufacturer’s nameplate permanently attache to theheater :

- manufacturer’s name and address

- serial number

- year of manufacture

- maximum allowable heating power

- maximum allowable working pressure

- maximum allowable discharge temperature

- minimum flow rate

- liquid capacity

2. Vessels

2.1 Vessels are to be fitted with nameplatesbearing the following information :

- manufacturer’s name and address

- serial number

- year of manufacture

- maximum allowable working pressure

- maximum allowable working temperature

- capacity

2.2 For vessels with an open connections to theatmosphere, the maximum allowable working pressureis to be shown on the nameplate as “0" or “Atm.”, eventhough a gauge pressure of 2 bar is taken as the designbasis in accordance with C.

7-38 F, G Section 7 II - Thermal Oil Systems

F. Fire Protection

The fire precautions are governed by the provisions ofSection 12.

G. Testing

1. Heaters

The thermal oil heaters are to be subjected to aconstructional check and a hydrostatic pressure test, at1,5 times the maximum allowable working pressure, at

the manufacturer’s works in the presence of the BKISurveyor.

2. Thermal oil system

After completion of installation on board, the systemincluding the associated monitoring equipment is to besubjected to pressure, tightness and functional tests inthe presence of the KI Surveyor.

Section 8 - Pressure Vessels and Heat Exchangers A, B 8-1

S e c t i o n 8

Pressure Vessels and Heat Exchangers

A. General

1. Scope

1.1 The following requirements apply to essentialpressure vessels (gauge or vacuum pressure). Theyalso apply to independent cargo containers if these aresubjected to internal or external pressure in service.

Gas cylinders are subject to the requirements in G.

1.2 These requirements do not apply to pressurevessels with

- a maximum allowable working pressure of upto 1 bar gauge and a total capacity, withoutdeducting the volume of internal fittings, ofnot more than 1.000 l.

- a maximum allowable working pressure of upto 0,5 bar gauge

- a capacity of < 0,5 l

1.3 Ship’s service pressure vessels manufacturedto recognized standards, e.g. pressure vessels for thewater supply system and calorifiers, are not subject tothese requirements with respect to their wallthicknesses or the materials used.

1.4 In the case of hydrophore tanks with amaximum allowable working pressure of up to 7 bargauge and a maximum working temperatures of100 EC an examination of the drawings can bedispensed with..

1.5 The pressure vessels and equipmentmentioned in 1.3 and 1.4 are demonstrated to the BKISurveyor for constructional check and for a hydrostaticpressure test in accordance with F.1. For the materialsManufacturer Test Reports1) are to be presented.

1.6 Hot water generators with outlet temperaturesabove 120 EC which are heated by solid, liquid orgaseous fuels, by exhaust gases or by electrical means,as well as to economizers heated by flue gas aresubject to Section 7 I.

Surface condensers are additionally subject toSection 3 I and 3 II

For charge air coolers, see Section 2.

Cargo containers and process pressure vessels for thetransport of liquefied gases in bulk are additionallysubject to Rules for Ships Carrying Liquefied Gases inBulk, Volume IX.

For reservoirs in hydraulic systems additionallySection 14, F. is to be applied.

For filters additionally Section 2, G.3. (diesel engines)as well as Section 11, G.7. (fuel oil systems), H.2.3(lubrication oil systems) and I.4. (seawater coolingsystems) are to be applied.


Drawings of pressure vessels and heat exchangerscontaining all the data necessary for their safetyassessment are to be submitted to BKI in triplicate 2).In particular, are to be specified :

- intended use, substance to be contained in thevessels

- maximum allowable working pressure andtemperatures, if necessary, secondary loads,volume of the individual pressure spaces

- design details of the pressurized parts

- materials to be used, welding details, heattreatment

B. Materials


1.1 The materials of parts subjected to pressureare to be suitable for the intended use. Materials forvessels related to pressure vessel classes I and IIaccording to Table 8.1, have to comply with the BKIRules for Materials, Volume V.

1.2 Parts such as gussets, girders, lugs, brackets,etc. welded directly to pressure vessel walls are to bemade of material compatible with the basic materialand of guaranteed weldability.

1) See Rules for Materials, Volume V, Principles and TestProcedures, Section 1

2) For ships flying Indonesian flag in quadruplicate, one of

which intended for the Indonesian Government

8-2 B Section 8 - Pressure Vessels and Heat Exchangers

Table 8.1 Pressure vessel classes

Operating medium Design pressure pc[bar]Design temperature t[EC]

Pressure vessel class I II III

Testing of Materials / Test Certificates see 4.1 See 4.2 See 4.3

Liquefied gases (propane, butane, etc),toxic and corrosive media

all --- ---

Refrigerants Group 2 Group 1

Steam,Compressed air,Gases

pc > 16or

t > 300

pc # 16

t # 300

pc # 7

t # 170

Thermal oilspc > 16

ort > 300

pc # 16

t # 300

pc # 7

t # 150

Liquid fuels, lubricating oils,flammable hydraulic fluids

pc > 16or

t > 150

pc # 16

t # 150

pc # 7

t # 60

Water,non-flammable hydraulic fluids

pc > 40or

t > 300

pc # 40

t # 300

pc # 16

t # 200

1.3 Welded structures of pressure vessel classesI and II according to Table 8.1 are also subject to theBKI Rules for Welding, Volume VI.

1.4 For corrosion protection, see C.7.

2. Pressure vessel classes

2.1 According to operating conditions, pressurevessels and heat exchangers are to be classed inaccordance with Table 8.1.

2.2 Pressure vessels filled partly with liquids andpartly with air or gases or which are blown out by airor gases are to be classified as pressure vesselscontaining air or gas.


The materials specified in Table 8.2 are to be used forthe classes stated in 2.

4. Testing of Materials

4.1 Tests according to The BKI Rules forMaterials, Volume V are prescribed for materialsbelonging to pressure vessel class I used for :

% all parts subject to pressure with theexception of small parts such as weldedpads, reinforcing discs, branch pieces andflanges of nominal diameter < DN 50 mm,together with forged or rolled steel valveheads for compressed air receivers.

% forged flanges for service temperatures> 300 EC and for service temperatures# 300 EC if the product of PB [bar] andDN [mm] is > 2.500 or the nominal

diameter is > DN 250. % bolts of metric size M 30 and above made of

steels with a tensile strength of more than500 N / mm2 and alloyed or heat-treatedsteel bolts of metric size M 16 and above.

% nuts of metric size M 30 and above made ofsteels with a tensile strength of more than600 N / mm2

% bodies of valves and fittings, see Section 11,B.

The results of the material tests are to be proven byBKI Material Certificate 1).

4.2 For pressure vessel class II parts subject tomandatory testing, proof of material quality may takethe form of Manufacturer Inspection Certificates 1)provided that the test results certified therein complywith the BKI Rules for Materials, Volume V.

Manufacturer Inspection Certificates may also berecognized for series-manufactured class I vesselcomponents made of unalloyed steels, e.g. hand- andmanhole covers, and for forged flanges and branchpipes where the product of PB [bar ] A DN [mm]< 2.500 and the nominal diameter DN < 250 mm forservice temperature < 300 EC.

4.3 For all parts which are not subject to testingof materials according to 4.1 and 4.2, alternativeproof of the characteristics of the material is to beprovided, e.g. by a Manufacturer Test Reports 1).

Section 8 - Pressure Vessels and Heat Exchangers B 8-3

Table 8.2 Approved materials

Materialsand

product form

Grades of materials in accordance with

the Rules for Materials, Volume V.

Pressure vessel class

I II III

Rol

led

and

forg

ed st

eel

Steel plate,shapes and bars

Plates for boilers and pressure vessels, Section 4, ELow-temperature steels, Section 4, FAustenitic stainless steels, Section 4, GSpecially killed steels (with testing of eachrolled plate), Section 4, C.

General structural steels,Section 4, C 1

---- Shipbuilding steels,Section 4, B.

Pipes

Seamless and welded ferritic steel pipes, Section 5, B. and CLow temperature steel pipes, Section 5, D. for design temperatures below-10ECAustenitic stainless steel pipes, Section 5, E.

Forgings

Forgings, Section 6, E.Low temperature steel forgings, Section 6, F. for design temperatures below- 10EC

---- Forgings for general plantengineering, Section 6, B.

Bolts and nuts

Bolts for general plant engineering to recognized standards, e.g. DIN 267 orISO 898High-temperature steels for design temperatures > 300ECLow-temperature steels for design temperatures below -10EC

C

astin

gs

Cast steel Steel casting for boilers, pressure vessels and pipelines, Section 7, D.

High-temperature steel casting for design temperature > 300E

Low temperature steel castings, Section 7, E. for design temperature below- 10EC

---- Steel casting for generalapplication

Nodular cast iron Nodular cast iron according to Section 8, B.Ferritic grades onlyStandard grades up to 300 ECSpecial grades up to 350 EC

Grey cast iron

-

At least grade GG 20,Section 8, C.Not permitted for vesselsin thermal oil systems

Non

-fer

rous

met

als Pipes and castings of

copper and copperalloys

Copper alloys according to Section 11, within following limits :

copper-nickel alloys up to 300 EChigh-temperature bronzes up to 260 ECothers up to 200 EC

Plate, pipes andcastings of aluminiumalloys

Aluminium alloys according to Section 10, within the following limits :

design temperature up to 200 EConly with the special agreement of BKI

1 Instead of unalloyed structural steel also hull structural steel according to Section 4, B may be applied

8-4 C, D Section 8 - Pressure Vessels and Heat Exchangers

C. Manufacturing Principles

1. Manufacturing processes

Manufacturing processes shall be suitable for thematerials.

Materials which grain structure has been adverselyaffected by hot or cold working are to undergo heattreatment in accordance with the Rules for Materials,Volume V, Section 1, A.

2. Welding

The execution of welding work, the approval ofwelding shops and the qualification testing of weldersare governed by the BKI Rules for Welding, VolumeVI, Section 14.

3. End plates

3.1 The flanges of dished ends may not beunduly hindered in their movement by any kind offixtures, e.g. fastening plates of stiffeners, etc.Supporting legs may only be attached to dished endswhich have been adequately dimensioned for thispurpose.

3.2 Where covers or ends are secured by hingedbolts, the latter are to be safeguarded against slippingoff.

4. Branch pipes

The wall thickness of branch pipes is to bedimensioned as to enable additional external stressesto be safely absorbed. The wall thickness of welded-in branch pipes shall be appropriate to the wallthickness of the part into which they are welded. Thewalls are to be effectively welded together.

Pipe connections in accordance with Section 11 are tobe provided for the attachment of piping.

5. Tube Plates

Tube holes are to be carefully drilled and deburred.Bearing in mind the tube-expansion procedure and thecombination of materials involved, the ligament widthmust be such as to ensure the proper execution of theexpansion process and the sufficient anchorage of thetubes. The expanded length should not be less than12 mm.

6. Compensation for expansion

The design of vessels and equipment has to takeaccount of possible thermal expansion, e.g. betweenthe shell and bundle of heating tubes.

7. Corrosion protection

Vessels and equipment exposed to acceleratedcorrosion owing to the medium which they contain(e.g. warm seawater) are to be protected in a suitablemanner.

8. Cleaning and inspection openings

8.1 Vessels and equipment are to be providedwith inspection and access openings which should be

as large as possible and conveniently located. For theminimum dimensions of these, see Section 7 I, C.9.

In order to provide access with auxiliary or protectivedevices, a manhole diameter of at least 600 mm isgenerally required. The diameter may be reduced to500 mm where the pipe socket height to be traverseddoes not exceed 250 mm.

Vessels over 2,0 m in length are to have inspectionopenings at each end at least or shall contain amanhole. Vessels with an inside diameter of morethan 800 mm are to be equipped at least with onemanhole.

8.2 Manhole openings are to be designed andarranged in such a way that the vessels are accessiblewithout undue difficulty. The edges of inspection andaccess openings are to be stiffened where they couldbe deformed by tightening the cover-retaining bolts orcrossbars.

Special inspection and access openings are notnecessary where internal inspection can be carried outby removing or dismantling parts.

8.3 Inspection openings may be dispensed withwhere experience has proved the unlikelihood ofcorrosion or deposits, e.g. in steam jackets.

Where vessels and equipment contain dangeroussubstances (e.g. liquefied or toxic gases), the coversof inspection and access openings shall be secured notby crossbars but by bolted flanges.

9. Marking

Each pressure vessel is to be provided with a plate orpermanent inscription indicating the manufacturer, theserial number, the year of manufacture, the capacity,the maximum allowable working pressure and in caseof service temperatures of more than 50 EC or lessthan -10 EC the service temperature of the pressurizedparts. On smaller items of equipment, an indication ofthe working pressures is sufficient.

D. Calculations

1. Principles

1.1 The parts subject to pressure of pressurevessels and equipment are to be designed, as far asthey are applicable, by applying the formulae forsteam boilers (Section 7 I, D.) and otherwise inaccordance with the general rules of engineeringpractice. The calculations parameters according to 1.2to 1.7 are to be used.

1.2 Design pressure pc

1.2.1 The design pressure PR is generally themaximum allowable working pressure (gauge) PB. Indetermining the maximum allowable workingpressure, due attention is to be given to hydrostaticpressures if these cause the loads on the walls to beincreased by 5 % or more.

1.2.2 In the case of feedwater preheaters locatedon the delivery side of the boiler feed pump, themaximum allowable working pressure PB is themaximum delivery pressure of the pump.

Section 8 - Pressure Vessels and Heat Exchangers D 8-5

1.2.3 For external pressures, the calculation is tobe based on a vacuum of 1 bar or on the externalpressure at which the vacuum safety valves are actu-ated. In the event of simultaneous positive pressureexternally and vacuum internally, or vice versa, thecalculation is to assume an external or, respectively,internal pressure increased by 1 bar.

1.2.4 In the case of cargo tanks for liquified gases,the design pressure is to be determined in accordancewith Rules for Ships Carrying Liquefied Gases inBulk, Volume IX. Vessels and equipment inrefrigerating installations are governed by Rules forRefrigerating Installations,Volume VIII, Section 1, C.


The dimensions of components are governed by theallowable stress σperm [N/mm2]. With the exception ofcargo containers and process pressure vesselsaccording to Rules for Ships Carrying LiquefiedGases in Bulk, Volume IX, the smallest valuedetermined from the following expressions is to beapplied in this case :

1.3.1 Rolled and forged steels

For design temperatures up to 350 EC

Rm,20E guaranteed minimum tensile strength[N/mm2] at room temperature (may bedispensed with in the case of recognizedfine-grained steels with ReH # 360 N/mm2)

ReH,20E guaranteed yield strength or minimum valueof the 0,2 % proof stress 3) at roomtemperature [ N/mm2]

ReH,t guaranteed yield strength or minimum valueof the 0,2 % proof stress 3) at designtemperatures above 50 EC [N/mm2]

For design temperatures above 350 EC

Rm, 100000, t mean value of the 100000 h fatiguestrength at design temperature t [N/mm2]

ReH, t guaranteed yield strength or minimumvalue of the 0,2 % proof stress 3) at designtemperatures above 50 EC [N/mm2]

1.3.2 Cast materials

a) Cast steel :

b) Nodular cast iron :

c) Grey cast iron :

1.3.3 Non-ferrous metals

a) Copper and copper wrought alloys :

b) Aluminium and aluminium wroughtalloys :

with non-ferrous metals supplied in varying degreesof hardness it shall be noted that heating, e.g. atsoldering or welding, can cause a reduction inmechanical strength. In these cases, calculations areto be based on the mechanical strength in the soft-annealed condition.


1.4.1 The design temperature to be applied isgenerally the maximum temperature of the medium tobe contained.

1.4.2 Where heating is done by firing, exhaustgas or electrical means, Section 7 I, Table 7.3 is to beapplied as appropriate. Where electrical heating isused, Table 7.3 applies only to directly heatedsurfaces.

1.4.3 With service temperatures below 20 EC, adesign temperature of at least 20 EC is to be used incalculations.

1.5 Weakening factor

For the weakening factors v for the calculation ofwalls or parts of walls, see Section 7 I, Table 7 I. 4.


The allowance for corrosion and wear is generallyc = 1 mm. It may be dispensed with in the case of3)1% proof stress in case of austenitic steel

8-6 E Section 8 - Pressure Vessels and Heat Exchangers

plate thicknesses of 30 mm or more, stainless steelsand other corrosion-resistant materials.

1.7 Minimum wall thicknesses

1.7.1 The wall thickness of the shells and endplates shall generally not be less than 3 mm.

1.7.2 Where the walls of vessels are made frompipes of corrosion resistant materials or for vesselsand equipment in class III a minimum wall thicknessof 2 mm can be allowed, provided that the walls arenot subjected to external forces.

1.8 Other methods applicable todimensional design

Where walls, or parts of walls, cannot be calculatedby applying the formulae given in Section 7 I or inaccordance with the general rules of engineeringpractice, other methods are to be used to demonstratethat the allowable stresses are not exceeded.

E. Equipment and Installation

1. Shut-off devices

Shut-off devices must be fitted in pressure lines asclose as possible to the pressure vessel. Where severalpressure vessels are grouped together, it is notnecessary that each vessel should be capable of beingshut-off individually and means need only beprovided for shutting off the group. In general, notmore than three vessels should be grouped together.Starting air receivers and other pressure vessels whichare opened in service must be capable of beingshut-off individually. Devices incorporated in piping,(e.g. water and oil separators) do not require shut-offd e v i c e s .

2. Pressure gauges

2.1 Each pressure vessel which can be shut-offand every group of vessels with a shut-off device is tobe equipped with a pressure gauge, also capable ofbeing shut-off. The measuring range and calibrationare to extend to the test pressure with a red mark toindicate the maximum allowable working pressure.

2.2 Equipment need only be fitted with pres-sure gauges when this is necessary for its operation.

3. Safety equipment

3.1 Each pressure vessel which can be shut-offor every group of vessels with a shut-off device is tobe equipped with a spring-loaded safety valve whichcannot be shut-off and which closes again reliablyafter blow-off.

Appliances for controlling pressure and temperatureare no substitute for relief valves.

3.2 Safety valves are to be designed and set insuch a way that the max. allowable working pressurecannot be exceeded by more than 10 %. Means shallbe provided to prevent the unauthorized alteration ofthe safety valve setting. Valve cones are to be capableof being lifted at all times.

3.3 Means of drainage which cannot beshut-off are to be provided at the lowest point on thedischarge side of safety valves for gases, steam andvapours. Facilities are to be provided for the safedisposal of hazardous gases, vapours or liquidsdischarging from safety valves. Heavy oil flowing outmust be drained off via an open funnel.

3.4 Steam-filled spaces are to be fitted with asafety valve if the steam pressure inside them is liableto exceed the maximum allowable working pressure.

3.5 Heated spaces which can be shut-off onboth the inlet and the outlet side are to be fitted witha safety valve which will prevent an inadmissiblepressure increase should the contents of the spaceundergo dangerous thermal expansion or the heatingelements fail. 3.6 Pressure water tanks are to be fitted with asafety valve on the water side. A safety valve on theair side may be dispensed with if the air pressuresupplied to the tank cannot exceed its maximumallowable working pressure.

3.7 Calorifiers are to be fitted with a safetyvalve at the cold water inlet.

3.8 Rupture discs are permitted only with theconsent of BKI in applications where their use isspecially justified. They must be designed that themaximum allowable working pressure PB cannot beexceeded by more than 10 %.

Rupture discs are to be provided with a guard to catchthe fragments of the rupture element and shall beprotected against damage from outside. Thefragments of the rupture element shall not be capableof reducing the necessary section of the dischargeaperture.

3.9 Pressure relief devices can be dispensedwith in the case of accumulators in pneumatic andhydraulic control and regulating systems providedthat the pressure which can be supplied to theseaccumulators cannot exceed the maximum allowableworking pressure and that the pressure-volumeproduct is PB[bar] A I[l] # 200.

3.10 Electrically heated equipment has to beequipped with a temperature limiter of special designbesides of a temperature controller.

3.11 The equipment on pressure vessels has tobe suitable for the use on ships. The limiters for e.g.pressure, temperature and flow are safety devices andhave to meet the requirements of Guidelines for thePerformance of Type Approvals.

4. Liquid level indicators and feedequipment for heated pressure vessels

4.1 Heated pressure vessels in which a fall ofthe liquid level can result in unacceptably hightemperatures in the vessel walls are to be fitted witha device for indicating the level of the liquid.

4.2 Pressure vessels with a fixed minimumliquid level are to be fitted with feed equipment ofadequate size.

Section 8 - Pressure Vessels and Heat Exchangers F, G 8-7

5. Sight glasses

Sight glasses in surfaces subject to pressure areallowed only if they are necessary for the operation ofthe plant and other means of observation cannot beprovided. They shall not be larger than necessary andshall preferably be round. Sight glasses are to beprotected against mechanical damage, e.g. by wiremesh. With combustible, explosive or poisonousmedia, sight glasses shall be fitted with closablecovers. 6. Draining and venting

6.1 Pressure vessels and equipment are to becapable of being depressurized and completelyemptied or drained. Particular attention is to be givento the adequate drainage facilites of compressed airvessels.

6.2 Suitable connections for the execution ofhydraulic pressure tests and a vent at the uppermostpoint are to be provided.

7. Installation

7.1 When installing and fastening pressurevessels onboard ship care is to be taken to ensure thatthe loads due to the contents and the structural weightof the vessel and to movements of the ship andvibrations cannot rise to any excessive stressincreases in the vessel’s surfaces. Walls in the regionof supports and brackets are as much as possible to befitted with reinforcing plates.

7.2 Pressure vessels and equipment are to beinstalled in such a way as to provide for practicableall-round visual inspection and to facilitate theexecution of periodic tests. Where necessary, laddersor steps are to be fitted inside vessels.

7.3 Wherever possible, horizontally fastenedcompressed air receivers shall be installed at an angleand parallel to the fore-and-aft line of the ship. Theangle shall be at least 10° (with the valve head at thetop.) Where vessels are installed athwartships, theangle shall be greater.

7.4 Where necessary, compressed air receiversare to be marked on the outside that they can beinstalled onboard ship in the position necessary forcomplete venting and drainage.

F. Tests

1. Pressure tests

1.1 After completion, pressure vessels and heatexchangers have to undergo constructional checksand a hydrostatic pressure tests. No permanentdeformation of the walls may result from these tests.

During the hydrostatic pressure test, the loadsspecified below shall not be exceeded:

for materials with a definite yield point

for materials without adefinite yield point

1.2 The test pressure PP for pressure vesselsand heat exchangers is generally 1,5 times themaximum allowable working pressure PB, subject toa minimum of PB + 1 bar respectively 1,5 times ofthe design pressure PR if this is higher than PB.

In the case of pressure vessels and equipment whichare only subjected to pressure below atmospheric , thetest pressure shall at least match the workingpressure. Alternatively a pressure test can be carriedout with a 2 bar pressure in excess of atmosphericpressure.

For the test pressures to be applied to steamcondensers, see Section 3 I.

1.3 All pressure vessels and equipment locatedin the fuel oil pressure lines of boiler firing equipmentare to be tested on the oil side with a test pressure of1,5 times the maximum allowable working pressurePB, subject to a minimum of 5 bar. On the steamside, the test is to be performed as specified in 1.2.

1.4 Pressure vessels in water supply systemswhich correspond to standard DIN 4810 are to betested at pressure of 5,2 bar, 7,8 bar or 13,0 bar asspecified in the standard.

1.5 Air coolers are to be tested on the waterside at 1,5 times the maximum allowable workingpressure PB, subject to a minimum of 4 bar.

1.6 Pressure tests with media other than watermay be agreed to in special cases.

2. Tightness tests

For vessels and equipment containing dangeroussubstances (e.g. liquefied gases), BKI reserve theright to call for a special test of gas tightness.

3. Testing after installation on board

Following installation onboard ship, a check is to becarried out on the fittings of vessels and equipmentand on the arrangement and setting of safetyappliances, and operating tests are to be performedwherever necessary.

G. Gas Cylinders

1. General

1.1 For the purposes of these requirements, gascylinders are bottles with a capacity of not more than150 l with an outside diameter of < 420 mm and alength of < 2.000 mm which are charged with gasesin special filling stations and are there after broughton board ship where the pressurized gases are used,see also Section 12.

8-8 G Section 8 - Pressure Vessels and Heat Exchangers

1.2 These Rules are not valid for gas cylinderswith

- a maximum allowable working pressure ofmaximum 0,5 bar, or

- a capacity < 0,5 l.

1.3 These Rules are only valid in a limitedrange for gas cylinders with

- a maximum allowable working pressure ofmaximum 200 bar and

- a capacity > 0,5 l and < 4 l

For these gas cylinders a drawing approval can bewaived. The tests according to 5.2 - 5.5 und themarking according to 6. Respectively a possiblerecognition according to 7. Are to be performed.

2. Approval procedure

2.1 Documentation

Drawings with definition of the planned from ofstamp are to be submitted in triplicate.

2.2 Materials

2.2.1 Details of the raw materials to be used(range of chemical analysis, name of manufacturer,scope of necessary characteristics and form of proof)are to be submitted.

2.2.2 Details of the scheduled heat treatment areto be submitted.

2.2.3 Details of the designated materialproperties (yield point, tensile strength, impactstrength, fracture strain) of the finished product are tobe submitted.

3. Manufacture

3.1 Gas cylinders are to be manufactured byestablished methods using suitable materials and haveto be designed that they are well capable to withstandthe expected loads.

The following variants are to be distinguished :

- seamless gas cylinders made of steel

- welded gas cylinders made of steel

All other variants are subject to special approval byBKI Head Office.

3.2 The manufacturing process for seamlessgas cylinders is to be approved by BKI.

3.3 Gas cylinders with the basic body made bywelding are for the aforementioned requirementssubject of Section 8.

4. Calculation

4.1 Term used

pc [bar] design pressure (specified testpressure)


c [mm] corrosion allowance = 1mm, if required

Da [mm] outside diameter of gascylinder

ReH [N/mm2] guaranteed upper yield point

Rp0,2 [N/mm2] guaranteed 0,2 % proof stress

Rm [N/mm2] guaranteed minimum tensilestrength

Re [N/mm2] yield point needed ascomparative value for thedetermination of R

either Re = ReH

or Re = Rp0,2

R [N/mm2] in each case the smaller of thefollowing two values:

1) Re

2) - 0,75 Rm for normalizedor normalized andtempered cylinders

- 0,90 Rm for quenchedand tempered cylinders

[N/mm2] allowable stress = σperm

β [-] design coefficient for dishedends [-] (see Section 7 I, D.4.)

v [-] weakening factor [-] (see Section 7 I ,D.2)

4.2 Test pressure

The specified test pressure for CO2 bottles with afilling factor of 0,66 kg/l is 250 bar gauge. For othergases, the test pressure may be agreed with BKI. Ifnot agreed otherwise the test pressure is to be at least1,5 times the maximum allowable working pressurepe,perm.

4.3 Cylindrical surfaces

4.4 Spherical ends

4.5 Ends dished to outside

Section 8 - Pressure Vessels and Heat Exchangers G 8-9

4.6 Ends dished to inside

The conditions applicable to dished ends are shown inthe Figure 8.1.

4.7 Alternative calculation

Alternatively a calculation according to EN 1964-1 orISO 9809-1 may be performed, provided that theresult are at least equivalent.

5. Testing of gas cylinders

5.1 Approval procedure

BKI may approve according to the followingprocedures:

5.1.1 Single test in lots

After approval of the documentation by BKI HeadOffice, the required tests accoding to 5.3 to 5.5 are tobe performed.

The facilitations according to 5.5.3 are not to beapplied.

5.1.2 Type approval and single test in lots

After approval of the documentation by BKI HeadOffice, the first production series serves to test thespecimens according to 5.3 to 5.5. Afterwards foreach production lot the required tests according to 5.3to 5.5 are to be performed.

The facilitations according to 5.5.3 may apply.

5.1.3 Type approval and test arrangement

After approval of the documentation by BKI HeadOffice, the manufacturer may make specialarrangements with BKI concerning the tests forapproval.

5.2 Sampling

5.2.1 Normalized cylinders

Two sample cylinders from each 400 originating fromeach melt and each heat treatment are to be taken.

5.2.2 Quenched and tempered cylinders

Two sample cylinders from each 200 originating fromeach melt and each heat treatment are to be taken.

5.3 Testing on all gas cylinders

5.3.1 For all gas cylinders submitted for testing ahydrostatic pressure test with a test pressureaccording to 4.2 is to be performed.

5.3.2 All gas cylinders submitted for testing aresubjected to a final visual inspection. The gascylinders have to meet the requirements defined in thedocumentation for approval.

As far as an inspection by BKI is to be provided, acheck of the weight and volumetric capacity as wellas of the stamped marking is to be performed for10 % of the gas cylinders by the BKI Surveyor.

5.3.3 The manufacturer has to establish thevolumetric capacity and weight of each cylinder.

5.3.4 Cylinders which have been quenched andtempered are to be subjected by the manufacturer to100% hardness testing. As far as not otherwiseagreed, the hardness values evaluated for one test lotaccording to 5.2 shall not be differing by more than55 HB.

5.4 Testing on the first sample cylinder

5.4.1 From the first sample cylinder according to5.2 one longitudinal tensile test specimen, threetransverse bending test specimens and a set of ISO V-type notched bar impact test specimens are to betaken in longitudinal or transverse direction. Thenotched bar impact test specimens are to be tested at-20 °C. The average impact work shall be at least35 J.

5.4.2 The cylindrical wall thickness of the firstsample cylinder is to be measured in transverse planesat three levels (neck, middle and base) and the endplate is to be sawn through and the thicknessmeasured.

5.4.3 At the first sample cylinder examination ofthe inner surface of the neck and bottom portions todetect possible manufacturing defects.

5.5 Testing on the second sample cylinder

5.5.1 The second sample cylinder is subjected to abursting test according to 5.5.2.

5.5.2 Bursting Test

5.5.2.1 Test bottles intended to be subjected to abursting test are to be clearly identified as to the lotfrom which they have been taken.

5.5.2.2 The required bursting pressure has to be atleast 1,8 times the test pressure pp.

5.5.2.3 The hydrostatic bursting test is to be carriedout in two subsequent stages, by means of a testingdevice enabling the pressure to be continuouslyincreased up to bursting of the cylinder and thepressure curve to be recorded as a function of time.The test is to be carried out a room temperature.

5.5.2.4 During the first stage, the pressure has toincrease continuously up to the value at which plasticdeformation starts; the pressure increase shall notexceed 5 bar/sec.

Fig. 8.1 Ends dished to inside

8-10 G Section 8 - Pressure Vessels and Heat Exchangers

Once the point of plastic deformation has beenreached (second stage), the pump capacity shall notexceed double the capacity of the first stage; it hasthen to be kept constant until bursting of the cylinder.

5.5.2.5 The appearance of the fracture has to beevaluated. It shall not be brittle and no breakingpieces are to be detached.

5.5.3 For lots of less than 400 pieces of normalizedcylinders respectively for lots of less than 200quenched and tempered cylinders the burstingpressure is waived for every second lot.

5.6 Presence of the BKI Surveyor

As far as not agreed otherwise (see 5.1.3) thepresence of the BKI Surveyor is required for the testaccording to 5.3.1, 5.3.2, 5.4 and 5.5.2.

6. Marking

Each gas cylinder is to be marked with the following:

- name or trade name of the manufacturer

- serial number

- type of gas

- design strength value [N/mm2]

- capacity [l]

- test pressure [bar]

- empty weight [kg]

- date of test

- test stamp

7. Recognition of equivalent tests

7.1 Recognition for single tests in lots

7.1.1 If the approval of the documents respectivelythe type approval of an institution recognized by BKIis submitted, already manufactured gas cylinderschecked by single test in lots may be recognized byBKI.

7.1.2 Herewith the complete documentationincluding manufacturing records is to be madeavailable to BKI Head Office and has to be evaluatedwith positive results.

7.1.3 The gas cylinders are to be subjected to anexternal check and a survey for conformity with thedocumentation.

7.2 Recognition for tests with ownresponsibility

For gas cylinders which have been manufacturedunder the manufacturer’s own responsibility on thebasis of an approval by an institution outside BKI, anapproval procedure according to 5.1.1 has to beperformed.

Section 9 - Oil Burners and Oil Firing Equipment 9-1

S e c t i o n 9

Oil Burners and Oil Firing Equipment

A. General

1. Scope

1.1 The oil burners and oil firing equipment ofmain steam boilers, auxiliary steam boilers, thermal oilheaters, warm water and hot water generators as wellas inert gas generators according to Section 15, D.6.,in the following referred to as heat generators, aresubject to the subsequent Rules.

1.2 For oil burners of other heating applianceswhich are not important for the operation of themachinery, but which are located in the engine room orin spaces containing equipment essential for theoperation of the machinery, the subsequent Rules areto be applied analogously.

1.3 Where oil burners are to be used additionallyfor burning waste oil and oil sludge, the necessarymeasures are to be agreed with the Head Office of BKIin each single case.

2. Applicable Rules

The following BKI Rules and Guidelines are to beapplied analogously :

Section 7 I for steam boilers and hot watergenerators

Section 7 II for thermal oil systems

Section 8 for warm water generators

Section 11 A to D,Q and R.

for pumps, pipelines, valve andfittings

Section 12 for fire detection and fire extin-guishing equipment

Volume IV for electrical installations

Volume VII for automated machinery plants(OT)

Guidelines for thePerformance ofType Approvals

for type approved components

3. Approved burners

3.1 Oil burner for the installation on heatgenerators have to fulfill the following requirements.For these burners the following documents are to be

forwarded in triplicate to BKI for approval :

- General drawings of the oil burner

- Piping and equipment diagram of the burnerincluding part list

- Description of function

- Electrical diagrams

- List of equipment regarding electrical controland safety

3.2 For oil burners, which comply with therequirements according to EN 267 or to a standardrecognized as equivalent by BKI and have beencertified by a third party the scope of the drawingapproval is to be agreed with the Head Office of BKIin each individual case. However safety relatedcomponents have to be suitable for shipboardinstallation.

B. Requirements regarding Oil FiringEquipment

1. General

1.1 Heat generators without constant and directsupervision are to be operated with automatic firingsystems.

1.2 Adequate purging by means of a fan has to beensured prior to each ignition effected by the controls.In general, a purging period of at least 15 seconds maybe deemed sufficient. Where the flue gas ducting isunfavourable, the purging time is to be extendedaccordingly.

1.3 Oil firing equipment with electricallyoperated components is also to be capable of beingshutdown by emergency switches located at theoperating panel and from a position outside the spacein which the equipment is installed. In analogousmanner, means are to be provided for a remote shutdown of steam-operated fuel oil service pumps.

1.4 Heat generators according to A.1.1 are to beprovided for manual operation, enabling the safeoperation of oil burners in case of electricalmalfunction of the burner control box or the controlequipment of the heat generator. Flame monitoringshall remain operative even in manual operation.

Administrator

Typewritten Text

A, B

9-2 Section 9 - Oil burners and oil firing equipment


1.6 Safety devices may only be set out offunction (e.g. bridged) by means of a key-operatedswitch. The operating of the key-operated switch is tobe indicated.

2. Adjustment of the heat generators andburner arrangements

2.1 Oil burners are to be designed, fitted andadjusted in such a manner as to prevent the flame fromcausing damage to the boiler surfaces or tubes whichborder the combustion space. Boiler parts which mightotherwise suffer damage are to be protected byrefractory lining.

The firing system shall be arranged as to prevent theflame from blowing back into the boiler or engineroom and to allow unburned fuel to be safely drained.

2.2 Observation openings are to be provided atsuitable points on the heat generator or burner throughwhich the ignition flame, the main flame and the liningcan be observed.

2.3 Fuel leaking from potential leak points is tobe safely collected in oiltight trays and drained away(see also Section 12, B.6.1)/

3. Simultaneous operation of oil firingequipment and internal combustionmachinery

The operation of oil firing equipment in spacescontaining other plants with high air consumption, e.g.internal combustion engines or air compressors, is notto be impaired by variations in the air pressure.

4. Preheating of fuel oil

4.1 Fuel oil preheating equipment has to enablethe steam boilers to be started up with the facilitiesavailable on board.

4.2 Where only steam-operated preheaters arepresent, fuel which does not require preheating has tobe available to start up the boilers.

4.3 Any controllable heat source may be used topreheat the fuel oil. Preheating with open flame is notpermitted.

4.4 Fuel oil circulating lines are to be provided toenable the preheating of the fuel oil prior to the start-up of the boilers.

When a change is made from heavy to light oil, thelight oil shall not be passed through the heater or beexcessively heated (alarm system).

4.5 The preheating temperature is to be selectedso as to avoid excessive foaming, the formation ofvapour or gas and also the formation of deposits on theheating surface.

Where fuel oil is preheated in tanks at atmosphericpressure, the requirements in Section 10, B.5. are to becomplied with.

The design and construction of pressurized fuel oilheaters are subject to the requirements in Section 8.

4.6 Temperature or viscosity control shall bedone automatically. For monitoring purposes, athermometer or viscosimeter is to be fitted to the fueloil pressure line in front of the burners.

4.7 Should the oil temperature or viscositydeviate above or below the permitted limits, an alarmsystem has to signal this fact to the boiler operatingplatform.

5. Pumps, pipelines, valves and fittings

5.1 For pumps, pipelines, valves and fittings seeSection 11, G.9.

5.2 By means of a hand-operated quick-closingdevice mounted at the fuel oil manifold, it shall bepossible to isolate the fuel supply to the burners fromthe pressurized fuel lines. Depending on design andmethod of operation, a quick-closing device may alsobe required directly in front of each burner.

6. Approved fuels

See Section 1, D.12.

C. Requirements to Oil Burners

1. Safety equipment

1.1 The correct sequence of safety functionswhen the burner is started up or shut down is to beensured by means of a burner control box.

1.2 Two automatic quick-closing devices have tobe provided at the fuel oil supply line to the burner.

For the fuel oil supply line to the ignition burner oneautomatic quick-closing device will be sufficient, if thefuel oil pump is switched off after ignition of theburner.

1.3 In an emergency it shall be possible to closeautomatic quick-closing devices from the boilercontrol platform and - where applicable - from theengine control room.

1.4 The automatic quick-closing devices shall notrelease the oil supply to the burner during start up andhave to interrupt the oil supply during operation(automatic restart possible) if one of the followingfaults occur :

a) - failure of the required pressure of the atomizing medium (steam and compressed air atomizers)

Administrator

Typewritten Text

C

Section 9 - Oil Burners and Oil Firing Equipment 9-3

- failure of the oil pressure needed for atomization (pressure atomizers)1)

- insufficient rotary speed of spinning cup or primary air pressure too low (rotary atomizers)

b) failure of combustion air supply 1)

c) failure of control power supply

d) failure of induced-draught fan or insufficientopening of exhaust gas register

e) burner not in operating position

1.5 The fuel oil supply has to be interrupted byclosing the automatic quick-closing devices andinterlocked by means of the burner control box if

- the flame does not develop within the safetyperiod following start-up (see 1.7)

- the flame is extinguished during operationand attempt to restart the burner within thesafety period is unsuccessful (see 1.7) or

- limit switches are actuated.

1.6 The return line of burners with return lineshave also to be provided with an automatic quickclosing device. The device in the return line may bedispensed with if the return line is not under pressureand no oil is able to flow back when the burner is shutdown.

1.7 Every burners is to be equipped with a safetydevice for flame monitoring. This appliance has tocomply with the following safety periods 2) on burnerstart-up or when the flame is extinguished inoperation :

- on start-up 5 seconds

- in operation 1 second

where this is justified, longer safety periods may bepermitted for burners with an oil throughput of up to30 kg/h. Measures are to be taken to ensure that safetyperiod for the main flame is not prolonged by theaction of the igniters (e.g. ignition burners).

1.8 The safety and monitoring devices (e.g.burner control box, flame monitoring device,automatic quick-closing devices and limiters) have to

be type approved and suitable for shipboardinstallation. See BKI Rules according to A.2.

1.9 The tripping of the safety and monitoringdevices has to be indicated by visual and audiblealarms at the control panel of the heat generator,engine control room and another appropriate site.

1.10 The electrical interlocking of the firingsystem following tripping by the safety and monitoringdevices is only to be cancelled out at the firing systemcontrol panel.

2. Design and construction of burners

2.1 The type and design of the burner and itsatomizing and air turbulence equipment shall ensurevirtually complete combustion.

2.2 Oil burners are to be so designed andconstructed that personnel cannot be endagered bymoving parts. This applies particularly to blowerintake openings. The latter are also to be protected toprevent the entry of drip water.

2.3 Burners, which can be retracted or pivotedout of position, are to be automatically interlocked thatthey cannot be operated, when they are retracted orpivoted. A catch is to be provided to hold the burner inthe swung out position.

2.4 Steam atomizers have to be fitted withappliances to prevent fuel oil entering the steamsystem.

2.5 Where an installation comprises severalburners supplied with combustion air by a commonfan, each burner is to be fitted with a shut-off device(e.g. a flap). Means are to be provided for retaining theshut-off device in position shall be indicated.

2.6 Every burner is to be equipped with anigniter. The ignition is to be initiated immediately afterpurging. In the case of low-capacity burners ofmonoblock type (permanently coupled oil pump andfan) ignition may begin with start-up of the burnerunless the latter is located in the roof of the chamber.

2.7 Where burner are blown through aftershutdown, provision is to be made for the safe ignitionof the residual oil ejected.

3. Purging of combustion chamber and dlues,exhaust gas ducting

3.1 The combustion chamber and flues are to veadequately purged with air prior burner start up. Awarning sign is to be mounted to this effect.

3.2 A threefold renewal of the total air volume ofthe combustion chamber and the flue gas ducts up tothe funnel inlet is considered sufficient. Normallypurging shall be performed with the total flow ofcombustion air for at least 15 seconds. It shall,however, in any case be performed with at least 50 %

1) Where there are no oil or air supply monitoring devicesor spring-loaded fast closing devices in the pump, theabove requirements are considered to have been met ifthere is a motor fan-pump assembly in the case of asingle shaft motor output or a fan-motor-oil pumpassembly in the case of a double ended shaft motoroutput. In the latter case, there shall be a positivecoupling between the motor and the fan.

2) The safety period is the maximum permitted time duringwhich fuel oil may be supplied to the combustion spacein the absence of a flame.

Administrator

Typewritten Text

C

9-4 Section 9 - Oil burners and oil firing equipment

of the volume of combustion air needed for themaximum heating power of the firing system.

3.3 Bends and dead corners in the exhaust gasduct are to be avoided.

Dampers in uptakes and funnels should be avoided.Any damper which may be fitted is to be so installedthat no oil supply is possible when the cross-section ofthe purge lines is reduced below a certain minimumvalue. The position of the damper has to be indicatedat the boiler control platform.

3.4 Where dampers or similar devices are fittedin the air supply duct, care has to be taken to ensurethat air for purging the combustion chamber is alwaysavailable unless the oil supply is necessarilyinterrupted.

3.5 where an induced-draught fan is fitted, aninterlocking system shall prevent start-up of the firingequipment before the fan has started. A correspondinginterlocking system is also to be provided for any flapswhich may be fitted to the funnel opening

4. Electrical equipment

Electrical equipment and its degree of protection haveto comply with the Rules for Electrical Installations,Volume IV.

High voltage igniters have to be sufficiently safeagaints unauthorized operation.

D. Testing

1. Test at the manufacturer’s shop

For burners for heat generators the followingexaminations have to be performed at themanufacturer’s shop and are to be proven by a BKIapproval Certificate :

- visual inspection and completeness check

- pressure test of the oil preheater, if available

- pressure test of the burner

- isolation test

- high voltage test

- functional test of the safety related equipment

2. Tests on board

2.1 After installation a pressure and tightness testof the fuel system including fittings has to beperformed, see Section 11, B.4.

2.2 The system including the switchboardinstalled at the heat generator on board the vessel hasto be function tested as follows, especially the requiredpurging time has to be identified and manual operationhas to be demonstrated.

- completeness check for the requiredcomponents of the equipment

- functional test of all safety relevantequipment

- functional test of the burner control box

- identification of maximum and minimumburner power

- identification of flame stability on start-up, atmaximum and at minimum burner powerunder consideration of combustion chamberpressure. Unspecified pressure changes arenot permitted.

- proof regarding required purging of flues andsafety times

- proof regarding combustion properties likeCO2-, possibly O2-, CO-volumetric contentand soot number at minimum, means andmaximum power, in case of statutoryrequirements

The correct combustion at all settings as well asfunction of safety equipment has to be verified. A BKIapproval Certificate regarding examination at themanufacturer’s shop is to be presented to BKI duringfunctional testing.

2.3 Burners according to A.1.2 do not require anexamination at manufacturer’s shop.

Those are to be functional tested, with special regardto the safety related equipment, on board the vessel inpresence of the BKI Surveyor.

Administrator

Typewritten Text

Administrator

Typewritten Text

Administrator

Typewritten Text

Administrator

Typewritten Text

D

Section 10 - Storage of Liquid Fuels, Lubricating, Hydraulic and Thermal Oilsas well as Oily Residues A, B 10-1

S e c t i o n 10

Storage of Liquid Fuels, Lubricating, Hydraulic and Thermal Oils

as well as Oily Residues

A. General

1. Scope

The following requirements apply to the storage ofliquid fuels, lubricating, hydraulic and thermal oils aswell as to oily residues.

2. Definitions

Service tanks are settling tanks and daily service tankswhich supply consumers directly.

Changeable tanks are tanks which may be usedalternatively for liquid fuels or ballast water.Changeable tanks are to be treated as fuel tanks.

3. Tank Plan

A tank plan is to be submitted for approval intriplicate. Particulars regarding arrangement, mediumand volume of the tanks are to be included.

B. Storage of Liquid Fuels

1. General safety precautions for liquid fuels

Tanks and pipes are to be so located and equipped thatfuel may not spread either inside the ship or on deckand may not be ignited by hot surfaces or electricalequipment. The tanks are to be fitted with air andoverflow pipes as safeguards against overpressure, seeSection 11, R.

2. Distribution, location and capacity of fueltanks

2.1 Distribution of fuel tanks

2.1.1 The fuel supply is to be stored in severaltanks so that, even in the event of damage of one of thetanks, the fuel supply will not be lost entirely.

On passenger ships and on cargo ships of 400 GT andover, no fuel tanks or tanks for the carriage offlammable liquids may be arranged forward of thecollision bulkhead.

2.1.2 Provision is to be made to ensure that internal

combustion engines and boiler plants operating onheavy fuel can be operated temporarily on fuel whichdoes not need to be preheated. Appropriate tanks are tobe provided for this purpose. This requirement doesnot apply where cooling water of the main or auxiliaryengines is used for preheating of heavy fuel tanks.Other arrangements are subject to the approval of BKI.

2.1.3 Fuel tanks are to be separated by cofferdamsfrom tanks containing lubricating, hydraulic, thermalor edible oil as well as from tanks containing boilerfeedwater, condensate or drinking water. This does notapply to used lubricating oil which will not be used onboard anymore.

2.1.4 On small ships the arrangement of cofferdamsaccording to 2.1.3 may, with the approval of BKI, bedispensed with, provided that the common boundariesbetween the tanks are arranged in accordance withRules for Hull, Volume II, Section 12.A.5.2.

2.1.5 Fuel oil tanks adjacent to lubricating oilcirculating tanks are not permitted.

2.2 Arrangements of fuel tanks

2.2.1 Fuel tanks may be located above engines,boilers, turbines and other equipment with a highsurface temperature (above 220 EC) only if adequatespill trays are provided below such tanks and they areprotected against heat radiation. Surface temperatureof the elements without insulation and lagging shall beconsidered.

2.2.2 Fuel tanks shall be an integral part of theship's structure. If this is not practicable, the tanksshall be located adjacent to an engine room bulkheadand the tank top of the double bottom. Thearrangement of free standing fuel tanks inside enginerooms is to be avoided. Tank arrangements which donot conform to the preceding rules require the approvalof BKI.

2.2.3 Tanks adjacent to refrigerated cargo holds aresubject to the Rules for Refrigerating Installations,Volume VIII, Section 1, M.

2.2.4 An independent fuel supply is to be providedfor the prime movers of the emergency source ofelectrical power :

S On cargo ships, the fuel capacity is to besufficient for at least 18 hours. This applies in

Section 10 - Storage of Liquid Fuels, Lubricating, Hydraulic and Thermal Oils 10-2 B as well as Oily Residues

analogous manner to the engines drivingemergency fire pumps.

S On passenger ships, the fuel capacity is to besufficient for at least 36 hours. A reductionmay be approved for passenger shipsemployed in short voyages only (in territorialwaters), but the capacity is to be sufficient forat least 12 hours.

On passenger ships, the fuel tank is to be locatedabove the bulkhead deck, and on cargo ships above theuppermost continuous deck, and in both cases outsidethe engine and boiler rooms and aft of the collisionbulkhead.

By the arrangement and/or heating of the fuel tank, theemergency diesel equipment is to be kept in a state ofreadiness even when the outside temperature is low.

2.2.5 Fuel oil service tanks provided for emergencydiesel generators which are approved for operation inport for the main power supply shall be so designedthat the capacity required under 2.2.4 is available atany time. An appropriate low level alarm is to beprovided, see Rules for Electrical Installations, Section3, D.2.6.

2.2.6 Number and capacity of fuel oil service tanks,see Section 11, G.10.

3. Fuel tank fittings and mountings

3.1 For filling and suction lines see Section 11,G.; for air, overflow and sounding pipes, see Section11, R.

3.2 Service tanks are to be so arranged that waterand residues can deposit despite of ship movement.

Fuel tanks located above the double bottom are to befitted with water drains with self-closing shut-offvalves.

3.3 Tank gauges

3.3.1 The following tank gauges are permitted:

S sounding pipes

S oil-level indicating devices (type approved)

S oil-level gauges with flat glasses andself-closing shut off valves at the connectionsto the tank and protected against externaldamage

3.3.2 For fuel storage tanks the provision ofsounding pipes is sufficient. The sounding pipes maybe dispensed with, if the tanks are fitted with oil levelindicating devices which have been type approved byBKI.

3.3.3 Fuel oil settling and daily service tanks are tobe fitted with oil-level indicating devices or oil-levelgauges according to 3.3.1.

3.3.4 Sight glasses and oil gauges fitted directly onthe side of the tank and cylindrical glass oil gauges arenot permitted.

3.3.5 Sounding pipes of fuel tanks may notterminate in accommodation or passenger spaces, norshall they terminate in spaces where the risk of ignitionof spillage from the sounding pipes consists.

3.3.6 On passenger ships, sounding pipes and oillevel indicating devices are permitted only where theydo not require penetration below the tank top andwhere their failure or over-filling of the tanks cannotresult in the release of fuel.

3.3.7 Sounding pipes should terminate outsidemachinery spaces. Where this is not possible, thefollowing requirements are to be met:

S oil-level gauges are to be provided inaddition to the sounding pipes,

S sounding pipes are to be located in a safedistance from ignition hazards or they are tobe effectively screened to prevent thatspillage through the sounding pipes maycome into contact with a source of ignition,

S the sounding pipes are to be fitted withself-closing shut-off devices and self-closingtest cooks.

4. Fastening of appliances and fittings on fueltanks

4.1 Appliances, mountings and fittings notforming part of the fuel tank equipment may be fittedto tank walls only by means of intermediate supports.To free-standing tanks only components forming partof the tank equipment may be fitted.

4.2 Valves and pipe connections are to beattached to doubler flanges welded to the tank wall.Holes for attachment bolts are not to be drilled in thetank wall. Instead of doubler flanges, thick walled pipestubs with flange connections may be welded into thetank walls.

5. Tank heating system

5.1 Tanks are to be provided with a system forwarming up viscous fuels. It has to be possible tocontrol the heating of each individual tank. Heatingcoils are to be appropriately subdivided or arranged ingroups with their own shut-off valves. Wherenecessary, suction pipes are to be provided with traceheating arrangement.

5.2 Fuel oil in storage tanks is not to be heated totemperatures within 10 °C below the flash point of thefuel oil.

In service tanks, settling tanks and any other tanks ofsupply systems fuel oil may be heated to higher

Section 10 - Storage of Liquid Fuels, Lubricating, Hydraulic and Thermal Oilsas well as Oily Residues C, D 10-3

temperatures if the following arrangements are to beprovided:

S The length of the vent pipes from such tanksand/or cooling device is sufficient for coolingthe vapours to below 60 °C, or the outlet ofthe vent pipes is located 3 m away fromsources of ignition,

S Air pipe heads are fitted with flame screens,

S There are no openings from the vapour spaceof the fuel tanks into machinery spaces,bolted manholes are acceptable,

S Enclosed spaces are not to be located directlyabove such fuel tanks, except for ventedcofferdams,

S Electrical equipment fitted in the vapourspace has to be of certified type to beintrinsically safe.

5.3 For ships with ice class the tank heating is tobe so designed that the fuel oil remains capable ofbeing pumped under all ambient conditions. 5.4 At tank outlets, heating coils are to be fittedwith means of closing. Steam heating coils are to beprovided with means for testing the condensate for oilbetween tank outlet and closing device. Heating coilconnections in tanks normally are to be welded. Theprovision of detachable connections is permitted onlyin exceptional cases.

Inside tanks, heating coils are to be supported in sucha way that they are not subjected to impermissiblestresses due to vibration, particularly at their points ofclamping.

5.5 Tanks for fuel which requires preheating areto be fitted with thermometers and, where necessary,with thermal insulation.

5.6 For the materials, wall thickness and pressuretesting of heating coils, see Section 11.

6. Hydraulic pressure tests

Fuel tanks are to be tested for tightness in accordancewith the Rules for Hull, Volume II.

7. Fuels with a flash point of # 60 EC

For the storage of liquid fuels with a flash point of #60 EC, see Section 1, D.12.

C. Storage of Lubricating and Hydraulic Oils

1. Tank arrangement

For the arrangement of the tanks, B.2.2.1 andanalogously Rules for Hull, Volume II, Section 8,

B.5.1. are to be applied.

2. Tank fittings and mountings

2.1 For filling and suction lines of lubricating oiland hydraulic oil tanks, see Section 11, H.2.2

2.2 For tank sounding devices for oil tanks, seeB.3.3.1, B.3.3.4 and B.3.3.6.

2.3 For the fastening of appliances and fittings onthe tanks, B.4 is to be applied analogously.

2.4 For tank heating systems the requirements ofB.5.4 are to be observed.

3. Capacity and construction of tanks

3.1 Lubricating oil circulation tanks are to besufficiently dimensioned to ensure that the dwell timeis long enough for settling out of air bubbles, residuesetc. With a maximum permissible filling level of about85 %, the tanks are to be large enough to hold at leastthe lubricating oil contained in the entire circulationsystem including the contents of gravity tanks.

3.2 Measures, such as the provision of baffles orlimber holes consistent with structural strengthrequirements, particularly relating to the machinerybed plate, are to be provided to ensure that the entirecontents of the tank remains in circulation. Limberholes are to be located as near to the bottom of the tankas possible. Suction pipe connections are to be placedas far as practicable away from the oil drain pipe sothat neither air nor sludge may be sucked inirrespective of the heeling angle of the ship likely to beencountered during service.

3.3 Lubricating oil circulating tanks are to beequipped with sufficiently dimensioned vents.

D. Storage of Thermal Oils

1. Arrangements of tanks

For the arrangement of the tanks B.2.2.1 and the Rulesfor Hull, Volume II, Section 8, B.5.1 are to be appliedanalogously.

2. Tank fittings and mountings

2.1 For tank measuring devices for thermal oiltanks, see B.3.3 and Section 7 - II. Expansion tanks areto be fitted with type approved level indicatingdevices.

2.2 For the mounting of appliances and fittingson the tanks, B.4 is to be applied analogously.

2.3 For filling and suction lines from thermal oiltanks, see Section 11, H.2.2.

Section 10 - Storage of Liquid Fuels, Lubricating, Hydraulic and Thermal Oils 10-4 E, F as well as Oily Residues

E. Storage of Oil Residues

1. Tank heating system

To ensure the pumpability of the oil residues a tankheating system in accordance with B.5 is to beprovided, if considered necessary.

Sludge tanks are generally to be fitted with means ofheating which are to be so designed that the content ofthe sludge tank may be heated up to 60 °C.

2. Sludge tanks

2.1 Capacity of sludge tanks

The capacity of sludge tanks shall be such that they areable to hold the residues arising from the operation ofthe ship having regard to the scheduled duration of avoyage.1)2)

2.2 Fittings and mountings of sludge tanks

2.2.1 For tank sounding devices B.3.3.2 andB.3.3.5 are to be applied analogously.

2.2.2 For air pipes, see Section 11, R

F. Storage of Gas Bottles for DomesticPurposes

1. Storage of gas bottles shall be located onopen deck or in well ventilated spaces which onlyhaving access to open deck only.

2. Gaseous fuel systems for domestic purposesshall comply with a recognized standard.1)

1) National requirements, if any, are to be observed.

2) Reference is made to MEPC Circular 235

Section 11 – Piping Systems, Valves and Pumps A, B 11-1

Section 11

Piping Systems, Valves and Pumps A. General 1. Scope

These requirements apply to pipes and piping systems, including valves, fittings and pumps, which are necessary for the operation of the main propulsion plant together with its auxiliaries and equipment. They also apply to piping systems used in the operation of the ship whose failure could directly or indirectly impair the safety of ship or cargo, and to piping systems which are dealt with in other Sections.

Cargo and process piping on ships for the carriage of liquefied gases in bulk is additionally subject to the provisions of the Rules for Ships Carrying Liquefied Gases in Bulk, Volume IX.

Cargo piping for the carriage of chemicals in bulk is additionally subject to the provisions of the Rules for Ships Carrying Dangerous Chemical in Bulk, Volume X.

Gas welding equipment is subject to the “Guidelines for the Design, Equipment and Testing of Gas Welding Equipment on Seagoing Ships”.

Ventilation systems are subject to rules to the provisions of Regulations for Ventilation Systems on Board Seagoing Ships.

Closed fuel oil overflow systems are subject to Guidelines for Construction, Equipment and Testing of Closed Fuel Overflow Systems. 2. Documents for approval 2.1 The following drawings/documents are to be submitted for approval in triplicate1):

2.1.1 Diagrammatic plans of the following piping systems including all the details necessary for approval (e.g. lists of valves, fittings and pipes):

– steam systems (steam, condensate and boiler feed water systems)

– thermal oil systems

– fuel systems (bunkering, transfer and supply systems)

– seawater cooling systems

– fresh water cooling systems 1) For ships flying Indonesian flag in quadruplicate, one of

which intended for Indonesian Government.

– lubricating oil systems

– starting air, control air and working air systems

– exhaust gas systems

– bilge systems

– ballast systems

– cross-flooding arrangements

– air, overflow and sounding pipes including details of filling pipe cross sections

– closed overflow systems

– sanitary systems (potable water, fresh water, seawater, sewage)

– equipment for the treatment and storage of bilge water and fuel oil residues

2.1.2 For remotely controlled valves:

– diagrammatic piping plans and diagrammatic plans of the arrangement of piping and control stands in the ship

– diagrammatic plans and electrical circuit diagrams of the control stations and power units, as well as drawings of the remotely controlled valves, control stands and the corresponding pressure accumulators

2.1.3 For steam lines with working temperatures > 400 °C, the corresponding stress calculations together with isometric data are to be submitted. 3. Pipe classes

For the testing of pipes, selection of joints, welding and heat treatment, pipes are subdivided into three classes as indicated in Table 11.1.

B. Materials, Testing

1. General Materials are to be suitable for the proposed application and comply with the Rules for Materials, Volume V.

11-2 B Section 11 – Piping Systems, Valves and Pumps

Table 11.1 Classification of pipes into pipe classes

Medium/type of pipeline Design pressure PR [bar] Design temperature t [°C]

Pipe Class I II III

Toxic media all - -

Corrosive media Inflammable media with service temperature above the flash point Inflammable media with a flash point below 60 °C or less Liquefied gases (LG)

all

1)

-

Steam PR > 16

or t > 300

PR ≤ 16 and

t ≤ 300

PR ≤ 7 and

t ≤ 170

Thermal oil

PR > 16 or

t > 300

PR ≤ 16 and

t ≤ 300

PR ≤ 7 and

t ≤ 150

Air, gas Non-flammable hydraulic fluid Boiler feed water, condensate Seawater and freshwater for cooling Brine in refrigerating plant

PR > 40 or

t > 300

PR ≤ 40 and

t ≤ 300

PR ≤ 16 and

t ≤ 200

Liquid fuels, lubricating oil, flammable hydraulic fluid

PR > 16 or

t > 150

PR ≤ 16 and

t ≤ 150

PR ≤ 7 and

t ≤ 60

Cargo pipelines for oil tankers - - all

Cargo and venting lines for gas and chemical tankers all - -

Refrigerants - all -

Open-ended pipelines (without shutoff), e.g. drains, venting pipes, overflow lines and boiler blow down lines - - all

1) Classification in Pipe Class II is possible if special safety arrangements are available and structural safety precautions are arranged

In case of especially corrosive media, BKI may impose special requirements on the materials used. For the materials used for pipes and valves for steam boilers, see Sections 7.I and 7.II.

2. Materials 2.1 Material manufacturers

Pipes, elbows, fittings, valve casings, flanges and semi-finished products intended to be used in pipe class I and II are to be manufactured by BKI approved manufacturers.

For the use in pipe class III piping systems an approval according to other recognized standards may be accepted.

2.2 Pipes, valves and fittings of steel

Pipes belonging to Classes I and II are to be either seamless drawn or fabricated by a welding procedure approved by BKI. In general, carbon and carbon manganese steel pipes, valves and fittings are not to be used for temperatures above 400 °C. However, they may be used for higher temperatures provided that their metallurgical behavior and their strength property according to C.2.3 after 100.000 h of operation are in accordance with national or international regulations or standards and if such values are guaranteed by the steel manufacturer. Otherwise, alloy steels in accordance with BKI Rules for Materials, Volume V are to be used.

Section 11 – Piping Systems, Valves and Pumps B 11-3

2.3 Pipes, valves and fittings of copper and copper alloys

Pipes of copper and copper alloys are to be of seamless drawn material or fabricated according to a method approved by BKI. Copper pipes for Classes I and II must be seamless.

In general, copper and copper alloy pipe lines are not to be used for media having temperatures above the following limits: – copper and aluminium brass 200 °C

– copper nickel alloys 300 °C

– high-temperature bronze 260 °C

2.4 Pipes, valves and fittings of nodular cast Iron

Pipes, valves and fittings of nodular cast iron according to the Rules for Materials, Volume V may be accepted for bilge, ballast and cargo pipes within double-bottom tanks and cargo tanks and for other purposes approved by BKI. In special cases (applications corresponding in principle to classes II and III) and subject to BKI special approval, valves and fittings made of nodular cast iron may be accepted for temperatures up to 350 C. Nodular ferritic cast iron for pipes, valves and fittings fitted on the ship's side has to comply with BKI Rules for Materials, Volume V (see also Rule 22 of the 1966 International Convention on Load Lines). 2.5 Pipes, valves and fittings of lamellar

graphite cast iron (grey cast iron) Pipes, valves and fittings of grey cast iron may be accepted by BKI for Class III. Pipes of grey cast iron may be used for cargo pipelines within cargo tanks of tankers. Pipes, valves and fittings of grey cast iron may be used for cargo lines on the weather deck of oil tankers up to a working pressure of 16 bar.

Ductile materials are to be used for cargo hose connections and distributor headers. This applies also to the hose connections of fuel and lubricating oil filling lines.

The use of grey cast iron is not allowed:

– in cargo lines on chemical tankers (see the Rules for Ships Carrying Dangerous Chemical in Bulk, Volume X),

– for pipes, valves and fittings for media having temperatures above 220 °C and for pipelines subject to water hammer, severe

stresses or vibrations – for sea valves and pipes fitted on the ship

sides and for valves fitted on the collision bulkhead

– for valves on fuel and oil tanks subject to static head

– for relief valves The use of grey cast iron in cases other than those stated is subject to BKI approval.

2.6 Plastic pipe systems

2.6.1 General

Plastic piping systems are to be type approved by BKI. The requirements are defined in Regulation for The Performance of Type Test - Test Requirements for Components and Systems.

The use of plastic piping systems is approved for piping systems included in pipe class III only. De pendent on the application and installation location specific means respectively additional flame tests may be required.

Depending on the location of installation and the medium three different levels of fire endurance for plastic pipe systems are to be distinguished (see IMO Resolution A.753(18), Appendix 1 and 2):

Fire endurance level 1 (L1): Dry piping having passed the test for a duration of a minimum of one hour without loss of integrity.

Fire endurance level 2 (L2): Dry piping having passed the test for a duration of a minimum of 30 minutes without loss of integrity.

Fire endurance level 3 (L3): Water filled piping having passed the test for a duration of a minimum of 30 minutes without loss of integrity in wet condition.

Permitted use of piping depending on fire endurance, location and type of system is given in Table 11.1a.

2.6.3 Installation

2.6.3.1 The selection and spacing of pipe supports are to take into account pipe dimensions, mechanical and physical properties of the pipe material, mass of pipe and contained fluid, external pressure, operating temperature, thermal expansion effects, loads due to external forces, thrust forces, water hammer, vibrations, maximum accelerations to which the system may be subjected. Combination of loads is to be considered.

11-4 B Section 11 – Piping Systems, Valves and Pumps Tabel 11.1a Fire endurance requirements matrix

Piping system Location

No. Description A B C D E F G H I J K

Flammable cargoes (Flash point ≤ 60 °C)

1 Cargo lines NA NA L1 NA NA 0 NA 0 0 NA L12

2 Crude oil washing lines NA NA L1 NA NA 0 NA 0 0 NA L12

3 Vent lines NA NA NA NA NA 0 NA 0 0 NA X

Inert gas

4 Water seal effluent line NA NA 01 NA NA 01 01 01 0 NA 0

5 Scubber effluent line 01 01 NA NA NA NA NA 01 0 NA 0

6 Main line 0 0 L1 NA NA NA NA NA 0 NA L16

7 Distribution lines NA NA L1 NA NA 0 NA NA 0 NA L12

Flammable liquids (Flash point > 60 °C)

8 Cargo lines X X L1 X X NA3 0 010 0 NA L1

9 Fuel oil X X L1 X X NA3 0 0 0 L1 L1

10 Lubricating X X L1 X X NA NA NA 0 L1 L1

11 Hydraulic oil X X L1 X X 0 0 0 0 L1 L1

Seawater

12 Bilge main & branches L17 L17 L1 X X NA 0 0 0 NA L1

13 Fire main & water spray L1 L1 L1 X NA NA NA 0 0 X L1

14 Foam system L1 L1 L1 NA NA NA NA NA 0 L1 L1

15 Sprinkler system L1 L1 L3 X NA NA NA 0 0 L3 L3

16 Ballast L3 L3 L3 L3 X 010 0 0 0 L2 L2

17 Cooling water, essential services L3 L3 NA NA NA NA NA 0 0 NA L2

18 Tank cleaning services; fixed machines NA NA L3 NA NA 0 NA 0 0 NA L32

19 Non-essential systems 0 0 0 0 0 NA 0 0 0 0 0

Freshwater

20 Cooling water, essential services L3 L3 NA NA NA NA 0 0 0 L3 L3

21 Condensate return L3 L3 L3 0 0 NA NA NA 0 0 0

22 Non-essential systems 0 0 0 0 0 NA 0 0 0 0 0


Table 11.1a Fire endurance requirements matrix (continued)

Piping system Location

No. Description A B C D E F G H I J K

Sanitary / Drains / Scuppers

23 Deck drains (internal) L14 L14 NA L14 0 NA 0 0 0 0 0

24 Crude oil washing lines 0 0 NA 0 0 NA 0 0 0 0 0

25 Vent lines 01,8 01,8 01,8 01,8 01,8 0 0 0 0 01,8 0

Sounding / Air

26 Water tanks / dry spaces 0 0 0 0 0 010 0 0 0 0 0

27 Oil tanks (Flash point > 60 °C) X X X X X X 0 010 0 X X

Miscellaneous

28 Control air L15 L15 L15 L15 L15 NA 0 0 0 L15 L15

29 Service air (non-essential) 0 0 0 0 0 NA 0 0 0 0 0

30 Brine 0 0 NA 0 0 NA NA NA 0 0 0

31 Auxiliary low pressure steam (≤ 7 bar) L2 L2 09 09 09 0 0 0 0 09 09

Location definitions:

A Machinery spaces of category A B Other machinery spaces and pump rooms C Cargo pump rooms D Ro-ro cargo holds E Other dry cargo holds F Cargo tanks G Fuel oil tanks H Ballast water tanks

Machinery spaces of category A as defined in SOLAS Regulation II-2/Reg. 3, 31 Spaces other than category A machinery spaces and cargo pump rooms, containing propulsion machinery, boilers, steam and internal combustion engines, generators and major electrical machinery, pumps, oil filling stations, refrigerating, stabilising, ventilation and air-conditioning machinery and similar spaces and trunks to such spaces Spaces containing cargo pumps and entrances and trunks to such spaces Ro-ro cargo holds are ro-ro cargo spaces and special category as defined in SOLAS Reg. II-2/Reg. 3, 41, 46 All spaces other than ro-ro cargo holds used for non-liquid cargo and trunks to such spaces All spaces used for liquid cargo and trunks to such spaces All spaces used for fuel oil (excluding cargo tanks) and trunks All spaces used for ballast water and trunks to such spaces

11-6 B Section 11 – Piping Systems, Valves and Pumps

Table 11.1a

Location definitions : I Cofferdams, voids, etc.

Cofferdams and voids are those empty spaces between two bulkheads, separating two adjacent compartments

J Accommodation, service

Accommodation spaces, service and control stations as defined in SOLAS Regulation II-2/Reg. 3, 1, 45

K Open decks Open deck spaces as defined in SOLAS Regulation II-2 / Reg.

9, 2.3.3.2 (10) Abbreviations : L1 Fire endurance tests (Appendix 1) in dry conditions, 60 minutes L2 Fire endurance tests (Appendix 1) in dry conditions, 30 minutes L3 Fire endurance tests (Appendix 2) in wet conditions, 30 minutes 0 No fire endurance test required NA Not applicable X Metallic materials having a melting point greater than 925 oC Footnotes : 1 Where non-metallic piping is used, remotely controlled valves are to be provided at ship’s side (valve is to

be controlled from outside space). 2 Remote closing valves to be provided at the cargo tanks. 3 When cargo tanks contain flammable liquids with flash points > 60 oC , “0” may replace “NA” or “X”. 4 For drains serving only the space concerned, “0” may replace “L1”. 5 When controlling functions are not required by statuary requirements, “0” may replace “L1”. 6 For pipes between machinery space and deck water seal, “0” may replace “L1”. 7 For passenger vessels, “X” is to replace “L1”. 8 Scuppers serving open decks in position 1 and 2, as defined in Regulation 13 of ICLL, should be “X”

throughout unless fitted at the upper deck with the means of closing capable of being operated from a position above the freeboard deck in order to prevent down flooding.

9 For essential services, such as fuel oil tank heating and ship’s whistle, “X” is to replace “0”. 10 For tankers where compliance with paragraph 3(f) of Regulation 13F of Annex I of MARPOL 73/78 is

required, “NA” is to replace “0”.


2.6.3.2 Heavy components such as valves and expansion joints are to be independently supported.

2.6.3.3 When calculating the thermal expansions, account is to be taken of the difference between the operating temperature of the system and the ambient temperature during installation

2.6.3.4 Pipes are to be protected during installation and service from mechanical damage where necessary.

2.6.3.5 In piping systems for fluid with conductivity less than 1000 pico Siemens per metre [pS/m] such as refined products and distillates use is to be made of conductive pipes. Regardless of the medium, electrically conductive plastic piping is to be used if the piping passes through hazardous areas. The resistance to earth from any point in the piping system is not to exceed 1 · 106

Ohm. It is preferred that pipes and fittings be homogeneously conductive. Pipes and fittings having conductive layers are to be protected against a possibility of spark damage to the pipe wall. Satisfactory earthing is to be provided.

After completion of the installation, the resistance to earth is to be verified. Earthing connections are to be arranged in a way accessible for inspection.

2.6.3.6 To meet the fire endurance according to Table 11.1a the pipes and fittings may be provided with flame protection covers, coatings or isolations. The installation instructions of the manufacturer have to be considered.

The execution of hydrostatic pressure tests has to be established before the installation of these coverings.

2.6.3.7 Pipe penetrations through watertight bulkheads or decks as well as through fire divisions are to be type approved by BKI.

If the bulkhead or deck is also a fire division and destruction by fire of plastic pipes may cause the inflow of liquid from tanks, a metallic shut-off valve is to be fitted at the bulkhead or deck. The operation of this valve is to be provided from above the freeboard deck. 2.6.4 Testing after installation on board

Piping systems for essential services are to be subjected to a pressure test with a pressure of 1,5 times the design pressure pc resp. nominal pressure PN, but at minimum to 4 bar.

Piping systems for non-essential services are to be checked for leakage under operational conditions.

For piping required to be electrically conductive,

earthing is to be checked and random resistance testing is to be conducted. 2.7 Aluminium and aluminium alloys

Aluminum and aluminum alloys are to comply with BKI Rules for Materials, Volume V and may in individual cases, with the agreement of BKI, be used for temperatures up to 200 C. They are not acceptable for use in fire extinguishing lines. 2.8 Application of materials

For the pipe classes mentioned in A.3 materials must be applied according to Table 11.2


3.1 For piping systems belonging to class I and II, tests in accordance with Rules for Materials, Volume V and under BKI supervision are to be carried out in accordance with table 11.3 for :

– pipes, bends and fittings

– valve bodies and flanges

– valve bodies and flanges > DN 100 in cargo and process pipelines on gas tankers with design temperature < -55 °C

3.2 Welded joints in pipelines of classes I and II are to be tested in accordance with Rules for Materials, Volume V, and Rules for Ships Carrying Liquefied Gas in Bulk, Volume IX.

4. Hydraulic tests on pipes

4.1 Definitions

4.1.1 Maximum allowable working pressure, PB [bar], Formula symbol: pe,perm

This is the maximum allowable internal or external working pressure for a component or piping system with regard to the materials used, piping design requirements, the working temperature and undisturbed operation.

4.1.2 Nominal pressure, PN [bar]

This is the term applied to a selected pressure temperature relation used for the standardization of structural components. In general, the numerical value of the nominal pressure for a standardized component made of the material specified in the standard will correspond to the maximum allowable working pressure PB at 20 °C.

11-8 B Section 11 – Piping Systems, Valves and Pumps Table 11.2 Approved materials

Pipe class Material or application

I II III

Pipes

Steel pipes for high temperatures above 300 °C, pipes made of steel with high/low temperature toughness at temperatures below – 10 °C, stainless steel pipes for chemicals

Pipes for general applications

Steel not subject to any special quality specification, weldability in accordance with Rules for Welding

Forgings, plates,flanges, steel sections and bars

Steel suitable for the corresponding service and processing conditions, high temperature steel for temperatures above 300 °C, steel with high/low-temperature toughness for temperatures below –10 °C St

eels

Bolts, nuts

Bolts for general machinery constructions, high-temperature steel for temperatures above 300 °C, steel with high/low temperature toughness for temperatures below –10 °C

Bolts for general machine construction

Cast steel

High-temperature cast steel for temperatures above 300 °C, cast steel with high/low temperature toughness at temperatures below –10 °C, stainless castings for aggressive media

Cast steel for general applications

Nodular cast iron Only ferritic grades, elongation A5 at least 15 %

Cas

tings

(val

ves,

fittin

gs, p

ipes

)

Cast iron with lamellar graphite – –

Up to 220 °C, grey cast iron is not permitted for valves and fittings on ship's side, on collision bulkhead on fuel and oil tanks and for relief valves

Copper, copper alloys

In cargo lines on chemical tankers only with special approval, low-temperature copper-nickel alloys by special agreement

For seawater and alkaline water only corrosion resistant copper and copper alloys

Non

-fer

rous

met

als

(val

ves,

fittin

gs, p

ipes

)

Aluminium, aluminium alloys

In cargo and processing lines on gas tankers

Only with the agreement of BKI up to 200 °C, not permitted in fire extinguishing systems

Non

-met

allic

m

ater

ials

Plastics – – On special approval (see 2.6)


Table 11.3 Approved materials and types of material Certificates

Type of Certificate2) Type of

component Approved materials Design temperature

Pipe class

Nominal diameter BKI

A B C

I + II > 50 ≤ 50

X –

– X

– –

Pipes 1), Pipe elbows, Fittings

Steel, Copper, Copper alloys, Aluminium Aluminium alloys Plastics

– III All – – X

Steel, Cast steel, Nodular cast iron

> 300 °C

Copper, Copper alloys > 225 °C

I, II

DN > 100 DN ≤ 100

X –

– X

– –

PB × DN > 2500 or DN > 250 X – –

Valves 1), Flanges,

Steel, Cast steel, Nodular cast iron

≤ 300 °C I, II PB × DN ≤ 2500

or DN ≤ 250 – X –

Steel, Cast steel, Nodular cast iron, Grey cast iron

– III All – – X

Copper, Copper alloys ≤ 225 °C PB × DN > 1500 X – –

Aluminium, Aluminium alloys ≤ 200 °C

I, II PB × DN ≤ 1500 – X –

Plastics

Acc. to Type

Approval Certificate

III All – – X

I, II – – X – Semi-finished products, Screws and other components

According to Table 11.2 – III – – – X

1) 2)

Casings of valves and pipes fitted on ship’s side and bottom and bodies of valves fitted on collision bulkhead are to be included in pipe class II Test Certificates acc. to BKI Rules II – 1 – 1, Section 1, H. with the following abbreviations: A: BKI Material Certificate, B: Manufacturer Inspection Certificate, C: Manufacturer Test Report

11-10 B Section 11 – Piping Systems, Valves and Pumps 4.1.3 Test pressure, PP [bar]

Formula symbol: pp This is the pressure to which components or piping systems are subjected for testing purposes.

4.1.4 Design pressure, PR [bar] Formula symbol: pc

This is the maximum allowable working pressure PB for which a component or piping system is designed with regard to its mechanical characteristics. In general, the design pressure is the maximum allowable working pressure at which the safety equipment will interfere (e.g. activation of safety valves, opening of return lines of pumps, operating of overpressure safety arrangements, opening of relief valves) or at which the pumps will operate against closed valves.

The design pressure for fuel pipes is to be chosen according to Table 11.4. Table 11.4 Design pressure for fuel pipes

Max. working temperature Max. working pressure

T ≤ 60 °C T > 60 °C

PB ≤ 7 bar

3 bar or max. working pres-sure, whichever is greater

3 bar or max. working pressure, whichever is greater

PB > 7 bar

max. working pressure

14 bar or max. working pressure, whichever is greater

4.2 Pressure test prior to installation on board

4.2.1 All Class I and II pipes as well as steam lines, feed water pressure pipes, compressed air and fuel lines having a design pressure PR greater than 3,5 bar together with their integral fittings, connecting pieces, branches and bends, after completion of manufacture but before insulation and coating, if this is provided, are to be subjected to a hydraulic pressure test in the presence of the Surveyor at the following value of pressure:

pp = 1,5 · pc [ bar ]

where pc is the design pressure. For steel pipes and their integral fittings intended to be used in systems with working temperature above 300 °C the test pressure PP is to be as follows:

pp = 1,5·

σperm (100°) = permissible stress at 100 °C

σperm (t) = permissible stress at the design

temperature [°C]

However, the test pressure need not exceed:

pp = 2 · pc [ bar ]

With the approval of BKI, this pressure may be reduced to 1,5 pc where it is necessary to avoid excessive stress in way of bends, T-pieces and other shaped components.

In no case may the membrane stress exceed 90 % of the yield strength or 0,2 % of the maximum elongation.

4.2.2 Where for technical reasons it is not possible to carry out complete hydraulic pressure tests on all sections of piping before assembly on board, proposals are to be submitted to BKI for approval for testing pipe connections on board, particularly in respect of welding seams.

4.2.3 Where the hydraulic pressure test of piping is carried out on board, these tests may be conducted in conjunction with the tests required under 4.3.

4.2.4 Pressure testing of pipes with less than DN 15 may be omitted at BKI's discretion depending on the application. 4.3 Test after installation on board

4.3.1 After assembly on board, all pipelines covered by these requirements are to be subjected to a tightness test in the presence of a BKI Surveyor.

In general, all pipe systems are to be tested for leakage under operational conditions. If necessary, special techniques other than hydraulic pressure tests are to be applied. 4.3.2 Heating coils in tanks and pipe lines for fuels are to be tested to not less than 1,5 PR but in no case less than 4 bar. 4.4 Pressure testing of valves

The following valves are to be subjected in the manufacturer's works to a hydraulic pressure test in the presence of a BKI Surveyor:

cp(t)perm

)(100perm

σσ

⋅°

Section 11 – Piping Systems, Valves and Pumps C 11-11

– valves of pipe classes I and II to 1,5 PR

– valves on the ship's side to not less than 5 bar

Shut-off devices of the above type are to be addition ally tested for tightness with the nominal pressure.

Shut-off devices for boilers, see Section 7I, E.13. 5. Structural tests, heat treatment and non

destructive testing

Attention should be given to the workmanship in construction and installation of the piping systems according to the approved data. For details concerning

non-destructive testing following heat treatments, etc, see Rules for Materials, Volume V. C. Calculation of Wall Thickness and Elasticity

1. Minimum wall thickness

1.1 The pipe thicknesses stated in Tables 11.5 to 11.8 are the assigned minimum thicknesses, unless due to stress analysis, see 2., greater thicknesses are necessary.

Table 11.5 Minimum wall thickness groups N, M and D of steel pipes and approved locations

Location

Piping system

Mac

hine

ry sp

aces

Cof

ferd

ams /

voi

d sp

aces

Car

go h

olds

Bal

last

wat

er ta

nks

Fuel

and

cha

ngeo

ver t

anks

Fres

h co

olin

g w

ater

tank

s

Lubr

icat

ing

oil t

anks

Hyd

raul

ic o

il ta

nks

Drin

king

wat

er ta

nks

Ther

mal

oil

tank

s

Con

dens

ate

and

feed

wat

er ta

nks

Acc

omm

odat

ion

Car

go ta

nks,

tank

ship

s

Cof

ferd

ams,

tank

ship

s

Car

go p

ump

room

s

Wea

ther

dec

k

Bilge lines M D M X M – Ballast lines X 1 M

Seawater lines M

M D

M 2 M Fuel lines

D D N

X X

Lubricating lines – X X

X

N

X X

–

Thermal oil lines N

X

X

Steam lines Condensate lines

M M M M

– N

M

–

N

Feedwater lines

X

N X

Drinking water lines X X X N N

X X

Fresh cooling water lines

X N

X X

X – –

Compressed air lines M M N N

X

Hydraulic lines

N

M

M

M M X X

N X

X

X

X N N N

N

1 See Section 15, B.4.3 2 Seawater discharge lines, see Section 11, T. X Pipelines are not to be installed. (–) Pipelines may be installed after special agreement with BKI

11-12 C Section 11 – Piping Systems, Valves and Pumps Provided that the pipes are effectively protected against corrosion, the wall thicknesses of group M and D stated in Table 11.6 may, with BKI's agreement, be reduced by up to 1 mm, the amount of the reduction is to be in relation to the wall thickness.

Protective coatings, e.g. hot-dip galvanizing, can be recognized as an effective corrosion protection provided that the preservation of the protective coating during installation is guaranteed.

For steel pipes the wall thickness group corresponding to the location is to be as stated in Table 11.5.

1.2 The minimum wall thicknesses for austenitic stainless steel pipes are given in Table 11.7.

1.3 For the minimum wall thickness of air, sounding and overflow pipes through weather decks, see R., Table 11.20a.

For CO2 fire extinguishing pipelines, see Section 12, Table 12.6.

1.4 Where the application of mechanical joints results in reduction in pipe wall thickness (bite type rings or other structural elements) this is to be taken into account in determining the minimum wall thickness.


2. Calculation of pipe wall thicknesses 2.1 The following formula is to be used for calculating the wall thicknesses of cylindrical pipes and bends subject to internal pressure:

s = so + c +b [mm] (1)

so = [mm] (1a)

s = minimum wall thickness [mm], see 2.7

so = calculated thickness [mm] da = outer diameter of pipe [mm]

pc = design pressure [bar]2), see B.4.1.4

σperm = maximum permissible design stress [N/mm2], see 2.3

b = allowance for bends [mm], see 2.2

v = weld efficiency factor [-], see 2.5

c = corrosion allowance [mm], see 2.6

2.2 For straight cylindrical pipes which are to be bent, an allowance (b) is to be applied for the bending of the pipes. The value of (b) is to be such that the stress due to the bending of the pipes does not exceed the maximum permissible design stress (σperm). The allowance (b) can be determined as follows:

R = Bending radius [mm]

2.3 Permissible stress σperm

2.3.1 Steel pipes

The permissible stress σperm to be considered in formula (1a) is to be chosen as the lowest of the following values:

a) design temperature ≤ 350 °C

Rm,20° = specified minimum tensile strength at

room temperature

2) For pipes containing fuel heated above 60 °C the design

pressure is to be taken not less than 14 bar

ReH,t = specified minimum yield stress at design temperature; or

Rp 0,2,t = minimum value of the 0,2 % proof stress at design temperature

b) design temperature > 350 °C, whereby it is to be

checked whether the calculated values according to a) give the decisive smaller value

Rm,100000,t = minimum stress to produce rupture in 100000 hours at the design temperature t

Rp1,100000,t = average stress to produce 1% creep in 100000 hours at the design temperature t

Rm,100000,(t+15) = average stress to produce rupture in 100000 hours at the design temperature t plus 15 °C, see 2.4

In the case of pipes which:

– are covered by a detailed stress analysis acceptable to BKI and

– are made of material tested by BKI, BKI may, on special application, agree to a safety factor B of 1,6 (for A and B see Table 11.10).

2.3.2 Pipes made of metallic materials without a

definite yield point

Materials without a definite yield point are covered by Table 11.9. For other materials, the maximum permissible stress is to be stated with BKI agreement, but is to be at least

σperm ≤

Rm,t

is the minimum tensile strength at the design temperature. 2.3.3 The mechanical characteristics of materials which are not included in the Rules of Materials, Volume V, are to be agreed with BKI, reference to Table 11.10 Steel pipes without guaranteed properties may be used only up to a working temperature of 120°C where the permissible stress σperm ≤ 80 N/mm2 will be approved.

cpvperm20cpad

+⋅σ⋅

⋅

5t,mR

11-14 C Section 11 – Piping Systems, Valves and Pumps Table 11.9 Permissible stress σperm for copper and copper alloys (annealed)

Minimum tensile

strength Permissible stress σperm [N/mm2]

Pipe material

[N/mm2] 50oC 75oC 100oC 125oC 150oC 175oC 200oC 225oC 250oC 275oC 300oC Copper 215 41

41 40 40 34 27,5 18,5 – – – –

Aluminium brass Cu Zn 20 Al

325 78 78 78 78 78 51 24,5 – – – –

Cu Ni 5 Fe

Cu Ni 10 Fe 275 68 68 67 65,5 64 62 59 56 52 48 44 Copper

nickel alloy Cu Ni 30 Fe 365 81 79 77 75 73 71 69 67 65,5 64 62

Table 11.10 Coefficient A,B for determining the

permitted stress σperm

I II, III Pipe class Material

A B A B

Unalloyed and alloyed carbon steel Rolled and forged stainless steel Steel with yield strength1)

> 400 N/mm2

2,7

2,4

3,0

1,6

1,6

1,7

2,7

2,4

3,0

1,8

1,8

1,8

Grey cast iron - - 11 - Nodular cast iron - - 5,3 3,0 Cast steel 3,2 - 4,0 - 1) Minimum yield strength or minimum 0,2 % proof

stress at 20 oC


2.4.1 The design temperature is the maximum temperature of the medium inside the pipe. In case of steam pipes, filling pipes from air compressors and starting air lines to internal combustion engines, the design temperature is to be at least 200 °C.

2.4.2 Design temperatures for superheated steam lines are as follows:

a) pipes behind desuperheaters:

– with automatic temperature control:

the working temperature3) (design temperature)

– with manual control: the working temperature + 15 °C3)

b) pipes before desuperheaters:

– the working temperature + 15 °C3) 2.5 Weld efficiency factor v

– For seamless pipes v = 1,0 – In the case of welded pipes, the value of v is to be

taken according to the works acceptance test of BKI.

2.6 Corrosion allowance c

The corrosion allowance c depends on the application of the pipe, in accordance with Tables 11.11a and 11.11b. With the agreement of BKI, the corrosion allowance of steel pipes effectively protected against corrosion may be reduced by not more than 50 %.

With the agreement of BKI, no corrosion allowance need to be applied to pipes made of corrosion-resistant materials (e.g. austenitic steels and copper alloys) (see Table 11.7 and 11.8).

2.7 Tolerance allowance t

The negative manufacturing tolerances on the thickness according to the standards of the technical terms of delivery are to be added to the calculated wall thickness so and specified as the tolerance allowance t. The value of t may be calculated as follows:

3)

Transient excesses in the working temperature need not be taken into account when determining the design temperature.


a = negative tolerance on the thickness [%]

so = calculated wall thickness according to 2.1[mm]

3. Analysis of elasticity 3.1 The forces, moments and stresses caused by impeded thermal expansion and contraction are to be calculated and submitted to BKI for approval for the following piping systems:

– steam pipes with working temperatures above 400 °C

– pipes with working temperatures below -110 °C.

3.2 Only approved methods of calculation may be applied. The change in elasticity of bends and fittings due to deformation is to be taken into consideration. Procedure and principles of methods as well as the technical data are to be submitted for approval. BKI reserve the right to perform confirmatory calculations.

For determining the stresses, the hypothesis of the maximum shear stress is to be considered. The resulting equivalent stresses due to primary loads, internal pressure and dead weight of the piping system itself (inertia forces) are not to exceed the maximum permissible stress according to 2.3. The equivalent stresses obtained by adding together the above mentioned primary forces and the secondary forces due to impeded expansion or contraction are not to exceed the mean low cycle fatigue value or the mean time yield limit in 100.000 hours, whereby for fittings such as bends, T-connections, headers, etc. approved stress increase factors are to be considered. 4. Fittings

Pipe branches may be dimensioned according to the equivalent surface areas method where an appropriate reduction of the maximum permissible stress as specified in 2.3 is to be proposed. Generally, the maximum permissible stress is equal to 70 % of the value according to 2.3 for pipes with diameters over 300 mm. Below this figure, a reduction to 80 % is sufficient. Where detailed stress measuring, calculations or approvals are available, higher stresses can be permitted.

5. Calculation of flanges

Flange calculations by a recognized method and using the permitted stress specified in 2.3 are to be submitted if flanges do not correspond to a recognized standard, if the standards do not provide for conversion to working conditions or where there is a deviation from the standards.

Flanges in accordance with standards in which the values of the relevant stresses or the material are specified may be used at higher temperatures up to the following pressure:

σperm(t,material) = permissible stress according to 2.3 for

proposed material at design temperature t

standardmaterial) (t, perm

standard permperm p

σσ

p ⋅=

11-16 D Section 11 – Piping Systems, Valves and Pumps σperm standard = permissible stress according to 2.3 for

the material at the temperature corresponding to the strength data specified in the standard

pstandard = nominal PN pressure specified in the standard

D. Principles for the Construction of Pipes, Valves, Fittings and Pumps

1. General principles

1.1 Piping systems are to be constructed and manufactured on the basis of standards generally used in shipbuilding.

1.2 For welding and brazed connections as well as similar joining methods the requirements according to the Rules for Welding, Volume VI are to be observed.

1.3 Welded connections rather than detachable couplings are to be used for pipelines carrying toxic media and inflammable liquefied gases as well as for superheated steam pipes with temperatures exceeding 400 °C.

1.4 Expansion in piping systems due to heating and shifting of their suspensions caused by deformation of the ship are to be compensated by bends, compensators and flexible pipe connections. The arrangement of suitable fixed points is to be taken into consideration.

1.5 Where pipes are protected against corrosion by special protective coatings, e.g. hot-dip galvanizing, rubber lining, etc., it is to be ensured that the protective coating will not be damaged during installation.

2. Pipe connections

2.1 The following pipe connections may be used:

- full penetration butt welds with/without provision to improve the quality of the root

- socket welds with suitable fillet weld thickness and where appropriate in accordance with recognized standards

– steel flanges may be used in accordance with the permitted pressures and temperatures specified in the relevant standards

– mechanical joints (e.g. pipe unions, pipe

couplings, press fittings, etc.) of an approved type

For the use of welded pipe connections, see Table 11.12 Table 11.12 Pipe connections

Types of connections

Pipe class Outside

diameter

Welded butt-joints with special provisions for root side

I, II, III

Welded butt-joints without special provisions for root side

II, III

III

all

Socket weld brazed connections1 II ≤ 60,3 mm 1 Brazed connections in piping systems conveying flammable

media which are arranged in machinery spaces of category A are in general not permissible, deviations require BKI approval.

2.2 Flange connections

2.2.1 Dimensions of flanges and bolting are to comply with recognized standards.

2.2.2 Gaskets are to be suitable for the intended media under design pressure and maximum working temperature conditions and their dimensions and construction is to be in accordance with recognized standards.

2.2.3 Steel flanges may be used as shown in Tables 11.16 and 11.17 in accordance with the permitted pressures and temperatures specified in the relevant standards.

2.2.4 Flanges made of non-ferrous metals may be used in accordance with the relevant standards and within the limits laid down in the approvals. Flanges and brazed or welded collars of copper and copper alloys are subject to the following requirements:

a) welding neck flanges according to standard up to 200 °C or 300 °C according to the maximum temperatures indicated in Table 11.9; applicable to all classes of pipe

b) loose flanges with welding collar; as for a)

c) plain brazed flanges: only for pipe class III up to a

Section 11 – Piping Systems, Valves and Pumps D 11-17

nominal pressure of 16 bar and a temperature of 120 °C

2.2.5 Flange connections for pipe classes I and II with temperatures over 300 °C are to be provided with necked-down bolts. 2.3 Welded socket connections

Welded socket connections may be accepted according to Table 11.12. Following conditions are to be observed.

– The thickness of the sockets is to be in accordance with C.1.1 at least equal to the thickness of the pipe.

– The clearance between the pipes and the socket is to be as small as possible.

– The use of welded socket connections in systems of pipe class II may be accepted only under the condition that in the systems no excessive stress, erosion and corrosion are expected.

2.4 Screwed socket connections

2.4.1 Screwed socket connections with parallel and tapered threads are to comply with requirements of recognized national or international standards. 2.4.2 Screwed socket connections with parallel threads are permitted for pipes in class III with an outside diameter ≤ 60,3 mm as well as for subordinate systems (e.g. sanitary and hot water heating systems). They are not permitted for systems for flammable media.

2.4.3 Screwed socket connections with tapered threads are permitted for the following:

– class I, outside diameter not more than 33,7 mm

– class II and class III, outside diameter not more than 60,3 mm

Screwed socket connections with tapered threads are not permitted for piping systems conveying toxic or flammable media or services where fatigue, severe erosion or crevice corrosion is expected to occur.

2.5 Mechanical joints

2.5.1 Type approved mechanical joints 4) may be used as shown in Tables 11.13 to 11.15.

2.5.2 Mechanical joints in bilge and seawater systems within machinery spaces or other spaces of

4) See also "List of Type Tested Appliances and Equipment".

high fire risk, e.g. car decks as well as in cargo oil pipes inside cargo pump rooms and on deck are to be flame resistant, see Table 11.14.

2.5.3 Mechanical joints are not to be used in piping sections directly connected to sea openings or tanks containing flammable liquids.

2.5.4 The use of slip-on joints is not permitted in:

– bilge lines inside ballast and fuel tanks

– seawater and ballast lines including air and overflow pipes inside cargo holds and fuel tanks

– fuel and oil lines including overflow pipes inside machinery spaces, cargo holds and ballast tanks

– non water filled pressure water spraying systems

Slip-on joints inside tanks may be permitted only if the pipes and tanks contain a medium of the same nature.

Unrestrained slip on joints may be used only where required for compensation of lateral pipe movement.

3. Layout, marking and installation

3.1 Piping systems are to be adequately identified according to their purpose. Valves are to be permanently and clearly marked. 3.2 Pipe penetrations leading through bulkheads/ decks and tank walls are to be water and oil tight. Bolts through bulkheads are not permitted. Holes for fastening screws are not to be drilled in the tank walls. 3.3 Sealing systems for pipes penetrating through watertight bulkheads and decks as well as through fire divisions are to be approved by BKI unless the pipe is welded into the bulkhead/deck (see Rules for Hull, Volume II, Section 29, C.8.). 5)

3.4 Piping close to electrical switchboards are to be so installed or protected that a leakage cannot damage the electrical installation. 3.5 Piping systems are to be so arranged that they can be completely emptied, drained and vented. Piping systems in which the accumulation of liquids during operation could cause damage are to be equipped with special drain arrangements.

5) Regulations for the Performance of Type Tests, Part 3 - Test

Requirements for Sealing Systems of Bulkhead and Deck Penetrations.

11-18 D Section 11 – Piping Systems, Valves and Pumps


3.6 Pipe lines laid through ballast tanks, which are coated in accordance with Rules for Hull, Volume II, Section 35, F. are to be either effectively protected against corrosion from outside or they are to be of low susceptibility to corrosion.

The method of corrosion protection of tanks and pipes is to be compatible.

3.7 The wall thickness of pipes between ship's side and first shut-off device is to be in accordance with Table 11.20 b, column B. Pipes are to be connected only by welding or flanges.

4. Shut-off devices

4.1 Shut-off devices are to comply with a recognized standard. Valves with screwed-on covers are to be secured to prevent unintentional loosening of the cover.

4.2 Hand-operated shut-off devices are to be closed by turning in the clockwise direction

4.3 Valves are to be clearly marked to show whether they are in the open or closed position.

4.4 Change-over devices in piping systems in which a possible intermediate position of the device could be dangerous in service are not to be used.

4.5 Valves are to be permanently marked. The marking is to comprise at least the following details:

– material of valve body

– nominal diameter – nominal pressure.

5. Valves on the shell plating

5.1 For the mounting of valves on the shell plating, see Rules for Hull, Volume II, Section 6, G.

5.2 Valves on the shell plating are to be easily accessible. Seawater inlet and outlet valves are to be capable of being operated from above the floor plates. Cocks on the shell plating are to be so arranged that the handle can only be removed when the cocks closed.

5.3 Valves with only one flange may be used on the shell plating and on the sea chests only after special approval. 5.4 On ships with > 500 GT, in periodically unattended machinery spaces, the controls of sea inlet and discharge valves are to be sited so as to allow to reach and operate sea inlet and discharge valves in case of influx of water within 10 minutes6) after triggering of the bilge alarm.

Non return discharge valves need not to be considered. 6. Remote control of valves

6.1 Scope

These requirements apply to hydraulically, pneumatically or electrically operated valves in piping systems and sanitary discharge pipes.

6) Various flag state administrations have issued own

requirements on this subject


6.2 Construction

6.2.1 Remote controlled bilge valves and valves important for the safety of the ship are to be equipped with an emergency operating arrangement.

6.2.2 For the emergency operation of remote controlled valves in cargo piping systems, see Section 15, B.2.3.3. 6.3 Arrangement of valves

6.3.1 The accessibility of the valves for maintenance and repair is to be taken into consideration.

Valves in bilge lines and sanitary pipes are to be always accessible.

6.3.2 Bilge lines

Valves and control lines are to be located as far as possible from the bottom and sides of the ship.

6.3.3 Ballast pipes

The requirements stated in 6.3.2 also apply here to the location of valves and control lines.

Where remote controlled valves are arranged inside the ballast tanks, the valves are to be always located in the tank adjoining that to which they relate.

6.3.4 Fuel pipes

Remote controlled valves mounted on fuel tanks located above the double bottom are to be capable of being closed from outside the compartment in which they are installed. (see also G.2.1 and H.2.2).

If remote controlled valves are installed inside fuel or oil tanks, 6.3.3 has to be applied accordingly.

6.3.5 Bunker lines

Remote controlled shut-off devices mounted on fuel tanks are not to be automatically closed in case the power supply fails, unless suitable arrangements are provided, which prevent inadmissible pressure raise in the bunker line during bunkering.

6.3.6 Cargo pipes

For remote controlled valves inside cargo tanks, see Section 15, B.2.3.3.

6.4 Control stands

6.4.1 The control devices of remote controlled valves of a system are to be arranged together in one control stand.

6.4.2 The control devices are to be clearly and permanently identified and marked.

6.4.3 The status (open or close) of each remote controlled valve is to be indicated at the control stand.

6.4.4 The status of bilge valves "open"/"close" is to be indicated by BKI approved position indicators.

In case of position indicators directly mounted on the valve a drawing approval by BKI is to be carried out.

Position indicators based on indirect measuring principles, i.e. volumetric position indicators, need to be type approved.

6.4.5 In case of volumetric position indicators the system pressure of the control line is to be monitored by a BKI type approved pressure switch in addition to the volume flow (series connection of pressure switch and flow switch).

6.4.6 The control devices of valves for changeable tanks are to be interlocked to ensure that only the valve relating to the tank concerned can be operated. The same also applies to the valves of cargo holds and tanks, in which dry cargo and ballast water are carried alternately.

6.4.7 On passenger ships, the control stand for remote controlled bilge valves is to be located outside the machinery spaces and above the bulkhead deck.

6.5 Power units

6.5.1 Power units are to be equipped with at least two independent sets for supplying power for remote controlled valves.

6.5.2 The energy required for the closing of valves which are not closed by spring power is to be supplied by a pressure accumulator.

6.5.3 Pneumatically operated valves may be supplied with air from the general compressed air system. Where quick-closing valves of fuel tanks are closed pneumatically, a separate pressure accumulator is to be provided. This is to be of adequate capacity and is to be located outside the engine room. Filling of this accumulator by a direct connection to the general compressed air system is allowed. A non-return valve is to be arranged in the filling connection of the pressure accumulator.

The accumulator is to be provided either with a pressure control device with a visual and audible alarm or with a hand-compressor as a second filling appliance.

11-24 D Section 11 – Piping Systems, Valves and Pumps The hand-compressor is to be located outside the engine room.

6.6 After installation on board, the entire system is to be subjected to an operational test.

7. Pumps 7.1 For materials and construction requirements the Regulations for the Design, Construction and Testing of Pumps are to be applied. 7.2 For the pumps listed below, a performance test is to be carried out in the manufacturer's works under BKI supervision.

– bilge pumps/bilge ejectors

– ballast pumps

– cooling sea water pumps

– cooling fresh water pumps

– fire pumps

– emergency fire pumps including drive units

– condensate pumps

– boiler feed water pumps

– boiler water circulating pumps

– lubricating oil pumps

– fuel oil booster and transfer pumps

– circulating pumps for thermal oil installations

– brine pumps

– refrigerant circulating pumps

– cargo pumps

– cooling pumps for fuel injection valves

– hydraulic pumps for controllable pitch propellers

Other hydraulic pump/motors, see Section 14.

8. Protection of piping systems against over pressure

The following piping systems are to be fitted with safety valves to avoid excessive overpressures:

– piping systems and valves in which liquids can be enclosed and heated

– piping systems which may be exposed to pressures in excess of the design pressure

Safety valves are to be capable of discharging the medium at a maximum pressure increase of 10 % of the allowable working pressure. Safety valves are to be fitted on the low pressure side of reducing valves.

9. Piping on ships with Character of Classification C or G

9.1 The following requirements apply additionally to ships for which proof of buoyancy in the damaged condition is provided:

9.1.1 Passenger ships according to Rules for Hull, Volume II, Section 29, K. as well as N.5 of this Section.

9.1.2 Liquefied gas tankers according to Rules for Ships Carrying Liquefied Gases in Bulk, Volume IX.

9.1.3 Chemical tankers according to Rules for Ships Carrying Dangerous Chemical in Bulk, Volume X.

9.1.4 Other cargo ships according to Rules for Hull, Volume II, Section 36, E.

9.2 Rules for Hull, Volume II, Section 21, D. is to be additionally applied for scuppers and discharge lines, Volume II, Section 21, E. is to be additionally applied for vent, overflow and sounding pipes.

For closed cargo holds on passenger ships, see N.4.4.

9.3 For pipe penetrations through watertight bulkheads, see Rules for Hull, Volume II Section 11, A.3.4. 9.4 Pipelines with open ends in compartments or tanks are to be laid out so that no additional compartments or tanks can be flooded in any damaged condition to be considered.

9.5 Where shut-off devices are arranged in cross flooding lines of ballast tanks, the position of the valves is to be indicated on the bridge.

9.6 For sewage discharge pipes, see T.2.

9.7 Where it is not possible to lay the pipelines outside the assumed damage zone, tightness of the bulkheads is to be ensured by applying the provisions in 9.7.1 to 9.7.4.

Section 11 – Piping Systems, Valves and Pumps E 11-25

9.7.1 In bilge pipelines, a non-return valve is to be fitted either on the watertight bulkhead through which the pipe passes to the bilge suction or at the bilge suction itself.

9.7.2 In ballast water and fuel pipelines for filling and emptying of tanks, a shut-off valve is to be fitted either at the watertight bulkhead through which the pipe leads to the open end in the tank or directly at the tank.

9.7.3 The shut-off valves required in 9.7.2 are to be capable of being operated from a control panel located on the navigation bridge, where it is to be indicated when the valves are in the "closed" position. This requirement does not apply to valves which are opened at sea only shortly for supervised operations.

9.7.4 Overflow pipes of tanks in different water-tight compartments which are connected to one common overflow system are either

– to be led, prior to being connected to the system within the relevant compartment, on passenger ships high enough above the bulkhead deck and on other ships above the most unfavourable damage water line, or

– a shut-off valve is to be fitted to each overflow pipe. This shut-off valve is to be located at the watertight bulkhead of the relevant compartment and is to be secured in open position to prevent unintended operation. The shut-off valves are to be capable of being operated from a control panel located on the navigation bridge, where it is to be indicated when the valve is in the "closed'" position.

9.7.5 If on ships other than passenger ships the bulkhead penetrations for these pipes are arranged high enough and so near to midship that in no damage condition, including at temporary maximum heeling of the ship, they will be below the waterline the shut-off valves may be dispensed with.

E. Steam Lines

1. Operation 1.1 Steam lines are to be so laid out and arranged that important consumers can be supplied with steam from every main boiler as well as from a stand-by boiler or boiler for emergency operation.

1.2 Essential consumers are:

– all consuming units important for the propulsion, manoeuvrability and safe operation of the ship as well as the essential auxiliary machines according to Section 1, H.

– all consuming units necessary to the safety of the ship.

1.3 Every steam consuming unit is to be capable of being shut off from the system.

2. Calculation of pipelines

2.1 Steam lines and valves are to be constructed for the design pressure (PR) according to B.4.1.4.

2.2 Calculations of pipe thickness and analysis of elasticity in accordance with C. are to be carried out. Sufficient compensation for thermal expansion is to be proven.

3. Laying out of steam lines

3.1 Steam lines are to be so installed and supported that expected stresses due to thermal expansion, external loads and shifting of the supporting structure under both normal and interrupted service conditions will be safely compensated.

3.2 Steam lines are to be so installed that water pockets will be avoided.

3.3 Means are to be provided for the reliable drainage of the piping system.

3.4 Steam lines are to be effectively insulated to prevent heat losses.

3.4.1 At points where there is a possibility of contact, the surface temperature of the insulated steam lines may not exceed 80 °C.

3.4.2 Wherever necessary, additional protection arrangements against unintended contact are to be provided.

3.4.3 The surface temperature of steam lines in the pump rooms of tankers may nowhere exceed 220 °C, see also Section 15.

3.5 Steam heating lines, except for heating purposes, are not to be led through accommodation.

11-26 F Section 11 – Piping Systems, Valves and Pumps 3.6 Sufficiently rigid positions are to be arranged as fixed points for the steam piping systems.

3.7 It is to be ensured that the steam lines are fitted with sufficient expansion arrangements.

3.8 Where a system can be supplied from a system with higher pressure, it is to be provided with reducing valves and with relief valves on the low pressure side.

3.9 Welded connections in steam lines are subject to the requirements specified in Rules for Welding, Volume VI.

4. Steam strainers

Wherever necessary, machines and apparatus in steam systems are to be protected against foreign matter by steam strainers.

5. Steam connections to equipment and pipes carrying oil, e.g. steam atomizers or steamout arrangements, are to be so secured that fuel and oil can-not penetrate into the steam lines.

6. Inspection of steam lines for expanding

Steam lines for superheated steam at above 500 °C are to be provided with means of inspecting the pipes for expanding. This can be in the form of measuring sections on straight length of pipes at the superheater outlet preferably. The length of these measuring sections is to be at least 2 da.

F. Boiler Feed Water and Circulating Arrangement, Condensate Recirculation

1. Feed water pumps 1.1 At least two feed water pumps are to be provided for each boiler installation.

1.2 Feed water pumps are to be so arranged or equipped that no backflow of water can occur when the pumps are not in operation.

1.3 Feed water pumps are to be used only for feeding boilers.

2. Capacity of feed water pumps

2.1 Where two feed water pumps are provided, the capacity of each is to be equivalent to at least 1,25 times the maximum permitted output of all the connected steam generators.

2.2 Where more than two feed water pumps are installed, the capacity of all other feed water pumps in the event of the failure of the pump with the largest capacity is to comply with the requirements of 2.1.

2.3 For continuous flow boilers the capacity of the feed water pumps is to be at least 1,0 times the maximum steam output.

2.4 Special requirements may be approved for the capacity of the feed water pumps for plants incorporating a combination of oil fired and exhaust gas boilers.

3. Delivery pressure of feed water pumps

Feed water pumps are to be so laid out that the delivery pressure can satisfy the following requirements:

- The required capacity according to 2. is to be achieved against the maximum allowable working pressure of the steam producer.

- In case the safety valve is blowing off the delivery capacity is to be 1,0 times the approved steam output at 1,1 times the allowable working pressure.

The flow resistance in the piping between the feed water pump and the boiler is to be taken into account. In the case of continuous flow boilers the total resistance of the boiler is to be taken into account.

4. Power supply to feed water pumps for main boilers

4.1 For steam-driven feed water pumps, the supply of all the pumps from only one steam system is allowed provided that all the steam producers are connected to this steam system. Where feed water pumps are driven solely by steam, a suitable filling and starting up pump which is to be independent of steam is to be provided.

4.2 For electric drives, a separate lead from the common bus-bar to each pump motor is sufficient.

Section 11 – Piping Systems, Valves and Pumps G 11-27

5. Feed water lines

Feed water lines may not pass through tanks which do not contain feed water. 5.1 Feed water lines for main boilers

5.1.1 Each main boiler is to be provided with a main and an auxiliary feed water line.

5.1.2 Each feed water line is to be fitted with a shut-off valve and a check valve at the boiler inlet. Where the shut-off valve and the check valve are not directly connected in series, the intermediate pipe is to be fitted with a drain.

5.1.3 Each feed water pump is to be fitted with a shut-off valve on the suction side and a screw-down non-return valve on the delivery side. The pipes are to be so arranged that each pump can supply each feed water line.

5.2 Feed water lines for auxiliary steam

producers (auxiliary and exhaust gas boilers)

5.2.1 The provision of only one feed water line for auxiliary and exhaust gas boilers is sufficient if the preheaters and automatic regulating devices are fitted with by-pass lines.

5.2.2 The requirements in 5.1.2 are to apply as appropriate to the valves required to be fitted to the boiler inlet. 5.2.3 Continuous flow boilers need not be fitted with the valves required according to 5.1.2 provided that the heating of the boiler is automatically switched off should the feed water supply fail and that the feed water pump supplies only one boiler.

6. Boiler water circulating systems 6.1 Each forced-circulation boiler is to be equipped with two circulating pumps powered independently of each other. Failure of the circulating pump in operation is to be signalled by an alarm. The alarm may only be switched off if a circulating pump is started or when the boiler firing is shut down.

6.2 The provision of only one circulating pump for each boiler is sufficient if:

– the boilers are heated only by gases whose temperature does not exceed 400 °C or

– a common stand-by circulating pump is provided which can be connected to any boiler or

– the burners of oil or gas fired auxiliary boilers are so arranged that they are automatically shut off should the circulating pump fail and the heat stored in the boiler does not cause any unacceptable evaporation of the available water in the boiler.

7. Feed water supply, evaporators

7.1 The feed water supply is to be stored in several tanks.

7.2 One storage tank may be considered sufficient for auxiliary boiler units.

7.3 Two evaporators are to be provided for main steam producer units. 8. Condensate recirculation

8.1 The main condenser is to be equipped with two condensate pumps, each of which is to be able to transfer the maximum volume of condensate produced.

8.2 The condensate of all heating systems used to heat oil (fuel, lubricating, cargo oil, etc.) is to be led to condensate observation tanks. These tanks are to be fitted with air vents.

8.3 Heating coils of tanks containing fuel or oil residues, e.g. sludge tanks, leak oil tanks, bilge water tanks, etc. are to be provided at the tank outlet with shut-off devices and testing devices See Section 10, B.5.4 G. Fuel Oil Systems

1. Bunker lines

The bunkering of fuel oils is to be effected by means of permanently installed lines either from the open deck or from bunkering stations located below deck which are to be isolated from other spaces.

Bunker stations are to be so arranged that the bunkering can be performed from both sides of the ship without danger. This requirement is considered to be fulfilled where the bunkering line is extended to both sides of the ship. The bunkering lines are to be fitted with blind flanges on deck.

11-28 G Section 11 – Piping Systems, Valves and Pumps 2. Tank filling and suction lines

2.1 Filling and suction lines from storage, settling and service tanks situated above the double bottom and from which in case of their damage fuel oil may leak, are to be fitted directly on the tanks with shut-off devices capable of being closed from a safe position outside the space concerned.

In the case of deep tanks situated in shaft or pipe tunnel or similar spaces, shut-off devices are to be fitted on the tanks. The control in the event of fire may be effected by means of an additional shut-off device in the pipe outside the tunnel or similar space. If such additional shut-off device is fitted in the machinery space it is to be operated from a position outside this space.

2.2 Shut-off devices on fuel oil tanks having a capacity of less than 500 l need not be provided with remote control.

2.3 Filling lines are to extend to the bottom of the tank. Short filling lines directed to the side of the tank may be admissible.

Storage tank suction lines may also be used as filling lines.

2.4 Where filling lines are led through the tank top and end below the maximum oil level in the tank, a non-return valve at the tank top is to be arranged.

2.5 The inlet connections of suction lines are to be arranged far enough from the drains in the tank so that water and impurities which have settled out will not enter the suctions.

2.6 For the release of remotely operated shut-off devices, see Section 12, B.10.

3. Pipe layout

3.1 Fuel lines may not pass through tanks containing feed water, drinking water, lubricating oil or thermal oil.

3.2 Fuel lines which pass through ballast tanks are to have an increased wall thickness according to Table 11.5.

3.3 Fuel lines are not to be laid directly above or in the vicinity of boilers, turbines or equipment with high surface temperatures (over 220 °C) or in way of other sources of ignition.

3.4 Flanged and screwed socket connections in

fuel oil lines are to be screened or otherwise suitably protected to avoid, as far as practicable, oil spray or oil leakages onto hot surfaces, into machinery air intakes, or other sources of ignition.

The number of detachable pipe connections is to be limited. In general, flanged connections according to recognized standards are to be used.

3.4.1 Flanged and screwed socket connections in fuel oil lines which lay directly above hot surfaces or other sources of ignition are to be screened and provided with drainage arrangements.

3.4.2 Flanged and screwed socket connections in fuel oil lines with a maximum allowable working pressure of more than 0,18 N/mm2 and within about 3 m from hot surfaces or other sources of ignition and direct sight of line are to be screened. Drainage arrangements need not to be provided.

3.4.3 Flanged and screwed socket connections in fuel oil lines with a maximum allowable working pressure of less than 0,18 N/mm2 and within about 3 m from hot surfaces or other sources of ignition are to be assessed individually taking into account working pressure, type of coupling and possibility of failure.

3.4.4 Flanged and screwed socket connections in fuel oil lines with a maximum allowable working pressure of more than 1,6 N/mm2 need normally to be screened.

3.4.5 Pipes running below engine room floor need abnormally not to be screened. 3.5 Shut-off valves in fuel lines in the machinery spaces are to be operable from above the floor plates. 3.6 Glass and plastic components are not permitted in fuel systems. Sight glasses made of glass located in vertical overflow pipes may be permitted. 3.7 Fuel pumps are to be capable of being isolated from the piping system by shut-off valves. 4. Fuel transfer, feed and booster pumps

4.1 Fuel transfer, feed and booster pumps are to be designed for the intended operating temperature.

4.2 A fuel transfer pump is to be provided. Other service pumps may be used as a stand-by pump provided they are suitable for this purpose.

4.3 At least two means of oil fuel transfer are to

Section 11 – Piping Systems, Valves and Pumps G 11-29

be provided for filling the service tanks.

4.4 Where a feed or booster pump is required to supply fuel to main or auxiliary engines, stand-by pumps are to be provided. Where pumps are attached to the engines, stand-by pumps may be dispensed with for auxiliary engines.

4.5 For emergency shut-down devices, see Section 12, B.9.

5. Plants with more than one main engine

For plants with more than one main engine, complete spare feed or booster pumps stored on board may be accepted instead of stand-by pumps provided that the feed or booster pumps are so arranged that they can be replaced with the means available on board.

For plants with more than one main engine, see also Section 2, G.

6. Shut-off devices

6.1 On cargo ships of 500 GT or above and on all passenger ships for plants with more than one engine, shut-off devices for isolating the fuel supply and over-production/recirculation lines to any engine from a common supply system are to be provided. These valves are to be operable from a position not rendered inaccessible by a fire on any of the engines.

6.2 Instead of shut-off devices in the over-production/recirculation lines check valves may be fitted. Where shut-off devices are fitted, they are to be locked in the operating position.

7. Filters

7.1 Fuel oil filters are to be fitted in the delivery line of the fuel pumps.

7.2 For ships with Class Notation OT the filter equipment is to satisfy the requirements of Rules for Automation, Volume VII, Section 2. 7.3 Mesh size and filter capacity are to be in accordance with the requirements of the manufacturer of the engine.

7.4 Uninterrupted supply of filtered fuel has to be ensured during cleaning of the filtering equipment. In case of automatic back-flushing filters it is to be ensured that a failure of the automatic back-flushing will not lead to a total loss of filtration.

7.5 Back-flushing intervals of automatic back- flushing filters provided for intermittent back-flushing are to be monitored. 7.6 Fuel oil filters are to be fitted with differential pressure monitoring. On engines provided for operation with gas oil only, differential pressure monitoring may be dispensed with. 7.7 Engines for the exclusive operation of emergency generators and emergency fire pumps may be fitted with simplex filters. 7.8 Fuel transfer units are to be fitted with a simplex filter on the suction side.

7.9 For filter arrangement, see Section 2, G.3.

8. Purifiers

8.1 Manufacturers of purifiers for cleaning fuel and lubricating oil are to be approved by BKI. 8.2 Where a fuel purifier may exceptionally be used to purify lubricating oil the purifier supply and discharge lines are to be fitted with a change-over arrangement which prevents the possibility of fuel and lubricating oils being mixed.

Suitable equipment is also to be provided to prevent such mixing occurring over control and compression lines. 8.3 The sludge tanks of purifiers are to be fitted with a level alarm which ensures that the level in the sludge tank cannot interfere with the operation of the purifier.

9. Oil firing equipment

Oil firing equipment is to be installed in accordance with Section 9. Pumps, pipelines and fittings are subject to the following requirements.

9.1 Oil fired main boilers are to be equipped with at least two service pumps and two preheaters. For filters see 7. Pumps and heaters are to be rated and arranged that the oil firing equipment remains operational even if one unit should fail. This also applies to oil fired auxiliary boilers and thermal oil heaters unless other means are provided for maintaining continuous operation at sea even if a single unit fails.

9.2 Hose assemblies for the connection of the burner may be used. Hose assemblies are not to

11-30 G Section 11 – Piping Systems, Valves and Pumps be longer than required for retracting of the burner for the purpose of routine maintenance. Only hose assemblies from approved hose assembly manufacturers are to be used. 10. Service tanks

10.1 On cargo ships of 500 GT or above and all passenger ships two fuel oil service tanks for each type of fuel used on board necessary for propulsion and essential systems are to be provided. Equivalent arrangements may be permitted.

10.2 Each service tank is to have a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operation load of the generator plant. 11. Operation using heavy fuel oils

11.1 Heating of heavy fuel oil

11.1.1 Heavy fuel oil tanks are to be fitted with a heating system.

The capacity of the tank heating system is to be in accordance with the operating requirements and the quality of fuel oil intended to be used.

With BKI's consent, storage tanks need not be fitted with a heating system provided it can be guaranteed that the proposed quality of fuel oil can be pumped under all ambient and environmental conditions.

For the tank heating system, see Section 10, B.5.

11.1.2 Heat tracing is to be arranged for pumps, filters and oil fuel lines as required.

11.1.3 Where it is necessary to preheat injection valves of engines running with heavy fuel oil, the injection valve cooling system is to be provided with additional means of heating.

11.2 Treatment of heavy fuel oil

11.2.1 Settling tanks

Heavy fuel settling tanks or equivalent arrangements with sufficiently dimensioned heating systems are to be provided.

Settling tanks are to be provided with drains, emptying arrangements and with temperature measuring instruments.

11.2.2 Heavy fuel oil cleaning for diesel engines

For cleaning of heavy fuels, purifiers or purifiers combined with automatic filters are to be provided.

11.2.3 Fuel oil blending and emulsifying equipment

Heavy fuel oil/diesel oil blending and emulsifying equipment requires approval by BKI.

11.3 Service tanks

11.3.1 For the arrangement and equipment of service tanks, see Section 10, B.

11.3.2 The capacity of the service tanks is to be such that, should the treatment plant fail, the supply to all the connected consumers can be maintained for at least 8 hours.

11.3.3 Where the overflow pipe of the service tank is terminated in the settling tanks, suitable means are to be provided to ensure that no untreated heavy fuel oil can penetrate into the daily service tank in case of overfilling of a settling tank.

11.3.4 Daily service tanks are to be provided with drains and with discharge arrangements. 11.4 Change-over arrangement diesel oil/ heavy

oil

11.4.1 The change-over arrangement of the fuel supply and return lines is to be so arranged that faulty switching is excluded and to ensure reliable separation of the fuels.

Change-over valves which allow intermediate positions are not permitted.

11.4.2 The change-over devices are to be accessible and permanently marked. Their respective working position is to be clearly indicated.

11.4.3 Remote controlled change-over devices are to be provided with limit position indicators at the control platforms.

11.5 Fuel supply through stand pipes

11.5.1 Where the capacity of stand pipes exceeds 500 ℓ, the outlet pipe is to be fitted with a remote controlled quick-closing valve operated from outside the engine room. Stand pipes are to be equipped with air/gas vents and with self-closing connections for emptying and draining. Stand pipes are to be fitted with a local temperature indicator.

11.5.2 Atmospheric stand pipes (pressureless)

Having regard to the arrangement and the maximum fuel level in the service tanks, the stand pipes are to be so located and arranged that sufficient free space for degasification is available inside the stand pipes.

Section 11 – Piping Systems, Valves and Pumps H 11-31

11.5.3 Closed stand-pipes (pressurized systems)

Closed stand-pipes are to be designed as pressure vessels and are to be fitted with the following equipment:

– a non-return valve in the recirculating lines from the engines

– an automatic degaser or a gas blanket monitor with manual degaser

– a local gauge for the operating pressure

– a local temperature indicator

– a drain/emptying device, which is to be locked in the closed position

11.6 End preheaters

Two mutually independent end preheaters are to be provided.

The arrangement of only one preheater may be approved where it is ensured that the operation with fuel oil which does not need preheating can be temporarily maintained.

11.7 Viscosity control

11.7.1 Where main and auxiliary engines are operated on heavy fuel oil, automatic viscosity control is to be provided.

11.7.2 Viscosity regulators are to be fitted with a local temperature indicator.

11.7.3 Local control devices The following local control devices are to be fitted directly before the engine

– a gauge for operating pressure

– an indicator for the operating temperature

11.8 The heavy fuel system is to be effectively insulated as necessary. H. Lubricating Oil Systems


1.1 Lubricating oil systems are to be so constructed to ensure reliable lubrication over the whole range of speed and during run-down of the engines and to ensure adequate heat transfer.

1.2 Priming pumps

Where necessary, priming pumps are to be provided for supplying lubricating oil to the engines.

1.3 Emergency lubrication

A suitable emergency lubricating oil supply (e.g. gravity tank) is to be arranged for machinery which may be damaged in case of interruption of lubricating oil supply.

1.4 Lubricating oil treatment

1.4.1 Equipment necessary for adequate treatment of lubricating oil is to be provided (purifiers, automatic back-flushing filters, filters, free-jet centrifuges).

1.4.2 In the case of auxiliary engines running on heavy fuel which are supplied from a common lubricating oil tank, suitable equipment is to be fitted to ensure that in case of failure of the common lubricating oil treatment system or ingress of fuel or cooling water into the lubricating oil circuit, the auxiliary engines required to safeguard the power supply in accordance with Rules for Electrical Installation, Volume IV, Section 3 remain fully operational.

2. Lubricating oil systems

2.1 Lubricating oil circulating tanks and gravity tanks

2.1.1 For the capacity and location see Section 10, C.

2.1.2 Where an engine lubricating oil circulation tank extends to the bottom shell plating on ships for which a double bottom is required in the engine room, shut-off valves are to be fitted in the drain pipes between engine casing and circulating tank. These valves are to be capable of being closed from a level above the lower platform.

2.1.3 The suction connections of lubricating oil pumps are to be located as far as possible from drain pipes.

2.1.4 Gravity tanks are to be fitted with an over-flow pipe which leads to the circulating tank. Arrangements are to be made for observing the flow of excess oil in the overflow pipe.

2.2 Filling and suction lines

2.2.1 Filling and suction lines of lubricating oil tanks with a capacity of 500 ℓ and more located above the double bottom and from which in case of their damage lubricating oil may leak, are to be fitted

11-32 H Section 11 – Piping Systems, Valves and Pumps directly on the tanks with shut-off devices according to G.2.1

The remote operation of shut-off valves according to G.2.1 may be dispensed with:

– for valves which are kept closed during normal operation.

– where an unintended operation of a quick closing valve would endanger the safe operation of the main propulsion plant or essential auxiliary machinery.

2.2.2 Where lubricating oil lines are to be led in the vicinity of hot machinery, e.g. superheated steam turbines, steel pipes which should be in one length and which are protected where necessary are to be used.

2.2.3 For screening arrangements of lubricating oil pipes G.3.4 applies as appropriate.

2.3 Filters

2.3.1 Lubricating oil filters are to be fitted in the delivery line of the lubricating oil pumps.

2.3.2 Mesh size and filter capacity are to be in accordance with the requirements of the manufacturer of the engine.

2.3.3 Uninterrupted supply of filtered lubricating oil has to be ensured under cleaning conditions of the filter equipment.

In case of automatic back-flushing filters it is to be ensured that a failure of the automatic back-flushing will not lead to a total loss of filtration.

2.3.4 Back-flushing intervals of automatic back-flushing filters provided for intermittent back-flushing are to be monitored.

2.3.5 Main lubricating oil filters are to be fitted with differential pressure monitoring. On engines provided for operation with gas oil only, differential pressure monitoring may be dispensed with.

2.3.6 Engines for the exclusive operation of emergency generators and emergency fire pumps may be fitted with simplex filters.

2.3.7 For protection of the lubricating oil pumps simplex filters may be installed on the suction side of the pumps if they have a minimum mesh size of 100 µ.

2.3.8 For the arrangement of filters, see Section 2, G.3.

2.4 Lubricating oil coolers

It is recommended that turbine and large engine plants be provided with more than one oil cooler.

2.5 Oil level indicators

Machines with their own oil charge are to be provided with a means of determining the oil level from outside during operation. This requirement also applies to reduction gears, thrust bearings and shaft bearings.

2.6 Purifiers

The requirements in G.8. apply as appropriate.

3. Lubricating oil pumps

3.1 Main engines

3.1.1 Main and independent stand-by pumps are to be arranged.

Main pumps driven by the main engines are to be so designed that the lubricating oil supply is ensured over the whole range of operation.

3.1.2 For plants with more than one main engine see Section 2, G.4.2.3.

3.2 Main turbine plant

3.2.1 Main and independent stand-by lubricating oil pumps are to be provided.

3.2.2 Emergency lubrication

The lubricating oil supply to the main turbine plant for cooling the bearings during the run-down period is to be assured in the event of failure of the power supply. By means of suitable arrangements such as gravity tanks the supply of oil is also to be assured during starting of the emergency lubrication system.

3.3 Main reduction gearing (motor vessels)

3.3.1 Lubricating oil is to be supplied by a main pump and an independent stand-by pump.

3.3.2 Where a reduction gear has been approved by BKI to have adequate self-lubrication at 75 % of the torque of the propelling engine, a stand-by lubricating oil pump for the reduction gear may be dispensed with up to a power-speed ratio of

P/n1 [kW/min-1] ≤ 3,0

n1 = gear input revolution [min-1]

Section 11 – Piping Systems, Valves and Pumps I 11-33

3.3.3 The requirements under 3.1.2 are to be applied for multi-propeller plants and plants with more than one engine analogously.

3.4 Auxiliary machinery

3.4.1 Diesel generators

Where more than one diesel generator is available, stand-by pumps are not required.

Where only one diesel generator is available (e.g. on turbine-driven vessels where the diesel generator is needed for start-up operations) a complete spare pump is to be carried on board.

3.4.2 Auxiliary turbines

Turbogenerators and turbines used for driving essential auxiliaries such as boiler feed water pumps, etc. are to be equipped with a main pump and an independent auxiliary pump. The auxiliary pump is to be designed to ensure a sufficient supply of lubricating oil during the start-up and run-down operation.

I. Seawater Cooling Systems 1. Sea suctions, sea chests

1.1 At least two sea chests are to be provided. Wherever possible, the sea chests are to be arranged as low as possible on either side of the ship.

1.2 For service in shallow waters, it is recommended that an additional high seawater intake is provided.

1.3 It is to be ensured that the total seawater supply for the engines can be taken from only one sea chest.

1.4 Each sea chest is to be provided with an effective vent. The following venting arrangements will be approved:

– an air pipe of at least 32 mm ID which can be shutoff and which extends above the bulkhead deck

– adequately dimensioned ventilation slots in the shell plating.

1.5 Steam or compressed air connections are to be provided for clearing the sea chest gratings. The steam or compressed air lines are to be fitted with shut-off valves fitted directly to the sea chests.

Compressed air for blowing through sea chest gratings may exceed 2 bar only if the sea chests are constructed for higher pressures.

1.6 Where a sea chest is exclusively arranged as chest cooler the steam or compressed air lines for clearing according to 1.5 may, with BKI's agreement, be dispensed with.

2. Special rules for ships with ice class

2.1 For one of the sea chests specified in 1.1 the sea inlet is to be located as near as possible to midship and as far aft as possible. The seawater discharge line of the entire engine plant is to be connected to the top of the sea chest.

2.1.1 For ships with ice class ES1 to ES4 the sea chest is to be arranged as follows:

– In calculating the volume of the sea chest the following value is to be applied as a guide: about 1 m3 for every 750 kW of the ship's engine output including the output of auxiliary engines.

– The sea chest is to be of sufficient height to allow ice to accumulate above the inlet pipe.

– The free area of the strum holes is to be not less than four times the sectional area of the seawater inlet pipe.

2.1.2 As an alternative two smaller sea chests of a design as specified in 2.1.1 may be arranged.

2.1.3 All discharge valves are to be so arranged that the discharge of water at any draught will not be obstructed by ice.

2.2 Where necessary, a steam connection or a heating coil is to be arranged for de-icing and thawing the sea chests.

2.3 Additionally, cooling water supply to the engine plant may be arranged from ballast tanks with circulating cooling.

This system does not replace the requirements stated in 2.1.1.

2.4 For the fire pumps, see Section 12, E.1.3.6.

3. Sea valves

3.1 Sea valves are to be so arranged that they can be operated from above the floor plates.

3.2 Discharge pipes for seawater cooling systems

11-34 I Section 11 – Piping Systems, Valves and Pumps are to be fitted with a shut-off valve at the shell.

4. Strainers

The suction lines of the seawater pumps are to be fitted with strainers.

The strainers are to be so arranged that they can be cleaned during service.

Where cooling water is supplied by means of a scoop, strainers in the main seawater cooling line can be dispensed with.

5. Seawater cooling pumps 5.1 Diesel engine plants

5.1.1 Main propulsion plants are to be provided with main and stand-by cooling water pumps.

5.1.2 The main cooling water pump may be attached to the propulsion plant. It is to be ensured that the attached pump is of sufficient capacity for the cooling water required by main engines and auxiliary equipment over the whole speed range of the propulsion plant.

The drive of the stand-by cooling water pump is to be independent of the main engine.

5.1.3 Main and stand-by cooling water pumps are each to be of sufficient capacity to meet the maximum cooling water requirements of the plant.

Alternatively, three cooling water pumps of the same capacity and delivery head may be arranged, provided that two of the pumps are sufficient to supply the required cooling water for full load operation of the plant.

With this arrangement it is permissible for the second pump to be automatically put into operation only in the higher temperature range by means of a thermostat.

5.1.4 Ballast pumps or other suitable seawater pumps may be used as stand-by cooling water pumps.

5.1.5 Where cooling water is supplied by means of a scoop, the main and stand-by cooling water pumps are to be of a capacity which will ensure reliable operation of the plant under partial load conditions and astern operation as required in Section 2, E.5.1.1e). The main cooling water pump is to be automatically started as soon as the speed falls below that required for the operation of the scoop.

5.2 Steam turbine plants

5.2.1 Steam turbine plants are to be provided with a main and a stand-by cooling water pump.

The main cooling water pump is to be of sufficient capacity to supply the maximum cooling water requirements of the turbine plant. The capacity of the stand-by cooling water pump is to be such as to ensure reliable operation of the plant also during astern operation.

5.2.2 Where cooling water is supplied by means of a scoop, the main cooling water pump is to be of sufficient capacity for the cooling water requirements of the turbine plant under conditions of maximum astern output.

The main cooling water pump is to start automatically as soon as the speed falls below that required for the operation of the scoop.

5.3 Plants with more than one main engine

For plants with more than one engine and with separate cooling water systems, complete spare pumps stored on board may be accepted instead of stand-by pumps provided that the main seawater cooling pumps are so arranged that they can be replaced with the means available on board.

5.4 Cooling water supply for auxiliary engines

Where a common cooling water pump is provided to serve more than one auxiliary engine, an independent stand-by cooling water pump with the same capacity is to be fitted. Independently operated cooling water pumps of the main engine plant may be used to supply cooling water to auxiliary engines while at sea, provided that the capacity of such pumps is sufficient to meet the additional cooling water requirement.

If each auxiliary engine is fitted with an attached cooling water pump, stand-by cooling water pumps need not to be provided.

6. Cooling water supply in dry dock

It is recommended that a supply of cooling water, e.g. from a water ballast tank, is to be available so that at least one diesel generator and, if necessary, the domestic refrigerating plant may run when the ship is in dry dock. Cargo and container cooling systems are to conform to the requirements stated in Rules for Refrigerating Installations, Volume VIII, Section I,1.4.

Section 11 – Piping Systems, Valves and Pumps K 11-35

K. Fresh Water Cooling Systems

1. General

1.1 Fresh water cooling systems are to be so arranged that the engines can be sufficiently cooled under all operating conditions.

1.2 Depending on the requirements of the engine plant, the following fresh water cooling systems are allowed:

– a single cooling circuit for the entire plant

– separate cooling circuits for the main and auxiliary plant

– several independent cooling circuits for the main engine components which need cooling (e.g. cylinders, pistons and fuel valves) and for the auxiliary engines

– separate cooling circuits for various temperature ranges

1.3 The cooling circuits are to be so divided that should one part of the system fail, operation of the auxiliary systems can be maintained.

Change-over arrangements are to be provided for this purpose if necessary.

1.4 As far as possible, the temperature controls of main and auxiliary engines as well as of different circuits are to be independent of each other.

1.5 Where, in automated engine plants, heat exchangers for fuel or lubricating oil are incorporated in the cylinder cooling water circuit of main engines, the entire cooling water system is to be monitored for fuel and oil leakage.

1.6 Common engine cooling water systems for main and auxiliary plants are to be fitted with shut-off valves to enable repairs to be performed without taking the entire plant out of service.

2. Heat exchangers, coolers

2.1 The construction and equipment of heat exchangers and coolers are subject to the requirements of Section 8. 2.2 The coolers of cooling water systems, engines and equipment are to be so designed to ensure that the specified cooling water temperatures can be maintained under all operating conditions.

Cooling water temperatures are to be adjusted to meet the requirements of engines and equipment.

2.3 Heat exchangers for auxiliary equipment in the main cooling water circuit are to be provided with by-passes if in the event of a failure of the heat exchanger it is possible by these means to keep the system in operation. 2.4 It is to be ensured that auxiliary machinery can be maintained in operation while repairing the main coolers. If necessary, means are to be provided for changing over to other heat exchangers, machinery or equipment through which a temporary heat transfer can be achieved. 2.5 Shut-off valves are to be provided at the inlet and outlet of all heat exchangers. 2.6 Every heat exchanger and cooler is to be provided with a vent and a drain.

2.7 Keel coolers, box coolers

2.7.1 Arrangement and construction drawings of keel and box coolers are to be submitted for approval.

2.7.2 Permanent vents for fresh water are to be provided at the top of keel coolers and chest coolers.

2.7.3 Keel coolers are to be fitted with pressure gauge connections at the fresh water inlet and outlet.

3. Expansion tanks

3.1 Expansion tanks are to be arranged at sufficient height for every cooling water circuit.

Different cooling circuits may only be connected to a common expansion tank if they do not interfere with each other. Care is to be taken here to ensure that damage to or faults in one system cannot affect the other system.

3.2 Expansion tanks are to be fitted with filling connections, aeration/de-aeration devices, water level indicators and drains.

4. Fresh water cooling pumps

4.1 Main and stand-by cooling water pumps are to be provided for each fresh water cooling system.

4.2 Main cooling water pumps may be driven directly by the main or auxiliary engines which they

11-36 L Section 11 – Piping Systems, Valves and Pumps are intended to cool provided that a sufficient supply of cooling water is assured under all operating conditions.

4.3 The drives of stand-by cooling water pumps are to be independent of the main engines.

4.4 Stand-by cooling water pumps are to have the same capacity as main cooling water pumps.

4.5 Main engines are to be fitted with at least one main and one stand-by cooling water pump. Where according to the construction of the engines more than one water cooling circuit is necessary, a stand-by pump is to be fitted for each main cooling water pump.

4.6 For fresh cooling water pumps of essential auxiliary engines the requirements for sea water cooling pumps in I.5.4 may be applied.

4.7 A stand-by cooling water pump of a cooling water system may be used as a stand-by pump for another system provided that the necessary pipe connections are arranged. The shut-off valves in these connections are to be secured against unintended operation.

4.8 Equipment providing emergency cooling from another system can be approved if the plant and the system are suitable for this purpose.

4.9 For plants with more than one main engine the requirements for sea cooling water pumps in I.5.3 may be applied. 5. Temperature control

Cooling water circuits are to be provided with temperature controls in accordance with the requirements. Control devices whose failure may impair the functional reliability of the engine are to be equipped for manual operation. 6. Preheating of cooling water

Means are to be provided for preheating cooling fresh water. Exceptions are to be approved by BKI. 7. Emergency generating units

Internal combustion engines driving emergency generating units are to be fitted with independent cooling systems. Such cooling systems are to be made proof against freezing.

L. Compressed Air Lines 1. General

1.1 Pressure lines connected to air compressors are to be fitted with non-return valves at the compressor outlet.

1.2 For oil and water separators, see Section 2, M.4.3.

1.3 Starting air lines may not be used as filling lines for air receivers.

1.4 Only type-tested hose assemblies made of metallic materials may be used in starting air lines of diesel engines which are permanently kept under pressure.

1.5 The starting air line to each engine is to be fitted with a non-return valve and a drain.

1.6 Tyfons are to be connected to at least two compressed air receivers.

1.7 A safety valve is to be fitted behind each pressure-reducing valve.

1.8 Pressure water tanks and other tanks connected to the compressed air system are to be considered as pressure vessels and are to comply with the requirements in Section 8 for the working pressure of the compressed air system.

1.9 For compressed air connections for blowing through sea chests refer to I.1.5.

1.10 For compressed air supply to pneumatically operated valves and quick-closing valves refer to D.6.

1.11 Requirements for starting engines with compressed air, see Section 2, H.2.

1.12 For compressed air operated fire flaps of the engine room, D.6.5 is to be used analogously. These fire flaps are not to close automatically in case of loss of energy.

2. Control air systems

2.1 Control air systems for essential consumers are to be provided with the necessary means of air treatment.

2.2 Pressure reducing valves in the control air system of main engines are to be redundant.

Section 11 – Piping Systems, Valves and Pumps M, N 11-37

M. Exhaust Gas Lines

1. Pipe layout

1.1 Engine exhaust gas pipes are to be installed separately from each other, taking into account the structural fire protection. Other designs are to be submitted for approval. The same applies to boiler exhaust gas pipes. 1.2 Account is to be taken of thermal expansion when laying out and suspending the lines.

1.3 Where exhaust gas lines discharge near water level, provisions are to be taken to prevent water from entering the engines.

2. Silencers

Engine exhaust pipes are to be fitted with effective silencers or other suitable means are to be provided.

3. Water drains

Exhaust lines and silencers are to be provided with suitable drains of adequate size.

4. Insulation

For insulation of exhaust gas lines inside machinery spaces, see Section 12, B.4.1.

5. For special requirements for tankers refer to Section 15, B.9.3. Engine exhaust gas lines are additionally subject to Section 2, G.7. N. Bilge Systems 1. Bilge lines 1.1 Layout of bilge lines

1.1.1 Bilge lines and bilge suctions are to be so arranged that the bilges can be completely drained even under unfavourable trim conditions.

1.1.2 Bilge suctions are normally to be located on both sides of the ship. For compartments located fore and aft in the ship, one bilge suction may be considered sufficient provided that it is capable of completely draining the relevant compartment.

1.1.3 Spaces located forward of the collision bulkhead and aft of the stern tube bulkhead and not

connected to the general bilge system are to be drained by other suitable means of adequate capacity.

1.1.4 The required pipe thickness of bilge lines is to be in accordance with Table 11.5. 1.2 Pipes laid through tanks

1.2.1 Bilge pipes may not be led through tanks for lubricating oil, thermal oil, drinking water or feed water.

1.2.2 Bilge pipes from spaces not accessible during the voyage if running through fuel tanks located above double bottom are to be fitted with a non-return valve directly at the point of entry into the tank. 1.3 Bilge suctions and strums

1.3.1 Bilge suctions are to be so arranged as not to impede the cleaning of bilges and bilge wells. They are to be fitted with easily detachable, corrosion- resistant strums.

1.3.2 Emergency bilge suctions are to be arranged such that they are accessible, with free flow and at a suitable distance from the tank top or the ship's bottom.

1.3.3 For the size and design of bilge wells see Rules for Hull, Volume II, Section 8, B.5.3.

1.3.4 Bilge alarms of main and auxiliary machinery spaces, see Section 1, E.5. and Rules for Automation, Volume VII, Section 6, H.

1.4 Bilge valves

1.4.1 Valves in connecting pipes between the bilge and the seawater and ballast water system, as well as between the bilge connections of different compartments, are to be so arranged that even in the event of faulty operation or intermediate positions of the valves, penetration of seawater through the bilge system will be safely prevented.

1.4.2 Bilge discharge pipes are to be fitted with shut-off valves at the ship's shell.

1.4.3 Bilge valves are to be arranged so as to be always accessible irrespective of the ballast and loading condition of the ship.

1.5 Reverse-flow protection

1.5.1 A screw-down non-return valve or a combination of a non-return valve without positive means of closing and a shut-off valve are recognized as reverse flow protection.

11-38 N Section 11 – Piping Systems, Valves and Pumps 1.6 Pipe layout

1.6.1 To prevent the ingress of ballast and seawater into the ship through the bilge system two means of reverse-flow protection are to be fitted in the bilge connections.

One of such means of protection is to be fitted in each suction line.

1.6.2 The direct bilge suction and the emergency suction need only one means of reverse-flow protection as specified in 1.5.1.

1.6.3 Where a direct seawater connection is arranged for attached bilge pumps to protect them against running dry, the bilge suctions are also to be fitted with two reverse flow protecting devices.

1.6.4 The discharge lines of oily water separators are to be fitted with a reverse flow protecting valve at the ship's side.

2. Calculation of pipe diameters

2.1 The calculated values according to formulae (4) to (6) are to be rounded up to the next higher nominal diameter.

2.2 Dry cargo and passenger ships

a) Main bilge pipes

dH = 1 ,68 · ( B + H ) · L + 2 [mm] (4)

b) Branch bilge pipes

dz = 2,15 · ( B + H ) ·l + 2 [mm] (5)

dH = calculated inside diameter of main bilge pipe [mm]

dz = calculated inside diameter of branch bilge pipe [mm]

L = length of ship between perpendiculars [m]

B = moulded breadth of ship [m]

H = depth of ship to the bulkhead deck [m] l = length of the watertight compartment [m]

2.3 Tankers

The diameter of the main bilge pipe in the engine rooms of tankers and bulk cargo/oil carriers is calculated using the formula:

dH = 3 ,0 · ( B + H ) · l1 + 35 [mm] (6)

l 1 = total length of spaces between cofferdam or pump-room bulkhead and stern tube bulkhead [m]

Other terms as in formulae (4) and (5).

Branch bilge pipes are to be dimensioned in accordance with 2.2 b). For bilge installations for spaces in the cargo area of tankers and bulk cargo/oil carriers see Section 15.

2.4 Minimum diameter

The inside diameter of main and branch bilge pipes is not to be less than 50 mm. For ships under 25 m length, the diameter may be reduced to 40 mm.

3. Bilge pumps 3.1 Capacity of bilge pumps

Each bilge pump must be capable of delivering :

Q = 5,75 · 10-3 · dH2 [m3/h] (7)

Q = minimum capacity [m3/h]

dH = calculated inside diameter of main bilge pipe[mm]

3.2 Where centrifugal pumps are used for bilge pumping, they are to be self-priming or connected to an air extracting device.

3.3 One bilge pump with a smaller capacity than that required according to formula (7) is acceptable provided that the other pump is designed for a correspondingly larger capacity. However, the capacity of the smaller bilge pump is not to be less than 85 % of the calculated capacity. 3.4 Use of other pumps for bilge pumping

3.4.1 Ballast pumps, stand-by seawater cooling pumps and general service pumps may also be used as independent bilge pumps provided they are self- priming and of the required capacity according to formula (7).

3.4.2 In the event of failure of one of the required bilge pumps, one pump each is to be available for fire fighting and bilge pumping.

3.4.3 Fuel and oil pumps are not to be connected to the bilge system.

3.4.4 Bilge ejectors are acceptable as bilge

Section 11 – Piping Systems, Valves and Pumps N 11-39

pumping arrangements provided that there is an independent supply of driving water.

3.5 Number of bilge pumps for cargo ships

Cargo ships are to be provided with two independent mechanically driven bilge pumps. On ships up to 2000 GT, one of these pumps may be attached to the main engine.

On ships of less than 100 GT, one mechanically driven bilge pump is sufficient. The second independent bilge pump may be a permanently installed manual bilge pump. The engine-driven bilge pump may be coupled to the main propulsion plant.

3.6 Number of bilge pumps for passenger ships

At least three bilge pumps are to be provided. One pump may be coupled to the main propulsion plant. Where the criterion of service numeral according to SOLAS 74 is 307) or more, an additional bilge pump is to be provided.

4. Bilge pumping for various spaces

4.1 Machinery spaces

4.1.1 On ships of more than 100 GT, the bilges of every main machinery space are to be capable of being pumped simultaneously as follows:

a) through the bilge suctions connected to the main bilge system

b) through one direct suction connected to the largest independent bilge pump

c) through an emergency bilge suction connected to the sea cooling water pump of the main propulsion plant or through another suitable emergency bilge system

4.1.2 If the ship's propulsion plant is located in several spaces, a direct suction in accordance with 4.1.1 b) is to be provided in each watertight compartment in addition to branch bilge suctions in accordance with 4.1.1 a).

When the direct suctions are in use, it is to be possible to pump simultaneously from the main bilge line by means of all the other bilge pumps.

The diameter of the direct suction may not be less than that of the main bilge pipe.

4.1.3 On steam ships the diameter of the emergency bilge suction is to be at least 2/3 of the diameter and on motor ships equal to the diameter of 7 ) See SOLAS 1974, Chapter II-1, Part B, Regulation 6.

the suction line of the pump chosen according to 4.1.1c). Deviations from this requirement need the approval of BKI. The emergency bilge suction is to be connected to the cooling water pump suction line by a reverse-flow protection according to 1.5.1.

This valve is to be provided with a plate with the notice:

Emergency bilge valve! To be opened in an emergency only!

Emergency bilge valves and cooling water inlet valves are to be capable of being operated from above the floor plates.

4.1.4 Rooms and decks in engine rooms are to be provided with drains to the engine room bilge. A drain pipe which passes through a watertight bulkhead is to be fitted with a self-closing valve.

4.2 Shaft tunnel

A bilge suction is to be arranged at the aft end of the shaft tunnel. Where the shape of the bottom or the length of the tunnel requires, an additional bilge suction is to be provided at the forward end. Bilge valves for the shaft tunnel are to be arranged outside the tunnel in the engine room.

4.3 Cargo holds

4.3.1 Cargo holds are to be normally fitted with bilge suctions fore and aft.

For water ingress protection systems, see Rule for Electrical Installations, Volume IV, Section 18, B.4.1.9.

4.3.2 Cargo holds having a length under 30 m may be provided with only one bilge suction on each side.

4.3.3 On ships with only one cargo hold, bilge wells are to be provided fore and aft.

4.3.4 For cargo holds for the transport of dangerous goods, see Section 12, P.7.

4.3.5 In all Ro/Ro cargo spaces below the bulkhead deck where a pressure water spraying system according to Section 12, L.2.3 is provided, the following is to be complied with:

- the drainage system is to have a capacity of not less than 1,25 times of the capacity of both the water spraying system pumps and required number of fire hose nozzles

- the valves of the drainage arrangement are to be operable from outside the protected space at a position in the vicinity of the drencher system controls

- bilge wells are to be of sufficient holding

11-40 N Section 11 – Piping Systems, Valves and Pumps

capacity and are to be arranged on either side directly at the longitudinal bulkhead, not more than 40 m longitudinally apart from each other.

If in cargo ships these requirements cannot be complied with, the additional weight of water and the influence of the free surfaces is to be taken into account in the ship's stability information.

4.4 Closed cargo holds above bulkhead decks

and above freeboard decks

4.4.1 Cargo holds above bulkhead decks of passenger ships or freeboard decks of cargo ships are to be fitted with drainage arrangements.

4.4.2 The drainage arrangements are to have a capacity that under consideration of a 5° list of the ship, at least 1,25 times both the capacity of the water spraying systems pumps and required number of fire hose nozzles can be drained.

4.4.3 Closed cargo holds may be drained directly to overboard, only when at a heel of the ship of 5°, the edge of the bulkhead deck or freeboard deck will not be immersed.

Drains from scuppers to overboard are to be fitted with reverse flow protecting devices according to Rules for Hull, Volume II, Section 21.

4.4.4 Where the edge of the deck, when the ship heels 5° is located at or below the summer load line (SLL) the drainage is to be led to bilge wells or drain tanks with adequate capacity.

4.4.5 The bilge wells or drainage tanks are to be fitted with high level alarms and are to be provided with draining arrangements with a capacity according to 4.4.2.

4.4.6 It is to be ensured that :

– bilge well arrangements prevent excessive accumulation of free water

– water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present

– where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.

4.4.7 The operating facilities of the relevant bilge valves have to be located outside the space and as far as possible near to the operating facilities of the pressure water spraying system for fire fighting.

4.5 Spaces which may be used for ballast water, oil or dry cargo

Where dry-cargo holds are also intended for carrying ballast water or oils, the branch bilge pipes from these spaces are to be connected to the ballast or cargo pipe system only by change-over valves/connections.

The change-over valves are to be so designed that an intermediate positioning does not connect the different piping systems. Change-over connections are to be such that the pipe not connected to the cargo hold is to be blanked off. For spaces which are used for dry cargo and ballast water the change-over connection is to be so that the system (bilge or ballast system) not connected to the cargo hold can be blanked off. 4.6 Refrigerated cargo spaces

Refrigerated cargo spaces and thawing trays are to be provided with drains which cannot be shut off. Each drain pipe is to be fitted at its discharge end with a trap to prevent the transfer of heat and odours. 4.7 Spaces for transporting livestock Spaces intended for the transport of livestock are to be additionally fitted with pumps or ejectors for discharging the waste overboard. 4.8 Spaces above fore and aft peaks

These spaces are to be either connected to the bilge system or are to be drained by means of hand pumps.

Spaces located above the aft peak may be drained to the shaft tunnel or to the engine room bilge, provided the drain line is fitted with a self-closing valve which is to be located at a highly visible and accessible position. The drain lines are to have a diameter of at least 40 mm.

4.9 Cofferdams, pipe tunnels and void spaces

Cofferdams, pipe tunnels and void spaces adjoining the ship's shell are to be connected to the bilge system.

For cofferdams, pipe tunnels and void spaces located above the deepest load water line equivalent means may be accepted by BKI after special agreement.

Where the aft peak is adjoining the engine room, it may be drained over a self-closing valve to the engine room bilge.

4.10 Drainage systems of spaces between bow

doors and inner doors on Ro-Ro ships

A drainage system is to be arranged in the area between bow door and ramp, as well as in the area between the ramp and inner door where fitted. The system is to be equipped with an audible alarm

Section 11 – Piping Systems, Valves and Pumps N 11-41

function to the navigation bridge for water level in these areas exceeding 0,5 m above the car deck level.

For bow doors and inner doors, see Rules for Hull, Volume II, Section 6, H.7. 4.11 Chain lockers

Chain lockers are to be drained by means of appropriate arrangements. 4.12 Condensate drain tanks of charge air coolers

4.12.1 If condensate from a drain tank of a charge air cooler is to be pumped overboard directly or indirectly, the discharge line is to be provided with an approved 15 ppm alarm. If the oil content exceeds 15 ppm an alarm is to be released and the pump is to stop automatically.

The 15 ppm alarm is to be arranged so that the bilge pump will not be stopped during bilge pumping from engine room to overboard.

4.12.2 Additionally the tank is to be provided with a connection to the oily water separator.

4.13 Dewatering of forward spaces of bulk

carriers

4.13.1 On bulk carriers means for dewatering and pumping of ballast tanks forward of the collision bulkhead and bilges of dry spaces forward of the foremost cargo hold are to be provided.

For chain lockers or spaces with a volume < 0,1 % of the maximum displacement these rules need not to be applied.

4.13.2 The means are to be controlled from the navigation bridge, the propulsion machinery control position or an enclosed space which is readily accessible from the navigation bridge or the propulsion machinery control position without travelling exposed freeboard or superstructure decks.

A position which is accessible via an under deck passage, a pipe trunk or other similar means of access is not to be taken as readily accessible.

4.13.3 Where piping arrangements for dewatering of forward spaces are connected to the ballast system 2 non-return valves are to be fitted to prevent water entering dry spaces from the ballast system. One of these non-return valves is to have positive means of closure. The valve is to be operated from a position as stated in 4.13.2.

4.13.4 The valve required in P.1.3.3 is to be operated from a position as stated in 4.13.2.

4.13.5 It is to be recognizable by positive indication at the control stand whether valves are fully open or closed. In case of failure of the valve control system valves are not to move from the demanded position.

4.13.6 Bilge wells are to comply with 1.3.1.

4.13.7 Dewatering and pumping arrangements are to be such that when they are in operation the following is to be available:

- The bilge system is to remain ready for use for any compartment.

- The immediate start of the fire fighting pumps and supply of fire fighting water is to remain available.

- The system for normal operation of electric power supply, propulsion and steering is to not be affected by operating the drainage and pumping system.

For water ingress detection systems see Rules for Electrical Installations, Volume IV, Section 18.

4.13.8 The capacity of the dewatering system ac-cording 4.13.1 is to be calculated according following formula:

Q = 320 · A [m3/h]

A is the free cross sectional area in m2 of the largest air pipe or ventilation opening connecting the exposed deck with the space for which dewatering is required. 5. Additional requirements for passenger vessels

5.1 Bilge pipe arrangement and bilge valves

5.1.1 The arrangement of bilge pipes

- within 0,2 B from the ship's side measured at the level of the subdivision load line

- in the double bottom less than 460 mm above the base line or

- below the horizontal level specified in Rules for Hull, Volume II, Section 29, F.2.

is permitted only if a non-return valve is fitted in the compartment in which the corresponding bilge suction is located.

5.1.2 Valve boxes and valves of the bilge system are to be installed in such a way that each compartment can be emptied by at least one pump in the event of ingress of water.

Where parts of the bilge arrangement (pump with

11-42 O Section 11 – Piping Systems, Valves and Pumps suction connections) are situated less than 0,2 B from the shell, damage to one part of the arrangement is not to result in the rest of the bilge arrangement being rendered inoperable.

5.1.3 Where only one common piping system is provided for all pumps, all the shut-off and change- over valves necessary for bilge pumping are to be arranged for operating from above the bulkhead deck. Where an emergency bilge pumping system is provided in addition to the main bilge system, this is to be independent of the latter and is to be so arranged as to permit pumping of any flooded compartment. In this case, only the shut-off and change-over valves of the emergency system need to be capable of being operated from above the bulkhead deck.

5.1.4 Shut-off and change-over valves which are to be capable of being operated from above the bulkhead deck are to be clearly marked, accessible and fitted with a position indicator at the control stand of the bilge system.

5.2 Bilge suctions

Bilge pumps in the machinery spaces are to be provided with direct bilge suctions in these spaces, but not more than two direct suctions need to be provided in any one space.

Bilge pumps located in other spaces are to have direct suctions to the space in which they are installed.

5.3 Arrangement of bilge pumps

5.3.1 Bilge pumps are to be installed in separate watertight compartments which are to be so arranged that they will probably not be flooded by the same damage.

Ships with a length of 91,5 m or over or having a criterion of service numeral according to SOLAS 74 of 306)

or more are to have at least one bilge pump available in all flooding conditions for which the ship is designed to withstand. This requirement is satisfied if

- one of the required pumps is a submersible emergency bilge pump connected to its own bilge system and powered from a source located above the bulkhead deck or

- the pumps and their sources of power are distributed over the entire length of the ship the buoyancy of which in damaged condition is ascertained by calculation for each individual compartment or group of compartments, at least one pump being available in an undamaged compartment.

5.3.2 The bilge pumps specified in 3.6 and their

energy sources are not to be located forward of the collision bulkhead.

5.4 Passenger vessels for limited range of service

The scope of bilge pumping for passenger vessels with limited range of service, e.g. navigation in sheltered waters, can be agreed with BKI.

6. Additional requirements for tankers

See Section 15, B.4.

7. Bilge testing

All bilge arrangements are to be tested under BKI's supervision.

O. Equipment for the Treatment and Storage of Bilge Water, Fuel/Oil Residues 8)

1. Oily water separating equipment

1.1 Ships of 400 GT and above are to be fitted with an oily water separator or filtering equipment for the separation of oil/water mixtures.

1.2 Ships of 10.000 GT and above are to be fitted in addition to the equipment required in 1.1 with a 15 ppm alarm system.

1.3 A sampling device is to be arranged in a vertical section of the discharge line of oily water separating equipment/filtering systems.

1.4 By-pass lines are not permitted for oily-water separating equipment/filtering systems.

1.5 Recirculating facilities have to be provided to enable the oil filtering equipment to be tested with the overboard discharge closed. 2. Discharge of fuel/oil residues

2.1 A sludge tank is to be provided. For the fittings and mountings of sludge tanks, see Section 10, E.

8) With regard to the installation on ships of oily water separators,

filter plants, oil collecting tanks, oil discharge lines and a monitoring and control system or an 15 ppm alarm device in the water outlet of oily water separators, compliance is required with the provisions of the International Convention for the Prevention of Pollution from Ships, 1973, (MARPOL) and the Protocol 1978 as amended.

Section 11 – Piping Systems, Valves and Pumps P 11-43

2.2 A self-priming pump is to be provided for sludge discharge to reception facilities. The capacity of the pump is to be such that the sludge tank can be emptied in a reasonable time.

2.3 A separate discharge line is to be provided for discharge of fuel/oil residues to reception facilities.

2.4 Where incinerating plants are used for fuel and oil residues, compliance is required with Section 9 and with the Resolution MEPC.76 (40) "Standard Specification for Shipboard Incinerators". P. Ballast Systems 1. Ballast lines

1.1 Arrangement of piping - general

1.1.1 Suctions in ballast water tanks are to be so arranged that the tanks can be emptied despite unfavourable conditions of trim and list.

1.1.2 Ships having very wide double bottom tanks are also to be provided with suctions at the outer sides of the tanks. Where the length of the ballast water tanks exceeds 30 m, BKI may require suctions to be provided in the forward part of the tanks.

1.2 Pipes passing through tanks Ballast water pipes are not to pass through drinking water, feed water, thermal oil or lubricating oil tanks.

1.3 Piping systems

1.3.1 Where a tank is used alternately for ballast water and fuel (change-over tank), the suction in this tank is to be connected to the respective system by three-way cocks with L-type plugs, cocks with open bottom or change-over piston valves. These are to be arranged so that there is no connection between the ballast water and the fuel systems when the valve or cock is in an intermediate position. Change-over pipe connections may be used instead of the above mentioned valves. Each change-over tank is to be individually connected to its respective system. For remotely controlled valves, see D.6.

1.3.2 Where ballast water tanks may be used exceptionally as dry cargo holds, such tanks are also to be connected to the bilge system. The requirements specified in N.4.5 are applicable.

1.3.3 Where, on cargo ships, pipelines are led through the collision bulkhead below the freeboard

deck, a shut-off valve is to be fitted directly at the collision bulkhead inside the fore peak.

The valve has to be capable of being remotely operated from above the freeboard deck.

Where the fore peak is directly adjacent to a permanently accessible room (e.g. bow thruster room) which is separated from the cargo space, this shut-off valve may be fitted directly at the collision bulkhead inside this room without provision for remote control.

1.3.4 On passenger ships, only one pipeline may be led through the collision bulkhead below the freeboard deck. The pipeline is to be fitted with a remote controlled shut-off inside the forepeak directly at the collision bulkhead. The remote control is to be operated from above the freeboard deck. Where the fore-peak is divided into two compartments, two pipelines may in exceptional cases be passed through the collision bulkhead below freeboard deck.

1.3.5 Ballast water tanks on ships with ice class ES1 to ES4 which are arranged above the ballast load line are to be equipped with means to prevent the water from freezing, see Rules for Hull, Volume II, Section 15, A.2.3.

1.4 Anti-heeling arrangements

Anti-heeling arrangements, which may counteract heeling angles of more than 10° according to Rules for Hull, Volume II, Section 1, E.3, are to be designed as follows:

- A shut-off device is to be provided in the cross channel between the tanks destined for this purpose before and after the anti-heeling pump.

- These shut-off devices and the pump are to be remotely operated. The control devices are to be arranged in one control stand.

- At least one of the arranged remote controlled shut-off devices is to automatically shut down in the case of power supply failure.

- The position "closed" of the shut-off devices is to be indicated on the control stand by type approved end position indicators.

- Additionally, Rules for Electrical Installations, Volume IV, Section 7, G. is to be observed.

1.5 Exchange of ballast water

1.5.1 For the “overflow method” separate overflow pipes or by-passes at the air pipe heads have to be provided. Overflow through the air pipe heads is to be avoided. Closures according to ICLL, but a least blind flanges are to be provided. The efficiency of the

11-44 Q Section 11 – Piping Systems, Valves and Pumps arrangement to by-pass the air pipe heads is to be checked by a functional test during the sea trials.

1.5.2 For the “Dilution method” the full tank content is to be guaranteed for the duration of the ballast water exchange. Adequately located level alarms are to be provided (e.g. at abt. 90 % volume at side tanks, at abt. 95 % at double bottom tanks). 2. Ballast pumps

The number and capacity of the pumps is to satisfy the ship's operational requirements. 3. Cross-flooding arrangements

3.1 Passenger ships

As far as possible, cross-flooding arrangements for equalizing of asymmetrical flooding in case of damage should operate automatically. Where the arrangement does not operate automatically, any shut-off valves are to be capable of being operated from the bridge or another central location above the bulkhead deck. The position of each closing device has to be indicated on the bridge and at the central operating location, see also Rules for Hull, Volume II, Section 29, J. and Rules for Electrical Installations, Volume IV, Section 7, H. The cross-flooding arrangements are to ensure that in case of flooding, equalization is achieved within 15 minutes.

3.2 Cargo ships As far as possible, cross-flooding arrangements for equalizing of asymmetrical flooding in case of damage should operate automatically. Where the arrangement does not operate automatically, any shut-off valves are to be capable of being operated from the bridge or another central location. The position of each closing device has to be indicated on the bridge and at the central operating location, see also Rules for Hull, Volume II, Section 36, G. and Rules for Electrical Installations, Volume IV, Section 7, H. The cross-flooding arrangements are to ensure that in case of flooding equalization is achieved within 10 minutes.

3.3 Cross-flooding arrangements for equalizing of asymmetrical flooding in case of damage are to be submitted to BKI for approval. 4. Additional requirements for tankers See Section 15, B.4. 5. Operational testing The ballast arrangement is to be subjected to operational testing under BKI's supervision.

Q. Thermal Oil Systems

Thermal oil systems are to be installed in accordance with Section 7.II.

The pipelines, pumps and valves belonging to these systems are also subject to the following requirements.

1. Pumps

1.1 Two circulating pumps which are to be independent of each other are to be provided.

1.2 A transfer pump is to be installed for filling the expansion tank and for draining the system.

1.3 The pumps are to be so mounted that any oil leakage can be safely disposed of.

1.4 For emergency shut-downs see Section 12, B.9.

2. Valves

2.1 Only valves made of ductile materials may be used.

2.2 Valves are to be designed for a nominal pressure of PN 16.

2.3 Valves are to be mounted in accessible positions.

2.4 Non-return valves are to be fitted in the pressure lines of the pumps.

2.5 Valves in return pipes are to be secured in the open position.

2.6 Bellow sealed valves are to be preferably used.

3. Piping

3.1 Pipes in accordance with Table 11.1 or B.2.1 are to be used.

3.2 The material of the sealing joints is to be suitable for permanent operation at the design temperature and resistant to the thermal oil.

3.3 Provision is to be made for thermal expansion by an appropriate pipe layout and the use of suitable compensators.

3.4 The pipelines are to be preferably connected by means of welding. The number of detachable pipe connections is to be minimized.

Section 11 – Piping Systems, Valves and Pumps R 11-45

3.5 The laying of pipes through accommodation, public or service spaces is not permitted.

3.6 Pipelines passing through cargo holds are to be installed in such a way that they cannot be damaged.

3.7 Pipe penetrations through bulkheads and decks are to be insulated against conduction of heat into the bulkhead. See also Section 12, B.7. 3.8 Means of bleeding (of any air) are to be so arranged that oil/air mixtures will be drained safely. Bleeder screws are not permitted. 3.9 For screening arrangements of thermal oil pipes G.3.4 applies as appropriate. 4. Drainage and storage tanks 4.1 Drainage and storage tanks are to be equipped with air pipes and drains. For storage tanks see also Section 10, D. 4.2 The air pipes for the drainage tanks are to terminate above open deck. Air pipe closing devices see R.1.3. 4.3 Drains are to be self-closing if the tanks are located above double bottom. 5. Pressure testing

See B.4. 6. Tightness and operational testing

After installation, the entire arrangement is to be subjected to tightness and operational testing under the supervision of BKI.

R. Air, Overflow and Sounding Pipes

General

The laying of air, overflow and sounding pipes is permitted only in places where the laying of the corresponding piping system is also permitted, see Table 11.5. For special strength requirements regarding fore deck fittings, see Rules for Hull, Volume II, Section 21, E,5.

1. Air and overflow pipes

1.1 Arrangement

1.1.1 All tanks, void spaces, etc. are to be fitted at their highest position with air pipes or overflow pipes. Air pipes normally are to terminate at the open deck.

1.1.2 Air and overflow pipes are to be laid vertically.

1.1.3 Air and overflow pipes passing through cargo holds are to be protected against damage.

1.1.4 For the height above deck of air/overflow pipes and the necessity of fitting brackets on air pipes, see Rules for Hull, Volume II, Section 21, E.

The wall thickness of air pipes on the exposed deck is to be in accordance with Tables 11.20a and 20b.

1.1.5 Air pipes from unheated leakage oil tanks and lubricating oil tanks may terminate at clearly visible positions in the engine room. Where these tanks form part of the ship's hull, the air pipes are to terminate above the free board deck, on passenger ships above the bulkhead decks. It is to be ensured that no leaking oil can spread onto heated surfaces where it may ignite.

1.1.6 Air pipes from lubricating oil tanks and leak-age oil tanks which terminate in the engine room are to be provided with funnels and pipes for safe drainage in the event of possible overflow.

1.1.7 On cargo ships of 500 GT or above and on all passenger ships air pipes of lubricating oil tanks which terminate on open deck are to be arranged such that in the event of a broken air pipe this does not directly lead to the risk of ingress of sea or rain water.

1.1.8 Wherever possible, the air pipes of feed water and distillate tanks should not extend into the open deck.

1.1.9 Where these tanks form part of the ship's shell the air pipes are to terminate within the engine room casing above the freeboard deck, in passenger ships above the bulkhead deck.

1.1.10 Air pipes for cofferdams and void spaces with bilge connections are to be extended above the open deck respectively on passenger vessels above the bulkhead deck.

1.1.11 On cargo ships of 500 GT or above and on all passenger ships air pipes of fuel service and settling tanks which terminate on open deck are to be arranged such that in the event of a broken air pipe this does not

11-46 R Section 11 – Piping Systems, Valves and Pumps directly lead to the risk of ingress of sea or rainwater, see also Section 10, B.5.2.

1.1.12 Where fuel service tanks are fitted with change-over overflow pipes, the change-over devices are to be so arranged that the overflow is led to one of the storage tanks.

1.1.13 The overflow pipes of changeable tanks must be capable of being separated from the fuel overflow system.

1.1.14 Where the air and overflow pipes of several tanks situated at the ship's shell lead to a common line, the connections to this line are to be above the freeboard deck, as far as practicable but at least so high above the deepest load waterline that should a leakage occur in one tank due to damage to the hull or listing of the ship, fuel or water cannot flow into another tank.

1.1.15 The air and overflow pipes of lubricating oil and fuel tanks are not to be led to a common line.

1.1.16 For the connection to a common line of air and overflow pipes on ships with the Character of Classification C or G see D.9.

1.1.17 For the cross-sectional area of air pipes and air/overflow pipes, see Table 11.18. 1.2 Number of air and overflow pipes

1.2.1 The number and arrangement of the air pipes is to be so performed that the tanks can be aerated and deaerated without exceeding the tank design pressure by over or underpressure.

1.2.2 Tanks which extend from side to side of the ship are to be fitted with an air/overflow pipe at each side. At the narrow ends of double bottom tanks in the forward and aft parts of the ship, only one air/ overflow pipe is sufficient. 1.3 Air pipe closing devices

Air/overflow pipes terminating above the open deck are to be fitted with type approved air pipe heads. To prevent blocking of the air pipe head openings by their floats during tank discharge the maximum allowable air velocity determined by the manufacturer is to be observed.

1.4 Overflow systems

1.4.1 Ballast water tanks

Proof by calculation is to be provided for the system concerned that under the specified operating conditions the design pressures of all the tanks

connected to the overflow system cannot be exceeded.

1.4.2 Fuel oil tanks

The requirements to be met by overflow systems of heavy oil tanks are specified in BKI "Regulation for the Construction, Equipment and Testing of Closed Fuel Overflow Systems". Table 11.18 Cross-sectional areas of air and over-

flow pipes

Cross-sectional areas of air and overflow pipes

Tank filling

systems AP AOP

by gravity

1/3 f per tank - filling mode by

pumping- 1,25 f per

tank 1) Explanatory note : AP = air pipe AOP = air/overflow pipe f = cross-sectional area of tank filling pipe 1) 1,25 f as the total cross-sectional area is sufficient if it

can be proved that the resistance to flow of the air and overflow pipes including the air pipe closing devices at the proposed flow rate cannot cause unacceptably high pressure in the tanks in the event of overflow

1.4.3 The overflow collecting manifolds of fuel tanks are to be led at a sufficient gradient to an overflow tank of sufficient capacity.

The overflow tank is to be fitted with a level alarm which operates when the tank is about 1/3 full.

1.4.4 For the size of the air and overflow pipes, see Table 11.19.

1.4.5 The use of a fuel storage tank as overflow tank is permissible but requires the installation of a high level alarm and an air pipe with 1,25 times the cross-sectional area of the main bunkering line.

1.5 Determination of the pipe cross-sectional

areas

1.5.1 For the cross-sectional areas of air and over-flow pipes, see Tables 11.18 and 11.19.

Air and overflow pipes are to have an outside diameter of at least 60,3 mm.

Section 11 – Piping Systems, Valves and Pumps R 11-47

11-48 R Section 11 – Piping Systems, Valves and Pumps On ships > 80 m in length in the forward quarter only air/overflow pipes with an outer diameter ≥ 76,1 mm may be used, see also Rules for Hull, Volume II, Section 21.

1.5.2 The clear cross-sectional area of air pipes on passenger ships with cross-flooding arrangements is to be so large that the water can pass from one side of the ship to the other within 15 minutes, see also P.3.

1.6 The minimum wall thicknesses of air an overflow pipes are to be in accordance with Table 11.20a and 11.20b, whereby A, B and C are the groups for the minimum wall thicknesses.

1.7 The pipe materials are to be selected according to B.

2. Sounding pipes

2.1 General

2.1.1 Sounding pipes are to be provided for tanks, cofferdams and void spaces with bilge connections and for bilges and bilge wells in spaces which are not accessible at all times. On application, the provision of sounding pipes for bilge wells in permanently accessible spaces may be dispensed with.

2.1.2 Where tanks are fitted with remote level indicators which are type approved by BKI the arrangement of sounding pipes can be dispensed with.

2.1.3 As far as possible, sounding pipes are to be laid straight and are to extend as near as possible to the bottom.

2.1.4 Sounding pipes which terminate below the deepest load waterline are to be fitted with self-closing shut-off devices. Such sounding pipes are only permissible in spaces which are accessible at all times.

All other sounding pipes are to be extended to the open deck. The sounding pipe openings are always to be accessible and fitted with watertight closures.

2.1.5 Sounding pipes of tanks are to be provided close to the top of the tank with holes for equalizing the pressure.

2.1.6 In cargo holds, a sounding pipe is to be fitted to each bilge well.

2.1.7 Where level alarms are arranged in each bilge well of cargo holds, the sounding pipes may be dispensed with. The level alarms are to be independent from each other and are to be type approved by BKI9) .

2.1.8 In cargo holds, fitted with non weather tight hatch covers, 2 level alarms are to be provided in each cargo hold, irrespective if sounding pipes are fitted. The level alarms are to be independent from each other and are to be type approved by BKI.

2.1.9 Sounding pipes passing through cargo holds are to be laid in protected spaces or they are to be protected against damage.

2.2 Sounding pipes for fuel, lubricating oil and thermal oil tanks

2.2.1 Sounding pipes which terminate below the open deck are to be provided with self-closing devices as well as with self-closing test valves, see also Section 10, B.3.3.7.

2.2.2 Sounding pipes are not to be located in the vicinity of oil firing equipment, machine components with high surface temperatures or electrical equipment.

2.2.3 Sounding pipes are not to terminate in accommodation or service spaces.

2.2.4 Sounding pipes are not to be used as filling pipes.

2.3 Cross-sections of pipes

2.3.1 Sounding pipes are to have an inside diameter of at least 32 mm.

9 ) National Regulations, where existing, are to be considered.

Section 11 – Piping Systems, Valves and Pumps S, T 11-49

2.3.2 The diameters of sounding pipes which pass through refrigerated holds at temperatures below 0 °C are to be increased to an inside diameter of 50 mm.

2.3.3 The minimum wall thicknesses of sounding pipes are to be in accordance with Tables 11.20a and 11.20b.

2.3.4 For pipe materials see B.

S. Drinking Water Systems 9)

1. Drinking water tanks

1.1 For the design and arrangement of drinking water tanks, see Rules for Hull, Volume II, Section 12.

1.2 On ships with ice class ES1 and higher drinking water tanks located at the ship's side above the ballast waterline are to be provided with means for tank heating to prevent freezing.

2. Drinking water tank connections

2.1 Filling connections are to be located sufficiently high above deck and are to be fitted with a closing device.

2.1.1 Filling connections are not to be fitted to air pipes.

2.2 Air/overflow pipes are to be extended above the open deck and are to be protected against the entry of insects by a fine mesh screen.

Air pipe closing devices, see R.1.3.

2.3 Sounding pipes are to terminate sufficiently high above deck. 3. Drinking water pipe lines

3.1 Drinking water pipe lines are not to be connected to pipe lines carrying other media. 3.2 Drinking water pipe lines are not to be laid through tanks which do not contain drinking water. 3.3 Drinking water supply to tanks which do not contain drinking water (e.g. expansion tanks of the fresh water cooling system) is to be made by means of an open funnel or with means of preventing backflow.

4. Pressure water tanks/calorifiers

For design, equipment, installation and testing of pressure water tanks and calorifiers, Section 8, A. and E. are to be observed. 5. Drinking water pumps

5.1 Separate drinking water pumps are to be provided for drinking water systems. 5.2 The pressure lines of the pumps of drinking water pressure tanks are to be fitted with screw-down non-return valves.

6. Drinking water generation

Where the distillate produced by the ship's own evaporator unit is used for the drinking water supply, the treatment of the distillate has to comply with current regulations of national health authorities.

T. Sewage Systems 1. General

1.1 Ships of 400 GT and above and ships of less than 400 GT which are certified to carry more than 15 persons and with keel laying on or after 27 September 2003 are to be fitted with the following equipment:

– a sewage treatment plant approved according to Resolution MEPC.2(VI), or

– a sewage comminuting and disinfecting system (facilities for the temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land, to be provided), or

– a sewage collecting tank 1.2 A pipeline for the discharge of sewage to a reception facility is to be arranged. The pipeline is to be provided with a standard discharge connection.

2. Arrangement

2.1 For scuppers and overboard discharges see Rules for Hull, Volume II, Section 21.

2.2 The minimum wall thicknesses of sanitary pipes leading directly outboard below free board and bulkhead decks are specified in Tables 11.20a and 11.20b.

11-50 T Section 11 – Piping Systems, Valves and Pumps 2.3 For discharge lines above freeboard deck/ bulkhead deck the following pipes may be used:

– steel pipes according to Table 11.6, Group N

– pipes having smaller thicknesses when specially protected against corrosion, on special approval

– special types of pipes according to recognized standards, e.g. socket pipes, on special approval

2.4 For sanitary discharge lines below freeboard deck/bulkhead deck within a watertight compartment, which terminate in a sewage tank or in a sanitary treatment plant, pipes according to 2.3 may be used.

2.5 Penetrations of pipes of smaller thickness, pipes of special types and plastic pipes through bulkheads of type A are to be type approved by BKI. 2.6 If sanitary discharge pipes are led through cargo holds, they are to be protected against damage by cargo.

2.7 Sewage tanks and sewage treatment

systems

2.7.1 Sewage tanks are to be fitted with air pipes leading to the open deck. For air pipe closing devices see R.1.3.

2.7.2 Sewage tanks are to be fitted with a filling connection, a rinsing connection and a level alarm.

2.7.3 The discharge lines of sewage tanks and sewage treatment tanks are to be fitted at the ships' side with screw-down non-return valves.

When the valve is not arranged directly at the ship's side, the thickness of the pipe is to be according to Table 11.20b, column B.

2.7.4 A second means of reverse-flow protection is to be fitted in the suction or delivery line of the sewage pump from sewage tanks or sewage treatment plants if, in the event of a 5° heel to port or starboard, the lowest internal opening of the discharge system is less than 200 mm above the summer load line10). The second means of reverse-flow protection may be a pipe loop having an overflow height above the summer load line of at least 200 mm at a 5° heel. The pipe loop is to be fitted with an automatic ventilation device located at 45° below the crest of the loop.

10)

Where sanitary treatment arrangements are fitted with emergency drains to the bilge or with openings for chemicals, these will be considered as internal openings in the sense of these requirements.

2.7.5 Where at a heeling of the ship of 5° at port or starboard, the lowest inside opening of the sewage system lies on the summer load line or below, the discharge line of the sewage collecting tank is to be fitted in addition to the required reverse-flow protection device according to 2.7.4 with a gate valve directly at the shell plating. In this case the reverse-flow protection device need not to be of screw-down type.

2.7.6 Ballast and bilge pumps are not to be used for emptying sewage tanks.

3. Additional rules for ships with Character of Classification C or G

3.1 The sanitary arrangement and their discharge lines are to be so located that in the event of damage of one compartment no other compartments can be flooded. 3.2 If this condition cannot be fulfilled, e.g. when:

- watertight compartments are connected with each other through internal openings of the sanitary discharge lines, or

- - sanitary discharge lines from several water tight compartments are led to a common drain tank, or

- parts of the sanitary discharge system are located within the damage zone (see D.9.) and these are connected to other compartments over internal openings

the watertightness is to be ensured by means of remote controlled shut-off devices at the watertight bulkheads.

The operation of the shut-off devices is to be possible from an always accessible position above the bulkhead deck on passenger ships and above the unsuitable leak water line on other ships. The position of the shut-off devices is to be monitored at the remote control position.

3.3 Where the lowest inside opening of the sanitary discharge system is below the bulkhead deck, a screw-down non-return valve and a second reverse-flow protection device are to be fitted in the discharge line of the sanitary water treatment arrangement. In this case, discharge lines of sanitary collecting tanks are to be fitted with a gate valve and two reverse-flow protection devices. Concerning the shut-off devices and reverse-flow protection devices, 2.7.3, 2.7.4 and 2.7.5 are to be applied.

Section 11 – Piping Systems, Valves and Pumps U 11-51

U. Hose Assemblies and Compensators

1. Scope

1.1 The following requirements are applicable for hose assemblies and compensators made of non- metallic and metallic materials.

1.1.1 Hose assemblies and compensators made of non-metallic and metallic materials may be used according to their suitability in fuel, lubricating oil, hydraulic oil, bilge, ballast, fresh water cooling, sea water cooling, fire extinguishing, compressed air, auxiliary steam11), exhaust gas and thermal oil systems as well as in secondary piping systems.

1.2 Hose assemblies and compensators made of non-metallic materials are not permitted in permanently pressurized starting air lines of Diesel engines. Furthermore it is not permitted to use hose assemblies and compensators in high pressure fuel injection piping systems of combustion engines.

1.3 Compensators made of non-metallic materials are not approved for the use in cargo lines of tankers. 2. Definitions

Hose assemblies consist of metallic or non-metallic hoses completed with end fittings ready for installation.

Compensators consist of bellows with end fittings as well as anchors for absorption of axial loads where angular or lateral flexibility is to be ensured. End fittings may be flanges, welding ends or approved pipe unions.

Burst pressure is the internal static pressure at which a hose assembly or compensator will be destroyed.

2.1 High-pressure hose assemblies made of non-

metallic materials

Hose assemblies which are suitable for use in systems with distinct dynamic load characteristics.

2.2 Low-pressure hose assemblies and

compensators made of non-metallic materials

Hose assemblies or compensators which are suitable for use in systems with predominant static load characteristics.

11) Metallic hose assemblies and compensators only

2.3 Maximum allowable working pressure respectively nominal pressure of hose assemblies and compensators made of non metallic materials

2.3.1 The maximum allowable working pressure of high pressure hose assemblies is the maximum dynamic internal pressure permitted to be imposed on the components.

2.3.2 The maximum allowable working pressure respectively nominal pressure for low pressure hose assemblies and compensators is the maximum static internal pressure permitted to be imposed on the components. 2.4 Test pressure 2.4.1 For non-metallic high pressure hose assemblies the test pressure is 2 times the maximum allowable working pressure. 2.4.2 For non-metallic low pressure hose assemblies and compensators the test pressure is 1,5 times the maximum allowable working pressure respectively the nominal pressure. 2.4.3 For metallic hose assemblies and compensators the test pressure is 1,5 times the maximum allowable working pressure respectively the nominal pressure. 2.5 Burst pressure For non-metallic as well as metallic hose assemblies and compensators the burst pressure is to be at least 4 times the maximum allowable working pressure or the nominal pressure. Excepted here of are non-metallic hose assemblies and compensators with a maximum allowable working pressure or nominal pressure of not more than 20 bar. For such components the burst pressure has to be at least 3 times the maximum allowable working pressure or the nominal pressure. For hose assemblies and compensators in process and cargo piping for gas and chemical tankers the burst pressure is required to be at least 5 times the maximum allowable working pressure or nominal pressure.

3. Requirements

3.1 Hoses and compensators used in the systems mentioned in 1.1.1 are to be of approved type.12)

12) See Requirement for Mechanical Components and

Equipments” and Guidelines for the Performance of Type Approvals - Test Requirements for Systems.

11-52 U Section 11 – Piping Systems, Valves and Pumps 3.2 Manufacturers of hose assemblies and compensators13) are to be recognized by BKI.

3.3 Hose assemblies and compensators including their couplings are to be suitable for media, pressures and temperatures they are designed for.

3.4 The selection of hose assemblies and compensators is to be based on the maximum allowable working pressure of the system concerned.

3.5 Hose assemblies and compensators for the use in fuel, lubricating oil, hydraulic oil, bilge and sea water systems are to be flame-resistant.12)

4. Installations

4.1 Hose assemblies and compensators are only to be used at locations where they are required for compensation of relative movements. They are to be kept as short as possible under consideration of the installation instructions of the hose manufacturer. The number of hose assemblies and compensators is to be kept to minimum.

4.2 The minimum bending radius of installed hose assemblies is not to be less than specified by the manufacturers.

4.3 Non-metallic hose assemblies and compensators are to be located at visible and accessible positions.

4.4 In fresh water systems with a working pressure of ≤ 5 bar and in charging and scavenging air lines, hoses may be fastened to the pipe ends with double clips.

4.5 Where hose assemblies and compensators are installed in the vicinity of hot components they are to be provided with type approved heat-protection sleeves. 4.6 Hose assemblies and compensators conveying flammable liquids that are in close proximity of heated surfaces are to be screened or protected analogously to G.3.4.

5. Test

5.1 Hose assemblies and compensators are to be subjected in the manufacturer's works to a pressure

13) See Guidelines for the Recognition of Manufacturers of Hose

Assemblies and Compensators.

test in accordance with 2.4 under the supervision of BKI.

5.2 For compensators intended to be used in exhaust gas pipes the pressure test according 5.1 may be omitted.

6. Ship cargo hoses

6.1 Ship cargo hoses for cargo-handling on chemical tankers and gas tankers are to be type approved.12) Mounting of end fittings is to be carried out only by approved manufacturers.13)

6.2 Ship cargo hoses are to be subjected to final inspection at the manufacturer under supervision of a BKI Surveyor as follows: – visual inspection

– hydrostatic pressure test with 1,5 times the maximum allowable working pressure or 1,5 times the nominal pressure. The nominal pressure is to be at least 10 bar.

– measuring of the electrical resistance between the end fittings. The resistance is not to exceed 1kΩ.

6.3 Cargo hoses on gas tankers are additionally subject to the Rules for Ships Carrying Liquefied Gases in Bulk, Volume IX, Sections 5& 7.

6.4 Cargo hoses on chemical tankers are additionally subject to the Rules for Ships Carrying Dangerous Chemical in Bulk, Volume X, Sections 5 & 7.

7. Marking Hose assemblies and compensators are to be permanently marked with the following particulars: – manufacturer's mark – BKI Test Certificate number – maximum allowable working pressure – nominal diameter

Section 12 - Fire Protection and Fire Extinguishing Equipment A 12-1

S e c t i o n 12

Fire Protection and Fire Extinguishing Equipment

A. General

1. Scope

1.1 The requirements in this Section apply to fireprotection in the machinery and boiler spaces ofpassenger and cargo vessels and to fire extinguishingequipment throughout the ship.

1.2 Fire fighting ships to which the Notation FFis to be allocated are also subject to the Regulations forthe Equipment on Fire Fighting Ships.


Diagrammatic plans, drawings and documentscovering the following are to be submitted intriplicate1) for approval:

- water fire extinguishing equipment, includingdetails of the capacities and pressure heads ofthe fire pumps and hydraulic calculations ofthe minimum pressure at the fire hose nozzlesspecified in Table 12.3

- CO2 fire extinguishing system witharrangement drawing, operating diagram,CO2 room, tripping devices, alarm diagram,calculation, form BKI, operating instructions.

- foam extinguishing system, includingdrawings of storage tanks for foamconcentrate, monitors and foam applicatorsand the calculations and details relating to thesupply of foam concentrate

- pressure water spraying system, automatic,including drawings for pressurized watertank, spray nozzles and alarms, withcalculation

- pressure water spraying system, manuallyoperated, including calculations of waterdemand and pressure drop, spray nozzles,remote control

for pressure water spraying systems in Ro-rodecks/special category spaces, alsodocumentary proof of water drainage system

- pressure water spraying system for exhaustgas fired thermal oil heaters, including adrawing of the heater showing thearrangement of the spray nozzles and adiagram and calculation of the water supply

and drainage

- dry powder fire extinguishing system,including the powder vessels, propellantcontainers and the relevant calculations,

- fire extinguishing equipment for galley rangeexhaust ducts and deep-fat cookingequipment

- fixed local fire extinguishing arrangement forfuel oil purifiers for heated fuel oil

- fixed local application fire-fighting systemsfor category A machinery spaces

- for passenger ships: arrangement of smokedetectors and manually operated call points inaccommodations including service spaces, aswell as in machinery spaces and cargo spaces

- arrangements for the transport of dangerousgoods, as far as these are not covered by thegeneral system drawings of the ship.

- Application Form for New buildings Intendedfor the Carriage of Dangerous Goods isneeded.

3. References to further Rules

3.1 Structural fire protection, Rules for Hull,Volume II, Section 22.

3.2 Ships Carrying Liquefied Gases in Bulk,Rules for Ships Carrying Liquefied Gases inBulk, Volume IX.

3.3 Ships Carrying dangerous chemicals in bulk,Ships, Rules for Ships Carrying DangerousChemicals in Bulk, Volume X.

3.4 Pressure vessels Section 8

3.5 Oil fired equipment Section 9

3.6 Fuel and oil storage Section 10

3.7 Pipes, valves, fittings and pumps Section 11

3.8 Machinery for ships with ice class Section11.I.2

3.9 Additional fire protection and fireextinguishing equipment in automated plant,Rules for Automation, Volume VII.

3.10 Electrical plant, Rules for ElectricalInstallations, Volume IV.

1) For Indonesian flag ship in quadruplicate, one forGovernment

12-2 B Section 12 - Fire Protection and Fire Extinguishing Equipment

3.11 Equipment of fire fighting ships, Regulationsfor the Equipment on Fire Fighting Ships.

4. Alternative design and arrangements

The fire safety design and arrangements may differfrom the prescriptive regulations of this Section,provided that the design and arrangements meet thefire safety objectives and functional requirements 2)

B. Fire Protection

1. Machinery space arrangement

1.1 The arrangement of machinery spaces is to beso that safe storage and handling of flammable liquidsis ensured.

1.2 All spaces in which internal combustionengines, oil burners or fuel settling or service tanks arelocated is to be easily accessible and sufficientlyventilated.

1.3 Where leakage of flammable liquids mayoccur during operation or routine maintenance work,special precautions are to be taken to prevent theseliquids from coming into contact with sources ofignition.

1.4 Materials used in machinery spaces normallyis not to have properties increasing the fire potential ofthese rooms

1.5 Materials used as flooring, bulkhead lining,ceiling or deck in control rooms, machinery spaces orrooms with oil tanks are to be non-combustible. Wherethere is a danger that oil may penetrate insulatingmaterials, these are to be protected against thepenetration of oil or oil vapours.

2. Fuel oil purifiers

2.1 Enclosed space

Fuel oil purifiers for heated fuel oil should preferablybe installed in a separate room. This room is to beenclosed by steel divisions, be fitted with aself-closing steel door and be provided with thefollowing:

- separate mechanical ventilation3)

- fire detection and alarm system

- fixed fire extinguishing system

This system may form part of the machinery space fireextinguishing system. Actuation of the system is to bepossible from outside the room and is not to impair theoperation of the rest of the machinery installation.

Closure of the ventilation openings is to be possiblefrom a position close to the release station for the fireextinguishing system.

In the event of a fire in the machinery space, the fireextinguishing system is to be capable of being actuatedtogether with the fire extinguishing system of themachinery space.

2.2 Open purifier station (area) within themachinery space

2.2.1 If it is impracticable to place the fuel oilpurifiers in a separate room, precautions against fireare to be taken giving particular consideration toarrangement, shielding / containment of leaks and toadequate ventilation 3).

In addition to the fixed fire extinguishing system in themachinery space, a fixed local fire extinguishingarrangement is to be provided to protect the area atrisk.

2.2.2 The fixed local fire extinguishingarrangements are to be suitable for effective fireextinguishing in the areas at risk. Their actuation maybe performed automatically or manually. In case ofautomatic actuation means for manual release are to beprovided additionally. The actuating equipment formanual release is to be installed in the machinerycontrol room or in another suitable location.

2.3 A fixed local application fire-fighting systemfor purifiers for heated fuel oil required according toL.3 supersedes the fixed local fire extinguishingsystem or arrangement required in 2.1 or 2.2.

3. Arrangement of boiler plants

Boilers are to be located at a sufficient distance fromfuel and lubricating oil tanks and from cargo spacebulkheads in order to prevent undue heating of the tankcontents or the cargo. Alternatively, the tank sides orbulkheads are to be insulated.

4. Insulation of piping and equipment withhigh surface temperatures

4.1 All parts with surface temperatures above220 EC, e.g. steam, thermal oil and exhaust gas lines,exhaust gas boilers and silencers, turbochargers etc.,are to be effectively insulated with non-combustiblematerials. The insulation is to be such that oil or fuelcannot penetrate into the insulating material.

Metal cladding or hard jacketing of the insulation isconsidered to afford effective protection against suchpenetration.

2) Reference is made to the “Guidelines on AlternativeDesign and Arrangements for Fire Safety” adopted byIMO by MSC/Circ. 1002.

3) See Regulations for Ventilation Systems on BoardSeagoing Ships.

Section 12 - Fire Protection and Fire Extinguishing Equipment B 12-3

4.2 Boilers are to be provided withnon-combustible insulation which is to be clad withsteel sheet or the equivalent.

4.3 Insulation is to be such that it will not crackor deteriorate when subject to vibration.

5. Fuel and lubricating oil tanks

The requirements of Section 10 are to be observed.

6. Protection against fuel and oil leakages

6.1 Suitable means of collecting are to be fittedbelow hydraulic valves and cylinders as well as belowpotential leakage points in lubricating oil and fuel oilsystems.

Where oil leakages are liable to be frequent, e.g. withoil burners, separators, drains and valves of servicetanks, the collectors are to be drained to an oil draintank.

Leakage oil drains may not be part of an overflowsystem.

6.2 The arrangement of piping systems and theircomponents intended for combustible liquids, are tobe such that leakage of these liquids cannot come intocontact with heated surfaces or other sources ofignition. Where this cannot be precluded by structuraldesign, suitable precautionary measures are to betaken.

6.3 Tanks, pipelines, filters, preheaters etc.containing combustible liquids are not to be placed di-rectly above heat sources such as boilers, steam lines,exhaust gas manifolds and silencers or items ofequipment which have to be insulated in accordancewith 4.1 and are also not to be placed above electricalswitchgear.

6.4 Fuel injection pipes of diesel engines are tobe shielded or so installed that any fuel leaking out canbe safely drained away, see also Section 2, G.2.2 andSection 11. G.3.3.

6.5. All parts of the fuel oil system containingheated oil under pressure exceeding 1,8 bar is, as far aspracticable, to be arranged such that defects andleakage can readily be observed. The machineryspaces in way of such parts of the fuel oil system areto be adequately illuminated.

7. Bulkhead penetrations

Pipe penetrations through class A or B divisions are tobe capable to withstand the temperature for which thedivisions were designed.

Where steam, exhaust gas and thermal oil lines passthrough bulkheads, the bulkhead is to be suitablyinsulated to protect it against excessive heating.

8. Means of closure

Means are to be provided for the airtight sealing ofboiler rooms and machinery spaces. The air ducts tothese spaces are to be fitted with fire dampers made ofnon-combustible material which can be closed fromthe deck. Machinery space skylights, equipmenthatches, doors and other openings are to be soarranged that they can be closed from outside therooms.

9. Emergency stops

Electrically powered fuel pumps, lubricating oilpumps, oil burner plants, purifiers, fan motors, boilerfans, thermal oil and cargo pumps are to be equippedwith emergency stops which, as far as practicable, areto be grouped together outside the spaces in which theequipment is installed and which are to remainaccessible even in the event of a fire breaking out.Shut-off devices are also to be provided inside thecompartments in which the equipment is installed.

10. Remotely operated shut-off devices

Steam-driven fuel pumps, boiler fans, cargo pumps,the fuel supply lines to boilers and the outlet pipes offuel tanks located above the double bottom are to befitted with remotely operated shut-off devices.

The controls for remote operation of the valve for theemergency generator fuel tank have to be in separatelocation from the controls for remote operation ofother valves for tanks located in machinery spaces.

The location and grouping of the shut-off devices aresubject to the appropriate requirements specified in 9.

10.1 Machinery space safety station

It is recommended that the following safety devices tobe grouped together in a central, at all times easilyaccessible location outside the machinery space :

- cut-off switches for engine room ventilationfans, boiler blowers, fuel transfer pumps,purifiers, thermal oil pumps.

- means for closing the

- quick-closing fuel valves

- remote-controlled watertight doors andskylight in the machinery space area

- actuation of the machinery space fireextinguishing system.

On passenger ships, all controls indicated in 8., 9., 10.and 10.1 as well as means of control for permittingrelease of smoke from machinery spaces and means ofcontrol for closing power-operated doors or actuatingrelease mechanisms on doors other than power-operated watertight doors in machinery spaceboundaries, are to be located at one control position orgrouped in as few positions as possible. Such positionsare to have a safe access from the open deck.

12-4 C Section 12 - Fire Protection and Fire Extinguishing Equipment

When releasing the machinery space fireextinguishing system or opening the door of its releasebox for test purposes exclusively, an automatic shut-off of machinery aggregates and auxiliary systemsindicated in 9. and 10. is not permitted, see also Rulesfor Electrical Installations, Volume IV, Section 9, C.

10.2 Passenger ship safety station

On passenger ships carrying more than 36 passengers,the following safety devices are to be groupedtogether in a permanently manned central controlstation :

- the alarm panels of the pressure waterspraying system required in accordance withC.2.4 and the fire detection and alarm system

- the controls and status indicators for theremotely operated fire doors

- the emergency cut-offs of the ventilation fans(except machinery space fans) plus theirstarters and running lights

As regards the design of the alarm- and operatingpanels see Rules for Electrical Installations,Volume IV, Section 9.

11. Cargo spaces for the carriage of vehicleswith fuel in their tanks and cargo spacesof ro-ro ships

11.1 The cargo spaces of passenger ships carryingmore than 36 passengers are to be provided withforced ventilation capable of effecting at least 10 airchanges per hour.

11.2 The cargo spaces of passenger ships carryingless than 36 passengers are to be provided with forcedventilation capable of effecting at least 6 air changesper hour.

11.3 On passenger ships special category spaces4)are to be equipped with forced ventilation capable ofeffecting at least 10 air changes per hour.

11.4 The cargo spaces of cargo ships and ro-roships are to be provided with forced ventilationcapable of at least 6 air changes per hour, if theelectrical equipment is of certified safe type in theentire space, or at least 10 air changes per hour, if theelectrical equipment is of certified safe type up to aheight of 450 mm above the deck, see Rules forElectrical Installations, Volume IV, Section 16.

11.5 Design

11.5.1 An independent power ventilation system isto be provided for the removal of gases and vapoursfrom the upper and lower part of the cargo space. Thisrequirements is considered to be met if the ducting isarranged such that approximately 1/3 of the airvolume is removed from the upper part and 2/3 fromthe lower part.

11.5.2 The ventilation system shall be capable ofbeing run during loading and unloading of vehicles aswell as during the voyage.

11.5.3 The design of the mechanical exhaustventilators has to comply with Section 15, B.5.3.

For the type of protection of electrical motors andother electrical equipment located in the exhaust airstream, see Rules for Electrical Installations,Volume IV, Section 16, H.

11.5.4 Reference is made to the ventilationrequirements in Regulations for Ventilation Systemson Board Seagoing Ship.

11.6 Monitoring

The failure of a fan has to actuate a visual/audiblealarm on the bridge.

11.7 Other requirements

11.7.1 Drains from vehicle decks may not be led tomachinery spaces or other spaces containing sources ofignition.

11.7.2 A fire detection and alarm system accordingto C is to be provided for the cargo spaces and vehicledecks.

11.7.3 For the fire extinguishing equipment seeF.2.6, F.2.7 and Table 12.1.

11.8 Electrical equipment is to comply with therequirements in Rules for Electrical Installations,Volume IV, Section 16.

12. Ro-ro spaces in passenger ships notintended for the carriage of vehicles withfuel in their tanks

12.1 For closed ro-ro cargo spaces which are notintended for the carriage of vehicles with fuel in theirtanks nor are special category spaces the requirementsas per 11, with the exception of 11.5.3, 11.7.1 and11.8, as well as the requirements of Section 11,N.4.4 are to be applied.

12.2 For open ro-ro cargo spaces which are notintended for the carriage of vehicles with fuel in theirtanks nor are special category spaces the requirementsapplicable to a conventional cargo space are to beobserved with the exception that a sample extractionsmoke detection system is not permitted and thatadditionally the as well as the requirements of Section11, N.4.4 are to be applied.

C. Fire Detection

1. General

Fire detection and alarm systems and sampleextraction smoke detection systems are subject toapproval. For the design of the systems, see Rules forElectrical Installations, Volume IV, Section 9.D.4) For definition see Table 12.1, Note 4.

Section 12 - Fire Protection and Fire Extinguishing Equipment C 12-5

2. Fire detection in passenger ships

2.1 In passengers ships carrying not more than36 passengers, a fire detection and alarm system inaccordance with Rules for Electrical Installations,Volume IV Section 9, D. is to be provided in allaccommodation- and service spaces and, if considerednecessary by BKI, in control stations5).

Spaces where there is no substantial fire risk areexcluded from this requirement.

2.2 Instead of a fire detection and alarm systemin accordance with 2.1, an approved automaticpressure water spraying system in accordance withL.1or an approved equivalent pressure water sprayingsystem 6) may be provided.

In this case, additionally an approved fire detectionand alarm system in accordance with Rules forElectrical Installations, Volume IV, Section 9, D. is tobe installed in corridors, stairways and escape routeswithin the accommodation areas. This system is to bedesigned for smoke detection.

2.3 Where in passenger ships a public spacecomprises three or more decks (atrium) containingcombustible furnishings, shops, offices or restaurants,the entire vertical fire zone is to be equipped with fireprotection arrangements in accordance with 2.4.

In this case however, deviating from Rules forElectrical Installations, Volume IV, Section 9,D.3.1.11 and L.1.7.2, all decks within this publicspace may be monitored or protected by a commonfire detection - or spraying section.

2.4 In passenger ships carrying more than 36passengers, an approved automatic pressure waterspraying system 6) in accordance with L.1 or anequivalent approved pressure water spraying systemis to be provided in all accommodation and servicespaces including corridors and stairways, and incontrol stations.

All the above-mentioned spaces except for sanitaryspaces and galleys are additionally to be monitored forsmoke by means of a fire detection and alarm systemin accordance with Rules for Electrical Installations,Volume IV, Section 9.

In spaces having little or no fire risk, e.g. void spaces,public toilets, CO2 room etc., installations of apressure water spraying system or a fire detection andalarm system may be omitted.

In control stations, instead of a pressure waterspraying system some other suitable fixed fireextinguishing system may be provided if essentialequipment installed in these spaces could be damagedby water.

2.5 Closed cargo spaces for the carriage of motorvehicles with fuel in their tanks, closed ro-ro cargospaces and inaccessible cargo spaces are to beequipped with a fire detection and alarm system orwith a sample extraction smoke detection system.

The conditions of ventilation in the cargo spaces are tobe specially taken into account when designing andinstalling these systems.

The fire detection and alarm system prescribed forinaccessible cargo spaces may be dispensed with if theship only makes journeys of short duration.

2.6 Special category spaces (see also Table 12.1)are to be provided with manually operated call pointssuch that no part of the space is more than 20 m froma manually operated call point. One manually operatedcall point is to be mounted at each exit.

2.7 Special category spaces without a permanentpatrol system are to be equipped with a fire detectionand alarm system.

The conditions of ventilation are to be especially takeninto account in selecting and positioning the detectors.

After installation, the system is to be tested undernormal conditions of ventilation.

2.8 The cabin balconies are to be provided witha fire detection and alarm system in accordance withRules for Electrical Installations, Volume IV, Section9, D., if the furniture and furnishings on such balconiesare not of restricted fire risk 7)8).

3. Fire detection in the accommodationspaces of cargo ships

Depending on the structural fire protection of theaccommodation spaces, cargo ships are to be providedwith the following fire detection systems:

3.1 Structural fire protection method IC

A fire detection and alarm system including manuallyoperated alarms is to be provided for corridors,stairways and escape routes within the accommodationareas. The system is to be designed to detect smoke.

3.2 Structural fire protection method IIC

An automatic pressure water spraying systemconforming to L.1. of this Section or an approvedequivalent pressure water spraying system 6) is to beprovided for accommodation and service spaces.Corridors, stairways and escape routes within theaccommodation spaces are subject to 3.1 above.

5) For definition see SOLAS II-2, Reg. 3.6) See IMO-Resolution A.800 (19), “Revised Guidelines

for Approval of Sprinkler Systems Equivalent to thatReferred to in SOLAS Regulation II-2/12".

7) Definitions for restricted fire risk are given in SOLAS II-2, regulations 3.40.1, 3.40.2, 3.40.3, 3.40.6 and 3.40.7.

8) This requirements applies to passenger ships with keellaying date on or after 1st July, 2008. Passenger shipswith keel laying date before 1st July, 2008 shall complywith this requirement by the first survey after 1st July,2008.

12-6 D Section 12 - Fire Protection and Fire Extinguishing Equipment

Spaces where there is no fire risk, e.g. void spaces,sanitary spaces, etc., need not be monitored.

3.3 Structural fire protection method IIIC

A fire detection and alarm system including manuallyoperated alarms is to be provided for the entireaccommodation spaces, with the exception of spaceswhere there is no fire risk.

In corridors, staircases and escape routes, the systemmust be designed to detect smoke.

4. Fire detection and alarm systems formachinery spaces

4.1 Machinery spaces of category A9) shipswith Class Notation OT or OT-S are to be equippedwith a fire detection and alarm system. The systemmust be designed to detect smoke.

4.2 Spaces for emergency generators, which areused in port for serving the main source of electricalpower are to be provided with a fire detection systemregardless of the output of the diesel engine.

4.3 Exhaust gas fired thermal oil heaters are to befitted with a fire alarm on the exhaust gas side.

5. Fire detection and fire alarm systems forthe cargo spaces of cargo ships

5.1 Closed ro-ro cargo spaces are to be equippedwith a fire detection and alarm system.

5.2 Closed cargo spaces for the carriage of motorvehicles with fuel in their tanks are to be equippedwith a fire detection and alarm system or a sampleextraction smoke detection system.

5.3 Cargo spaces for the carriage of dangerousgoods as specified in P. are to be equipped with a firedetection and alarm system or a sample extractionsmoke detection system. However, closed ro-ro cargospaces are subject to 5.1.

5.4 The provision of a fire detection and alarmsystem or a sample extraction smoke detection systemin cargo spaces not mentioned in 5.1 to 5.3 isrecommended.

6. Design of fire detection and fire alarmsystems

6.1 For the design and installation of firedetection and alarm systems, see Rules for ElectricalInstallations, Volume IV, Section 9 and additionallyL., automatic pressure water spraying systems.

6.2 Where sample extraction smoke detectionsystems are used in conjunction with CO2 fireextinguishing systems, separate monitoring is to be

provided for upper and lower cargo hold spaces.

6.3 In the case of cargo spaces intended fordangerous cargo steps are to be taken to ensure that theair drawn in by a sample extraction smoke detectionsystem is discharged directly into the open air.

D. Scope of Fire Extinguishing Equipment

1. General

1.1 Any ship is to be equipped with a generalwater fire extinguishing system in accordance with Eand with portable and mobile extinguishers as speci-fied under F.

1.2 In addition, depending on their nature, sizeand the propulsion power installed, spaces subject toa fire hazard are to be provided with fire extinguishingequipment in accordance with Table 12.1. The designof this equipment is described in E. to P.

Cargo spaces for the carriage of dangerous goods arealso required to comply with P.

Unless otherwise specified, this equipment isnormally to be located outside the spaces and areas tobe protected and, in the event of a fire, must be capableof being actuated from points which are alwaysaccessible.

1.3 Approval of fire extinguishing appliancesand equipment

Fire fighting appliances such as hoses, nozzles, fireextinguishers, fireman's outfits and fire extinguishingmedia are to be approved for use aboard seagoingships by the competent national authorities.

1.4 Protection of the cargo area of tankers

1.4.1 The cargo area and the cargo pump rooms oftankers are to be equipped with a fixed fireextinguishing system in accordance with Table 12.1

1.4.2 Tankers equipped with crude oil washing andtankers of 20.000 tdw and above carrying flammableliquids with a flash point of 60 oC or less are to beadditionally equipped with a fixed inert gas system,see Section 15.D.

1.5 Open top container cargo spaces

Fire extinguishing arrangements for open top containercargo spaces have to be agreed upon with BKI 10).

9) For definition see Rules for Hull, Volume II, Section 22,D.4.6 [6] (applicable to all ships in the scope of thissection)

10) See IMO MSC/Circ. 608/Rev.1 "Interim Guidelines forOpen Top Containerships"

Section 12 - Fire Protection and Fire Extinguishing Equipment E 12-7

E. General Water Fire ExtinguishingEquipment (Fire and Deckwash System)

1. Fire pumps

1.1 Number of pumps

1.1.1 Passenger ships of 4.000 GT and over are tobe equipped with at least three, and passenger ships ofless than 4.000 GT with at least two fire pump.

In passenger ships of 1.000 GT and over, fire pumps,their sea connections and power sources are to bedistributed throughout the ship in such a way that anoutbreak of fire in one compartment cannot put themout of action simultaneously. Where, on passengerships of less than 1.000 GT, the main fire pumps arelocated in one compartment, an additional emergencyfire pump is to be provided outside this compartment.

1.1.2 Cargo ships of 500 GT and over are to beequipped with at least two, and cargo ships of lessthan 500 GT with at least one fire pump.

1.1.3 On cargo ships of 500 GT and over a fixedemergency fire pump is to be provided if an outbreakof fire in one compartment can put all the fire pumpsout of action.

An emergency fire pump is also to be provided if themain fire pumps are installed in adjacentcompartments, and the division between thecompartments is formed by more than one bulkhead ordeck.

1.1.4 On cargo ships, in every machinery spacecontaining ballast, bilge or other water pumps,provision shall be made for connecting at least one ofthese pumps to the fire extinguishing system. Suchconnection may be dispensed with where none of thepumps is capable of the required capacity or pressure.

1.2 Minimum capacity and pressure head

1.2.1 The minimum capacity and the number offire pumps shall be as specified in Table 12.2.

1.2.2 Where fire pumps with different capacitiesare installed, no pumps is to supply less than 80% ofthe total required capacity divided by the specifiednumber of fire pumps.

1.2.3 Each fire pumps is to be capable of supplyingsufficient water for at least two of the nozzles used onboard the ship.

On ships for the carriage of dangerous goods therequirements of P. are also be complied with. The capacity of a fire pump is not to be less than25 m3/h.

On cargo ships of less than 100 GT the fire pump is tobe capable of supplying water for at least one effective

jet of water via a 9 mm nozzle.

1.2.4 The total required capacity of the fire pumps- excluding emergency fire pumps - need not exceed180 m3/h on cargo ships.

1.2.5 For emergency fire pumps, see 1.4.

1.2.6 The pressure head of every fire pump is to beso chosen that the requirement of 2.3.4 is met. Oncargo ships of less than 300 GT, instead of thepressure given in Table 12.3 every nozzle is under theconditions of 2.3.4 be capable of delivering a water jetof at least 12 m length horizontally.

1.3 Drive and arrangement of pumps

1.3.1 Each fire pump is to have a power sourceindependent of the ship's propulsion machinery.

1.3.2 On cargo ships of less than 1.000 GT, one ofthe fire pumps may be coupled to an engine which isnot exclusively intended to drive this pump.

1.3.3 On cargo ships of less than 300 GT, the firepump may be coupled to the main engine provided thatthe line shafting can be detached from the main engine(e.g. by means of a clutch coupling or reversing gear).

1.3.4 Fire pumps and their power source may notbe located forward of the collision bulkhead. In cargoships, BKI may, on request, permit exceptions to thisrequirement.

1.3.5 Fire pumps and their sea connections are tobe located as deep as possible below the ship’s lightwaterline.

Where such an arrangement is impracticable, thepumps less than are to be of self-priming type or are tobe connected to a priming system.

1.3.6 Provision is to be made for supplying at leastone of the fire pumps in the machinery space withwater from two sea chests.

On ships with ice class, a suction from the de-icedseawater cooling system is to be provided for at leastone of the fire pumps.

1.3.7 For emergency fire pumps, see 1.4.

1.3.8 Ballast, bilge and other pumps provided forpumping seawater and having a sufficient capacitymay be used as fire pumps provided that at least onepump is immediately available for fire fightingpurposes.

1.3.9 Centrifugal pumps are to be connected to thefire mains by means of screw-down non-return valvesor a combination of a shut-off and a non-return device.

12-8 E Section 12 - Fire Protection and Fire Extinguishing Equipment

Table 12.1 Fixed fire extinguishing systems

Spaces and areas to be protected Type of vessel

Cargo ships $ 500 GT Passenger ships

Machinery spaces with internalcombustion machinery used for themain propulsion and machinery spacescontaining oil-fired plants (boilers,incinerators etc.) or oil fuel units

for all ships

CO2, high expansion foam or pressure water spraying system 1,2)

Machinery paces containing internalcombustion engines not used forpropelling the ship

$ 375 kW $ 375 kW

CO2, high expansion foam or pressure water spraying system 2)

Machinery spaces containing steamengines

$ 375 kW $ 375 kW

CO2, high expansion foam or pressure water spraying system 2)

Fire hazard areas of category Amachinery spaces above 500 m3 involume acc. to L.3

Fixed water-based local application fire fighting systems (FWBLAFFS) 3)

Fuel oil purifiers in acc. with B.2. Fixed local fire extinguishing arrangementLow expansion foam-, pressure water spraying- or dry powder system

Exhaust gas fired thermal oil heatersacc. to L.2.2

Pressure water spraying system

Scavenge trunks of two-strokeengines acc. to Sect. 2, G.6.3

CO2 system or other equivalent extinguishing system

Paint lockers and flammable liquidlockers acc. to M.1.

CO2, dry powder extinguishing or pressure water spraying system 2)

Deep-fat cooking equipment acc. toM.3.

Automatic or manual fire extinguishing system

Accommodation-, service spaces andcontrol stations, incl. corridors andstairways

-automatic sprinkler system; if less than37 passengers, see C.2.

Galley range exhaust ducks acc. toM.2.

CO2 system or other equivalent extinguishing system

Incinerator spaces and waste storagespaces

Automatic sprinkler system or manually released fire extinguishing system, fordetails refer to N.

Helicopter landing deck acc. to O. Low-expansion foam system

Car

go S

pace

s

1. Special category spaces 4) on passenger ships

- Pressure water spraying system

2. For motor vehicles with fuel in their tanks

For all shipsCO2, high-expansion foam system

3. For dangerous goods For all shipsCO2, fire extinguishing system 5)6)

4. On ro-ro-ships

a) closed

b) open

c) not capable of being sealed

CO2, inert gas, high-expansion foamor pressure water spraying system

pressure water spraying systempressure water spraying system

5. Cargo spaces not included in 1-4

$ 2000 GT 6)CO2 or inert gas system

$ 1000 GT CO2- or inert gas - or high-expansion

foam system


Table 12.1 Fixed fire extinguishing systems (continued)

Spaces and area to be protected

Type of vessels

Cargo ships $ 500 GT Passenger ships

Cargo area andcargo tanks

Tankers to D.1.4 :

Low-expansion foam system andinert gas system

Chemical tankers acc. to VolumeX, Section 11:

Low-expansion foam, dry powder,pressure water spraying and inertgas system

Ships for the carriage of liquefiedgases acc. to Volume IX, Section11 :

Pressure water spraying, drypowder and inert gas systems.

-

Cargo pump spaces Tankers and chemical tankers :

CO2, high expansion foam,pressure water spraying system 2)

-

Cargo pump and compressorrooms :

Ships for the carriage of liquefiedgases :

CO2, or inert gas system 2)1) Also applies to < 500 GT in the case of ships with class notation OT.2) Approved systems using gases other than CO2 may be applied. Re.1.3) Applies to passenger ships of 500 GT and above and cargo ships of 2000 GT and above.4) Special category spaces are closed vehicle decks on passenger ships to which the passengers have access.5) Pressure water spraying system in Ro-ro spaces not capable of being sealed and special category spaces.6) May be dispensed with on request where only coal, ore, grain, unseasoned timber, non-combustible cargo

or cargo representing a low fire risk are carried. References is made to MSC/Circ.1146.7) May be dispensed with, if the furniture and furnishing are only of restricted fire risk, see L.4.


Table 12.2 Number and minimum capacity of fire pumps

Passenger ships Cargo ships

$ 4.000 GT < 4.000 GT $ 500 GT < 500 GT

Number of power-driven fire pumps

3 2 2 1

Minimum capacity V (m3/h) of one fire pump 1)

2)5,1 . 10-3. d2H 3,8 . 10-3 . d2

H2)7,65 . 10-3 . d2

H 5,75 . 10-3 . d2H 3,8 . 10-3 . d2

H

1) dH (mm) = theoretical diameter of the bilge main (see Section 11,N. formula 4.)2) Applicable to passenger ships with a criterion numeral of 30 or over in accordance with SOLAS 1974 as

amended, Chapter II-1, Part B, Regulation 6.

1.3.10 On passenger ships of 1.000 GT and over,the water fire extinguishing equipment in interiorlocations is to be installed in such a way that at leastone jet of water with the prescribed nozzle dischargepressure is immediately available. The uninterruptedsupply of water is to be ensured by the automaticstarting of one of the specified fire pumps.

1.3.11 On passenger ships of less than 1.000 GT,the immediate availability of water for fire fighting isto be safeguarded according to either 1.3.10 or 1.3.12.

1.3.12 On ships with the Class Notation "OT", atleast one fire pump is to be provided with remotestarting arrangements from the bridge and from thecentral fire control station, if there is one.

The associated shut-off valves from the sea waterinlet to the fire main are to be capable of beingcontrolled from the above named positions.Alternatively locally-operated valves may be used;these are to be permanently kept open and providedwith appropriate sign, e.g. :

"Valve always to be kept open !"

1.3.13 Where on cargo ships of 500 GT and overand on passenger ships the fire pumps are located indifferent compartments, at least one fire pump has tofulfil all requirements of an emergency fire pumpspecified in 1.4 (i.e. independent power and watersupply, etc.), with the exception of 1.4.1 firstsentence being not applicable.

1.4 Emergency fire pumps

1.4.1 The emergency fire pumps is to be capableof delivering at least 40 % of the total capacityspecified for the main fire pumps, but in any case notless than 25 m3/h for passenger ships of less than1.000 GT and for cargo ships of 2.000 GT and over,

and in any case not less than 15 m3/h for cargo shipsof less than 2000 GT.

The emergency fire pump is to be of self-primingtype.

1.4.2 The emergency fire pump must be capableof supplying water to all parts of the ship from twohydrants simultaneously at the pressure stated inTable 12.3; see also 2.2.1.

1.4.3 All the power and water supply equipmentrequired for the operation of the emergency fire pumpmust be independent of the space where the main firepumps are installed.

The electrical cables to the emergency fire pump maynot pass through the machinery spaces containing themain fire pumps and their source(s) of power andprime mover(s).

If the electrical cables to the emergency fire pumppass through other high fire risk areas, they are to beof a fire resistant type.

1.4.4 The supply of fuel intended for the operationof the emergency fire pump has to be sufficient for atleast 18 hours at nominal load.

The fuel tank intended for the emergency fire pumppower supply must contain sufficient fuel to ensurethe operation of the pump for at least the first 6 hourswithout refilling. This period may be reduced to3 hours for cargo ships off less than 5.000 GT.

1.4.5 The space where the emergency fire pumpand its power source are installed is not to be directlyadjacent to machinery spaces of category A9) or tothe space where the main fire pumps are installed.Where this is not feasible, the division between therooms is to be formed by not more than onebulkhead. Recesses have to be restricted to a


minimum, and doors between the spaces are to bedesigned as airlocks. The door towards the machineryspace shall be of A-60 standard.

The bulkhead is to be constructed in accordance withthe insulation requirements for control stations (Rulesfor Hull, Volume II, Section 22).

When a single access to the emergency fire pumproom is through another space adjoining a machineryspace of category A9) or the spaces containing themain fire pumps, class A-60 boundary is requiredbetween that other space and the machinery space ofcategory A or the spaces containing the main firepumps.

1.4.6 The emergency fire pump is to be installedin such a way that the delivery of water at theprescribed rate and pressure is ensured under allconditions of list, trim, roll and pitch likely to beencountered in service.

If the emergency fire pump is installed above thewater line in light condition of the ship, the netpositive suction head of the pump (NPSHreq) shouldbe about 1 m lower than the net positive suction headof the plant (NPSHa)11).

Upon installation on board, a performance test is tobe carried out to verify the required capacity. As faras practicable, the test is to be conducted at lightestseagoing draught at the suction position.

1.4.7 The sea suction is to be located as deep aspossible and together with the pump suction anddelivery pipes of the pump to be arranged outside thespaces containing the main fire pumps.

In exceptional cases consent may be given forlocating of short lengths of the suction and deliverypipes in spaces containing the main fire pumpsprovided that the piping is enclosed in a substantialsteel casing. Alternatively to the steel casing thepiping may be thick-walled according to Section 11.,Table 11.20 b, Column B, but not less than 11 mm,all welded and be insulated equivalent to A-60standard.

The sea suction may also be located in machineryspaces of category A if otherwise not practicable. Inthis case the suction piping is to be as short aspossible and the valve is to be operable from aposition in the immediate vicinity of the pump.

1.4.8 The sea valve is to be permanently keptopen and provided with an appropriate sign (see1.3.12) Alternatively, the sea valve is to be operablefrom a position close to the pump, or close to thepump controls in the case of remote-controlledpumps.

1.4.9 If the space in which the main fire pumps ortheir power supply are installed is protected by a

fixed pressure water spraying system, the emergencyfire pump is to be designed to meet this additionalwater demand.

1.4.10 The ventilation system of the space in whichthe emergency fire pump is installed is to be sodesigned that smoke cannot be aspirated in the eventof a fire in the engine room. Forced ventilation is tobe connected to the emergency power supply.

1.4.11 In the case of a diesel as power source forthe emergency fire pump, it is to be capable of beingstarted by hand cracking down to a temperature of0 EC.

If this is impracticable or if lower temperatures arelikely to be encountered, consideration is to be givento the provision of suitable heating arrangements, e.g.room heating or heating of the cooling water orlubricating oil.

If starting by hand-cracking is impracticable analternative independent means of power starting is tobe provided. This means is to be such as to enable thediesel to be started at least 6 times within the periodof 30 min, and at least twice within the first 10 min.

2. Fire mains

2.1 International shore connection

Ships of 500 GT and over are to be provided with atleast one connector through which water can bepumped from the shore into the ship's fire main. Thedimensions of the shore connection flange is to be asshown in Fig.12.1

It has to be possible to use the shore connection oneither side of the ship.

2.2 Arrangement of fire mains

2.2.1 On ships for which an emergency fire pumpis specified or on which fire pumps are installed inseparate compartments, it is to be possible by meansof shut-off valves to isolate the sections of the firemain within category A machinery spaces 9) wherethe main fire pumps are located from the rest of thefire main. The shut-off valves are to be located in areadily accessible position outside the category Amachinery spaces.

With the shut-off valves closed, it is to be possible tosupply all the hydrants located outside the machineryspace where the main fire pumps are located from apump which is not sited in this space.

Piping in the engine room may not normally be usedfor this purpose. However, in exceptional cases shortsections of piping may be laid in the machinery spaceprovided that the integrity is maintained by theenclosure of the piping in a substantial steel casing.

11) Reference is made to “Guidelines for Design,Construction and Testing of Pumps”.


Alternatively to the steel casing the piping may bethick-walled according to Section 11., Table 11.20b,Column B, but not less than 11 mm, all welded andbe insulated equivalent to A-60 standard.

2.2.2 On passenger ships of 4.000 GT and over,the fire main must be constructed as a ring systemequipped with appropriately sited isolating valves.

2.2.3 Fire mains are to be provided with drainvalves or cocks.

2.2.4 Branch pipes from the fire mains for hawseflushing are to be capable of being shut off in thevicinity of the main fire pump(s) or from the opendeck. Other branch pipes not serving fire fightingpurposes and which are used only occasionally maybe accepted if capable of being shut from the opendeck. The shut-off devices, are to be fitted withwarning signs instructing personnel to close themafter use.

2.2.5 On tankers, the fire main is to be fitted withisolating valves in a protected position at the poopfront and on the tank deck at intervals of not morethan 40 m.

2.2.6 In piping sections where the possibility offreezing exists during operation of the ship in coldclimates, suitable provisions are to be made forcontinuously pressurized pipelines.

2.3 Fire main design

2.3.1 The following formula should be used asguidance for the sizing of the fire main :

dF = 0,8 . dH

dF = internal diameter of fire main

dH = theoretical diameter of main. bilge pipe

in accordance with Section 11, N.2.

dFmin = 50 mm

For pipe thicknesses see Section 11, Table 11.5(Seawater lines).

2.3.2 On passenger ships the diameter dF need notto exceed dFmax = 175 mm, on cargo ships dFmax =130 mm respectively.

2.3.3 The entire fire main is to be designed for themaximum permissible working pressure of the firepumps subject to a minimum working pressure of10 bar.

2.3.4 At no point in the ship the dischargepressure at the nozzles is to be less than the valuesshown in Table 12.3 when water is drawnsimultaneously from any two adjacent hydrants. Onliquefied gas tankers this requirement is to be met ata minimum pressure at the nozzles of 0,50 N/mm2

(refer to Rules for Ships Carrying Liquefied Gases inBulk, Volume IX, Section 11, 11.2.1.

Table 12.3 Pressure at nozzles

Type of vessel GTPressure at

nozzle[N/mm2]

Cargo ships < 6.000$ 6.000

0,250,27

Passenger ships < 4.000$ 4.000

0,300,40

2.4 Hydrants

2.4.1 Hydrants are to be so positioned that waterfrom two nozzles simultaneously, one of which is tobe from a single length of hose, may reach

- any part of the ship to which passengers andcrew normally have access during thevoyage,

- any part of an empty cargo space,

In ro-ro spaces or vehicle spaces it has to be possibleto reach any part with water from two nozzlessimultaneously, each from single length of hose.

In passenger ships any part of accommodation,service and machinery spaces are to be capable ofbeing reached with water from at least two nozzles,one of which is to be from a single length of hose,when all watertight doors and all doors in mainvertical zone bulkheads are closed.

2.4.2 Deck hydrants are to be arranged such thatthey remain accessible when carrying deck cargo.Hydrants are to be located near the accesses tospaces. In the case of cargo spaces for the transport ofdangerous goods, the additional requirements of Pare to be observed.

Fig.12.1 International shore connection

Section 12 - Fire Protection and Fire Extinguishing Equipment F 12-13

2.4.3 Hydrants in machinery spaces and boilerrooms:

The number and position of the hydrants are to be inaccordance with 2.4.1. On ships of less than 500 GTa single hydrant is sufficient. Hydrants are to be sitedat easily accessible points above the floor plates oneach side of the ship. One of the hydrants is to belocated at the lower emergency escape.

2.4.4 Passenger ships are to be additionallyequipped with two hydrants in a space adjoining thelower level of the machinery space where this spaceis part of the escape route (e.g. the shaft tunnel).

2.5 Fire hoses

2.5.1 Fire hoses are to be made of a non-decomposing material.

2.5.2 Fire hoses are to have a length of at least10 m, but not more than

- 15 m in machinery spaces

- 20 m in other spaces and open decks

- 25 m for open decks on ships with amaximum breadth in excess of 30 m

Every hose is to be provided with quick actingcouplings of an approved type, a nozzle and acoupling spanner. Fire hoses are to be stowed withnozzles attached in readily accessible positions closeto the hydrants.

2.5.3 On passenger ships, a fire hose with nozzleis to be provided for each hydrant required.

On ships carrying more than 36 passengers, the hosesof hydrants located within the superstructure are to bekept permanently coupled to the hydrant.

2.5.4 Cargo ships of 1.000 GT and over are to beequipped with a fire hose with nozzle for every 30 mof the ship's length and with one additional hose, butat least five hoses altogether. This figure does notinclude the hoses specified for machinery spaces andboiler rooms.

2.5.5 Cargo ships of 500 to 1.000 GT are to beequipped with a number of hoses appropriate to localconditions.

2.5.6 Cargo ships of less than 500 GT are to beequipped with at least three fire hoses.

2.5.7 Ships for the transport of dangerous goodsaccording to P. are to be equipped with 3 additionalhoses and nozzles.

2.6 Nozzles

2.6.1 Only dual purpose spray and jet nozzles witha shut-off are to be provided.

2.6.2 The nozzle sizes are to be 12, 16 and 19 mmor as near thereto as possible.

In accommodation and service spaces, a nozzle sizeof 12 mm is sufficient.

For machinery spaces and exterior locations, thenozzle size is to be such as to obtain the maximumdischarge possible from two nozzles at the stipulatedpressure from the smallest available fire pump;however, a nozzle size greater than 19 mm need notbe used.

F. Portable and Mobile Fire Extinguishers,Portable Foam Applicators and WaterFog Applicators

1. Extinguishing media and weights ofcharge

1.1 The extinguishing medium for fireextinguisher is to be suitable for the potential fireclasses, see Table 12.4.

Table 12.4 Classification of extinguishing media

Fireclass

Fire hazard Extinguish-ing media

ASolid combustiblematerials of organicnature (e.g. wood, coal,fibre materials, rubberand many plastics)

Water, drypowder/drychemical,foam

BFlammable liquids (e.g.oils, tars, petrol, greasesand oil-based paints)

Drypowder/drychemical,foam, carbondioxide

C Flammable gases (e.g.acetylene, propane)

Drypowder/drychemical

D Combustible metals(e.g. magnesium,sodium, titanium andlithium)

Special drypowder ordry chemical(metal)

F (K) Cooking oils, greases orfats

Wet chemicalsolution

- Electrical equipment Carbondioxide, drypowder/drychemical

Toxic extinguishing media and extinguishing medialiable to generate toxic gases may not be used.

CO2 fire extinguisher may not be located in accom-modation areas and water fire extinguishers not inmachinery spaces.

12-14 F Section 12 - Fire Protection and Fire Extinguishing Equipment

1.2 Fire extinguishers are to be approved inaccordance with a recognized standard.

For the use in areas with electrical equipmentoperating at voltages > 1 kV the suitability is to beproven.

1.3 The charge in portable dry powder and gasextinguishers shall be at least 5 kg and the content offoam and water extinguishers is not to be less than9 litres.

The total weight of a portable fire extinguisher readyfor use is not exceed 23 kg.

1.4 Mobile extinguisher units are to be designedfor a standard dry powder charge of 50 kg or for afoam solution content of 45 or 136 liters.

It is recommended that only dry powder extinguishersbe used.

1.5 For fire extinguishers, capable of beingrecharged on board, spare charges are to beprovided :

S 100 % for the first 10 extinguishers of eachtype,

S 50 % for the remaining extinguishers ofeach type, but not more than 60 (fractions tobe rounded off).

1.6 For fire extinguishers which cannot berecharged on board, additional portable fireextinguishers of same type and capacity are to beprovided. The number is to be determined as per 1.5.

1.7 Portable foam applicators

1.7.1 A portable foam applicator unit has toconsist of a foam nozzle / branch pipe, either of aself-inducing type or in combination with a separateinductor, capable of being connected to the fire mainby a fire hose, together with two portable tanks eachcontaining at least 20 litres approved foamconcentrate12).

1.7.2 The nozzle/branch pipe and inductor has tobe capable of producing effective foam suitable forextinguishing an oil fire, at a foam solution flow rateof at least 200 litres/min at the nominal pressure inthe fire main.

2. Number and location

2.1 General

2.1.1 One of the portable fire extinguishers is tobe located at the access to the individual space it isdesignated for.

2.1.2 If the portable fire extinguisher are notsuitable for fire-fighting in electrical installations,additional extinguishers are to be provided for thispurpose. Fire extinguisher are to be marked with the

maximum permissible voltage and with the minimumdistance to be maintained when in use.

2.2 Passenger and crew spaces

2.2.1 The decks of passenger ships to which thepassengers and crew normally have access during thevoyage are to be equipped with fire extinguisherlocated not more than 20 m apart. At least oneportable fire extinguisher is to be provided on eachdeck and, in each main vertical zone.

2.2.2 2.2.1 is applicable correspondingly to cargoships of 1.000 GT and over, with the provision that atleast 5 fire extinguishers are to be provided in theaccommodation spaces.

2.3 Machinery spaces

Machinery spaces, depending on their designation,are to be provided with portable fire extinguishers,mobile fire extinguishers, portable air foam applicatorunits and water fog applicators as describedhereinafter.

2.3.1 Machinery spaces of category A9)containing internal combustionmachinery

The following is to be provided:

- portable fire extinguishers which are to beso located that no point in the space is morethan 10 m walking distance from anextinguisher

– mobile fire extinguishers of 50 kg drypowder or 45 litres foam which are to be solocated that the extinguishant can bedirected onto any part of the fuel andlubricating oil pressure systems, gearing andother fire hazards

– at least one portable air foam applicator unit

2.3.2 Machinery spaces of category A9)containing oil fired boilers

At least is to be provided:

– two portable fire extinguishers in each firingspace in each boiler room and in each spacein which part of the fuel oil installation issituated

– two mobile 50 kg dry powder- or onemobile 135 litres foam extinguisher in eachboiler room. The extinguishers are to beprovided with hoses on reels suitable forreaching any part of the boiler room. In caseof domestic boilers of less than 175 kW oneportable extinguisher will be sufficient.

– a receptacle containing at least 0,1 m3 sandor sawdust impregnated with soda or oneaddit ional portable ext inguisheralternatively.

– at least one portable foam applicator unit.12) Refer to IMO MSC/Circ. 582/Corr.1

Section 12 - Fire Protection and Fire Extinguishing Equipment G 12-15

2.3.3 Machinery spaces of category A9)containing oil fuel units

At least two portable fire extinguishers are to beprovided.

2.3.4 Machinery spaces containing steamturbines or enclosed steam engines

In spaces containing steam turbines or enclosed steamengines of an aggregate total output of 375 kW andover used for main propulsion or other purposes thefollowing is to be provided :

– portable fire extinguishers which are to beso located that no point in the space is morethan 10 m walking distance from anextinguisher.

– mobile fire extinguishers of 50 kg drypowder or 45 litres foam which are to be solocated that the extinguishant can bedirected onto any part of the casingsenclosing pressure lubricated parts of theturbines, engines or associated gearing andany other fire hazard. This requirement isnot applicable where the space is protectedby fixed fire extinguishing system inaccordance with Table 12.1.

2.3.5 Machinery spaces of category A9) inpassenger ships

In addition to the fire fighting equipment specified in2.3.1 - 2.3.4, machinery spaces of category A inpassenger ships carrying more than 36 passengers areto be provided with at least two water fog applicators.

2.3.6 Other machinery spaces 13)

In machinery spaces other than category A portablefire extinguishers are to be so located that no point inthe space is more than 10 m walking distance awayfrom an extinguisher.

For small spaces without particular fire hazard it issufficient if a fire extinguisher is available withinreach at the access.

2.3.7 On ships of less than 500 GT, the machineryspaces referred to in 2.3.1 to 2.3.5 need not beequipped with a mobile fire extinguisher and aportable foam applicator unit, unless a fixed fireextinguishing system is not provided in such spaces.

2.4 Cargo pump rooms and gas compressorrooms

Each space containing cargo pumps or gascompressors is to be equipped with at least twoportable fire extinguishers for extinguishing oil or gasfires.

2.5 Other spaces and motor lifeboats

Paint lockers, flammable liquid lockers, radio rooms,galleys and motor lifeboats are each to be equippedwith one portable fire extinguisher. In motorlifeboats, 2 kg portable extinguishers will beaccepted.

2.6 Cargo spaces for motor vehicles with fuelin their tanks

Portable extinguishers suitable for extinguishing oilfires are to be located on both sides of the cargospace not more than 20 m apart. One such fireextinguisher is to be located at each entrance to thesespaces.

2.7 Special category spaces on passengerships and ro-ro spaces

These spaces are to be equipped with portable fireextinguishers in accordance with 2.6. In addition,each space is to be provided with one portable foamapplicator unit and three water fog applicators. Atotal of at least two portable foam applicator is to beavailable.

2.8 Cargo spaces for dangerous goods

P. is applicable.

G. High-Pressure CO2 Fire ExtinguishingSystems

1. Calculation of the necessary quantity ofCO2

The calculation of the necessary quantity of CO2 is tobe based on a gas volume of 0.56 m3 per kg of CO2.

If two or more individually floodable spaces areconnected to the CO2 system, the total CO2 quantityavailable need not be more than the largest quantityrequired for one of these spaces.

1.1 Machinery, boiler and cargo pump spaces

1.1.1 The quantity of gas available for spacescontaining internal combustion machinery, oil-firedboilers or other oil-fired equipment, for purifierspaces according to B.2.1 and for cargo pump roomsis to be sufficient to give a minimum volume of freegas equal to the larger of the following :

- 40 % of the gross volume of the largestspace including the casing up to the level atwhich the horizontal area of the casing isless than 40 % of the horizontal area of thespace concerned taken midway between thetank top and the lowest part of the casing,

- 35 % of the gross volume of the largestspace including the casing.

13) For definition see Rules for Hull, Volume I, Section 22,D.4.6[7] (in the scope of this Section applicable to allships)

12-16 G Section 12 - Fire Protection and Fire Extinguishing Equipment

1.1.2 For cargo ships under 2.000 GT, thepercentage specified in 1.1.1 may be reduced to 35 %and 30 % respectively .

1.1.3 For cargo pump spaces on chemical tankers,and for compartment and cargo pump spaces onliquefied gas tankers, the volume of free gas availableis to be calculated as 45 % of the gross volume of thespace.

1.1.4 For machinery spaces without casings (e.g.incinerator or inert gas generator spaces) thevolume of free gas available is to be calculatedaccording to 35 % of the gross volume of the space.

1.1.5 Where two or more spaces containingboilers or internal combustion machinery are notentirely separated, they are to be considered as asingle space for the purpose of determining thequantity of CO2 required.

1.1.6 The volume of starting air receivers,converted to free air volume, is to be added to thegross volume of the machinery space whencalculating the necessary quantity of extinguishingmedium. Alternatively, a discharge pipe, led from thesafety valves to the open air, may be fitted.

1.2 Cargo spaces

1.2.1 In cargo spaces, the quantity of CO2available must be sufficient to fill at least 30 % of thegross volume of the largest cargo space which iscapable of being sealed. Calculation of the grossvolume is to be based on the distance from the doublebottom (tank top) to the weather deck including thehatchway and the vertical boundaries of the cargospace concerned.

1.2.2 If a container cargo hold is fitted withpartially weathertight hatchway covers the quantity ofCO2 for the cargo space is to be increased inaccordance with one of the following formulae, asappropriate :

CO 60.A . B22

INC30% T=

CO 4.A . B22

INC45% T=

[kg] increase of CO2 quantity for cargoCO2INC

30%

spaces not intended for carriageof motor vehicles with fuel intheir tanks for their ownpropulsion

[kg] increase of CO2 quantity for cargoCO2INC

45%

spaces intended for carriage ofmotor vehicles with fuel in theirtanks for their own propulsion

AT [m2] total maximum area of design-related gaps at the hatch covers

B [m] breadth of cargo space protectedby the CO2 system

The non-weathertight gaps is not to exceed 50 mm.

1.2.3 In the case of cargo spaces in ships carryingonly coal, ore, grain unseasoned, timber,non-combustible cargo or cargo representing a lowfire risk, application may be made to the nationalauthorities for exemption from this requirement.

1.2.4 For the cargo spaces of ships intended forthe transport of motor vehicles with filled fuel tanksand for closed ro-ro spaces, the available quantity ofCO2 is to be sufficient to fill at least 45 % of the grossvolume of the largest enclosed cargo space.

1.2.5 It is recommended that mail rooms, spacesfor bonded stores and baggage rooms be connected tothe CO2 fire extinguishing system.

1.2.6 Where cargo spaces connected to a CO2system are temporarily used as spaces for thetransport of as cargo tanks, means are to be providedfor sealing off the relevant connecting lines duringsuch periods by the use of spectacle flanges.

1.3 Protection of space against over-/under-pressure

It is to be safeguarded that flooding of space withCO2 cannot cause an unacceptable over- or under-pressure in the space concerned. If necessary,suitable means of pressure relief are to be provided.

2. CO2 cylinders

2.1 Design and equipment

2.1.1 In respect of their material, manufacture,type and testing, CO2 cylinders must comply with therequirements of Section 8, G.

2.1.2 CO2 cylinders may normally only be filledwith liquid CO2 in a ratio of 2 kg CO2 to every 3 litersof cylinder capacity. Subject to the shipping routeconcerned, special consideration may be given to ahigher filling ratio (3 kg CO2 to every 4 literscapacity).

2.1.3 Cylinders intended for flooding boilerrooms, machinery spaces as well as cargo pump andcompressor rooms are to be equipped withquick-opening valves for group release enablingthese spaces to be flooded with 85 % of the requiredgas volume within two minutes. Cylinders intendedfor the flooding of cargo spaces need only be fittedwith individual release valves.

For cargo spaces for the carriage of motor vehicleswith fuel in their tanks and for ro-ro spaces CO2cylinders with quick-opening valves suitable forgroup release are to be provided for flooding of thesespaces within 10 minutes with 2/3 of the prescribedquantity of CO2.


2.1.4 Cylinder valves are to be approved by arecognized institution and be fitted with anoverpressure relief device .

2.1.5 Siphons are to be securely connected to thecylinder valve.

2.2 Disposition

2.2.1 CO2 cylinders are to be stored in specialspaces, securely anchored and connected to a mani-fold. Check valves are to be fitted between individualcylinders and the manifold.

If hoses are used to connect the cylinders to themanifold, they are to be type approved.

2.2.2 At least the cylinders intended for the quickflooding of boiler rooms and machinery spaces are tobe grouped together in one room.

2.2.3 The cylinders for CO2 fire extinguishingsystems for scavenge trunks and for similar purposesmay be stored in the machinery space on conditionthat an evidence by calculation is provided provingthat the concentration of the free CO2 gas (in case ofleakages at all cylinders provided) relative to the netvolume of the engine room does not exceed 4 %.

3. Rooms for CO2 cylinders

3.1 Rooms for CO2 cylinders may not be locatedforward of the collision bulkhead and are to,wherever possible, be situated on the open deck.Access is to be possible from the open deck. CO2cylinder rooms below the open deck are to have astairway or ladder leading directly to the open deck.The CO2 cylinder room is not to be located morethan one deck below the open deck. Directconnections via doors or other openings betweencylinder rooms and machinery spaces oraccommodation spaces below the open deck are notpermitted. In addition to the cabins themselves, otherspaces provided for use by passengers and crew suchas sanitary spaces, public spaces, stair wells andcorridors are also considered to form part of theaccommodation space.

The size of the cylinder room and the arrangement ofthe cylinders are to be conducive to efficientoperation.

Means are to be provided for :

S conveying cylinders to the open deck, and

S the crew to safely check the quantity of CO2in the cylinders, independent of the ambienttemperatures. These means are to be soarranged that is not necessary to move thecylinders completely from their fixingposition. This is achieved, for instance, byproviding hanging bars above each bottlerow for a weighing device or by usingsuitable surface indicators.

Cylinder rooms are to be lockable. The doors of

cylinder rooms are to open outwards.

Bulkheads and decks including doors ant other meansof closing any opening therein which form theboundaries between CO2 storage rooms and adjacentenclosed spaces are to be gas tight.

Cylinder rooms are to be exclusively used forinstallation of CO2 cylinders and associated systemcomponents.

3.2 Cylinder rooms are to be protected orinsulated against heat and solar radiation in such away that the room temperature does not exceed45 EC. The boundaries of the cylinder room is toconform to the insulation valves prescribed forcontrol stations (Rules for Hull, Volume II,Section 22 ).

Cylinder rooms are to be fitted with thermometers forchecking the room temperature.

3.3 Cylinder rooms are to be provided withadequate ventilation. Spaces where access from theopen deck is not provided or which are located belowdeck are to be fitted with mechanical ventilation atnot less than 6 air changes per hour. The exhaust ductshould be led to the bottom of the space. Otherspaces may not be connected to this ventilationsystem.

3.4 Cylinder rooms are to be adequately heatedif during the ship’s service the nominal roomtemperature of 20 oC cannot be maintained at theambient conditions.

3.5 Where it is necessary for the crew to passCO2 protected cargo hold(s) to reach the cylinderroom, e.g. if the cylinder room is located forward ofCO2 protected cargo hold(s) and the accommodationblock is arranged in the aft area of the ship, remoterelease controls are to be placed in theaccommodation area in order to facilitate their readyaccessibility by the crew. The remote release controlsand release lines are to be of robust construction or soprotected spaces. The capability to release differentquantities of CO2 into different cargo holds has to beincluded in the remote release arrangement .

4. Piping

4.1 Piping is to be made of weldable materialsin accordance with Rules for Materials, Volume V.

4.2 The manifold from the cylinders up to andincluding the distribution valves are to be designedfor a nominal working pressure of PN 100.

Material certificates are to be provided according tothe requirements for pipe class I (see Section 11).Manufacturers' inspection certificates may beaccepted as equivalent provided that by means of thepipe marking (name of pipe manufacturers, heatnumber, test mark) unambiguous reference to thecertificate can be established. The requirementsregarding remarking are to be observed whenprocessing the pipes.


Table 12.5 Design of quick-flooding lines

Nominal diameter DN Weight of CO2 for machineryand boiler spaces

Weight of CO2 for cargoholds for motor vehicles

[mm] [inches] [kg] [kg]

15 1/2 45 400

20 3/4 100 800

25 1 135 1.200

32 1 1/4 275 2.500

40 1 1/2 450 3.700

50 2 1.100 7.200

65 2 1/2 1.500 11.500

80 3 2.000 20.000

90 3 1/2 3.250

100 4 4.750

110 4 1/2 6.810

125 5 9.500

150 6 15.250

Table 12.6 Minimum steel pipe thicknesses for CO2

da

[mm]

From cylinders to distributionvalvess [mm]

From distribution valves tonozzless [mm]

21,3 - 26,930,0 - 48,351,0 - 60,363,5 - 76,182,5 - 88,9

101,6108,0 - 114,3

127,0133,0 - 139,7152,4 - 168,3

3,24,04,55,05,66,37,18,08,08,8

2,63,23,63,64,04,04,54,55,05,6

4.3 Pipework between distribution valves andnozzles is to be designed for a nominal workingpressure of PN 40. However, for the purpose ofmaterial certification this piping may be considered inpipe class III.

4.4 All pipework is to be protected againstexternal corrosion. Distribution lines serving spacesother than machinery spaces are to be galvanizedinternally.

4.5 Wherever possible, welded pipe connections

are to be used for CO2 systems. For detachableconnections which cannot be avoided and for valvesand fittings, flanged joints are to be used. For pipeswith a nominal bore of less than 50 mm, weldedcompression type couplings may be used.

Threaded joints may be used only inside CO2protected spaces.

4.6 Bends or suitable compensators are to beprovided to accommodate the thermal expansion ofthe pipelines.


Hoses for connecting the CO2 cylinders to themanifold are to be type-approved and hose lines areto be fabricated by manufacturers approved by BKI,see Section 11, U.

4.7 Distribution piping for quick-flooding is tobe designed in such that icing due to expansion ofthe extinguishing gas cannot occur. Reference valuesare shown in Table 12.5. System flow calculationsshall be performed using a recognized calculationtechnique (e.g. NFPA calculation program).

4.8 The minimum nominal bore of floodinglines and of their branches to nozzles in cargoholds is 20 mm; that of the nozzle connections15 mm.

The minimum pipe thicknesses are shown inTable 12.6.

4.9 A compressed air connection with a non-return valve and a shut-off valve is to be fitted at asuitable point. The compressed air connection is to beof sufficient size to ensure that, when air is blownthrough the system at a pressure of 5 to 7 bar, it ispossible to check the outflow of air from all nozzles.

4.10 CO2 pipes may pass through accommodationspaces providing that they are thick-walled accordingto Section 11, Table 11.6 Group D (for pipes with anouter diameter of less than 38 mm, the minimum wallthickness is to be 5,0 mm), joined only by weldingand not fitted with drains or other openings withinsuch spaces.

CO2 pipes may not be led through refrigerated spaces.

4.11 In piping sections where valve arrangementsintroduce sections of closed piping (e.g. manifoldswith distribution valves), such sections are to be fittedwith a pressure relief valve and the outlet of the valveis to be led to the open deck.

4.12 CO2 pipes also used as smoke samplingpipes are to be self-draining.

4.13 CO2 pipes passing through ballast watertanks are to be joined only by welding and be thick-walled according to Section 11, Table 11.6, Group D(for pipes with an outer diameter of less than 38 mm,the minimum wall thickness is to be 5,0 mm).

5. Release devices

5.1 Release of the system is to be actuatedmanually. Automatic actuation is not acceptable.

5.2 Release of the CO 2 cylinders, whetherindividually or in groups, and opening of thedistribution valve are to be actuated independently ofeach other. For spaces, for which CO2 cylinders withquick-opening valves for group release are required(refer to G.2.1.3), two separate controls are to beprovided for releasing CO2 into the protected space.One control is to be used for opening the distributionvalve of the piping which conveys CO2 into theprotected space and a second control is to be used to

discharge CO2 from its storage cylinders. Positivemeans are to be provided so that these controls canonly be operated in that order.

5.3 Remotely operated cylinder actuatingdevices and distribution valves are to be capable oflocal manual operation.

5.4 The controls for flooding of machineryspaces, closed ro-ro spaces, paint lockers and the likeand of cargo pump and compressor spaces are to bereadily accessible, simple to operate and be locatedclose to one of the entrances outside the space to beprotected in a lockable case (release box). A separaterelease box is to be provided for each space whichcan be flooded separately, the space to which itrelates being clearly indicated.

The emergency release from the CO2 room has toensure the group release of the CO2 cylinders forspaces requiring quick-flooding release (see G.2.1.3).

Small spaces located in close vicinity of the CO2room, e.g. paint store, may be flooded from the CO2room, in which case a separate release box may bedispensed with.

5.5 The key for the release box is to be kept ina clearly visible position next to the release box in alocked case with a glass panel.

5.6 A distribution valve (normally closed) is tobe located in every flooding line outside the space tobe protected in a readily accessible position. If theprotection of small space (e.g. galley range exhaustduct) requires only one cylinder with a maximumcontent of 6 kg CO2 , an additional shut-offdownstream of the cylinder valve may be omitted.

5.7 Distribution valves are to be protectedagainst unauthorized and unintentional actuation andfitted with signs indicating the space to which the as-sociated CO2 lines lead.

5.8 Distribution valves are to be made of aseawater-resistant material. The valve position ‘open’or ‘closed’ is to be visible.

6. CO2 discharge nozzles

6.1 The number and arrangement of the nozzlesprovided is to ensure even distribution of the CO2.

6.2 Boiler rooms and machinery spaces

The nozzles are to be arranged preferably in the lowerpart of the machinery space and in the bilges, takinginto account the room configuration. At least eightnozzles are to be provided, not less than two of whichare to be located in the bilges.

Nozzles are to be provided in the engine- or funnelcasing, in case of equipment of fire risk beingarranged there, e.g. oil fired equipment orcomponents of the thermal oil plant.


The number of nozzles may be reduced for smallmachinery spaces.

6.3 Cargo spaces

Nozzles are to be sited in the upper part of the space.

When the CO2 system is connected with a sampleextraction smoke detection system, not more thanfour nozzles may be connected to a flooding line andthe nozzles are to be so arranged that no part of theover-head deck area is more than 12 m horizontallyaway from a nozzle.

Separate flooding lines with pertinent distributionvalves are to be provided for upper and lower cargoholds.

7. Alarm systems

7.1 For machinery spaces, boiler, cargo pumprooms and similar spaces acoustic alarms of horn orsiren sound is to be provided which are to beindependent of the discharge CO2. The audiblewarning is to be located so as to be audiblethroughout the protected space with all machineryoperating and is to be clearly distinguishable from allother alarm signals by adjustment of sound pressureor sound patterns.

The pre-discharge alarms are to be automaticallyactuated a suitable time before flooding occurs. Asadequate is to be considered the period of timenecessary to evacuate the space to be flooded but notless than 20 seconds. The system is to be designedsuch that flooding is not possible before this period oftime has elapsed.

Opening the door of the release station has to trip theCO2 alarm in the protected space.

The alarm has to continue to sound as long as theflooding valves are open.

7.2 Where adjoining and interconnecting spaces(e.g. machinery space, purifier room, machinerycontrol room) have separate flooding systems, anydanger to persons is to be excluded by suitable alarmsin the adjoining spaces.

7.3 Alarm systems are also to be provided inro-ro spaces, spaces for the transport of reefercontainers and spaces to which personnel normallyhave access. In conventional cargo spaces and smallspaces, e.g. small compressor rooms, paint stores,etc., alarms may be dispensed with.

7.4 The power supply to electrical alarmsystems has to be guaranteed in the event of failure ofthe ship's main power supply.

7.5 If the alarm is operated pneumatically, apermanent supply of compressed air for the alarmsystem is to be ensured.

7.6 Alarm systems for the cargo area of tankers:Rules for Electrical Installations, Volume IV,Section 15.

8. General arrangement plan

In the wheelhouse and in the CO2 rooms arrangementplans are to be displayed showing the disposition ofthe entire CO2 system. The plan shall also indicatehow many cylinders are to be released to extinguishfires in individual spaces.

Clear operating instructions are to be posted at allrelease stations.

9. Warning signs

9.1 For CO2 systems the following signs are tobe displayed :

9.1.1 At the release stations:

"Do not operate release until personnel has left thespace, the ventilation has been shut off and the spacehas been sealed."

9.1.2 At the distribution stations and in the CO2room:

"Before flooding with CO2 shut off ventilation andclose air intakes. Open distribution valves first, thenthe cylinder valves!"

9.1.3 In the CO2 room and at entrances to spaceswhich can be flooded:

"WARNING!"

"In case of alarm or release of CO2 leave the spaceimmediately (danger of suffocation).

The space may be re-entered only after thoroughventilating and checking of the atmosphere."

9.1.4 In the CO2 cylinder room:

"This space is to be used only for the storage of CO2cylinders for the fire extinguishing system. Thetemperature of the space is to be monitored."

9.1.5 At the release station for the CO2 system forthe cargo pump and gas compressor rooms of tankships carrying flammable materials, the warning signis to bear the additional instruction:

"Release device to be operated only after outbreak offire in .................... space".

10. Testing

10.1 After installation, the piping is to besubjected to hydraulic pressure test in the presence ofa BKI Surveyor by using following test pressures :

- piping between cylinders and distributionvalves to be tested at 150 bar

- piping passing through accommodationspaces to be tested at 50 bar

- all other piping to be tested at 10 bar

The hydrostatic test may also be carried out prior toinstallation on board in the case of piping which is

Section 12 - Fire Protection and Fire Extinguishing Equipment H 12-21

manufactured complete and equipped with all fittings.Joints welded on board have to undergo a hydrostatictest at the appropriate pressure.

Where water cannot be used as the test medium andthe piping cannot be dried prior to putting the systeminto service, proposals for alternative test media ortest procedures are to be submitted to BKI forapproval.

10.2 After assembly on board, a tightness test isto be performed using air or other suitable media. Theselected pressure depends on the method of leakdetection used.

10.3 All piping is to be checked for freepassage .

10.4 A functional test of the alarm equipment isto be carried out.

H. Low-Pressure CO2 Fire ExtinguishingSystems

1. Calculation of the necessary quantity ofCO2

Calculation of the necessary quantity of CO2 issubject to the provisions set out in G.1.

2. CO2 containers

2.1 Design and construction

2.1.1 The rated CO2 supply is to be stored inpressure vessels at a pressure of 18 to 22 bar.

2.1.2 With regard to their material, manufacture,construction, equipment and testing, the containersmust comply with the requirements contained inSection 8.

2.1.3 The containers may be filled with liquid CO2up to a maximum of 95 % of their volumetriccapacity calculated at 18 bar.

The vapour space has to be sufficient to allow for theincrease in volume of the liquid phase due to atemperature rise corresponding to the setting pressureof the relief valves.

2.2 Equipment

2.2.1 Pressure monitoring

The container pressure is to be monitored and anindependent visual/audible alarm signaling both highpressure prior to the attainment of the setting pressureof the relief valves and low pressure at not less than18 bar is to be provided.

2.2.2 Monitoring of liquid level

Each container is to be equipped with two levelgauges, one of which has to provide permanentmonitoring of the liquid level.

A liquid level of 10 % or more below the set level isto trip a visual/audible alarm.

Where more than one space is protected by the CO2system, a remote indicator is to be provided at allrelease stations outside the room in which thecontainer is located. A remote indicator may be dis-pensed with if, after release, the discharge of the ratedquantity of CO2 is regulated automatically, e.g. by anautomatic timer.

2.2.3 Safety relief valves

Each container is to be fitted with two safety reliefvalves with shut-off valves on the inlet side. Theshut-off valves are to be interlocked in such a waythat the cross-sectional area of one relief valve isavailable at all times.

The setting pressure of the relief valves is to be atleast 10 % above the cut-in pressure of therefrigerating units.

The capacity of each relief valve is to be so that thequantity of gas produced by the action of fire on thecontainer can be discharged without the pressure inthe container exceeding the setting pressure of therelief valves by more than 20 %. For the calculationsee Rules for Ships Carrying Liquefied Gases inBulk, Volume IX, Section 8.

The blow-off line is to discharge into the open air.

2.2.4 Insulation

Containers and piping which are normally filled withCO2 are to be insulated in such that after failure of therefrigeration, when setting pressure of the of the reliefvalves is not reached before a period of 24 hours,assuming a container pressure equal to the cut-inpressure of the refrigerating units and ambienttemperature of 45E C.

The insulating material has to be at least not readilyignitable and be sufficiently robust. Protection againststeam penetration and damage from outside is to beprovided. See also Rules for RefrigeratingInstallations, Volume VIII, Section 1, L.

3. Refrigerating plant

3.1 At least two complete, mutuallyindependent, automatically refrigerating sets are to beprovided. The capacity of the refrigerating sets is tobe such that the required CO2 temperature can bemaintained under conditions of continuos operationduring 24 hours with an ambient temperature of up to45 EC and a seawater temperature of up to 32 EC.

3.2 The failure of a refrigerating unit is to causethe standby unit to start up automatically. Manualswitch over has to be possible.

3.3 Separate electrical supply is to be providedfrom the main busbar.

12-22 I Section 12 - Fire Protection and Fire Extinguishing Equipment

3.4 At least two circulating pumps are to beavailable for the cooling water supply. One of thesepumps can be used as standby pump for otherpurposes provided that it can be put into operationimmediately without endangering other essentialsystems.

3.5 The supply of cooling water has to beavailable from two sea chests, wherever possiblefrom either side of the ship.

4. Location and disposition

CO2 containers and the corresponding refrigeratingequipment are to be located in special rooms.

The disposition and equipping of the rooms are tocomply with the applicable provisions of G.3.

The system control devices and the refrigeratingplants are to be located in the same room where thepressure vessels are stored.

5. Piping, valves and fittings

Unless otherwise specified in 5.1 to 5.3, therequirements in G.4., G5. and G 6. applyanalogously together with Section 11, B. whereverrelevant.

5.1 Safety relief devices are to be provided ineach section of pipe that may be isolated by blockvalves and in which there could be a build-up ofpressure in excess of the design pressure of any ofthe components.

5.2 The flooding lines are to be so designedthat, when flooding occurs, the vaporization of CO2does not occur until it leaves the nozzles. The pres-sure at the nozzles is to be at least 10 bar.

5.3 A filling connection with the necessarymeans of pressure equalization is to be provided oneither side of the ship.

6. Monitoring

Audible and visual alarms are to be given in a centralcontrol station for the following variations from thereference condition:

- pressure above maximum or belowminimum in accordance with 2.2.1,

- liquid level too low in accordance with2.2.2,

- failure of a refrigerating set.

This alarm may function as group alarm "Fault in theCO2 fire extinguishing system".

7. Release

7.1 The automatic release of CO2 flooding is notpermitted.

7.2 If devices are fitted for automaticallygauging the rated quantity of CO2, provision is also tobe made for manual control.

G.5.2 also applies.

7.3 If the system serves more than one space,means for control of discharge quantities of CO2 areto be provided, e.g. automatic timer or accurate levelindicators located at the control positions.

8. Alarm systems, general arrangementplans and warning signs

Signs giving the following information are to bepermanently fixed in the CO2 cylinder room and tothe valve groups for the flooding of individual spaceswith CO2 :

- name of space and gross volume [m3]

- necessary volume of CO2

- number of nozzles for the space

- flooding time [min] (i.e. the time theflooding valves have to remain open)

G.7.,G. 8. and G.9. also apply as appropriate.

9. Tests

9.1 After installation, lines between tanks anddistribution valves are to be pressure-tested at apressure of at least 1,5 times the pressure setting ofthe relief valves.

Lines which pass through accommodation spaces areto be tested after installation at a pressure of 50 bargauge. A test pressure of 10 bar is required for allother lines.

The performance of the test is to conform to G.10.1

9.2 G.10.2 and G.10.3 apply wherever relevant.

I. Gas Fire-Extinguishing Systems usingGases other than CO2 for MachinerySpaces and Cargo Pump-Rooms

1. General

1.1 Suppliers for the design and installation offire extinguishing systems using extinguishing gasesother than CO2 are subject to special approval byBKI.

1.2 System using extinguishing gases other thanCO2 are to be approved in accordance with a standardacceptable to BKI 14) .

14) Refer to IMO MSC/Cir.848, “Revised Guidelines forthe Approval of Equivalent Fixed Gas FireExtinguishing Systems, as Referred to in SOLAS 74,for Machinery Spaces and Cargo Pump Rooms”.

Section 12 - Fire Protection and Fire Extinguishing Equipment I 12-23

1.3 No fire extinguishing gas is to be usedwhich is carcinogenic, mutagenic or teratogenic atconcentrations expected during its use or which is notconsidered to be environmentally acceptable.

No fire extinguishing gas is to be used inconcentrations greater than the cardiac sensitisationlevel NOAEL (No Observed Adverse Effect Level),without the use of the release arrangements andalarms as provided in 6.

In no case an extinguishing gas is permitted to beused in concentrations above its LOAEL (LowestObserved Adverse Effect Level) nor its ALC(Approximate Lethal Concentration).

1.4 For systems using halocarbon clean agents,the system is to be designed for a discharge of 95 %of the design concentration in not more than10 seconds.

For systems using inert gases, the discharge time is tonot exceed 120 seconds for 85 % of the designconcentration.

1.5 For cargo pump rooms where flammableliquids other than oil or petroleum products arehandled, the system may be used only if the designconcentration for the individual cargo has beenestablished in accordance with the approval standard 14) and is documented in the approvalCertificate.

2. Calculation of the supply of extinguishinggas

2.1 The supply of extinguishing gas is to becalculated based on the net volume of the protectedspace, at the minimum expected ambient temperatureusing the design concentration specified in thesystem’s type approval Certificate.

2.2 The net volume is that part of the grossvolume of the space which is accessible to the freeextinguishing gas including the volumes of the bilgeand of the casing. Objects that occupy volume in theprotected space are to be subtracted from the grossvolume. This includes, but is not necessarily limitedto :

S internal combustion engines

S reduction gear

S boilers

S heat exchangers

S tanks and piping trunks

S exhaust gas pipes,-boilers and -silencers

2.3 The volume of free air contained in airreceivers located in a protected space is to be addedto the net volume unless the discharge from thesafety valves is led to the open air.

2.4 In systems with centralized gas storage for

the protection of more than one space the quantity ofextinguishing gas available need not be more than thelargest quantity required for any one space soprotected.

3. Gas containers

3.1 Containers for the extinguishing gas or apropellant needed for the discharge are to comply inrespect of their material, construction, manufactureand testing with the relevant BKI Rules on pressurevessels.

3.2 The filling ratio is not to exceed thatspecified in the system’s type approvaldocumentation.

3.3 Means are to be provided for the ship’spersonnel to safely check the quantity of medium inthe containers. These means are to be so arranged thatit is not necessary to move the cylinders completelyfrom their fixing position. This is achieved, forinstance, by providing hanging bars above each bottlerow for a weighing device or by using suitablesurface indicators.

4 Storage of containers

4.1 Centralized systems

Gas containers in centralized systems are to be storedin a storage space complying with the requirementsfor CO2 storage spaces (see G.3), with the exceptionthat storage temperatures up to 55 E C are permitted,unless otherwise specified in the type approvalCertificate.

4.2 Modular systems

4.2.1 All systems covered by these requirementsmay be executed as modular systems with gascontainers, and containers with the propellant if any,permitted to be stored within the protected spaceproviding the conditions of 4.2.2 through 4.2.9 arecomplied with.

4.2.2 Inside a protected space, the gas containersare be to distributed throughout the space withbottles or groups of bottles located in at least sixseparate locations. Duplicate power release lines haveto be arranged to release all bottles simultaneously.The release lines are to be so arranged that in theevent of damage to any power release line, five sixthof the fire extinguishing gas can still be discharged.The bottle valves are considered to be part of therelease lines and a single failure has to include alsofailure of the bottle valve.

For systems that need less than six containers (usingthe smallest bottles available), the total amount ofextinguishing gas in the bottles is to be such that inthe event of a single failure to one of the release lines(including bottle valve), five sixth of the fireextinguishing gas can still be discharged. This may beachieved by for instance using more extinguishinggas than required so that if one bottle is not

12-24 I Section 12 - Fire Protection and Fire Extinguishing Equipment

discharging due to a single fault, the remainingbottles will discharge the minimum five sixth of therequired amount of extinguishing gas. This can beachieved with minimum two bottles. However, theNOAEL value calculated at the highest expectedengine room temperature may not be exceeded whendischarging the total amount of extinguishing gassimultaneously.

Systems that cannot comply with the above (forinstance where it is intended to locate only one bottleinside the protected space) are not permitted. Suchsystems are to be designed with bottle(s) locatedoutside the protected space, in a dedicated roomcomplying with the requirements for CO2 storagespaces (see G.3.). 4.2.3 Duplicate sources of power located outsidethe protected space are to be provided for the releaseof the system and be immediately available, exceptthat for machinery spaces, one of the sources ofpower may be located inside the protected space.

4.2.4 Electric power circuits connecting thecontainers are to be monitored for fault conditionsand loss of power. Visual and audible alarms are tobe provided to indicate this.

4.2.5 Pneumatic or hydraulic power circuitsconnecting the containers are to be duplicated. Thesources of pneumatic or hydraulic pressure are to bemonitored for loss of pressure. Visual and audiblealarms are to be provided to indicate this.

4.2.6 Within the protected space, electricalcircuits essential for the release of the system are tobe heat-resistant, e.g. mineral-insulated cable orequivalent.

Piping systems essential for the release of systemsdesigned to be operated hydraulically orpneumatically are to be of steel.

4.2.7 Not more than two discharge nozzles are tobe fitted to any container.

4.2.8 The containers are to be monitored fordecrease in pressure due to leakage or discharge.Visual and audible alarms in the protected space andon the navigating bridge are to be provided toindicate this.

4.2.9 Each container is to be fitted with an over-pressure release device which under the action of firecauses the contents of the container to beautomatically discharged into the protected space.

5. Piping and Nozzles

5.1 Piping is to be made of weldable steelmaterials (Rules for Material, Volume V, Section 7)and to be designed according to the working pressureof the system.

5.2 Wherever possible, pipe connections are tobe welded. For detachable pipe joints, flangeconnections are to used. For pipes with a nominal I.D

of less than 50 mm threaded welding sockets may beemployed. Threaded joints may be used only insideprotected spaces.

5.3 Piping terminating in cargo pump rooms isto be made of stainless steel or be galvanized.

5.4 Flexible hoses may be used for theconnections of containers to a manifold in centralizedsystems or to a rigid discharge pipe in modularsystems. Hoses are not to be longer than necessary forthis purpose and be type approved for the use in theintended installation. Hoses for modular systems areto be flame resistant.

5.5 Only nozzles approved for use with thesystem are to be installed. The arrangement of nozzlesis to comply with the parameters specified in thesystem’s type approval certificate, giving dueconsideration to obstructions. In the vicinity ofpassages and stairways nozzles are to be arrangedsuch as to avoid personnel being endangered by thedischarging gas.

5.6 The piping system is to be designed to meetthe requirements stipulated in 1.4. System flowcalculations are to be performed using a recognizedcalculation technique (e.g. NFPA calculationprogram).

5.7 In piping sections where valve arrangementsintroduce sections of closed piping (manifolds withdistribution valves), such sections are to be fitted witha pressure relief valve and the outlet of the valve is tobe led to the open deck.

6. Release arrangements and alarms

6.1 The systems is to be designed for manualrelease only.

The controls for the release are to be arranged inlockable cabinets (release stations), the key beingkept conspicuously next to the release station in alocked case with a glass panel. Separate releasestations are to be provided for each space which canbe flooded separately. The release stations are to bearranged near to the entrance of the protected spaceand are to be readily accessible also in case of a firein the related space. Release stations are to be markedwith the name of the space they are serving.

6.2 Centralized systems are to be provided withadditional means of releasing the system from thestorage space.

6.3 If the protected space is provided with asystem containing a halocarbon clean agent as fireextinguishing agent, the mechanical ventilation of theprotected space is to be stopped automatically beforethe discharge of the extinguishing gas.

6.4 Audible and visual alarms are to be providedin the protected space and additional visual alarms ateach access to the space.

Section 12 - Fire Protection and Fire Extinguishing Equipment I 12-25

6.5 The alarm is to be actuated automatically byopening of the release station door. For installationswith a design concentration in excess of the NOAEL(see 1.3), means are to be provided to safeguard thatthe discharge of extinguishing gas is not possiblebefore the alarm has been actuated for a period oftime necessary to evacuate the space but not less than20 seconds.

6.6 Audible alarms are to be of horn or sirensound. They are to be located so as to be audiblethroughout the protected space with all machineryoperating and be clearly distinguishable from otheraudible signals by adjustment of sound pressure orsound patterns. .

6.7 Electrical alarm systems are to have powersupply from the main and emergency source ofpower.

6.8 For the use of electrical alarm systems ingas dangerous zones refer to the relevant Section ofthe Rules for Electrical Installations, Volume IV.

6.9 Where pneumatically operated alarms areused the permanent supply of compressed air is to besafeguard by suitable arrangements.

7. Tightness of the protected space

7.1 Apart from being provided with means ofclosing all ventilation openings and other openings inthe boundaries of the protected space, specialconsideration is to be given to 7.2 through 7.4.

7.2 A minimum agent holding time of 15 min isto be provided.

7.3 The release of the system may producesignificant over- or underpressurisation in theprotected space which may necessitate the provisionof suitable pressure equalizing arrangements.

7.4 Escape routes which may be exposed toleakage from the protected space are not to berendered hazardous for the crew during or after thedischarge of the extinguishing gas.

Control stations and other locations that requiremanning during a fire situation are to haveprovisions to keep HF and HCl below 5 ppm at thatlocation. The concentrations of other products are tobe kept below values considered hazardous for therequired durations of exposure.

8. Warning signs and operating instructions

8.1 Warning signs are to be provided at eachaccess to and within a protected space asappropriate :

S “WARNING ! This space is protected by afixed gas fire extinguishing system using....Do not enter when alarm is actuated !”

S “WARNING ! Evacuate immediately upon

sounding of the alarm of the gas fireextinguishing system.”

The release stations for cargo pump rooms are to beprovided with additional warning as follows :

S “Release to be operated only in the event offire in the pump room. Do not use forinerting purposes !”

8.2 Brief operating instructions are to be postedat the release stations

8.3 A comprehensive manual with thedescription of the system and maintenance instructionis to be provided on the ship. The manual is to containan advice that any modifications to the protectedspace that alter the net volume of the space willrender the approval for the individual installationinvalid. In this case amended drawings andcalculations have to be submitted to BKI forapproval.

9 Documents for approval

Prior to commencing of the installation the followingdocuments are to be submitted in triplicate1) to BKIHead Office for approval :

S arrangement drawing of the protected spaceshowing machinery etc. in the space, and thelocation of nozzles, containers (modularsystem only) and release lines as applicable

S list of volumes deducted from the grossvolume

S calculation of the net volume of the spaceand required supply of extinguishing gas

S isometrics and discharge calculations

S release schematic

S drawing of the release station and of thearrangement in the ship

S release instructions for display at the releasestation;

S drawing of storage space (centralizedsystems only)

S alarm system schematic

S part list

S shipboard manual

10. Testing

10.1 Piping up to a shut-off valve if available issubject to hydrostatic testing at 1,5 times the max.allowable working pressure of the gas container.

10.2 Piping between the shut-off valve or thecontainer valve and the nozzles is subject tohydrostatic testing at 1,5 times the max. pressureassessed by the discharge calculations.

12-26 J, K Section 12 - Fire Protection and Fire Extinguishing Equipment

10.3 Piping passing through spaces other than theprotected space is subject to tightness testing afterinstallation at 10 bar, and 50 bar if passing throughaccommodation spaces.

J. Other Fire Extinguishing Systems

1. Steam fire extinguishing systems

Steam may be used as extinguishant in limited localapplications (e.g. scavenge trunks) if agreed uponwith BKI15).

2. Aerosol fire extinguishing systems

Systems using an aerosol as fire extinguishingmedium are to be type approved by BKI inaccordance with an international standard 16)

K. Foam Fire Extinguishing Systems

1. Foam concentrates

1.1 Only approved 17) foam concentrates maybe used.

1.2 Distinction is made between low- and high-expansion foam.

In the case of low-expansion foam, produced byadding 3 - 6 % foam concentrated, the foamexpansion ratio (i.e. the ratio of the volume of foamproduced to the mixture of water and foamconcentrate supplied) is not to exceed 12 : 1

For high - expansion foam, produced by adding1 - 3 % foam concentrate, the expansion ratio may be100: 1 up to 1.000 :1. Foam concentrate for theproduction of multi-purpose foam may be used.

Deviations from these expansion ratios require theapproval of BKI.

Foam concentrates intended for use in the cargo areaof chemical tankers are to be alcohol-resistant if thisis required by the List of Products, Rules for ShipsCarrying Dangerous Chemical in Bulk, Volume X,Section 17; see Rules for Ships Carrying DangerousChemical in Bulk, Volume X, Section 11, 11.3. Tankers for the carriage of alcohols and otherflammable polar liquids are to be provided withalcohol resistant foam concentrate.

2. Low-expansion foam systems for tankers(deck foam systems)

2.1 Deck foam systems on chemical tankers areto be designed according to the Rules for ShipsCarrying Dangerous Chemicals in Bulk, Volume X,Section 11, 11.3.

2.2 The foam fire extinguishing system is to beso designed that foam is available for the entire cargodeck area as well as for any cargo tank, the deck ofwhich has ruptured.

2.3 The deck foam system is to be capable ofsimple and rapid operation. The main control stationfor the system is to be suitably located outside thecargo area and adjoining the accommodation areas. Inthe event of a fire in the spaces to be protected it hasto be easy to reach and to operate.

2.4 Capacity of the fire extinguishing system’sfoam pump and supply of foam solution:

The rate of supply of foam solution is to be calculatedin accordance with the following formulae. The rateis to be based on the largest calculated value.

a) 0,6 litres per minute per square metre of thecargo deck area, where cargo deck areameans the maximum breadth of the shipmultiplied by the total longitudinal extent ofthe cargo tank spaces.

V = 0,6 A Rc A B [litre/min] or

b) 6 litres per minute per square metre of thehorizontal sectional area of the single tankhaving the largest such area.

V = 6 A R A b [litre/min] or

c) 3 litres per minute per square metre of thearea to be protected by the largest monitorand lying entirely forward of the monitor,subject to a minimum of 1.250 litres/minute. V = 3 A B A 0,75 R1 [litre/min]

The minimum supply of foam concentrate is to besuch that, based on the largest value calculated byapplying a), b) and c), the production of foam isguaranteed for at least 30 minutes on tankers withoutan inert gas system and for at least 20 minutes ontankers with an inert gas system.

Smin = V A s A t [litre]

V [litre/min] = rate of supply of foam solution

Rc [m] = length of cargo area

B [m] = breadth of ship

R [m] = length of largest cargo tank

b [m] = breadth of largest cargo tank

Smin [litre] = minimum supply of foam concentrate

15) See FSS Code, Chapter 5, 2.316) Refer to IMO MSC/Circ. 1007, “Guidelines for the

Approval of Fixed Aerosol Fire Extinguishing SystemsEquivalent to Fixed Gas Fire Extinguishing Systems,as referred to in SOLAS 74, for Machinery Spaces.”

17) See IMO MSC/Circ.582 and 670

Section 12 - Fire Protection and Fire Extinguishing Equipment K 12-27

s [-] = dosing rate (for synthetic foam concentrate normally 0,03)

R1 [m] = throw of monitor

t [min] = duration of foam application.

2.5 Foam distribution and capacity ofmonitors

2.5.1 The foam from the fixed foam system is tobe discharged through monitors and foam applicators.Each monitor has to be capable of supplying at least50 % of the required foam solution. The delivery rateof a monitor may not be less than 1.250 litres/minute.

On tankers of less than 4.000 tdw, foam applicatorsmay be provided instead of monitors.

2.5.2 The number and position of the monitors isto comply with the requirements specified in 2.1. Thecapacity of any monitor in litres per minute of foamsolution is to be at least three times the deck area insquare meters protected by that monitor, such areabeing entirely forward of the monitor.

2.5.3 The distance from the monitor to the farthestextremity of the protected area forward of thatmonitor is not to be more than 75 % of the monitorthrow in still air conditions.

M = 3 A B A 0,75 R1 [litre/min]

M [litre/min] = delivery rate of one monitor

> 0,5 V, but not less than 1.250 litres/min

2.5.4 A monitor and a hose connection for a foamapplicator are to be situated to both port andstarboard at the poop front or the accommodationspaces facing the cargo deck. The port and starboardmonitors may be located in the cargo areas providedthey are aft of cargo tanks and that they protect thezone below and aft of each other. In addition,connections for foam applicators are to be sitedbetween the monitors to give greater flexibility in thefighting of fires. The capacity of each foam applicator may not be lessthan 400 litres per minute and the applicator throwmay not be less than 15 m in still air conditions.

2.5.5 On tankers of less than 4.000 tdw, one hoseconnection each for a foam applicator is to beprovided to port and starboard at the poop front or theaccommodation spaces facing the cargo deck. Atleast four foam applicators are to be available. Thenumber and disposition of foam hydrants are to besuch that foam from at least two applicators can bedirected on to any area of the cargo deck. Thecapacity of each foam applicator must be equivalentto at least 25 % of the quantity of foam solutioncalculated in accordance with 2.4 a) or 2.4 b). Thecapacity and throw of the foam applicators may notbe less than those specified in 2.5.4.

2.5.6 Immediately forward of each monitor, boththe foam main and the fire main are to be fitted withshut-off valves to enable damaged sections of theselines to be isolated.

2.6 Operation of the foam system at its requiredcapacity is to permit the simultaneous use of the waterfire extinguishing system as per E. over the full lengthof the ship on deck, in accommodation spaces, controlstations, service spaces and machinery spaces.

A common line for the fire main and deck foam linecan only be accepted provided it can be demonstratedthat the fire hose nozzles can be effectively controlledby one person when supplied from the common lineat a pressure needed for operation of the monitors.Additional foam concentrate is to be provided foroperation of two of these nozzles for the same periodof time required for the operation of the foam system.

2.7 The supply of foam concentrate and thenecessary pumps are to be located outside the area tobe protected.

3. High-expansion foam systems

3.1 Capacity of the system

3.1.1 The equipment producing the foam is to beof sufficient capacity to enable the largest space beingprotected to be filled with foam at the rate of at least1 m depth per minute without allowance for installedmachinery and equipment.

3.1.2 The supply of foam concentrate is to besufficient for the largest space being protected to befilled with foam at least five times. The equipment isto be ready for immediate use at all times.

3.2 Foam distribution

The arrangement of the foam generator deliveryducting is to be such that a fire in the protected spacewill not affect the foam generating equipment. If thefoam generators are located adjacent to the protectedspace, foam delivery ducts are to be installed to allowat least 450 mm of separation between the generatorsand the protected space.

The foam delivery ducts are to be constructed of steelhaving a thickness of not less than 5 mm. In addition,stainless steel dampers (single or multi-bladed) witha thickness of not less than 3 mm have to be installedat the openings in the boundary bulkheads or decksbetween the foam generators and the protected space.The dampers are to be automatically operated(electrically, pneumatically or hydraulically) bymeans of remote control of the foam generator relatedto them.

The outlets of the ducts are to be arranged in such away as to ensure uniform distribution of the foam.

Inside the space where the foam is produced, a shut-off device is to be fitted between the foam generatorsand the distributions system.

12-28 L Section 12 - Fire Protection and Fire Extinguishing Equipment

3.3 Foam generators, pumps, supply of foamconcentrate

The foam generators, their sources of power supply,stored quantities of foam concentrate and foam liquidpumps as well as means of controlling the system areto be readily accessible and simple to operate and areto be grouped in as few locations as possible atpositions not likely to be cut off by a fire in theprotected space.

If the foam generators are located inside the protectedspace, they are to be BKI approved.

3.4 Test equipment

Foam generators are to be installed in such a way thatthey can be tested without foam entering theprotected spaces.

4. Low-expansion foam systems for boilerrooms and machinery spaces

Low-expansion foam systems do not substitute thefire extinguishing systems prescribed in Table 12.1

4.1 Capacity of the system

The system is to be so designed that the largest areaover which fuel can spread can be covered withinfive minutes with a 150 mm thick blanket of foam.

4.2 Foam distribution

4.2.1 The foam solution is to be conveyed throughfixed pipelines and foam distributors to the points atwhich oil fires are liable to occur.

4.2.2 Foam distributors and controls are to bearranged in suitable groups and positioned in such away that they cannot be cut off by a fire in theprotected space.

L. Pressure Water Spraying Systems

1. Automatic pressure water sprayingsystems (sprinkler systems)18)

1.1 Pressure water tanks

1.1.1 Pressure water tanks are to be fitted with asafety valve connected to the water space of the tankwithout means of isolating, with a water levelindicator that can be shut off and is protected againstdamage, and with a pressure gauge. The requirementsspecified in Section 8 are also applicable.

1.1.2 The volume of the pressure water tank is tobe equivalent to at least twice the specified pumpcapacity per minute.

The tank is to contain a standing charge of fresh waterequivalent to at least the specified pump capacity perone minute.

The tank is to be fitted with a connection to enablethe entire system to be refilled with fresh water.

1.1.3 Means are to be provided for replenishingthe air cushion in the pressure water tank.

Note

Instead of a pressure tank, approved water mistsystem18) may be provided with an equivalent bottlebattery consisting of water and gas cylinders.

1.2 Pressure water spraying pump

1.2.1 The pressure water spraying pump may onlybe used for supplying water to the pressure waterspraying system.

In the event of a pressure drop in the system, thepump is to start up automatically before the freshwater charge in the pressure water tank has beenexhausted. Suitable means of testing are to beprovided.

1.2.2 The capacity of the pump is to be sufficientto cover an area of at least 280 m2 at the pressurerequired for the spray nozzles. At a rate of applicationof at least 5 litre/m² and per minute, this is equivalentto a minimum delivery rate of 1.400 litres/min.

Note

The minimum flow rate of 5 litre/m2/min is notapplicable to approved water mist system 18)

1.2.3 The pump is to be equipped with a direct seasuction. The shut-off device is to be secured in theopen position. On the discharge side, the pump is tobe fitted with a test valve and pipe connection whosecross-section corresponds to the capacity of the pumpat the prescribed pressure.

1.3 Location

Pressure water tanks and pumps are to be locatedoutside and a sufficient distance away from the spacesto be protected, from boiler rooms and from spacescontaining oil treatment plant or internal combustionengines.

The pressure water tank is to be installed in a non-freezing space.

1.4 Water supply

1.4.1 The system is to be completely charged withfresh water when not in operation.

In addition to the water supply as per 1.2 the systemis also to be connected to the fire main via a screw -down non-return valve.

1.4.2 The system is to be kept permanently underpressure and is to be ready at all times for immediate,automatic operation. With the test valve at the alarmvalve in the fully open position, the pressure at the

18) Pressure water spraying systems deviating from theseRules may be used if approved as equivalent by BKI.See also IMO-Resolution A.800(19), "RevisedGuidelines for Approval of Sprinkler SystemsEquivalent to that Referred to in SOLAS RegulationII-2/12"

Section 12 - Fire Protection and Fire Extinguishing Equipment L 12-29

level of the highest spray nozzles still is to be at least1,75 bar.

1.5 Power supply

At least two mutually independent power sources areto be provided for supplying the pump and theautomatic indicating and alarm systems. Each sourceis to be sufficient to power the system (Rules forElectrical Installations, Volume IV, Section 7).

1.6 Piping, valves and fittings

1.6.1 Lines between sea chest, pump, water tank,shore connection and alarm valve are to comply withthe dimensional requirements set out in Section 11,Table 11.5. Lines are to be effectively protectedagainst corrosion.

1.6.2 Check valves are to be fitted to ensure thatsea-water cannot penetrate into the pressure watertank nor fresh water be discharged into the seathrough pump suction lines.

1.6.3 Each sprinkler section is to be capable ofbeing isolated by one section valve only. The sectionvalves are to be arranged readily accessible outsidethe associated section or in cabinets within stairwayenclosures, the location being clearly andpermanently indicated. Suitable means are to beprovided to prevent the operation of the sectionvalves by unauthorized persons.

Any stop valves in the system from the sea waterinlet up to the section valves are to be secured inoperating position.

1.6.4 A test valve is to be arranged downstream ofeach section valve. The flow of the test valve is tocorrespond to the smallest sprinkler in the pertinentsection.

1.6.5 Small sections where the possibility offreezing exists during operation of the ship in coldclimates may be of the dry type19).

Saunas are to be fitted with a dry pipe system.

1.7 Sprinklers

1.7.1 The sprinklers are to be grouped intosections. Each section may not comprise more than200 sprinklers.

1.7.2 On passengers ships, a sprinkler section mayextend only over one main vertical zone or onewatertight compartment and may not include morethan two vertically adjacent decks.

1.7.3 The sprinklers are to be so arranged in theupper deck area that a water volume of not less than5 litre/m2 and per minute is sprayed over the area tobe protected.

Note

The minimum flow rate of 5 litre/m2/min is notapplicable to approved water mist system 18)

Inside accommodation and service spaces thesprinklers are to be activated within a temperaturerange from 68 EC to 79 EC. This does not apply tospaces with higher temperatures such as dryingrooms, galleys or alike. Here the triggeringtemperature may be up to 30 EC above the maximumtemperature in the deck head area.

In saunas a release temperature of up to 140 EC isaccepted

1.7.4 The sprinklers are to be made of corrosionresistant material. Sprinklers of galvanized steel arenot allowed.

1.7.5 Spare sprinklers of all types and ratingsinstalled in the ship are to be provided as follows. Thenumber of spare sprinklers of any type need notexceed the number of sprinklers actually installed.

< 300 sprinklers - 6 spare

300 -1.000 sprinklers - 12 spare

> 1.000 sprinklers - 24 spare

1.8 Indicating and alarm systems

1.8.1 Each sprinkler section is to be provided withmeans for the activation of a visual and audible alarmsignal at one or more indicating panels. At the panelsthe sprinkler section in which a sprinkler has comeinto operation is to be indicated. The indicatingpanels are to be centralized on the navigation bridge.In addition to this, visible and audible alarms from theindicating panels are to be located in a position otherthan on the navigation bridge, so as to ensure that analarm is immediately received by the crew.

Design of alarm systems see Rules for ElectricalInstallations, Volume IV, Section 9.

1.8.2 A gauge indicating the pressure in thesystem is to be provided at each section valveaccording to 1.6.3 as well as at the centralizedindication panel(s) on the navigating bridge.

1.9 Stipulating charts and instructions

A list or plan is to be displayed at each indicatingpanel showing the spaces covered and the location ofthe zone in respect of each section.

Suitable instructions for testing and maintenance haveto be available.

19) Definition of “dry pipe system” see IMO Res.A.800(19), Annex, para 2.3

12-30 L Section 12 - Fire Protection and Fire Extinguishing Equipment

2. Manually operated pressure waterspraying systems

2.1 Pressure water spraying systems formachinery spaces and cargo pump-rooms

2.1.1 Conventional pressure water-sprayingsystems

Conventional pressure water-spraying systems formachinery spaces and cargo pump-rooms are to beapproved by BKI on the basis of an internationallyrecognized standard 20).

2.1.2 Equivalent pressure water-spraying(water-mist) systems

Water-mist systems for machinery spaces and cargopump-rooms are to be approved by BKI on the basisof an internationally recognized standard 20).

2.2 Pressure water spraying systems forexhaust gas fired thermal oil heaters

2.2.1 The flow rate of the water spraying systemis to be at least 2,5 litre/min per m2 of heatingsurface.

The use of fresh water is preferred. An adequatewater supply for at least 20 minutes is to be ensured.

2.2.2 The required volume of water is to bedistributed over the heated surfaces by means ofsuitable nozzles. A pipe and nozzle system intendedfor cleaning purposes may be incorporated into thewater spraying system.

2.2.3 The nozzles may be installed below theheated surfaces instead. A prerequisite for hisarrangement is that in the event of a fire in theexhaust gas fired thermal oil heater, the engine iskept running at reduced load and the exhaust gascontinues to flow over the heated surfaces.

2.2.4 The piping system for water supply anddistribution is to be a fixed installation.

To protect against uncontrolled water leaks in theexhaust gas fired heater, the supply line is to be fittedwith two shut-off valves with a drain valve betweenthem.

2.2.5 An effective water trap which may draininto the engine room bilge or a suitable tank is to beinstalled in the exhaust gas line beneath the exhaustgas fired heater. Suitable measures are to be taken toprevent leakage of exhaust gases.

2.2.6 All valves and pump starters required foroperation of the water spraying system are to beinstalled for easy access in one place if possible at asafe distance from the exhaust gas fired heater.

Concise operating instructions are to be permanentlydisplayed at the operating position.

2.3 Pressure water spraying systems forspecial category spaces and ro-ro cargospaces 21)

2.3.1 Only approved full-bore nozzles are to beused

2.3.2 The nozzles are to be arranged in such a waythat effective, uniform distribution of the water at3,5 litre/m2/minute where the deck height is lessthan 2,5 m and 5 litre/m2/minute where the deckheight is 2,5 m or more.

Note

The minimum flow rates indicated in this paragraphare not applicable to approved water mist systems 21)

2.3.3 The system may be divided into sections.Each section is not to be less than 20 m in length andextend across the full width of the vehicle deck,except in areas which are divided longitudinally by"Type A" partitions (e.g. machinery, ventilation orstairway trunks).

2.3.4 The distribution valves are to be installedadjacent to the space to be protected at a locationeasily accessible and not likely to be cut off by a firein the protected space. There has to be direct accessfrom the vehicle deck and from outside.

The room where the distribution valves are locatedhas to be adequately ventilated.

A pressure gauge is to be provided on the valvemanifold.

Each distribution valve has to be clearly marked as tothe section served.

Instruction for maintenance and operation are to bedisplayed in the valve (drencher) room.

2.3.5 One or more separate pumps are to beprovided, the capacity of which is to be sufficient tosupply the two largest adjoining sections with watersimultaneously.

In addition, a connection from the fire main is to beprovided. Reverse flow from the water sprayingsystem into the fire main is to be prevented by meansof a screw-down non-return valve. The valve is to besecured in closed position with a lock.

2.3.6 The water spraying pump is to be capable ofbeing started from the distribution valve group. Allthe shut-off valves located between the seawater inletand the distribution valves are to be capable of beingopened from the distribution valve group, unless theyare secured in the open position.

20) Re IMO Circ. 1165, ”Revised Guidelines for theApproval of Equivalent Water-Based FireExtinguishing Systems for Machinery Spaces andCargo Pump Rooms”. Test approvals alreadyconducted in accordance with guidelines contained inMSC/Circ. 668/728 remain valid until 10 June 2010.

21) Pressure water spraying systems deviating from theserequirements may be used if approved as equivalent byBKI. See IMO MSC Circ. 914 “Guidelines for theApproval of Alternative Fixed Water-Based Fire-Fighting Systems for Special Category Spaces.”

Section 12 - Fire Protection and Fire Extinguishing Equipment L 12-31

2.3.7 Drainage and pumping arrangements are tobe designed on compliance with Section 11, N.4.3.5and N.4.4, as applicable.

The pressure water spraying system has to be fittedwith sufficient number of drainage valves.

2.4 Pressure water spraying systems for thecargo area of tankers

These are subject to the Rules for Ships CarryingLiquefied Gases in Bulk, Volume IX, Section 11.3.

3 Fixed local application fire-fightingsystems 22)

3.1 The following is to be applied to category Amachinery spaces 9) above 500 m3 in gross volume ofpassenger ships of 500 GT and above and cargo shipsof 2.000 GT and above.

3.2 In addition to the main fire extinguishingsystem, fire hazard areas as listed in.3.3 are to beprotected by fixed local application fire-fightingsystems, which are to be type approved by BKI inaccordance with international regulations 23).

On ships with Class Notation OT or OT-S thesesystems are to have both automatic and manualrelease capabilities.

In case of continuously manned machinery spaces,these systems are only required to have manualrelease capability.

3.3 The fixed local application fire-fightingsystems are to protect areas such as the followingwithout the need for engine shut-down, personnelevacuation, or sealing of the spaces :

S fire hazard portions of internal combustionmachinery used for the ship’s mainpropulsion and power generation and otherpurposes

S oil fired equipment, such as incinerators,boilers, inert gas generators and thermal oilheaters

S purifiers for heated fuel oil.

The fixed local application fire-fighting systems areto protect such fire risk areas of above plants wherefuel oil spray of a damaged fuel oil line is likely to beignited on hot surfaces, i.e. normally only the enginetop including the cylinder station, fuel oil injectionpumps, turbocharger and exhaust gas manifolds aswell as the oil burners need to be protected. Where

the fuel oil injection pumps are located in shelteredposition such as under a steel platform, the pumpsneed not be protected by the system.

For the fire extinguishing medium, a water-basedextinguishing agent is to be used. The pumpsupplying the extinguishing medium is to be locatedoutside the protected areas. The system shall beavailable for immediate use and capable ofcontinuously supplying the extinguishing medium forat least 20 minutes. The capacity of the pump is to bebased on the protected area demanding the greatestvolume of extinguishing medium. 3.4 Systems for which automatic activation isrequired are to be released by means of a suitablydesigned fire detection and alarm system. This systemmust ensure a selective fire detection of each area tobe protected as well as a fast and reliable activation ofthe local fire-fighting system.

For details of the design of the fire detection andalarm system, see Rules for Electrical Installations,Volume IV, Section 9.D.4.

3.5 Grouped visual and audible alarms as well asindication of the activated zone are to be provided ineach protected space, in the engine control room andin the wheelhouse.

3.6 Any installation of nozzles on board is toreflect the arrangement successfully tested inaccordance with MSC/Circ. 913.

If a specific arrangement of the nozzles is foreseen,deviating from the one tested as per MSC/Circ. 913,it can be accepted provided such arrangementadditionally passes fire tests based on the scenarios ofthis circular.

3.7 For each internal combustion engine used forthe ship’s main propulsion or power generation, aseparate nozzle section as well as separate means fordetecting a fire and release of the system are to beprovided.

Where the clear distance between neighbouringengines is less than two meter, simultaneousoperation of two adjacent sections has to be ensuredand any stored extinguishing medium has to besufficient for their simultaneous coverage.

In case four (or more) main engines or main dieselgenerators are installed in the engine room, anarrangement in pairs of the nozzle sectioning as wellas of the means for fire detection and release of thesystem are acceptable, provided the unrestrictedmanoeuvrability of the ship can be ensured by thepair of main engines or main diesel generators notinvolved.

3.8 The operation (release) controls are to belocated at easily accessible positions inside andoutside the protected space. The controls inside thespace are not to be liable to be cut off by a fire in theprotected areas.

22) These requirements applies to ships with keels layingdate on or after 1st July,2002.

23) Refer to IMO MSC/Cir. 913, “Guidelines for theApproval of Fixed Water-Based Local Application FireFighting Systems for Use in Category A MachinerySpaces”.

12-32 M Section 12 - Fire Protection and Fire Extinguishing Equipment

3.9 A means for testing the operation of thesystems is to be provided for assuring the requiredpressure and flow.

3.10 The piping system is to be sized inaccordance with a recognized hydraulic calculationtechnique (e.g. Hazen-Williams method) to ensureavailability of flows and pressures required forcorrect performance of the system.

3.11 Where automatically operated systems areinstalled, a warning notice is to be displayed outsideeach entry point stating the type of extinguishingmedium used and the possibility of automatic release.

3.12 Operating and maintenance instructions aswell as spare parts for the system are to be providedas recommended by the manufacturer. The operatinginstructions are to be displayed at each operatingstation.

3.13 Nozzles and piping are not to prevent accessto engines or other machinery for routinemaintenance. In machinery spaces fitted withoverhead hoists or other moving equipment, nozzlesand piping are not to be located to prevent operationof such equipment.

3.14 The objects to be protected are to be coveredwith a grid of nozzles subject to the nozzlearrangement parameters indicated subject to thenozzle arrangement parameters indicated in the typeapproval Certificate (maximum horizontal nozzlespacing, minimum and maximum vertical distancefrom the protected object, minimum lateral distancefrom the protected object).

Where the width of the protected area does notexceed ½ the maximum horizontal nozzle spacing, asingle line of nozzles may be provided on conditionthat the distance between the nozzles is not more than½ the maximum horizontal nozzle spacing and theend nozzles are either pointing at least at the edge ofthe protected area or are located with a lateraldistance from the protected object if such a minimumrequired distance is indicated in the type approvalCertificate.

Where the width and length of the protected area donot exceed ½ the maximum horizontal nozzlespacing, a single nozzle may be provided which is tobe located above the protected object at the centre.

4 Pressure water-spraying system for cabinbalconies of passenger ships

4.1 The cabin balconies of passenger ships areto be provided with an approved pressure water-spraying system 24) , if the furniture and furnishingson such balconies are not of restricted fire risk 7) 8).

5. Combined water mist systems for multi-area protection

5.1 In the case of a common pump unit servinglocal application systems inside machinery spacesand/or a total flooding system for machinery spacesand/or a sprinkler system for the accommodationareas and/or any other system, such a combined watermist system for multi-area protection may be acceptedprovided that the following conditions are fulfilled:

S each sub-system is BKI type approved 18), 20), 23)

S failure of any one component in the powerand control system does not result in areduction of total pump capacity below thatrequired by any of the areas the system isrequired to protect

S a single failure (including pipe rupture) inone protected area does not render thesystem inoperable in another protected area

S redundant arrangements for power andwater supply, which ensure the function ofthe system by means of separate source ofpower and water inlets, are located indifferent compartments separated by “A”class divisions.

M. Fire Extinguishing Systems for PaintLockers, Flammable Liquid Lockers,Galley Range Exhaust Ducts and Deep-Fat Cooking Equipment

1. Paint lockers and flammable liquidlockers

1.1 A fixed fire extinguishing system based onCO2, dry powder, water or an equivalentextinguishing medium and capable of being operatedfrom outside the room is to be provided.

1.1.1 If CO2 is used, the extinguishing mediumsupply is to be calculated for a concentration of 40 %relative to the gross volume of the room concerned.

1.1.2 Dry-powder fire extinguishing systems areto be designed with a least 0,5 kg/m3 of the grossvolume of the room concerned. Steps are to be takento ensure that the extinguishing medium is evenlydistributed.

1.1.3 For pressure water spraying systems, auniform distribution rate of 5 litre/m2/min relative tothe floor area is to be ensured. The water may besupplied from the fire main.

1.2 For lockers of a deck area of less than 4 m2,which do not give access to accommodation spaces,portable CO2 or dry powder fire extinguisher(s) sizedin accordance with 1.1.1 or 1.1.2, which can bedischarged through a port in the boundary of the

24) Reference is made to the performance and testingstandard adopted by IMO (at the time of printing thisEdition not yet published).

Section 12 - Fire Protection and Fire Extinguishing Equipment N, O 12-33

locker, may be used. The extinguishers are to bestowed adjacent to the port.

Alternatively, a port or hose connection may beprovided for this purpose to facilitate the use of firemain water.

1.3 In cargo sampling lockers onboard tankersa fixed fire extinguishing system may be dispensedwith if such spaces are positioned within the cargoarea 2. Galley range exhaust ducts

2.1 A fixed fire extinguishing system is to beprovided for galley range exhaust ducts :

- on all passenger ships carrying more than36 passengers

- on cargo ships and passenger ships carryingnot more than 36 passengers, where theducts pass through accommodation spacesor spaces containing combustible materials.

The fixed means for extinguishing a fire within thegalley range exhaust duct are to be so designed thatthe extinguishant is effective over the entire lengthbetween the outer fire damper and the fire damper tobe fitted in the lower end of the duct. 2.2 Manual actuation is to be provided. Thecontrols are to be installed near the access to thegalley, together with the emergency cut-off switchesfor the galley ventilation supply- and exhaust fansand the actuating equipment for the fire dampers.

Automatic actuation of the fire extinguishing systemmay additionally be provided after clarification withBKI.

3 Deep-fat cooking equipment 22)

Deep-fat cooking equipment is to be fitted withfollowing arrangements :

S an automatic or manual fire extinguishingsystem tested to an international standardand approved by BKI 25)

S a primary and backup thermostat with analarm to alert the operator in the event offailure of either thermostat

S arrangements for automatically shutting offthe electrical power upon activation of thefire extinguishing system

S an alarm for indicating operation of the fireextinguishing system in the galley wherethe equipment is installed

S controls for manual operation of the fireextinguishing system which are clearlylabeled for ready use by the crew

N. Waste Incineration

1. Incinerator spaces, waste storage spaces orcombined incinerator and waste storage spaces are tobe equipped with fixed fire extinguishing and firedetection systems as per Table 12.7.

2. On passenger ships the sprinklers are to besupplied from the sprinkler system of the ship.

3. On cargo ships the sprinkler system may beconnected to the fresh water hydrofore system,provided the hydrofore pump is capable of meetingthe demand of the required number of sprinklers.

Table 12.7 Required fire safety systems

spaces

Aut

omat

ic p

ress

ure

wat

ersp

rayi

ng sy

stem

(spr

inkl

er),

see

2. a

nd 3

.

Fixe

d fir

e ex

tingu

ishi

ng sy

stem

(CO

2, hi

gh e

xpan

sion

foam

,pr

essu

re w

ater

spra

ying

or

equi

vale

nt)

Fixe

d fir

e de

tect

ion

Combinedincinerator andwaste storagespace

X

Incineratorspace X X

Waste storagespace

X

O. Fire Extinguishing Equipment forHelicopter Landing Decks

1. In close proximity to the helideck there is tobe provided and stored near the means of access tothat helideck :

- at least two dry powder extinguishers havinga total capacity of not less than 45 kg

- CO2 - extinguishers of a total capacity of notless than 18 kg or equivalent

- a fixed low-expansion foam system withmonitors or foam making branch pipescapable of delivering foam to all parts of thehelideck in all weather conditions in whichhelicopters can operate. The system is to becapable of delivering a discharge rate asrequired in Table 12.8 for at least fiveminutes. The foam agent is to meet the25) Refer to ISO 15371 : 2000 “Fire-extinguishing systems

for protection of galley deep-fat cooking equipment”.

12-34 P Section 12 - Fire Protection and Fire Extinguishing Equipment

performance standards of ICAO 26) and besuitable for use with salt water

- at least two nozzles of dual-purpose typeand hoses sufficient to reach any part of thehelideck;

- two fireman’s outfits in addition to thoserequired by SOLAS 74 or nationalregulations,

- at least the following equipment, stored in amanner that provides for immediate use andprotection from the elements:

– adjustable wrench

– blanket, fire resistant

– hook, grab or salving

– hacksaw, heavy duty completewith 6 spare blades

– ladder

– life line 5 mm diameter x 15 m inlength

– pliers, side cutting

– set of assorted screwdrivers

– harness knife complete with sheat

– cutters bolt 600 mm

Table 12.8 Required foam quantity

Category Helicopteroverall length

Discharge ratefoam solution

[ litre/min]

H1 < 15 m 250

H2 > 15 m ... < 24 m 500

H3 > 24 m ... < 35 m 800

2. Drainage facilities in way of helidecks areto be constructed of steel and lead directly overboardindependent of any other system and designed so thatdrainage does not fall on to any part of the vessel.

P. Equipment for the Transport ofDangerous Goods

1. General

1.1 The following provisions apply additionally

to ships carrying dangerous goods. They are notapplicable if such goods are transported only inlimited quantities, see IMDG Code 27), Chapter 3.4.

1.2 The requirements depend on the type ofcargo space and the danger class and specialproperties of the goods to be carried. They are shownin Table 12.9 for packaged dangerous goods andTable 12.10 for solid dangerous goods in bulk.

1.3 The requirements for open top containercargo spaces are to be agreed upon with BKI 28).

2. Fixed fire extinguishing system

All cargo spaces of ships intended for the transport ofdangerous goods are to be equipped with fixed gasfire extinguishing system complying with provisionof G. and H. This applies even if the dangerousgoods are to be stowed exclusively on the weatherdeck.

Open ro-ro spaces, ro-ro spaces not capable of beingsealed and special category spaces are to be equippedwith a pressure water spraying system conforming toL.2.3 in lieu of a fixed fire extinguishing system.

For the transport of solid dangerous goods in bulk,installation of a fixed gas fire-extinguishing systemmay be omitted on request if exclusively non-combustible cargoes or cargoes of low fire-risk29) areto be transported. This is on condition of the cargospace being provided with steel hatch covers andeffective means of closing ventilators and otheropenings. If solid dangerous goods for which a fixed gas fire-extinguishing system is ineffective30) are to becarried, a fire-extinguishing system giving equivalentprotection for the cargoes carried may be installed onapplication31)

3. Water fire extinguishing equipment

3.1 Availability of water

The water fire extinguishing equipment is to be sodesigned that water at the prescribed pressure (seeTable 12.3) is immediately available. This is to beensured by maintaining a permanent pressure in thefire main and by automatic start-up of the fire pumpsor by means of a remote starting arrangement for thefire pumps from the bridge.

26) International Civil Aviation Organization - AirportServices Manual, Part 1 - Rescue and Fire Fighting,Chapter 8 - Extinguishing Agent Characteristics,Paragraph 8.1.5 - Foam Specifications, table 8-1, Level“B” foam.

27) International Maritime Dangerous Goods Code28) See IMO MSC/Circ.608/Rev.1 “Interim Guidelines for

Open Top Containerships” incl. IACS UnifiedInterpretations SC 109 - 111.

29) See IMO MSC/Circ. 671, Table 1.30) See IMO MSC/Circ.671, Table 2.31) See BC Code, Emergency Schedule (EmS).

Section 12 - Fire Protection and Fire Extinguishing Equipment P 12-35

3.2 Hydrants

Hydrants are to be so installed as to ensure that waterfrom four nozzles at the prescribed pressure can besimultaneously directed onto any part of the emptycargo space. The hydrants are to be installed on theopen deck, except for ro-ro spaces and specialcategory spaces where the hydrants are to bearranged also within the under deck cargo space.

Two of the nozzles are each to be connected bymeans of a single length of hose. The other nozzlesmay each be supplied by two coupled lengths ofhose, except for ro-ro-spaces, where all four nozzlesneed to be supplied by a single lenght of hose each.

For addition hoses and nozzles see E.2.5.7.

3.3 Arrangement for cooling the cargo spacewith water (water spray)

3.3.1 Cargo spaces for transporting Class 1 goods,except for goods in Sub-class 1.4 of compatibilitygroup S, are to be fitted with arrangements for theapplication of water spray.

3.3.2 The volume of water required is to bedetermined on the basis of 5 litre/m2 and per minuteof the largest horizontal cross section of the cargospace or a dedicated section of it.

3.3.3 The water may be supplied by means of themain fire pumps if the flow rate of the water deliv-ered in parallel flow ensures the simultaneous opera-tion of the nozzles specified in 3.2 at the prescribedpressure.

3.3.4 The required volume of water is to be dis-tributed evenly over the cargo space area from abovevia a fixed piping system and full-bore nozzles.Cooling of adjoining cargo and machinery spacebulkheads is also to be ensured.

3.3.5 The piping and nozzle system may also bedivided into sections and be integrated into the hatchcovers. Connection may be via hoses withquick-acting couplings. Additional hydrants are to beprovided on deck for this purpose.

3.3.6 Drainage and pumping arrangements are tobe such as to prevent the build-up of free surfaces :

S the drainage system is to have a capacity ofnot less than 1,25 times of the capacitydischarged during the simultaneousoperation of the water spraying system andfour fire hose nozzles

S the valves of the drainage arrangement areto be operable from outside the protectedspace

S bilge wells are to be of sufficient holdingcapacity and are to be arranged at the sideshell of the ship at a distance from eachother of not more than 40 m in eachwatertight compartment.

If this is not possible, the additional weight of waterand the influence of the free surfaces are to be takeninto account in the ship’s stability information.

4. Electrical equipment and sources ofignition

4.1 The following stipulations apply to theclasses of dangerous goods for which compliancewith these requirements is prescribed according toTables 12.9 and 12.10 in the row "Electricalequipment". The relevant footnotes are to be noted.

4.2 Electrical appliances may be installed andoperated in the cargo spaces to the extent required forthe ship's operation if they have the type of protectioncorresponding to a the hazard presented by flammablegases, vapours or dust.

For the design of the electrical equipment andclassification of the dangerous areas, see Rules forElectrical Installations, Volume IV, Section 17.

4.3 Electrical appliances which are not requiredin conjunction with the transport of dangerous goodsneed not have a type of protection corresponding tothe goods to be transported if they can be isolatedfrom the electrical supply and safeguarded againstunintentional reconnection.

4.4 Other than electrical appliances, no otherignition sources may be installed in danger areas, e.g.steam or thermal oil lines which in service may attaintemperatures higher than those corresponding to thetemperature class of the electrical appliances asdesigned for the scope of dangerous goods to becarried.

5. Fire detection

5.1 Cargo spaces for transporting packageddangerous goods are to be equipped with an approvedfire detection and alarm system; see C.

5.2 If a cargo space is intended for Class 1goods, the adjoining cargo spaces are also to bemonitored by the fire detection and alarm system.

6. Ventilation

6.1 If ventilation is required in Table 12.9,independent mechanical ventilation giving at least 6air changes per hour is to be provided for the removalof gases and vapours from the upper and lower part ofthe cargo space. This requirement is considered to bemet if the ducting is arranged such that approximately1/3 of the air volume is removed from the upper partand 2/3 from the lower part.

6.2 In container cargo spaces, the number of airchanges may be reduced to 2 per hour if the goods aretransported in closed freight containers.

6.3. If the properties of the goods to betransported require the installation of explosion-


protected electrical appliances, the followingconditions are to be additionally complied with.

6.3.1 For the motors of electrically driven shaftfans, see Rules for Electrical Installation, Volume IV,Section 17.

6.3.2 The design of fans is governed by Section15, B.5.3.2 to B.5.3.4.

6.3.3 The fan openings on deck are to be fittedwith fixed protective screens with a mesh size notexceeding 13 mm.

6.3.4 The air outlets are to be placed at a safedistance from possible ignition sources. A sphericalradius of 3 m around the air outlets, within whichignition sources are to be avoided, is recommended.

6.3.5 The requirements of 6.3.2 and 6.3.3 are tobe applied also to flammable liquids with flashpointbetween 23 EC and 61 EC in dangerous goodsclasses 6.1 and 8.

For the transport of ammonium nitrate andammonium nitrate fertilizers in classes 5.1 and 9 asbulk cargo, 6.3.3 is to be applied.

6.4 Ventilation for solid dangerous goods inbulk

6.4.1 At least natural ventilation is to be providedin enclosed cargo spaces intended for the carriage ofsolid dangerous goods in bulk, where there is noprovision for mechanical ventilation 32).

6.4.2 If mechanical ventilation is stipulated,portable ventilating fans may be used instead ofpermanently installed ones. If so, suitablearrangements for securing the fans safely are to beprovided. Electrical connections are to be firmly andexpertly laid for the duration of the installation.Details are to be submitted to BKI for approval.

6.4.3 For substances which owing to theirproperties require continuous mechanical ventilationduring transport, the in- and outlet openings for theventilating fans are to be arranged at a heightmeeting the requirements of the InternationalConvention on Load Lines (ICLL 66, Regulation19(3)) for openings without weathertight closures.

The requirement applies to the following substances:

- aluminium ferrosilicon, UN No. 1395,IMO 4.3

- aluminium silicon, UN No. 1398,IMO 4.3

- aluminium smelting UN No. 3170,by-products, aluminium IMO 4.3remelting by-products

- ferrosilicon, UN No. 1408,IMO 4.3

- zinc ashes, UN No. 1435,IMO 4.3

At least two independent ventilating fans are to beprovided which together guarantee at least 6 airchanges per hour based on the empty cargo hold.

Should one fan fail, it has to be possible to maintainat least 3 changes per hour.

The ventilation arrangements must be such thatescaping gases cannot reach on or under deckaccommodation spaces.

7. Bilge pumping

The transport of liquids with a flash point of # 23 ECor of toxic liquids is subject to the following rules:

7.1 The bilge system is to be designed so as toprevent inadvertent pumping of dangerous liquidsthrough pumps and pipelines in the machinery space.

7.2 Bilge lines leading to the cargo space are tobe fitted at the point of exit from the machinery spacewith a shut-off valve located directly at the bulkhead.The valves have to be capable of being securedagainst inadvertent opening. Appropriate warmingsigns are to be displayed at the operating station.

7.3 An additional fixed bilge system with acapacity of at least 10 m3/h per cargo hold is to beprovided. If more than two cargo holds are connectedto a common system, the capacity need notexceed 25 m3/h.

7.3.1 The additional bilge system has to enableany leaked dangerous liquids to be removed from allthe bilge wells in the cargo space.

7.3.2 Pumps and pipelines are not to be installedin machinery spaces.

Enclosed spaces outside machinery spaces containingbilge pumps are to be provided with separatemechanical ventilation giving at least 6 air changesper hour. If this space has access from anotherenclosed space, the door has to be self-closing.

7.3.3 Section 11, N. applies analogously.

7.3.4 When using water-driven pumps or ejectors,the motive water may be drawn from the fire main viadetachable hose connections. The motive water ofwater-driven pumps is not to be drained into the cargospace. Water-driven ejector are to be equipped on thesuction side with a means of reverse-flow protection.

7.4 Where tanks are provided for collecting andstorage of dangerous goods spills, their vent pipes areto be taken to a safe on the open deck.

7.5 If the bilge drainage of the cargo space isarranged by gravity drainage, the drainage is to beeither led directly overboard or to a closed drain tanklocated outside the machinery spaces.

32) See IMO, “Code of Safe Practice for Solid BulkCargoes (BC Code).


Table 12.9 Condition for the transport of dangerous goods in packaged form

9 - - - - - X6 - - X9 - - X X X

8 solids X X - - X - - - X - - X X X

8 liquids > 23 EC, # 61EC

X X - - X X X - X X X X X8 liquids # 23 EC X X - X X X X X X X X X X X

8 liquids X X - - X - - - X - - X X X

6.1 solids X X - - X X6 - - X - - X X X

6.1 liquids > 23 EC, # 61

ECX X - - X X X X X X X X X X

6.1 liquids # 23 EC X X - X X X X X X X X X X X

6.1 liquids X X - - X - - X X - - X X X

5.2 X X - - - - - - X - - X X X

5.1 X X - - X X6 - - X X X8 X X10 X10

4.3 X X - - X X - - X X X X X X

4.2 X X - - X X6 - - X X X X X X

4.1 X X - X X6 - - X X X X X X

3 liquids > 23 EC, # 61EC

X X - X - - - X X X X X X

3 liquids # 23 EC X X - X X X X X X X X X X X

2.3 X X - X X - - X - X X X X

2.2 X X - X - - - X - X X X X

2.1 X X - X X X X - X - X X X X

1.4

S

X X - - X - - - - - - X X X

1.1

-1.

6 X X X X X - - - - - X7 X X X

Dan

gero

us g

oods

cla

sses

acco

rdin

g to

IMD

G-C

ode

Additionalrequirements

Rea

dy a

vaila

bilit

y of

the

mai

nSe

ctio

n 12

, P.3

.1

Hyd

rant

sSe

ctio

n 12

, P.3

.2

Arr

ange

men

ts fo

r coo

ling

with

wat

er

Sect

ion

12, P

.3.3

Elec

trica

l equ

ipm

ent

Sect

ion

12, P

.4

Fire

det

ectio

nSe

ctio

n 12

, P.5

Ven

tilat

ion

Sect

ion

12, P

.6.1

/6.2

Ven

tilat

ion

fans

Sect

ion

12, P

.6.3

Bilg

e Pu

mpi

ngSe

ctio

n 12

, P.7

Prot

ectiv

e cl

othi

ng a

nd b

reat

hing

appa

ratu

sSe

ctio

n 12

, P.8

Porta

ble

dry

pow

der e

xtin

guis

hers

Sect

ion

12, P

.9

Car

go sp

ace/

mac

hine

ry sp

ace

insu

latio

nSe

ctio

n 12

, P.1

0

Wat

er sp

rayi

ng sy

stem

s Se

ctio

n 12

, P.1

1

Sepa

ratio

n of

ro-r

o ca

rgo

spac

esSe

ctio

n 12

, P.1

2.1

Sepa

ratio

n of

ro-r

o ca

rgo

spac

esSe

ctio

n 12

, P.1

2.1

Stow

age

On the weather deck X X - - - - - - X X X - - -

In shipborne barges X - X X4 X4 X4 X4 - - - - - - -

In open ro-ro spaces X X X X - - - - X X X X - -

In closed ro-ro spaces5 X X X X X X X X X - X X3 X X

In container cargospaces

X X X X X X1 X1 X X - X2 - - -

In conventional cargospaces

X X X X X X X X X X X - - -

Compliance with the individual conditions is required if indicated by an “x” in both the cargo space column for the respective dangerous goods class.


Table 12.9 Condition for the transport of dangerous goods in packaged form

Footnotes to table 12.71) for classes 4 and 5.1 not applicable to closed freight containers. For classes 2,3, 6.1, 8, 9 when carried in closed freight containers the

ventilation rate may be reduced to two air changes. For purpose of this requirements a portable tank is a closed freight container.2) Applicable to decks only.3) In closed ro-ro cargo spaces, not capable of being scaled, instead of the gas fire extinguishing system.4) These requirements may be waived or reduced where the barges are capable of retaining flammable vapours or alternatively if they are

capable or discharging flammable vapours to a safe space outside the barge carrier compartment by means of ventilation ductsconnected to the barges.

5) Special category spaces shall be treated as closed ro-ro cargo spaces when dangerous goods are carried.6) When “mechanically-ventilated spaces” are required by the IMDG-code.7) Stow 3 m horizontally away from machinery space boundaries in all cases.8) Refer to the IMDG-code.9) As appropriate to goods being carried.10) Under the provisions of the IMDG-code, as amended, stowage of class 5.2 dangerous goods under deck or in enclosed ro-ro spaces

is prohibited.

Table 12.10 Conditions for the transport of solid dangerous goods in bulk according to the classes ofdangerous goods

Classification according toSOLAS, Chapter VII

Additionalrequirements

4.1 4.2 4.31) 5.1 6.1 8 9

Ready availability of fire mainSection 12, P.3.1

x x - x - - x

HydrantsSection 12, P.3.2

x x - x - - x

Electrical EquipmentSection 12, P.4

x x2) x x3) - - x3)

Mechanical ventilation

Section 12, P.6.4- x2) x - - - -

Ventilation fans

Section 12, P.6.3x2) x2) x2) x2,4) - - x2,4)

Natural ventilation

Section 12, P.6.4x x x x x x x

Protective clothing andbreathing apparatusSection 12, P.8

x x x x x x x

Cargo space/machineryspace insulationSection 12, P.10

x x x x2) - - x5)

1) The additional requirements according to 13 are to be complied with.2) Only applicable to Seedcake containing solvent extractions, to Ammonium Nitrate and Ammonium Nitrate fertilizers.3) Only applicable to Ammonium Nitrate and Ammonium Nitrate fertilizers.4) Only mesh wire guards according to 6.3.3 are required

5) The requirements of the Code of Safe Practice for Solid Bulk Cargoes (BC-Code, IMO Res. A.434(XI), as amended, are sufficient


Drainage from a cargo space into bilge wells in alower space is only permitted if that space fulfils thesame requirements as the cargo space above.

8. Protective clothing and breathingapparatus

8.1 Four sets of protective clothing appropriateto the properties of the cargo are to be provided 33).

8.2 In addition to the breathing apparatusstipulated for the fireman's outfit, two self-containedbreathing apparatus with cylinders are to be available.

For each of the additional sets of breathing apparatus,air cylinders adequate for at least two refills are to becarried.

9. Portable fire extinguishers

Portable dry powder fire extinguishers containing atotal of 12 kg of extinguishing medium are to beprovided on the weather deck in a sheltered positionfor use in the dangerous goods stowage areas, seeTable 12.9.

10. Insulation between machinery and cargospaces

10.1 Bulkheads between cargo spaces andmachinery spaces containing internal combustionengines, boilers or fuel oil preparation systems are tobe equipped with fire insulation to A-60 standard.The insulation may be dispensed with if no Class 1goods, with the exception of Sub-class 1.4,compatibility group S, are to be transported in thecargo space and all dangerous goods are stowed atleast 3 metres away from the bulkhead.

Decks between cargo and machinery spaces are toconform to A-60 standard, otherwise only somedangerous goods classes may be stowed on thatdecks, see Table 12.9.

The bulkhead insulation may be dispensed with incargo spaces intended exclusively for containers;however, this relaxation is not applicable when thecargo space is intended for the carriage of class 1cargoes, except for Sub-class 1.4.S.

10.2 For stowage on the weather deck directly

above machinery spaces, 10.1 is to be complied withfor deck insulation.

11. Water spraying system

A water spraying system designed in accordance withL.2.3 is to be provided in open ro-ro cargo spaces, inro-ro cargo spaces not capable of being sealed and inspecial category spaces.

Drainage and pumping arrangements are to bedesigned in compliance with Section 11, N.4.3.5 andN.4.4 as applicable.

12. Separation of ro-ro cargo spaces

12.1 A separation, suitable to minimize thepassage of dangerous vapours and liquids, is to beprovided between a closed ro-ro cargo space and anopen ro-ro cargo space. Where such separation is notprovided the ro-ro cargo space is to be considered tobe a closed ro-ro cargo space over its entire lengthand is to fully comply with the special requirementsas regards the carriage of dangerous goods.

12.2 A separation, suitable to minimize thepassage of dangerous vapours and liquids, is to beprovided between a closed ro-ro cargo space andadjacent weather deck. Where such separation is notprovided the arrangements of the closed ro-ro cargospace are to be in accordance with those required forthe dangerous goods carried on the adjacent weatherdeck.

13. Additional rules for ships fortransporting Class 4.3 goods in bulk34)

13.1 Engine room bulkhead

The bulkhead between the cargo hold and the engineroom is to be gastight. Cable penetrations are notacceptable.

13.2 Bilge pumping

An additional means of bilge pumping as specified in7. is to be provided.

13.3 Gas detectors

At least two suitable gas defectors for quantitativemeasurement of phosphine and arsine have to beavailable.

33) See ”Emergency Schedules “ in the IMDG - or the BCCode.

34) Applicable if required by the BC-Code under “SpecialRequirements”.

Section 13 - Machinery for Ships with Ice Classes A,B,C 13-1

S e c t i o n 13

Machinery for Ships with Ice Classes

A. General

1. Notations affixed to the Character ofClassification

The machinery of ships strengthened for navigation inice is designated after the Character of Classificationa SM by the additional Notation ES, ES1, ES2, ES3or ES4, provided that the requirements contained inthis Section and the relevant structural requirementsset out in Rules for Hull, Volume II, Section 15together with the supplements thereto are satisfied.The reinforcements necessary for the Class NotationES may also be applied to the machinery alone.

For polar class ships the Class Notation PC1 to PC7may be assigned if the requirements which are definedin Guidelines for the Construction of Polar ClassShips are fulfilled.

B. Necessary Propulsion Power

The necessary propulsion power shall be as stated inRules for Hull, Volume II, Section 15.

The rated output of the main engines in accordancewith Section 2, A.3. has to be such that they are able tosupply in continuous service the propulsion powernecessary for the ice class concerned.

C. Necessary Reinforcements

1. Propeller shafts, intermediate shafts,thrust shafts

1.1 General

The necessary propeller shaft reinforcements inaccordance with formula (1), in conjunction with theformulae and factors specified in Section 4.C.2,relating to ice classes ES, ES1, ES2, ES3 and ES4apply to the area of the aft stern tube bearing or shaftbracket bearing as far as the forward load-bearing edgeof the propeller or of the aft propeller shaft couplingflange subject to a minimum area of 2,5 A d.

The diameter of the adjoining part of the propellershaft to the point where it leaves the stern tube may bedesigned with an ice class reinforcement factor 15 %less than that calculated by formula (2).

The portion of the propeller shaft located forward ofthe stern tube can be regarded as an intermediate shaft.

Reinforcement of the intermediate and thrust shafts inaccordance with formulae (1) and (2) is required onlyfor ice class ES4.

1.2 Reinforcements

dE = CEW A d (1)

dE [mm] increased diameter of propeller,intermediate or thrust shaft

d [mm] shaft diameter according to Section4, C.2.

CEW [-] ice class strengthening factor

(2)

Pw [kW] main engine power

n2 [Rpm] propeller shaft speed

m [-] ice class factor according to Table13.2

c [-] = 0,7 for shrink fits in gears

= 0,71 for the propeller shafts offixed-pitch propellers

= 0,78 for the propeller shafts ofc o n t r o l l a b l e p i t c hpropellers

= 0,6 for intermediate and thrustshafts

In the case of ducted propellers, the values of c can bereduced by 10 %.

Table 13.1 Values of ice class factor m

Iceclass

ES ES1 ES2 ES3 ES4

m 8 12 13 16 21

2. Coupling bolts, shrunk joints

2.1 For ice class notation ES4, the diameter ofthe fitted bolts and plain bolts used in the shafting is tobe 15 % greater than that calculated by applying the

13-2 C Section 13 - Machinery for Ships with Ice Classes

relevant formulae in Section 4.

2.2 When designing shrink fits in the shaftingsystem and in gearboxes, the necessary pressure perunit area pE. [N/mm2] is to be calculated in accordancewith formula (3).

(3)

T has to be introduced as positive value, if thepropeller thrust increases the surface pressure at thetaper. Change of direction of the axial force is to beneglected as far as performance and thrust areessentially less.

T has to be introduced as negative value, if the axialforce reduces the surface pressure at the taper, e.g. fortractor propellers.

[-] (4)

For direct coupled propulsion plants with a barredspeed range is has to be confirmed by separatecalculation that the vibratory torque in the mainresonance is transmitted safety. For this proof thesafety against slipping for the transmission of torqueshall be at least S = 2,0 (instead of S = 2,5), thecoefficient cA may be set to 1,0. For this additionalproof the respective influence of the thrust may bedisregarded.

cA = see Section 4

ce = 0.89 A CEW $1,0 (5)

CEW to be calculated according to 1.2, the highervalue of the connected shaft ends has to betaken for the coupling

Other symbols in accordance with Section 4, D.4.

3. Propellers

3.1 General

The propellers of ships with ice classes ES, ES1, ES2,ES3 and ES4 must be made of the cast copper alloysor cast steel alloys specified in Section 6.

3.2 Strengthening

3.2.1 Blade sections

tE = CEP A t (6)

[mm] increased thickness of blade section

t = blade section thickness in accordance withSection 6, C.2.

If CEP # CDyn then

tE = t

If CEP > CDyn then

t CC

.tEEP

Dyn

=

CEP = ice class strengthening factor

(7)

f = 0,62 for solid propellers

= 0,72 for controllable pitch propellers

In the case of ducted propellers, the values of f may bereduced by 15 %.

z = number of blades

m, pw, n2 = see 1.2

CDyn = [-] dynamic factor in accordance withSection 6, formula (3)

3.2.2 Blade tips

(8)

t1,0E [mm] strengthened blade tip

t’ [mm] increase in thickness

= 10 for ice class ES

= 15 for ice classes ES1,ES2 and ES3

= 20 for ice class ES4

D [mm] propeller diameter

Cw [N/mm2] material factor in accordance withSection 6, C.1, Table 6.1

In the case of ducted propellers, the thickness of theblade tips may be reduced by 15 %.

3.2.3 Leading and trailing edges

The thickness of the leading and trailing edges of solidpropellers and the thickness of the leading edge ofcontrollable pitch propellers must, for ice classes ES1,ES2, ES3 and ES4, be equal to at least 50 %, and forice class ES to at least 35 % of the blade tip t1,0E when measured at a distance of 1,25 A t1,0E from theedge of the blade. For ducted propellers, thestrengthening at the leading and trailing edges has tobe based on the non-reduced tip thickness according toformula (8).

3.2.4 Blade Wear

If the actual thickness in service is below 50 % at theblade tip or 90 % at other radii of the values obtainedfrom 3.2, respective counter measures have to betaken. Ice strengthening factors according to 3.2 will

Section 13 - Machinery for Ships with Ice Classes C 13-3

not be influenced by an additional allowance forabrasion.

Note

If the propeller is subjected to substantial wear, e.g.abrasion in tidal flats or in case of dredgers, a wearaddition should be added to the blade thicknessdetermined should be increased in order to achieve anadequate service time with respect to 3.2.4.

3.2.5 Propeller mounting

Where the propeller is mounted on the propeller shaftby the oil injection method, the necessary pressure perunit area pE [N/mm²] in the area of the mean taperdiameter is to be determined by formula (9).

(9)

T has to be introduced as positive value, if thepropeller thrust increases the surface pressure at thetaper. Change of direction of propeller thrust is to beneglected as far as performance and thrust areessentially less.

T has to be introduced as negative value, if thepropeller thrust reduces the surface pressure at thetaper, e.g. for tractor propellers.

[-] (10)

For direct coupled propulsion plants with a barredspeed range is has to be confirmed by separatecalculation that the vibratory torque in the mainresonance is transmitted safety. For this proof thesafety against slipping for the transmission of torqueshall be at least S = 2,0 (instead of S = 2,5), thecoefficient cA may be set to 1,0. For this additionalproof the respective influence of the thrust may bedisregarded.

ce [-] ice class reinforcement factor inaccordance with formula (5).

Other symbols in accordance with Section 6.

In the case of flanged propellers, the required diameterdsE of the alignment pin is to be determined byapplying formula (11).

(11)

dsE [mm] reinforced root diameter ofalignment pin

ds [mm] diameter of alignment pin forattaching the propeller inaccordance with Section 6, E.2.

CEW [-] ice class reinforcement factor in

accordance with formula (2).

4. Gears

4.1 General

Gears in the main propulsion plant of ships with iceclasses ES1, ES2, ES3 and ES4 are to be ofstrengthened design. Besides the strengtheningprescribed here for the design of toothing gear shaftsand of shrink fits, the other components of such gears,e.g. clutch couplings, bearings, casings and boltedjoints, must also be designed to withstand theincreased loads encountered when navigating in ice.

4.2 Strengthening

$ KA (12)

D [m] propeller diameter

IH [kgm2] mass moment of inertia of allcomponents rotating at input rpm

IL [kgm2] mass moment of inertia of allcomponents rotating at outputrpm (including propeller withentrained water)

KE [-] ice class strengthening factor

KA [-] application factor in accordancewith Table 5.3

T0 [kNm] mean torque of propulsion engineat MCR condition referred toengine rpm

u [-] gear ratio (input rpm / output rpm)

In case of ducted propellers, the values of m may bereduced by 10 %.

If some of the a.m. data is not available, KE can becalculated with formula (13)

$ KA (13)

c1 = 17,5 for the gears of engineplants.

= 30 for the gears of turbineplants.

In case of ducted propellers, the values of c1 may bereduced by 30 %.

Where a magnetic or hydraulic slip coupling is fittedbetween the engine and the gear system, the value forcl is to be obtained from BKI, which is to be notified ofthe moments of inertia of the propeller and of thesecondary component of the coupling. BKI reserve theright to carry out a special determination of the value

13-4 C Section 13 - Machinery for Ships with Ice Classes

of c1 based on the torsional vibration characteristics ofthe shafting where this is rendered necessary byextremely large ratios between the moments of inertiaof engine and propeller and by the use to which thevessel is to be put.

4.2.1 Tooth systems

The calculated safety factors for tooth root and flankstress are to satisfy the requirements stated in Section5, Table 5.1 when the application factor KA issubstituted by the calculated ice class strengtheningfactor KE in equation (5.1) and (5.3).

4.2.2 Gear shafts

dE = qE A d (14)

dE [mm] increased gear shaft diameter

d [mm] gear shaft diameter in accordancewith Section 5,D.1.

(15)

KE [-] ice class strengthening factor inaccordance with formula (13)

4.2.3 Shrink Fits

The necessary pressure per unit area pE [N/mm²] inaccordance with formula (3) is to be calculated whendesigning shrink fits in gearing systems.

4.2.4 Clutches

For plants with a resulting ice class strengtheningfactor KE $ 1,4 the required static and dynamic friction

torques according to Section 5, G.4.3.1 are to beincreased by KE/1,4.


Flexible couplings in the main propulsion installationmust be so designed that, given the load on thecoupling due to torsional vibrations at Tdrive, they areable to withstand safely brief torque shocks TE [Nm] ofmagnitude:

TE = KE @ Tdrive (16)

where

TE # TKmax1

KE = ice class strengthening factor [–] in accordance with formula (13)

Tdrive = driving torque [Nm]

TKmax1 = permissible torque of coupling for normal transient conditions

6. Sea chests and discharge valves

Sea chests and discharge valves are to be designed inaccordance with Section 11, I.2.

7. Steering gear

The dimensional design of steering gear componentsis to take account of the rudderstock diameter specifiedin Rules for Hull, Volume II, Section 14 and 15.

8. Electric propeller drive

For ships with electrical propeller drive, see Rulesfor Electrical Installations, Volume IV, Section 13.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers A 14-1

S e c t i o n 14

Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,

Hydraulic Control Systems, Fire Door Control Systems and Stabilizers

A. Steering Gears

1. General

1.1 Scope

The requirements contained in A. apply to the steeringgear including all the equipment used to operate therudder, the steering station and all transmissionelements from the steering station to the steering gear.For the rudder and manoeuvering arrangement, see theRules for Hull, Volume II, Section 14.

The requirements set out in SOLAS Chapter II-1,Regulation 29 and 30 in their most actual version areintegral part of this rules and are to be satisfied in theirfull extent.


Assembly and general drawings of all steering gears,diagrams of the hydraulic and electrical equipmenttogether with detail drawings of all importantload-transmitting components are to be submitted toBKI in triplicate for approval.

The drawings and other documents are to contain allthe information relating to materials, working pres-sures, pump delivery rates, drive motor ratings etc.necessary to enable the documentation to be checked.

2. Materials


2.1.1 As a rule, important load-transmittingcomponents of the steering gear are to be made of steelor cast steel complying with the Rules for Materials,Volume V.

With the consent of BKI, cast iron may be used forcertain components.

Pressure vessels in general are to be made of steel, caststeel or nodular cast iron (with a predominantly ferriticmatrix).

For welded structures, the Rules for Welding,Volume VI, are to be observed.

2.1.2 Casings with integrated journal and guidebearings on ships with a nozzle rudder and ice classare not to be made of grey cast iron.

2.1.3 The pipes of hydraulic steering gears are to bemade of seamless or longitudinally welded steel tubes.The use of cold-drawn, unannealed tubes is notpermitted.

At points where they are exposed to danger, copperpipes for control lines are to be provided withprotective shielding and are to be safeguarded againsthardening due to vibration by the use of suitablefastenings.

2.1.4 High-pressure hose assemblies may be usedfor short pipe connections subject to compliance withSection 11, U., if this is necessary due to vibrations orflexibly mounted units.

2.1.5 The materials used for pressurizedcomponents including the seals are to be suitable forthe hydraulic oil in use.

2.2 Testing of materials

2.2.1 The materials of important load-transmittingcomponents of the steering gear as well as of thepressurized casings of hydraulic steering gears are tobe tested under the supervision of BKI in accordancewith the Rules for Materials, Volume V.

For pressurized oil pipes the requirements according toSection 11, Table 11.3 are to be observed.

For welded pressurized casings, the Rules forWelding, Volume VI, are to be considered.

2.2.2 In the case of small hand-operated mainsteering gears and small manually operated auxiliarysteering gear BKI may dispense with testing thematerials of individual components such as axiometergear shafts, etc.

3. Design and equipment

3.1 Number of steering gears

Every ship is to be equipped with at least one main andone auxiliary steering gear. Both steering gears are tobe independent of each other and, wherever possible,act separately upon the rudder stock. BKI may agree tocomponents being used jointly by the main andauxiliary steering gear.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-2 A Hydraulic Systems, Fire Door Systems and Stabilizers

3.2 Main steering gear

3.2.1 Main steering gears are, with the rudder fullyimmersed in calm water, to be capable of putting therudder from 35E port to 35E starboard and vice versaat the ship's speed for which the rudder has beendesigned in accordance with the Rules for Hull,Volume II, Section 14. The time required to put therudder from 35E port to 30E starboard or vice versa isnot to exceed 28 seconds.

The main steering gear is to be as a rule poweroperated.

In every tanker, chemical tanker or gas carrier of10.000 GT and upwards and in every other ship of70.000 GT and upwards, the main steering gear is tocomprise two or more identical power units.

3.2.2 Manual operation is acceptable for rudderstock diameters up to 120 mm calculated for torsionalloads in accordance with the Rules for Hull, VolumeII, Section 14, C.1. Not more than 25 turns of thehandwheel are to be necessary to put the rudder fromone hard over position to the other. Taking account ofthe efficiency of the system, the force required tooperate the handwheel is generally not to exceed200 N.

3.3 Auxiliary steering gear

3.3.1 Auxiliary steering gears are, with the rudderfully immersed in calm water, to be capable of puttingthe rudder from 15° port to 15° starboard or vice versawithin 60 seconds at 50 % of the ship's maximumspeed, subject to a minimum of seven knots.Hydraulically operated auxiliary steering gears are tobe fitted with their own piping system independent ofthat of the main steering gear. The pipe or hoseconnections of steering gears are to be capable ofbeing shut off directly at the pressurized casings.

3.3.2 Manual operation of auxiliary steering gearsystems is permitted up to a theoretical stock diameterof 230 mm referring to steel with a minimum nominalupper yield stress ReH = 235 N/mm2.

3.4 Power Unit

3.4.1 Where power operated hydraulic mainsteering gears are equipped with two or more identicalpower units, no auxiliary steering gear need beinstalled provided that the following conditions arefulfilled.

3.4.1.1 On passenger ships, requirements 3.2.1 and4.1are to be complied with while any one of the powerunits is out of operation.

3.4.1.2 On cargo ships, the power units are to bedesigned in a way that requirements 3.2.1 and 4.1arecomplied with while operating with all power units.

The main steering gear of tankers, chemical tankers or

gas carriers of 10.000 GT and upwards is to compriseeither :

- two independent and separate poweractuating systems (power units(s),hydraulic pipes, power actuator), eachcapable of meeting the requirements as setout in 3.2.1 and 4.1, or

- at least two identical power actuatingsystems which, acting simultaneously innormal operation, are to be capable ofmeeting the requirements as set out in 3.2.1and 4.1.

3.4.1.3 In the event of failure of a single componentof the main steering gear including the piping,excluding the rudder tiller or similar components aswell as the cylinders, rotary vanes and casing, meansare to be provided for quickly regaining control of onesteering system.

For tankers, chemical tankers or gas carriers of10. 000 GT and upwards, steering capability is to beregained within 45 sec after a single failure.

3.4.1.4 In the event of a loss of hydraulic oil, it is tobe possible to isolate the damaged system in such away that the second control system remains fullyoperable.

3.5 Rudder angle limitation

The rudder angle in normal service is to be limited bydevices fitted to the steering gear (e.g. limit switches)to a rudder angle of 35E on both sides. Deviations fromthis requirements are permitted only with the consentof BKI.

3.6 End position limitation

For the limitation by means of stoppers of the endpositions of tillers and quadrants, see the Rules forHull, Volume II, Section 14, G.

In the case of hydraulic steering gears without an endposition limitation of the tiller and similar components,a mechanical end position limiting device is to befitted within the rudder actuator.

3.7 Locking equipment

Steering gear systems are to be equipped with alocking system effective in all rudder positions, seealso for Rules for Hull, Volume II, Section 14, G.

Where hydraulic plant are fitted with shut-offs directlyat the cylinders or rotary vane casings, special lockingequipment may be dispensed with.

For steering gears with cylinder units which may beindependently operated these shut-off devices do nothave to be fitted directly on the cylinders.


3.8 Overload protection

3.8.1 Power-operated steering gear systems are tobe equipped with overload protection (slip coupling,relief valves) to ensure that the driving torque islimited to the maximum permissible value.

The overload protection device is to be secured toprevent re-adjustment by unauthorized persons. Meansare to be provided for checking the setting while inservice.

The pressurized casings of hydraulic steering gearswhich also fulfil the function of the locking equipmentmentioned in 3.7 are to be fitted with relief valvesunless they are so designed that the pressure generatedwhen the elastic-limit torque is applied to the rudderstock cannot cause rupture, deformation or otherdamage of the pressurized casing.

3.8.2 Relief valves have to be provided forprotecting any part of the hydraulic system which canbe isolated and in which pressure can be generatedfrom the power source or from external forces.

The relief valves are to be set to a pressure value equalor higher than the maximum working pressure butlower than the design pressure of the steering gear(definition of maximum working pressure and designpressure in accordance to 4.1).

The minimum discharge capacity of the relief valve(s)are not to be less than 1,1 times the total capacity ofthe pumps, which can deliver through it (them).

With this setting any higher peak pressure in thesystem than 1,1 times the setting pressure of the valvesis to be prohibited.

3.9 Controls

3.9.1 Control of the main and auxiliary steeringgears is to be exercised from a steering station on thebridge. Controls are to be mutually independent and sodesigned that the rudder cannot move unintentionally.

3.9.2 Means are also to be provided for exercisingcontrol from the steering gear compartment. Thetransmission system is to be independent of thatserving the main steering station.

3.9.3 Suitable equipment is to be installed toprovide means of communication between the bridge,all steering stations and the steering gear compartment.

3.9.4 Failures of single control components (e.g.control system for variable displacement pump or flowcontrol valve) which may lead to loss of steering are tocause an audible and visible alarm on the navigatingbridge, if loss of steering cannot be prevented by othermeasures.

3.10 Rudder angle indication

3.10.1 The rudder position is to be clearlyindicated on the bridge and at all steering stations.Where the steering gear is operated electrically orhydraulically, the rudder angle is to be indicated by adevice (rudder position indicator) which is actuatedeither by the rudder stock itself or by parts which aremechanically connected to it. In case of time-dependent control of the main and auxiliary steeringgear, the midship position of the rudder is to beindicated on the bridge by some additional means(signal lamp or similar). In general, this indicator isstill to be fitted even if the second control system is amanually operated hydraulic system. See also theRules for Electrical Installations, Volume IV,Section 9, C.

3.10.2 The actual rudder position is also to beindicated at the steering gear itself.

An additional rudder angle indicator fitted at the mainengine control station is recommended.

3.11 Piping

3.11.1 The pipes of hydraulic steering gearsystems are to be installed in such a way as to ensuremaximum protection while remaining readilyaccessible.

Pipes are to be installed at a sufficient distance fromthe ship's shell. As far as possible, pipes should notpass through cargo spaces.

Connections to other hydraulic systems are notpermitted.

3.11.2 For the design and dimensions of pipes,valves, fittings, pressure vessels etc., see Section 8and Section 11, A., B., C., D. and U.

3.12 Oil level indicators, filters

3.12.1 Tanks within the hydraulic system are tobe equipped with oil level indicators.

3.12.2 The lowest permissible oil level is to bemonitored. Audible and visual alarms are to beprovided for the navigating bridge and in themachinery space or machinery control room. Thealarm on the navigating bridge is to be an individualalarm.

3.12.3 Arrangements are to be provided tomaintain the cleanliness of the hydraulic fluid takinginto consideration the type and design of the hydraulicsystem.

3.13 Storage tank

In hydraulic operated steering gear systems, anadditional permanently installed storage tank is to be

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-4 A Hydraulic Systems, Fire Door Systems and Stabilizers

fitted which has a capacity sufficient to refill at leastone of the control systems including the service tank.

This storage tank is to be permanently connected bypipes to the control systems so that the latter can berecharged from a position inside the steering gearcompartment.

3.14 Arrangement

Steering gears are to be so installed in away to beaccessible at any time and can be easily maintainable.

3.15 Electrical equipment

For the electrical equipment, Rules for ElectricalInstallations, Volume IV, Section 7, A. have to beobserved.

3.16 Seating

Seating of the steering gear has to be applied accordingto Regulations for the Seating of Diesel EngineInstallations. In case of seating on cast resin the forcesaccording to the elastic limit torque of the rudder shaftas well as the rudder bearing forces have to betransmitted to the ship’s structure by welded stoppers.

4. Power and dimensioning

4.1 Power of steering gears

The power of the steering gear has to comply with therequirements set out in 3.2 and 3.3, see also SOLASChapter II-1, Part C, Regulation 29.

The maximum effective torque for which the steeringgear is to be equipped is not to be less than

(1)

Dt [mm] theoretical rudder stock diameter, derivedfrom the required hydrodynamic ruddertorque for the ahead running conditions inaccordance with the Rules for Hull,Volume II, Section 14, C.1 and Section 15,B.9 and D.3.7.

The working torque of the steering gear is to be largerthan the hydrodynamic torque QR of the rudderaccording to Rules for Hull, Volume II, Section 14, B.1.2, B.2.2, B.2.3 and cover the friction moments of therelated bearing arrangement.

The corresponding maximum working pressure is themaximum expected pressure in the system, when thesteering gear is operated to comply with the power

requirements as mentioned above.

Frictional losses in the steering gear including pipinghave to be considered within the determination of themaximum working pressure.

The design pressure pc for calculation to determine thescantlings of piping and other steering gearcomponents subjected to internal hydraulic pressure isto be at least 1,25 times the maximum workingpressure as defined above and has not to be less thanthe setting of the relief valves as described under3.8.2.

In the case of multi-surface rudders controlled by acommon steering gear the relevant diameter is to bedetermined by applying the formula:

kr material characteristic

(2)

e = 0,75 where ReH > 235 N/mm2

= 1,0 where ReH # 235 N/mm2

ReH [N/mm²] yield strength of rudder stockmaterial.

The applied value for ReHis not to be greater then450 N/mm2 or 0,7 . Rm,whichever is less.

Rm [N/mm2] tensile strength.

4.2 Design of transmission components

4.2.1 The design calculations for those parts ofthe steering gear which are not protected againstoverload are to be based on the elastic-limit torque ofthe rudder stock.

The elastic-limit torque to be used is

(3)

D [mm] minimum actual rudder stockdiameter. The value used for theactual diameter need not be largerthan 1,145 . Dt


The stresses in the components of the steering geardetermined in this way are not to exceed the yieldstrength of the materials used. The design of parts ofthe steering gear with overload protection is to bebased on the loads corresponding to the responsethreshold of the overload protection.

4.2.2 Tiller and rotary vane hubs made ofmaterial with a tensile strength of up to 500 N/mm²have to satisfy the following conditions in the areawhere the force is applied, see Figure 14.1:

Height of hub H $ 1,0 . D [mm]

Outside diameter Da $1,8 . D [mm]

In special cases the outside diameter may be reducedto

Da = 1,7 A D [mm]

but the height of the hub must then be at least

H = 1,14 A D [mm]

Fig. 14.1 Hub dimensions

4.2.3 Where materials with a tensile strengthgreater than 500 N/mm² are used, the section of thehub may be reduced by 10 %.

4.2.4 Where the force is transmitted by clampedor tapered connections, the elastic-limit torque may betransmitted by a combination of frictional and positivelocking mechanism using adequately pre-tensionedbolts and a key.

For the elastic limit torque according to formula (3),the thread root diameter of the bolts can be determinedby applying the following formula:

dk > (4)

D [mm] actual rudder stock diameter.The value used for the actualdiameter need not be larger than1,145 . Dt

z [-] total number of bolts

ReH [N/mm²] yield strength of the bolt material

4.2.5 Split hubs of clamped joints are to bejoined together with at least four bolts.

The key is not to be located at the joint in the clamp.

4.2.6 Where the oil injection method is used tojoint the rudder tiller or rotary vanes to the rudderstock, methods of calculation appropriate to elasticitytheory are to be applied. Calculations are to be basedon the elastic-limit torque allowing for a coefficient offriction µo = 0,15 for steel and µo = 0,12 for nodularcast iron. The von Mises equivalent stress calculatedfrom the specific pressure p and the correspondingtangential load based on the dimensions of the shrunkjoint is not to exceed 80 % of the yield strength of thematerials used.

4.2.7 Where circumferential tension componentsare used to connect the rudder tiller or rotary vanes tothe rudder stock, calculations are to be based on twoand a half times the maximum torque (but not morethan the elastic limit torque) allowing for a coefficientof friction of µo = 0,12. The von Mises equivalentstress calculated from the contact pressure p and thecorresponding tangential load based on the dimensionsof the shrunk-on connection is not to exceed 80 % ofthe yield strength of the materials used.

When more than one circumferential tensioncomponents are used, the torque capacity of theconnection is to be determined by adding the torquesof the sole tension components and applying areduction factor of 0,9.

5 Tests in the manufacturer's works

5.1 Testing of power units

The power units are required to undergo test on a teststand in the manufacturer's works.

5.1.1 For diesel engines, see Section 2.

5.1.2 For electric motors, see Rules forElectrical Installations, Volume IV, Section 21.

5.1.3 For hydraulic pumps and motors, theRegulations for the Design and Testing of Pumps areto be applied analogously. Where the drive power is50 kW or more, this testing is to be carried out in the

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-6 B Hydraulic Systems, Fire Door Systems and Stabilizers

presence of a BKI Surveyor.


Pressure components are to undergo a pressure test.

The test pressure is pp

pp = 1,5 . pc (5)

pc [bar] design pressure for which acomponent or piping system isdesigned with its mechanicalcharacteristics. For pressuresabove 200 bar the test pressureneed not exceed pc + 100 bar.

For pressure testing of pipes, their valves and fittings,see Section 11, B.4 and U.5.

Tightness tests are to be performed on components towhich this is appropriate.

5.3 Final inspection and operational test

Following testing of the individual components andafter completion of assembly, the steering gear isrequired to undergo final inspection and an operationaltest. Among other things the overload protection is tobe adjusted at this time.

6. Shipboard trials

The operational efficiency of the steering gear is to beproved during the sea trials. For this purpose, the Zmanoeuvre corresponding to 3.2.1 and 3.3.1 is to beexecuted as a minimum requirement.

B. Rudder Propeller Units

1. General

1.1 Scope

The requirements of B. are valid for the rudderpropeller as main drive, the ship's manoeuveringstation and all transmission elements from themanoeuvering station to the rudder propeller.


Assembly and sectional drawings as well as partdrawings of the gears and propellers giving all the datanecessary for the examination are to be submitted intriplicate to BKI for approval.

2. Materials


The selection of materials is subject, as and whereapplicable, to the provisions of A.2.1 and to those ofSections 4, 5 and 6.


All important components of the rudder propellerinvolved in the transmission of torques and bendingmoments are to be tested under the supervision of BKIin accordance with the Rules for Materials,Volume V.


3.1 Number of rudder propellers

Each ship is to have at least two rudder propellers.Both units are to be capable of being operatedindependently of the other.

3.2 Locking devices

Each rudder propeller is to be provided with a lockingdevice to prevent the unintentional rotation of thepropeller and the slewing mechanism of the unitwhich is out of operation at a time. The locking deviceis to be designed to securely lock the non-operatedunit while operating the ship with the maximum powerof the remaining rudder propeller units, however at aship speed of at least 7 kn.

3.3 Control

3.3.1 Both the drive and the slewing mechanismof each rudder propeller are to be controlled from amanoeuvering station on the navigating bridge.

The controls are to be mutually independent and sodesigned that the rudder propeller cannot be turnedunintentionally.

An additional combined control for all rudder pro-pellers is permitted.

Means have to be provided, fulfilling the samepurpose as the steering angle limitation as in A.3.5.These may be dispensed with in case where no dangerfor the ship is caused by unintentional slewing of theunits at full power and ship speed to any angle.

3.3.2 The failure of a single element within thecontrol and hydraulic system of one unit is not to leadto the failure of the other units.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers B 14-7

3.3.3 An auxiliary steering device is to beprovided for each rudder propeller. In case of a failureof the main steering system the auxiliary steeringdevice is at least to be capable of moving the rudderpropeller to midship position.

3.3.4 Where the hydraulic systems of more thanone rudder propeller are combined, it is to be possiblein case of a loss of hydraulic oil to isolate the damagedsystem in such a way that the other control systemsremain fully operational.

3.4 Position indicators

3.4.1 The position of each rudder propeller is tobe clearly discernible on the navigating bridge and ateach manoeuvering station.

3.4.2 The actual position is also to be discernibleat the rudder propeller itself.

3.5 Pipes

The pipes of hydraulic control systems are subject tothe provisions of A.3.11 wherever relevant.

3.6 Oil level indicators, filters

Oil level indicators and filters are subject to theprovisions of A.3.12 wherever relevant.

3.7 Lubrication

3.7.1 The lubricating oil supply is to be ensuredby a main pump and an independent standby pump.

3.7.2 In the case of separate lubricating systemsin which the main lubricating oil pumps can bereplaced with the means available on board, thestandby pump may be replaced by a complete sparepump. This spare pump is to be carried on board andis to be ready for mounting.

4. Dimensioning

4.1 Gears

For the design of gears see Section 5.

The slewing gears are in general to be designed as spuror bevel gears.

4.2 Shaft line

For the dimensioning of the propeller shaft, between

propeller and gear wheel, see Section 4. For thedimensioning of the remaining part of this shaft andall other gear shafts see Section 5.

4.3 Propellers

For the design of propellers, see Section 6.

4.4 Support pipe

The design of the support pipe and its attachment tothe ship's hull is to take account of the loads due to thepropeller and nozzle thrust including the dynamiccomponents.

4.5 Pipes

For arrangement and design of pipes, valves, fittingsand pressure vessels, see Section 8 and Section 11,A., B., C. ,D., U.

5. Tests in the manufacturer's works


A.5.1 applies wherever relevant.

5.2 Pressure and tightness test

A.5.2 applies wherever relevant.

5.3 Final inspection and operational test

5.3.1 After inspection of the individualcomponents and completion of assembly, rudderpropellers are to undergo a final inspection andoperational test. The final inspection is to be combinedwith a trial run lasting several hours under part orfull-load conditions. A check of the tooth clearanceand contact pattern is to be carried out.

5.3.2 When no suitable test bed is available forthe operational and load testing of large rudderpropellers, the tests mentioned in 5.3.1 can be carriedout on the occasion of the dock test.

5.3.3 Limitations on the scope of the test requireBKI consent.

6. Testing on board

6.1 The faultless operation, smooth runningand bearing temperatures of the gears and controlsystem are to be checked during the sea trials under allsteaming conditions.

After the conclusion of the sea trials, the toothing is tobe examined through the inspection openings and the

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-8 C, D Hydraulic Systems, Fire Door Systems and Stabilizers

contact pattern is to be checked. The tooth contactpattern is to be assessed on the basis of the referencevalues for the percentage area of contact given inSection 5, Table 5.6.

6.2 The scope of the check on contact patternfollowing the sea trials may be limited with theSurveyor's agreement provided that the checks oncontact pattern called for in 5.3.1 and 5.3.2 have beensatisfactory.

C. Lateral Thrust Units

1. General

1.1 Scope

The requirements contained in C. apply to the lateralthrust unit, the control station and all the transmissionelements from the control station to the lateral thrustunit.


Assembly and sectional drawings for lateral thrustunits with an input power of 100 kW and moretogether with detail drawings of the gear mechanismand propellers containing all the data necessary forchecking are each to be submitted to BKI in triplicatefor approval. For propellers, this only applies to aninput power exceeding 500 kW.

2. Materials

Materials are subject, as appropriate, to the provisionsof Sections 4 and 5.

Section 6 applies analogously to the materials and thematerial testing of propellers.

3. Dimensioning and design

The design of the relevant components of lateral thrustunits is to be in accordance with Sections 4 and 5, thatof the propellers with Section 6.

The pipe connections of hydraulic drive systems aresubject to the applicable requirements contained inA.2.1.3 and A.2.1.4.

Lateral thrust units are to be capable of being operatedindependently of other connected systems.

Windmilling of the propeller during sea passages hasto be taken into account as an additional load case.Otherwise effective countermeasures have to beintroduced to avoid windmilling, e.g. a shaft brake.

In the propeller area, the thruster tunnel is to be

protected against damages caused by cavitationcorrosion by effective measures, such as stainless steelplating.

For the electrical part of lateral thrust units, see Rulesfor Electrical Installations, Volume IV, Section 7, B.


A.5. is applicable as appropriate.

For hydraulic pumps and motors with a drive power of100 kW or more, the test are to be conducted in thepresence of a BKI Surveyor.

For lateral thrust units with an input power of less than100 kW final inspection and function tests may becarried out by the manufacturer, who will then issuethe relevant Manufacturer Inspection Certificate.

5. Shipboard trials

Testing is to be carried out during sea trials duringwhich the operating times are to be established.

D. Windlasses

1. General

1.1 Scope

The requirements contained in D. apply to boweranchor windlasses, stern anchor windlasses, combinedanchor and mooring winches and chain stoppers.For anchors and chains, see the Rules for Hull ,Volume II, Section 18.


1.2.1 For each type of anchor windlass and chainstopper, general and sectional drawings, circuitdiagrams of the hydraulic, electrical and steamsystems and detail drawings of the main shaft, cablelifter, brake, stopper bar, and chain pulley and axle areto be submitted in triplicate for approval.

One copy of a description of the anchor windlassincluding the proposed overload protection and othersafety devices is likewise to be submitted.

1.2.2 Where an anchor windlass is to beapproved for several strengths and types of chaincable, the calculation relating to the maximum brakingtorque is to be submitted and proof furnished of thepower and hauling-in speed in accordance with 4.1corresponding to all the relevant types of anchor andchain cable.

1.2.3 One copy of the strength calculation for

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers D 14-9

bolts, chocks and stoppers securing the windlass to thedeck is likewise to be submitted. This calculation is toconsider forces acting on the windlass caused by aload specified in 4.2 and 4.3.

2. Materials


2.1.1 The provisions contained in A.2.1 are to beapplied as appropriate to the choice of materials.

2.1.2 Cable lifters and chain pulleys are generallyto be made of cast steel. Nodular cast iron is permittedfor stud link chain cables of

up to 50 mm diameter for grade KI 1


up to 35 mm diameter for grade KI 3.

In special cases, nodular cast iron may also be used forlarger chain diameters by arrangement with BKI.

Grey cast iron is permitted for stud link chain cables of





2.2.1 The materials for forged, rolled and castparts which are stressed by the pull of the chain whenthe cable lifter is disengaged (main shaft, cable lifter,brake bands, brake spindles, brake bolts, tensionstraps, stopper bar, chain pulley and axle) are to betested under the supervision of BKI in accordance withthe Rules for Materials, Volume V.

In the case of anchor windlasses for chains up to14 mm in diameter a Manufacturer InspectionCertificate issued by the producer may be accepted asproof.

2.2.2 In the case of hydraulic systems, thematerial used for pipes (see Section 11, Table 11.3) aswell as for pressure vessels is also to be tested.


3.1 Type of drive

3.1.1 Windlasses are normally to be driven by anengine which is independent of other deck machinery.The piping systems of hydraulic and steam-drivenwindlass engines may be connected to other hydraulic

or steam systems provided that this is permissible forthe latter. The windlasses are, however, to be capableof being operated independently of other connectedsystems.

3.1.2 Manual operation as the main drivingpower can be allowed for anchors weighing up to250 kg.

3.1.3 In the case of hydraulic drives with a pipingsystem connected to other hydraulic systems a secondpump unit is recommended.

3.1.4 In the case of windlasses with two cablelifters both cable lifters are to be engageablesimultaneously.

3.2 Reversing mechanism

Power-driven windlasses are to be reversible. Onwindlasses for ships with a Range of Service rating upto ”L” and on those powered by internal combustionengines a reversing mechanism may be dispensedwith.

3.3 Overload protection

For the protection of the mechanical parts in the eventof the windlass jamming, an overload protection (e.g.slip coupling, relief valve) is to be fitted to limit themaximum torque of the drive engine (see 4.1.2). Thesetting of the overload protection is to be specified(e.g. in the operating instructions).

3.4 Couplings

Windlasses are to be fitted with disengageablecouplings between the cable lifter and the drive shaft.In an emergency, hydraulic or electrically operatedcouplings are to be capable of being disengaged byhand.

3.5 Braking equipment

Windlasses are to be fitted with cable lifter brakeswhich are capable of holding a load in accordancewith 4.2.3 with the cable lifter disengaged. In addition,where the gear mechanism is not of self-locking type,a device (e.g. gearing brake, lowering brake, oilhydraulic brake) is to be fitted to prevent paying out ofthe chain should the power unit fail while the cablelifter is engaged.

3.6 Pipes

For the design and dimensions of pipes, valves,fittings, pressure vessels, etc. see Section 8 andSection 11, A., B., C., D. and U.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-10 D Hydraulic Systems, Fire Door Systems and Stabilizers

3.7 Cable lifters

Cable lifters are to have at least five snugs.

3.8 Windlass as warping winch

Combined windlasses and warping or mooringwinches are not to be subjected to excessive loadseven when the maximum pull is exerted on thewarping rope.

3.9 Electrical equipment

For the electrical equipment the Rules for ElectricalInstallations, Volume IV, Section 7,E.2. have to beobserved.

3.10 Hydraulic equipment

For oil level indicators see A.3.12.1. For filters seeF.3.2.2.

4. Power and dimensioning

4.1 Driving power

4.1.1 Depending on the grade of the chain cableand anchor depth windlasses must be capable ofexerting the following nominal pull Z at a mean speedof at least 0,15 m/s:

Z = d2 (f + 0,218.(h-100)) [N]

d [mm] diameter of anchor chain

h [mm] anchor depth

f [-] nominal full factor

Grade KI 1 KI 2 KI 3

f 37,5 42,5 47,5

The calculation of nominal pull is to be based on aminimum anchor depth of 100 m.

The pull of stern windlasses with an anchor rope canbe determined by reference to the anchor weight andthe diameter of corresponding chain cable.

4.1.2 The nominal output of the power units is tobe such that the conditions specified in 4.1.1 can bemet for 30 minutes without interruption. In addition,the power units are to be capable of developing amaximum torque equal to a maximum pull Zmax of

Zmax = 1,5 . Z [N]

at a reduced speed for at least two minutes.

4.1.3 At the maximum torque specified in 4.1.2,a short-time overload of up to 20 % is allowed in thecase of internal combustion engines.

4.1.4 An additional reduction gear stage may befitted in order to achieve the maximum torque.

4.1.5 With manually operated windlasses, stepsare to be taken to ensure that the anchor can be hoistedat a mean speed of 0,033 m/s with the pull specified in4.1.1. This is to be achieved without exceeding amanual force of 150 N applied to a crank radius ofabout 350 mm with the hand crank turned at about30 rpm.

4.2 Dimensioning of load-transmittingcomponents and chain stoppers

4.2.1 The basic for the design of the load-transmitting components of windlasses and chainstoppers are the anchors and chain cables specified inthe Rules for Hull, Volume II, Section 18.

4.2.2 The cable lifter brake is to be so designedthat the anchor and chain can be safely stopped whilepaying out the chain cable.

4.2.3 The dimensional design of those parts ofthe windlass which are subjected to the chain pullwhen the cable lifter is disengaged (cable lifter, mainshaft, braking equipment, bedframe and deckfastening) is to be based on a theoretical pull equal to80 % of the nominal breaking load specified in theRules for Materials, Volume V, for the chain inquestion. The design of the main shaft is to takeaccount of the braking forces, and the cable lifterbrake is not to slip when subjected to this load.

4.2.4 The theoretical pull may be reduced to45 % of the nominal breaking load for the chainprovided that a chain stopper approved by BKI isfitted.

4.2.5 The design of all other windlasscomponents is to be based upon a force acting on thecable lifter pitch circle and equal to the maximum pullspecified in 4.1.2.

4.2.6 At the theoretical pull specified in 4.2.3 and4.2.4, the force exerted on the brake handwheel is notto exceed 500 N.

4.2.7 The dimensional design of chain stoppersis to be based on a theoretical pull equal to 80 % ofthe nominal breaking load of the chain.

4.2.8 The total stresses applied to componentsare to be below the minimum yield point of thematerials used.

4.2.9 The foundations and pedestals of

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers D 14-11

windlasses and chain stoppers are governed by theRules for Hull, Volume II, Section 10, B.5 .

4.3 Strength requirements to resist green seaforces

4.3.1 For ships of length 80 m or more, where theheight of the exposed deck in way of the item is lessthan 0,1 L of 22 m above the summer load waterline,whichever is lesser, the attachment of the windlasslocated within the forward quarter length of the shiphas to resist the green sea forces.

The following pressures and associated areas are to beapplied (Fig. 14.2) :

- 200 kN/m2 normal to the shaft axis andaway from the forward perpendicular, overthe projected area in this direction

- 150 kN/m2 parallel to the shaft axis andacting both inboard and outboardseparately, over the multiple of f times theprojected area in this direction

f = 1 + B/H, but not greater than 2,5

B [m] width of windlass measuredparallel to the shaft axis

H [m] overall height of the windlass.

Where mooring winches are integral with the anchorwindlass, they are to be considered as part of thewindlass.

4.3.2 Forces in the bolts, chocks and stopperssecuring the windlass to the deck, caused by green seaforces specified in 4.3.1, are to be calculated.

The windlass is supported by N bolt groups, eachcontaining one or more bolts (Fig. 14.3).

The axial forces Ri in bolt group (or bolt) i, positive intension, is to be obtained from :

RP . h x A

I [kN]xi

x i i

x=

⋅ ⋅

RP .h y A

I [kN]yi

y i i

y=

⋅ ⋅

Ri = Rxi + Ryi - Rsi [kN]

Px [kN] force acting normal to the shaftaxis

Py [kN] force acting parallel to the shaft

axis, either inboard or outboardwhichever gives the greater forcein bolt group i

h [cm] shaft height above the windlassmounting

xi, yi [cm] x and y coordinates of boltgroup i from the centroid of all Nbolt groups, positive in thedirection opposite to that of theapplied force

Ai [cm2] cross sectional area of all bolts ingroup i

Ix [cm4] 3 Ai xi2 for N bolt groups

Iy [cm4] 3Ai yi2 for N bolt groups

Rsi [kN] static reaction at bolt group i,due to weight of windlass

4.3.3 Shear forces Fxi and Fyi applied to the boltgroup i, and the resultant combined force are to beobtained from :

F P .mN

[kN]xix w=

− α

FP .m

N[kN]yi

y w=− α

[kN]F (F F ) i xi2

yi2= +

α [-] coefficient of friction, to betaken equal to 0,5

mw [kN] weight-force of windlass

N [-] number of bolt groups

Axial tensile and compressive forces and lateral forcescalculated in 4.3.1, 4.3.2 and 4.3.3 are also to beconsidered in the design of the supporting structure.

4.3.4 Tensile axial stresses in the individual boltsin each bolt group i are to be calculated. Thehorizontal forces Fxi and Fyi are normally to be reactedby shear chocks.

Where “fitted” bolts are designed to support theseshear forces in one or both directions, the von Misesequivalent stresses in the individual bolts are to becalculated, and compared to the stress under proofload .

Where pourable resins are incorporated in the holdingdown arrangement, due account is to be taken in the

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-12 D Hydraulic Systems, Fire Door Systems and Stabilizers

Fig. 14.2 Direction of forces and weight

Fig. 14.3 Sign Convention

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers E, F 14-13

calculations.

The safety factor against bolt proof strength is not tobe less than 2,0.


5.1 Testing of driving engines

A.5.1 is applicable as appropriate.


A.5.2 is applicable as appropriate.

5.3 Final inspection and operational testing

5.3.1 Following manufacture, windlasses arerequired to undergo final inspection and operationaltesting at the maximum pull. The hauling-in speed isto be verified with continuous application of thenominal pull. During the tests, particular attention isto be given to the testing and, where necessary, settingof braking and safety equipment.

In the case of anchor windlasses for chain > 14 mm indiameter this test is to be performed in the presence ofthe BKI Surveyor.

In the case of anchor windlasses for chains # 14 mmdiameter, the Manufacturer's Inspection Certificatewill be accepted.

5.3.2 Where the manufacturing works does nothave adequate facilities, the aforementioned testsincluding the adjustment of the overload protectioncan be carried out on board ship. In these cases,functional testing in the manufacturer's works is to beperformed under no-load conditions.

5.3.3 Following manufacture, chain stoppers arerequired to undergo final inspection and operationaltesting in the presence of the BKI Surveyor.

6. Shipboard trials

The anchor equipment is to be tested during sea trials.

As a minimum requirement, this test is required todemonstrate that the conditions specified in 3.1.4 and4.2.2 can be fulfilled.

E. Winches

1. Towing winches

The design and testing of towing winches are tocomply with Rules for Hull, Volume II, Section 27,C.5.

2. Winches for cargo handling gear andother lifting equipment

The design and testing of these winches are to complywith Regulations for the Construction and Survey ofCargo Handling Appliances and Lifting Appliances.

3. Lifeboat winches

The design and testing of life boat winches are tocomply with Regulations for Life Saving - LaunchingAppliances.

4. Winches for special equipment

The Regulations for the Construction and Survey ofCargo Handling Appliances and Lifting Appliancesare to be applied, as appropriate, to winches forspecial equipment such as ramps, hoisting gear andhatch covers.

F. Hydraulic Systems

1. General

1.1 Scope

The requirements contained in F. apply to hydraulicsystems used, for example, to operate hatch covers,closing appliances in the ship's shell and bulkheads,and hoists. The requirements are to be applied inanalogous manner to the ship's other hydraulicsystems except where covered by the requirementsof Section 11.


The diagram of the hydraulic system together withdrawings of the cylinders containing all the datanecessary for assessing the system, e.g. operatingdata, descriptions, materials used etc., are to submittedin triplicate for approval.

1.3 Dimensional design

For the design of pressure vessels, see Section 8; forthe dimensions of pipes and hose assemblies, seeSection 11.

2. Materials


2.1.1 Components fulfilling a major function inthe power transmission system normally are to bemade of steel or cast steel in accordance with theRules for Materials, Volume V. The use of othermaterials is subject to special agreement with BKI.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-14 F Hydraulic Systems, Fire Door Systems and Stabilizers

Cylinders are preferably to be made of steel, cast,steel or nodular cast iron (with a predominantlyferritic matrix).

2.1.2 Pipes are to be made of seamless orlongitudinally welded steel tubes.

2.1.3 The pressure-loaded walls of valves,fittings, pumps, motors etc. are subject to therequirements of Section 11, B.


The following components are to be tested undersupervision of BKI in accordance with the Rules forMaterials, Volume V:

a) Pressure pipes with DN > 50 (seeSection 11, Table 11.3)

b) Cylinders, where the product of thepressure times the diameter:

pe,perm . Di > 20.000

pe,perm [bar] maximum allowableworking pressure

Di [mm] inside diameter of tube

c) For testing the materials of hydraulicaccumulators, see Section 8, B.

Testing of materials by BKI may be dispensed with inthe case of cylinders for secondary applicationsprovided that evidence in the form of a ManufacturerTest Report (e.g. to EN 10204 - 2.3) is supplied.

3. Hydraulic operating equipment forhatch covers

3.1 Design and construction

3.1.1 Hydraulic operating equipment for hatchcovers may be served either by one common powerstation for all hatch covers or by several power sta-tions individually assigned to a single hatch cover.Where a common power station is used, at least twopump units are to be fitted. Where the systems aresupplied individually, change-over valves or fittingsare required so that operation can be maintainedshould one pump unit fail.

3.1.2 Movement of hatch covers is not to beinitiated merely by the starting of the pumps. Specialcontrol stations are to be provided for controlling theopening and closing of hatch covers. The controls areto be so designed that, as soon as they are released,movement of the hatch covers stops immediately.

The hatches should normally be visible from thecontrol stations. Should this, in exceptional cases, beimpossible, opening and closing of the hatches is to besignalled by an audible alarm. In addition, the controlstations must then be equipped with indicators formonitoring the movement of the hatch covers.

At the control stations, the controls governing theopening and closing operations are to be appropriatelymarked.

3.1.3 Suitable equipment is to be fitted in, orimmediately adjacent to, each power unit (cylinder orsimilar) used to operate hatch covers to enable thehatches to be closed slowly in the event of a powerfailure, e.g. due to a pipe rupture.

3.2 Pipes

3.2.1 Pipes are to be installed and secured insuch a way as to protect them from damage while en-abling them to be properly maintained from outside.

Pipes may be led through tanks in pipe tunnels only.The laying of such pipes through cargo spaces is to berestricted to the essential minimum. The pipingsystem is to be fitted with relief valves to limit thepressure to the maximum allowable working pressure.

3.2.2 The piping system is to be fitted with filtersfor cleaning the hydraulic fluid.

Equipment is to be provided to enable the hydraulicsystem to be vented.

3.2.3 The accumulator space of the hydraulicaccumulator is to have permanent access to the reliefvalve of the connected system. The gas chamber ofthe accumulator may be filled only with inert gases.Gas and operating medium are to be separated byaccumulator bags, diaphragms or similar.

3.2.4 Connection between the hydraulic systemused for hatch cover operation and other hydraulicsystems is permitted only with the consent of BKI.

3.2.5 For oil level indicators, see A.3.12.1.

3.2.6 The hydraulic fluids must be suitable forthe intended ambient and service temperature.

3.3 Hose assemblies

The construction of hose assemblies is to conform toSection 11, U. The requirement that hose assembliesshould be of flame-resistant construction may be setaside for hose lines in spaces not subject to a firehazard and in systems not important to the safety ofthe ship.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers F 14-15

3.4 Emergency operation

It is recommended that devices be fitted which areindependent of the main system and which enablehatch covers to be opened and closed in the event offailure of the main system. Such devices may, forexample, take the form of loose rings enabling hatchcovers to be moved by cargo winches, warpingwinches etc.

4. Hydraulically operated closingappliances in the ship's shell

4.1 Scope

The following requirements apply to the powerequipment of hydraulically operated closingappliances in the ship's shell such as shell and landingdoors which are not normally operated while at sea.For the design and arrangement of the closures, seethe Rules for Hull , Volume II, Section 6, H.

4.2 Design

4.2.1 The movement of shell doors etc. may notbe initiated merely by the starting of the pumps at thepower station.

4.2.2 Local control, inaccessible to unauthorizedpersons, is to be provided for every closing appliancein the ship's shell. As soon as the controls (push-buttons, levers or similar) are released, movement ofthe appliance is to stop immediately.

4.2.3 Closing appliances in the ship's shellnormally are to be visible from the control stations. Ifthe movement cannot be observed, audible alarms areto be fitted. In addition, the control stations are then tobe equipped with indicators enabling the execution ofthe movement to be monitored.

4.2.4 Closing appliances in the ship's shell are tobe fitted with devices which prevent them frommoving into their end positions at excessive speed.Such devices are not to cause the power unit to beswitched off.

As far as is required, mechanical means are to beprovided for locking closing appliances in the openposition.

4.2.5 Every power unit driving horizontallyhinged or vertically operated closing appliances is tobe fitted with throttle valves or similar devices toprevent sudden dropping of the closing appliance.

4.2.6 It is recommended that the driving powerbe shared between at least two mutually independentpump sets.

4.3 Pipes, hose assemblies

3.2 and 3.3 are to be applied in analogous manner tothe pipes and hose lines of hydraulically operatedclosing appliances in the ship's shell.

5. Bulkhead closures

5.1 General

5.1.1 Scope

5.1.1.1 The following requirements apply to thepower equipment of hydraulically-operated watertightbulkhead doors on passenger and cargo vessel.

5.1.1.2 For details of the number, design andarrangement of bulkhead doors, see Rules for Hull ,Volume II, Section 11, 29 and 36.

The SOLAS, Chapter II-1, Regulation 15, 16 and 25.9are not affected by these provisions.

5.1.2 Design

Bulkhead doors are to be power-driven sliding doorsmoving horizontally. Other designs require theapproval of BKI and the provision of additional safetymeasures where necessary.

5.1.3 Piping

5.1.3.1 Wherever applicable, the requirements forpipes in hydraulic bulkhead closing systems aregoverned by the Rules in 3.2, with the restriction thatthe use of flexible hoses is not permitted.

5.1.3.2 The hydraulic fluids must be suitable forthe intended ambient and service temperatures.

5.1.4 Drive unit

5.1.4.1 A selector switch with the switch positions"local control" and "close all doors" is to be providedat the central control station on the bridge.

Under normal conditions this switch is to be set to"local control".

In the "local control" position, the doors may belocally opened and closed without automatic closure.

In the "close all doors" position, all doors are closedautomatically. They may be reopened by means of thelocal control device but are to close againautomatically as soon as the local door controls arereleased.

It is not to be possible to open the closed doors from

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-16 F Hydraulic Systems, Fire Door Systems and Stabilizers

the bridge.

5.1.4.2 Closed or open bulkhead doors are not tobe set in motion automatically in the event of a powerfailure.

5.1.4.3 The control system is to be designed insuch a way that an individual fault inside the controlsystem, including the piping, does not have anyadverse effect on the operation of other bulkheaddoors.

5.1.4.4 The controls for the power drive are to belocated at least 1,6 m above the floor on both sides ofthe bulkhead close to the door. The controls are to beinstalled in such a way that a person passing throughthe door is able to hold both controls in the openposition.

The controls are to return to their original positionautomatically when released.

5.1.4.5 The direction of movement of the controlsis to be clearly marked and must be the same as thedirection of movement of the door.

5.1.4.6 In the event that an individual element failsinside the control system for the power drive,including the piping but excluding the closingcylinders on the door or similar components, theoperational ability of the manually-operated controlsystem is not to be impaired.

5.1.4.7 The movement of the power drivenbulkhead doors may not be initiated simply byswitching on the drive units but only by actuatingadditional devices.

5.1.4.8 The control and monitoring equipment forthe drive units is to be housed in the central controlstation on the bridge.

5.1.5 Manual control

Each door is to have a manual control system whichis independent of the power drive.

5.1.6 Indicators

Visual indicators to show whether each bulkhead dooris fully open or closed are to be installed at the centralcontrol station on the bridge.

5.1.7 Electrical equipment

For details of electrical equipment, see Rules forElectrical Installations, Volume IV, Sections 9 and14, D.

5.2 Passenger vessels

In addition to 5.1, the following requirements are tobe taken into consideration in the case of passengervessels:

5.2.1 Design and location

5.2.1.1 Bulkhead doors together with the powerplants and including the piping, electric cables andcontrol instruments must have a minimum distance of0,2 x B from the perpendiculars which interset the hullcontour line when the ship is at load draught(B = beam).

5.2.1.2 The bulkhead doors are to be capable ofbeing closed securely using the power drive as well asusing the manual control even when the ship has apermanent heel of 15°.

5.2.1.3 The force required to close a door is to becalculated based on a static water pressure of at least1 m above the door coaming.

5.2.1.4 All power driven doors are to be capable ofbeing closed simultaneously from the bridge with theship upright in not more than 60 seconds.

5.2.1.5 The closing speed of each individual doormust have a uniform rate. Their closing time withpower operation and with the ship upright may be nomore than 40 seconds and no less than 20 secondsfrom the start of the motion with the door completelyopen until it is closed.

5.2.1.6 Power operated bulkhead closing systemsmay be fitted as an option with a central hydraulicdrive for all doors or with mutually independenthydraulic or electric drives for each individual door.

5.2.1.7 Bulkhead closing system is not to beconnected to other systems.

5.2.2 Central hydraulic system - power drives

5.2.2.1 Two mutually independent power pumpunits are to be installed if possible above the bulkheador freeboard deck and outside the machinery spaces.

5.2.2.2 Each pump unit is to be capable of closingall connected bulkhead doors simultaneously.

5.2.2.3 The hydraulic system is to incorporateaccumulators with sufficient capacity to operate allconnected doors three times, i.e. close, open andreclose, at the minimum permitted accumulatorpressure.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers F 14-17

5.2.3 Individual hydraulic drive

5.2.3.1 An independent power pump unit is to befitted to each door for opening and closing the door.

5.2.3.2 An accumulator is also to be provided withsufficient capacity to operate the door three times, i.e.close, open and reclose, at the minimum permittedaccumulator pressure.

5.2.4 Individual electric drive

5.2.4.1 An independent electric drive unit is to befitted to each door for opening and closing the door.

5.2.4.2 In the event of a failure of either the mainpower supply or the emergency power supply, thedrive unit is still to be capable of operating the doorthree times, i.e. close, open and reclose.


5.2.5.1 Manual control is to be capable of beingoperated at the door from both sides of the bulkheadas well as from an easily accessible control stationlocated above the bulkhead or freeboard decks andoutside the machinery space.

5.2.5.2 The controls at the door is to allow the doorto be opened and closed.

5.2.5.3 The control above the deck is to allow thedoor to be closed.

5.2.5.4 The fully open door is to be capable ofbeing closed using manual control within 90 secondswith the ship upright.

5.2.5.5 A means of communication is to beprovided between the control stations for remotemanual drive above the bulkhead of freeboard decksand the central control station on the bridge.

5.2.6 Indicators

The indicators described in 5.1.6 are to be installed atthe operating stations for manual control above thebulkhead or freeboard deck for each door.

5.2.7 Alarms

5.2.7.1 While all the doors are being closed fromthe bridge, an audible alarm is to sound at each door.This alarm is to start at least 5 seconds - but not morethan 10 seconds - before the door start moving and isto continue right throughout the door movement.

5.2.7.2 When the door is being closed by remotecontrol using the manual control above the bulkheador freeboard deck, it is sufficient for the alarm to

sound only while the door is actually moving.

5.2.7.3 The installation of an additional,intermittent visual alarm may be required in thepassenger areas and in areas where there is a highlevel of background noise.5.2.7.4 With a central hydraulic system, theminimum permitted oil level in the service tank is tobe signalled by means of an independent audible andvisual alarm at the central control station on thebridge.

5.2.7.5 The alarm described in 5.2.7.4 is also to beprovided to signal the minimum permittedaccumulator pressure of the central hydraulic system.

5.2.7.6 A decentralized hydraulic system whichhas individual drive units on each door, the minimumpermitted accumulator pressure is to be signalled bymeans of a group alarm at the central control stationon the bridge.

Visual indicators are also to be fitted at the operatingstations for each individual door.

5.3 Cargo vessels

In addition to the specifications laid down in 5.1 thefollowing requirements are to be observed for cargovessels:


5.3.1.1 The manual control is to be capable ofbeing operated at the door from both sides of thebulkhead.

5.3.1.2 The controls are to allow the door to beopened and closed.

5.3.2 Alarms

Whilst all the doors are being closed from the bridge,an audible alarm is to be sounded all the time they arein motion.

6. Hoists

6.1 Definition

For the purposes of these requirements, hoists includehydraulically operated appliances such as wheelhousehoists, lifts, lifting platforms and similar equipment.

6.2 Design

6.2.1 Hoists may be supplied either by acombined power station or individually by several

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-18 G Hydraulic Systems, Fire Door Systems and Stabilizers

power stations for each single lifting appliances.

In the case of a combined power supply and hydraulicdrives whose piping system is connected to otherhydraulic systems, a second pump unit is to be fitted.

6.2.2 The movement of hoists is not to becapable of being initiated merely by starting thepumps. The movement of hoists is to be controlledfrom special operating stations. The controls are to beso arranged that, as soon as they are released, themovement of the hoist ceases immediately.

6.2.3 Local controls, inaccessible tounauthorized persons, are to be fitted. The movementof hoists normally is to be visible from the operatingstations. If the movement cannot be observed, audibleand/or visual warning devices are to be fitted. In ad-dition, the operating stations are then to be equippedwith indicators for monitoring the movement of thehoist.

6.2.4 Devices are to be fitted which prevent thehoist from reaching its end position at excessivespeed. These devices are not to cause the power unitto be switched off. As far as is necessary, mechanicalmeans are to be provided for locking the hoist in itsend positions.

If the locking devices cannot be observed from theoperating station, a visual indicator is to be installedat the operating station to show the locking status.

6.2.5 3.1.3 is to be applied in analogous mannerto those devices which, if the power unit fails or apipe ruptures, ensure that the hoist is slowly lowered.

6.3 Pipes, hose assemblies

3.2 and 3.3 apply in analogous manner to the pipesand hose lines of hydraulically operated hoists.



The power units are required to undergo testing on atest bed. Manufacturer Test Report for this testing areto be presented at the final inspection of the hydraulicsystem.


A.5.2 is applicable in analogous manner.

8. Shipboard trials

After installation, the equipment is to undergo anoperational test.

The operational test of watertight doors has to includethe emergency operating system and determination ofthe closing times.

G. Fire Door Control Systems

1. General

1.1 Scope

The requirements of G. apply to power operated firedoor control systems on passenger vessel. TheseRules meet the requirements for the control systems offire doors laid down in SOLAS 74, Chapter II-2,Regulation 9.4 as amended. The followingrequirements may be applied as appropriate to otherfire door control systems.


The electric and pneumatic diagram together withdrawings of the cylinders containing all the datanecessary for assessing the system, e.g. operatingdata, descriptions, materials used etc., are to besubmitted in triplicate for approval.

1.3 Dimensional design

For the design of pressure vessels, see Section 8; forthe dimensions of pipes, see Section 11.

2. Materials


Cylinders are to be made of corrosion resistantmaterials.

Stainless steel or copper is to be used for pipes.

The use of other materials requires the specialagreement of BKI.

The use of hose assemblies is not permitted.

Insulation material has to be of an approved type.

The quality properties of all critical components foroperation and safety is to conform to recognized rulesand standards.

2.2 Material testing

Suitable proof of the quality properties of thematerials used is to be furnished. For parts underpressure Certificates according to Table 11.3, for allother parts Manufacturer Test Reports are required.

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches, Hydraulic Control Systems, Fire Door Control Systems and Stabilizers G 14-19

BKI Surveyor reserves the right to ordersupplementary tests of his own to be carried out wherehe considers that the circumstances justify this.

See Section 8, B. for details on the materials testing ofcompressed air accumulators.

3. Design

3.1 Each door is to be capable of being openedand closed by a single person from both sides of thebulkhead.

3.2 Fire doors are to be capable of closingautomatically even against a permanent heeling angleof the ship of 3,5°.

3.3 The closing time of hinged doors, with theship upright, may be no more than 40 seconds and noless than 10 seconds from the start of the movement ofthe door when fully open to its closed position foreach individual door.

The closing speed of sliding doors is to be steadyand, with the ship upright, may be no more than0,2 m/s and no less than 0,1 m/s.

Measures are to be taken to ensure that any persons inthe door areas are protected from any excessivedanger.

3.4 All doors are to be capable of being closedfrom the central control station either jointly or ingroups. It also is to be possible to initiate closure ateach individual door. The closing switch is to take theform of a locking switch.

3.5 Visual indicators are to be installed at thecentral control station to show that each fire door isfully closed.

3.6 Power driven doors leading from "specialareas" (e.g. car decks, railway decks) in accordancewith Chapter II-2, Regulation 3.46 of SOLAS 74 asamended or from comparable spaces to controlstations, stairwells and also to accommodation andservice spaces and which are closed when the ship isat sea do not need to be equipped with indicators asdescribed in 3.5 and alarms as described in 3.12.

3.7 Operating agents for the control system areto be installed next to each door on both sides of thebulkhead and by their operation a door which hasbeen closed from the central control station can bereopened. The controls are to return to their originalposition when released, thereby causing the door toclose again.

In an emergency it is to be possible to use the controlsto interrupt immediately the opening of the door andbring about its immediate closure.

A combination of the controls with the door handlemay be permitted.

The controls are to be designed in such a way that anopen door can be closed locally. In addition, eachdoor is to be capable of being locked locally in sucha way that it can no longer be opened by remotecontrol.

3.8 The control unit at the door is to beequipped with a device which will vent the pneumaticsystem or cut off the electric energy of the doorcontrol system, simultaneously shutting off the mainsupply line and thereby allowing emergency operationby hand.

3.9 The door is to close automatically shouldthe central power supply fail. The doors may notreopen automatically when the central supply isrestored.

Accumulator systems are to be located in theimmediate vicinity of the door being sufficient toallow their supply of air being sufficient to allow thedoor to be completely opened and closed at least tenmore times, with the ship upright, using the localcontrols.

3.10 Measures are to be taken to ensure that thedoor can still be operated by hand in the event offailure of the energy supply.

3.11 Should the central energy supply fail in thelocal control area of a door, the capability of the otherdoors to function may not be adversely affected.

3.12 Doors which are closed from the centralcontrol station are to be fitted with an audible alarm.Once the door close command has been given thisalarm is to start at least 5 seconds, but not more than10 seconds before the door starts to move andcontinue sounding until the door is completely closed.

3.13 Fire doors are to be fitted with safety stripssuch that a closing door reopens as soon as contact ismade with them. Following contact with the safetystrip, the opening travel of the door is to be no morethan 1 m.

3.14 Local door controls, including allcomponents, are to be accessible for maintenance andadjustment.

3.15 The control system is to be of approveddesign. Their capability to operate in the event of fire

Section 14 - Steering Gears, Rudder Propeller Units, Lateral Thrust Units, Winches,14-20 H Hydraulic Systems, Fire Door Systems and Stabilizers

is to be proven in accordance with the FTP-Code1)and under supervision of BKI.

The control system is to conform to the followingminimum requirements.

3.15.1 The door still is to be capable of beingoperated safely for 60 minutes at a minimum ambienttemperature of 200 °C by means of the central energysupply.

3.15.2 The central energy supply for the otherdoors not affected by fire may not be impaired.

3.15.3 At ambient temperatures in excess of300 °C the central energy supply is to be shut offautomatically and the local control system is to be de-energized. The residual energy is still to be sufficientto close an open door completely during this process.

The shut-off device is to be capable of shutting off theenergy supply for one hour with a temperaturevariation corresponding to the standardized time-temperature curve given in SOLAS 74, Chapter II-2,Regulation 3.

3.16 The pneumatic system is to be protectedagainst overpressure.

3.17 Drainage and venting facilities are to beprovided.

3.18 Air filtering and drying facilities are to beprovided.

3.19 For details of the electrical equipment, seeRules for Electrical Installations, Volume IV, Section14, D.

4. Tests in the manufacturer’s works

The complete control system is to be subjected to atype approval test. In addition the requiredconstruction according to 2. and 3. and the operability

have to be proven for the complete drive.

5. Shipboard trials

After installation, the systems are to be subjected toan operating test which also includes emergencyoperation and the verification of closing times.

H. Stabilizers

1. General

1.1 Scope

The requirements contained in H. apply to stabilizerdrive units necessary for the operation and safety ofthe ship.


Assembly and general drawings together withdiagrams of the hydraulic and electrical equipmentcontaining all the data necessary for checking are tobe submitted in triplicate for approval.

2. Design

A.2.1.3 and A.2.1.4 are applicable in analogousmanner to the pipe connections of hydraulic driveunits.

3. Pressure and tightness test

A.5.2 is applicable in analogous manner.

4. Shipboard trials

The operational efficiency of the stabilizer equipmentis to be demonstrated during the sea trials.

1) IMO Res. MSC.61(67)

Section 15 - Special Rules for Tankers 15-1

S e c t i o n 15

Special Requirements for Tankers

A. General

1. Scope

1.1 These requirements apply to tankers for thecarriage of flammable, toxic, corrosive or otherwisehazardous liquids. International and national regula-tions remain unaffected.

1.2 For the purposes of these requirements,tankers are:

a) ships for the carriage of liquids in tankswhich form part of the hull, and

b) ships with fixed tanks independent of the hulland used for the carriage of liquids.

1.3 In addition to the general requirements fortankers in B:

- tankers for the carriage of oil cargoes aresubject to the provisions of C.

- tankers for carriage of hazardous chemicalsin bulk are subject to the provisions of Rulesfor Ships Carrying Dangerous Chemicals inBulk, Volume X.

- tankers for the carriage of liquified gases inbulk are subject to the provisions of Rulesfor Ships Carrying Liquefied Gases in Bulk,Volume IX.

- for inert gas plants D. 2. Definitions

For the purposes of this Section, the cargo areaincludes cargo tanks, hold spaces for independentcargo tanks, tanks and spaces adjacent to cargo tanks,cofferdams, cargo pump rooms and the area abovethese spaces.

For the purposes of this Section, separate piping andventing systems are those which can, when necessary,be isolated from other piping systems by removingspool pieces or valves and blanking the pipe ends.

For the purposes of this Section, independent pipingand venting systems are those for which no means forthe connection to other systems are provided.


3.1 According to the type of ship, at least thedocuments (schematic plans, detail/arrangementdrawings) specified in 3.2 together with all theinformation necessary for their assessment are to be

submitted to BKI in triplicate1) for approval.

3.2 For ships for the carriage of flammable liquidsand chemicals:

- cargo piping system including the location ofcargo pumps and their driving machinery

- gastight shaft penetrations for pumps and fans

- cargo tank vent system with pressure-vacuumrelief valve including flame arrestors andcargo tank vapour return and collecting pipes

- cargo tank gauging/sounding devices, level/overfill alarms and temperature indicatingequipment

- bilge and ballast water lines for the cargo area

- ventilation equipment for spaces in the cargoarea

- heating and steaming-out lines for cargo tanks

- fire fighting/extinguishing equipment for thecargo area

- fixed cargo tank cleaning system

- remote-controlled valves system includingactuating equipment

- details of the liquid cargoes to be carried

- details of the materials coming into contactwith the cargoes or their vapours

- pressure drop calculation of the vent systembased on the maximum loading/unloadingrates

- gas freeing arrangements for cargo and ballasttanks and cofferdams

- emergency release system for bow loadingpiping and SPM arrangements

- inert gas plant and system for cargo tanks,inerting of ballast tanks

- mechanically driven fans in the cargo area

- safety equipment in pump rooms, temperaturemonitoring of cargo pump bearings/housingetc.

- gas detection system in pump room.

1) For ships flying Indonesian flag in quadruplicate, one ofwhich intended for the Indonesian Government

Administrator

Typewritten Text

A

15 - 2 B Section 15 - Special Rules for Tankers

4. References to further Rules

The BKI Rules for the Classification and Constructionof Seagoing Steel Ships.

4.1 For the ship's hull: Rules for Hull, Volume II,Section 24.

4.2 For pipelines, pumps, valves and fittings:Section 11.

4.3 For fire extinguishing and fire protection:Section 12.

4.4 For electrical equipment: Rules for ElectricalInstallation, Volume IV, Section 15.

4.5 Attention is also drawn to compliance withthe provisions of the International Convention for thePrevention of Pollution from Ships of 1973 and of therelevant Protocol of 1978 (MARPOL 73/78) Annex I& II.

B. General Requirements for Tankers

1. Cargo pumps

1.1 Location

1.1.1 Cargo pumps are to be located on deck, in thecargo tanks or in special pump rooms separated fromother ship's spaces by gastight decks and bulkheads.Pump rooms shall be accessible only from the cargoarea and shall not be connected to engine rooms orspaces which contain sources of ignition.

1.1.2 Penetrations of pump room bulkheads byshafts are to be fitted with gastight seals. Provisionshall be made for lubricating the seals from outside thepump room.

Overheating of the seals and the generation of sparksare to be avoided by appropriate design and the choiceof suitable materials.

Where steel bellows are used in gastight bulkheadpenetrations, they are to be subjected to a pressure testat 5 bar prior to fitting.

1.2 Equipment and operation

1.2.1 Cargo pumps are to be protected against overpressure by means of relief valves discharging into thesuction line of the pump.

Where at the flow Q=0 the discharge pressure ofcentrifugal pumps does not exceed the design pressureof the cargo piping, relief valves may be dispensedwith if temperature sensors are fitted in the pumphousing which stop the pump or activate an alarm inthe event of overheating.

1.2.2 It shall be possible to control the capacity ofthe cargo pumps both from the pump room and from asuitable location outside this room. Means are to be

provided for stopping cargo pumps from a positionabove the tank deck.

1.2.3 At all pump operating positions and cargohandling positions on deck, pressure gauges formonitoring pump pressures are to be fitted. Themaximum permissible working pressure is to beindicated by a red mark on the scale.

1.2.4 The drain pipes of steam-driven pumps andsteam lines shall terminate at a sufficient height abovethe bilge bottom to prevent the ingress of cargoresidues.

1.3 Drive

1.3.1 Drive motors are to be installed outside thecargo area. Exceptions are steam-driven machineswhere the steam temperature does not exceed 220 EC.

1.3.2 Hydraulic cargo pump driving machinery (e.g.for submerged pumps) may be installed inside the cargoarea.

1.3.3 For electric motors used to drive cargo pumpssee Rules for Electrical Installations, Volume IV,Section 15.

2. Cargo Line system

2.1 Line installation

2.1.1 Cargo line systems shall be permanentlyinstalled and completely separated from other pipingsystems. In general they may not extend beyond thecargo area. For bow and stern cargo lines see C.5, andRules for Ships Dangerous Chemical in Bulk,Volume X, Section 3, 3.7.

2.1.2 Cargo lines are to be so installed that anyremaining cargo can be drained into the cargo tanks.Filling pipes for cargo tanks are to extend down to thebottom of the tank.

2.1.3 Expansion bends, expansion bellows andother approved expansion joints are to be fitted asnecessary.

2.1.4 Seawater inlets shall be separated from cargolines e.g. by two stop valves, one of which is to belocked in the closed position.

2.1.5 Seawater inlet and outlet (sea chest) for ballastand cargo systems are to be arranged separately.

2.2 Design of cargo lines

2.2.1 For the design of cargo lines seeSection 11, C. Minimum wall thickness shall be inaccordance with Table 11.5, group N. Possible deliveryheads of shore based pumps and gravity tanks shall betaken into account.

2.2.2 Welding is the preferred method of connectingcargo lines.

Section 15 - Special Rules for Tankers B 15-3

Cargo oil pipes shall not pass through ballast tanks.Exemptions for short lengths of pipe may be approvedby BKI on condition that 4.3.4 is applied analogously.

2.3 Valves, fittings and equipment

2.3.1 Hose connections are to be made of cast steelor other ductile materials and are to be fitted with shut-off valves and blind flanges.

2.3.2 Extension rods for stop valves inside cargotanks are to be fitted with gastight deck penetrationsand open/closed indicators. All other cargo stop valvesare to be so designed as to indicate whether they areopen or closed.

2.3.3 Emergency operating mechanisms are to beprovided for stop valves which are actuatedhydraulically or pneumatically. Hand-operated pumpswhich are connected to the hydraulic system in such away that they can be isolated may be regarded asemergency operating mechanisms.

An emergency operating mechanism controlled fromthe deck can be dispensed with provided that the cargotank can be emptied by another line or the shut-offvalve is located in the adjacent tank.

2.3.4 At the positions for monitoring the cargoloading and discharging operations, the cargo lines areto be fitted with pressure gauges with a red markdenoting the maximum permissible working pressure.

2.3.5 Provision shall be made for the safe draining,gas-freeing and cleaning of the cargo line system.

3. Tank heating and steaming out lines

3.1 Tank heating

This is subject to the appropriate requirementsconcerning the heating of fuels, Section 10, B.5.

3.2 Valves and fittings for the tank heatingsystem

Steam lines to the individual heating coils of the cargotanks are to be fitted with screw-down non-returnvalves. Means of testing the condensate for ingress ofoil are to be fitted before the stop valves in the heatingcoil outlets.

3.3 Condensate return

The condensate from the heating system is to bereturned to the feedwater system via observation tanks.Condensate observation tanks are to be arranged andequipped such that cargo residues in the condensatewill not constitute a hazard in engine room or other gassafe spaces. Vent pipes shall be fitted with flamearrester complying with 6 and shall be led to the opendeck in a safe position.

3.4 Tank heating with special heat-transfermedia

3.4.1 Thermal oil systems are subject to therequirements in Sections 7 II and 11, Q.

3.4.2 A secondary circuit system is to be providedwhich is entirely located in the cargo area.

A single-circuit system may be approved if:

- the expansion vessel mentioned inSection 7 II, C.3 is so arranged that at theminimum liquid level in the expansion vessel,the pressure in the thermal oil system with thethermal fluid circulating pump inoperative isat least 0.3 bar higher than the static pressureof the cargo

- all shut-off valves between the cargo tanksand the expansion vessel can be locked in theopen position, and

- a means of detecting flammable gases in theexpansion vessel is provided. The use of aportable unit may be approved.

3.5 Steaming out lines

Steam lines for steaming out cargo tanks and cargolines are to be fitted with screw-down non-returnvalves.

3.6 Tank heating systems on chemical tankers

These are additionally subject to the requirements ofRules for Ships Carrying Dangerous Chemicals inBulk, Volume X, Section 7.

4. Bilge and ballast systems

4.1 Calculation of the bilge pipe diameter

4.1.1 Bilge systems for the cargo area are to beseparated from those of other areas.

Bilge systems for the cargo area are to be located in thecargo area.

Bilge systems for machinery spaces are subject toSection 11, N.2.3.

4.1.2 For spaces in the cargo area of combinationcarriers the bilge system is to be designed in accor-dance with Section 11, N.2.2.

4.1.3 For spaces for independent tanks on tankersaccording to A.1.2. b) the diameters of the main andbranch bilge lines are calculated as follows:

15 - 4 Section 15 - Special Rules for Tankers

where

dH [mm] inside diameter of main bilge line

dz [mm] inside diameter of branch bilge line

B [m] breadth of ship

H [m] moulded depth of ship

R2 [m] total length of cargo area

R [m] length of watertight compartment

b [m] maximum breadth of cargo tanks

h [m] maximum depth of cargo tanks

RT2 [m] total length of all cargo tanks

RT [m] length of tanks in the watertightcompartment.

The capacity of each bilge pump is to be calculatedaccording to Section 11, N.3.1. At least two bilgepumps are to be provided.

4.1.4 When separate bilge pumps, e.g. ejectors areprovided for compartments with independent tankswith watertight bulkheads the pump capacity is to beevaluated as specified in 4.1.3 and is to be dividedaccording the length of the individual compartments.For each compartment two bilge pumps are to be fittedof a capacity of not less than 5 m3/h each.

4.1.5 Spaces for independent tanks are to be pro-vided with sounding arrangements.

When ballast or cooling water lines are fitted in spacesfor independent tanks bilge level alarms are to beprovided.

4.2 Bilge pumping of cargo pump roomsand cofferdams in the cargo area

4.2.1 Bilge pumping equipment is to be located inthe cargo area to serve the cargo pump rooms andcofferdams. A cargo pump may also be used as a bilgepump. On oil tankers used exclusively for the carriageof flammable liquids with flash points above 60 EC,cargo pump rooms and cofferdams may be connectedto the engine room bilge system.

4.2.2 Where a cargo pump is used as bilge pump,measures are to be taken, e.g. by fitting screw-downnon-return valves, to ensure that cargo cannot enterthe bilge system. Where the bilge line can be pres-surized from the cargo system, an additionalnon-return valve is to be fitted.

4.2.3 Means shall be provided for pumping thebilges when special circumstances render the pumproom inaccessible. The equipment necessary for thisis to be capable of being operated from outside thepump room or from the pump room casing above thetank deck (freeboard deck).

4.3 Ballast systems in the cargo area

4.3.1 Means for ballasting segregated ballast tanksadjacent to cargo tanks shall be located in the cargoarea and are to be independent of piping systemsforward and aft of the cofferdams.

4.3.2 On oil tankers the fore peak tank may beconnected to the ballast systems under followingconditions :

- the fore peak tank is considered as gasdangerous space

- the vent pipe openings are to be located3 metres away from sources of ignition

- means are to be provided on the open deck forthe measurement of flammable gasconcentrations inside the peak tank.

- access openings and sounding arrangementsto this space are to be located on the opendeck. In case where the fore peak is separatedby a cofferdam from the cargo tanks, a boltedmanhole may be permitted in an enclosedspace with the following warning notice :

“ This manhole may only be opened after thetank has been proven gas free or all sources ofignition have been removed respectivelyelectrical equipment in this space which is notof certified safe type has been isolated “.

4.3.3 On oil tankers an emergency dischargeconnection through a spool piece to cargo pumps maybe provided. A non-return device in the ballast systemshall be provided to prevent the back flow of cargo intoballast tanks. The spool piece together with a warningnotice shall be mounted in a conspicuous location inpump room.

4.3.4 Ballast water pipes, sounding and air pipesshall not pass through cargo oil tanks. Exemptions forshort lengths of pipe may be approved by BKI oncondition that the following is complied with :

- Minimum wall thicknesses

up to DN 50 6,3 mm

DN 100 8,6 mm

DN 125 9,5 mm

DN 150 11,0 mm

DN 200 and larger 12,5 mm

- Only completely welded pipes or equivalentare permitted

- Where cargoes other than oil products arecarried, relaxation from these requirementsmay be approved by BKI.

Administrator

Typewritten Text

B


5. Ventilation and gas-freeing

5.1 Ventilation of cargo and ballast pumprooms in the cargo area

5.1.1 Pump rooms are to be ventilated bymechanically driven fans of the extraction type. Freshair is to be induced into the pump room from above.These ventilation systems shall not be connected tothose of other spaces.

5.1.2 The exhaust duct is to be so installed that itssuction opening is close to the bottom of the pumproom. An emergency suction opening is to be locatedabout 2 m above the pump room floor. This openingis to be fitted with a means of closing which can alsobe operated from the main deck.

The emergency opening is to be of sufficient size toenable at least 3/4 of the necessary volume of exhaustair to be extracted with the bottom opening closed.

Further requirements see C.3 or Rules for ShipsCarrying Dangerous Chemicals in Bulk, Volume X,Section 12 respectively.

5.2 Gas-freeing of cargo tanks, double hullspaces, ballast tanks, pipe tunnels andcofferdams

5.2.1 Provision shall be made for the gas freeingof cargo tanks, double hull spaces, ballast tanks, pipetunnels and cofferdams. Portable fans complying with5.3 may be used.

Where fans are permanently fitted for gas-freeing oftanks having connections to cargo oil lines, measuresare to be taken, e.g. by removing spool pieces of theventilation ducting or by using blank flanges, toensure that neither cargo nor vapours can penetrateinto the fans when not in use.

5.2.2 The inlet openings in cargo tanks used forgas-freeing or purging with inert gas shall be locatedeither immediately below deck or at a height of 1 mabove the tank bottom.

5.2.3 Outlet openings for gas-freeing cargo tanksare to be located as far as possible from air/inert gasinlet openings at a height of at least 2 m above thedeck.

The gas/air mixtures are to be discharged vertically.

5.2.4 Outlet openings for gas-freeing of cargotanks shall be so designed that, taking into account thecapacity of the fan, the exit velocity of the gas/air is atleast 20 m/s.

5.2.5 On ships will inert gas systems, the free areaof the vent openings shall be so designed that an exitvelocity of at least 20 m/s is maintained if 3 cargotanks are simultaneously purged with inert gas.

5.2.6 The openings for gas-freeing are to be fittedwith screw-down covers.

5.2.7 On ships without inerting systems, the ventopenings used for gas-freeing are to be fitted withflame arresters in accordance with 6.

The fitting of flame arresters may be dispensed with ifa velocity of at least 30 m/s in the vent openings isproven.

5.2.8 Vent openings in accordance with 5.4.8 mayalso be used for gas freeing of cargo tanks.

5.3 Design and construction of mechanicallydriven fans in the cargo area

5.3.1 Ventilation duct inlet and outlet are to befitted with protective screens with a mesh size notexceeding 13 mm.

5.3.2 Overheating of the mechanical components offans and the creation of sparks is to be avoided byappropriate design and by the choice of suitable ma-terials. The safety clearance between the fan housingand the impeller shall not be less than 1/10 of the innerimpeller bearing diameter, limited to a minimum of2 mm and is to be such as to preclude any contactbetween the housing and the rotor. The maximumclearance need not to be more than 13 mm. Theabove requirement also applies to portable fans.

5.3.3 Following materials or combination ofmaterials for impeller/housing may be used :

- non-metallic materials2) (plastic materialhaving sufficient electric conductivity) witheach other or with steel (incl. galvanized,stainless)

- non-ferrous materials having good heatconductivity (bronze, brass, copper, notaluminium) with each other or with steel(incl.galvanized, stainless)

- steel (incl.galvanized, stainless) with eachother if a ring of adequate size made of abovenon-metallic/non-ferrous material is fitted inway of the impeller, or if a safety clearance ofat least 13 mm is provided

- aluminum or magnesium alloys with eachother or with steel (incl.galvanized, stainless)only, if a non-ferrous ring having a good heatconductivity, i.e. copper, brass, of adequatesize is fitted in way of the impeller.

5.3.4 Fan drives are subject to the requirementsin 1.3. Electric motors are to be located outside the ventducts.

5.4 Venting of cargo tanks

5.4.1 Openings in cargo tanks are to be so located

2) The electrical resistance of non-metallic materials mustnot exceed 106 Ohm unless special measures are taken toprevent electrostatic charges at the surface of the material

Administrator

Typewritten Text

B


and arranged that no ignitable gas mixtures can beformed in closed spaces containing sources of ignitionor in the vicinity of sources of ignition on deck.

5.4.2 The venting of cargo tanks may be effectedonly through approved pressure/vacuum reliefdevices which fulfill the following functions:

a) passage of large air or gas volumes duringloading/unloading and ballast operations,and

b) the flow of small volumes of air or gasduring the voyage

5.4.3 Venting arrangements may be fittedindividually on each tank or may be connected to acommon header system or to the inert gas system.

5.4.4 Where the venting arrangements of morethan one tank are connected to a vent header system,a shut-off device is to be provided at each tank. Wherestop valves are used, they shall be provided withlocking arrangements.

5.4.5 When shut-off devices according to 5.4.4 areprovided, cargo tanks are to be protected againstexcessive positive and negative pressures caused bythermal variations. Pressure/vacuum relief devices asspecified in para. 5.4.2 b) are to be fitted.

5.4.6 Venting arrangements are to be connected tothe top of each cargo tank in such a way that, undernormal conditions of trim and list, they are selfdraining into the cargo tanks. Where a self-drainingarrangement is impossible, permanently installedmeans for draining the vent lines to a cargo tank shallbe provided.

5.4.7 Where flammable liquids with a flash pointof 60EC or below are carried, the inlet and outletopenings of venting systems are to be fitted withapproved flame arresters in accordance with 6.

5.4.8 Vents for the discharge of large volumes ofair or gas during cargo and ballast handling operationsare to be designed in accordance with the followingprinciples:

- Depending on the height of the vents, theseshall allow the free flow of vapour mixturesor achieve a minimum velocity of 30 m/s.

- The vapour mixtures are to be dischargedvertically upwards.

- The clear section of vents shall be designedin accordance with the maximum loadingrate taking into account a gas evolutionfactor of 1,25.

5.4.9 Cargo tanks are to be provided with a highlevel alarm independent of the gauging device or withequivalent means to guard against liquid rising in theventing system to a height exceeding the design headof the cargo tanks.

5.4.10 Pressure and vacuum valves may be set higherduring voyage for the prevention of cargo losses thanfor controlled venting during loading.

5.4.11 Pressure/vacuum valves which are located inmasthead risers may be fitted with a by-passarrangement which can be opened during cargooperations. Indicators shall clearly show whether theby-pass valve is in the open or closed position.

5.4.12 Using the pressure/vacuum relief devices itshall be possible to depressurize the cargo tankscompletely. Indicators shall clearly show whether thedevice is open or closed.

5.4.13 The design, height and location of tank ventsshall be determined with regard to the cargoes forwhich the ship is intended, see C and Rules for ShipsCarrying Dangerous Chemicals in Bulk, Volume X.

5.4.14 In the design of pressure and vacuum valvesand the determination of their opening pressuresattention is to be paid to:

- the maximum loading and unloading rate

- the gas evolution factor

- the flow resistance in the venting system, and

- the permissible tank pressures

For chemical tankers see also Rules for Ships CarryingDangerous Chemicals in Bulk, Volume X.

5.4.15 Where static flame arresters, e.g. flamescreens and detonation arresters, are used, due attentionis to be paid to the fouling caused by the cargo.

5.4.16 Vent headers may be used as vapour returnlines. Vapour retrurn line connections are to be fittedwith shut-off valves and blind flanges.

5.4.17 Vents headers are to be provided with meansof safe draining.

5.4.18 Where vapour return is required by MARPOL73/78, Annex VI, Regulation 15 (Volatile organiccompounds), additional requirements contained in IMOMSC/Circ. 585 are to be observed. Details are to bedetermined with BKI on case to case basis.

5.5 Ventilation of other ship's spaces

When arranging the ventilation intakes and outlets forthe superstructure and machinery spaces, due attentionis to be paid to the position of tank and pump roomvents.

6. Devices to prevent the passage of flames

6.1 Devices to prevent the passage of flames suchas flame arresters3), flame screens, detonation arresters

3) Flame arresting devices shall conform to the IMOStandards MSC/Circular 677.

Administrator

Typewritten Text

Administrator

Typewritten Text

B


and high-velocity vents are subject to approval byBKI.

6.2 Flame arresters shall be made of materialwhich is resistant both to the cargo and to sea water.

The arrester elements are to be so designed thatfastenings are protected against loosening underservice conditions. The arrester elements shall bereplaceable.

6.3 Flame arresters are to be protected againstdamage and the entry of seawater and rain.

6.4 The effectiveness of flame arresters shall beverified by an institution recognized by BKI.

6.5 High-velocity vents with an efflux velocity ofnot less than 30 m/s for the removal of vapourmixtures from the immediate vicinity of the ship maybe used as flame arresters provided that they havebeen tested by an institution recognized by BKI.

6.6 High-velocity vents may be used forcontrolled venting instead of pressure-relief valves.

7. Tank level indicators

7.1 Level gauges

7.1.1 Tanks with a controlled venting system are tobe equipped with closed level gauges type approvedby BKI.

7.1.2 In addition, such tanks are to be equippedwith one of the sounding systems described in 7.2and 7.3.

7.2 Ullage ports

7.2.1 Sounding and ullage ports shall be capable ofbeing closed by watertight covers.

7.2.2 These covers are to be self-closing after thesounding operation.

7.2.3 Sounding and ullage ports and other openingsin cargo tanks, e.g. for the introduction of tankcleaning and ventilating equipment, may not belocated in enclosed or semi-enclosed spaces.

7.3 Sounding pipes

7.3.1 Sounding pipes shall terminate sufficientlyhigh above the tank deck to avoid cargo spillageduring sounding.

7.3.2 Provision is to be made for the watertightclosure of sounding pipes by self-closing covers.

7.3.3 The distance of the sounding pipe from thetank bottom may not be greater than 450 mm.

7.3.4 Cargo oil tank sounding and air pipes shallnot run through ballast tanks. Exemptions are subjectto 4.3.4 analogously.

7.4 Sampling equipment

Equipment for taking samples of the cargo frompressurized tanks is subject to approval by BKI.

8. Tank cleaning equipment

8.1 Fixed tank cleaning equipment is subject toapproval by BKI. It is to be installed and supported insuch a way that no natural resonance occurs under anyoperating conditions of the ship.

8.2 The foundations or supports of the equipmentare to be so designed that they are fully capable ofwithstanding the reaction forces set up by the washingmedium.

8.3 Tank cleaning equipment is to be made ofsteel. Other materials may be used only with theapproval of BKI.

8.4 Tank washing equipment is to be bonded tothe ship's hull.

8.5 Tankers equipped for crude oil washing are tobe fitted with an inert gas system in accordance with D.

9. Precautions against electrostatic charges,generation of sparks and hot surfaces

9.1 Precautions against electrostatic charges

9.1.1 The entire cargo system as well aspermanently installed equipment in the cargo area, e.g.pneumatically operated winches, hydraulic drives andejectors, are to be bounded to the ship's hull.

9.1.2 Cargo hoses, compressed air hoses, tankwashing hoses or other hoses used within cargo tanksor on deck within the cargo tank area are to beequipped with bounding arrangements over their entirelength including the couplings.

9.1.3 Means are to be provided for the earthing ofportable ventilators to the ship's hull prior to use.

9.2 Materials for tank covers

Removable covers made of steel, brass or bronze maybe used.

Aluminum and glass reinforced plastic (GRP) are notallowed.

9.3 Precautions against sparks from engineand boiler exhausts

Outlets of exhaust gas lines from main/auxiliaryengines and from boilers and other burner equipmentshall be located at a sufficient height above deck.

The horizontal distance to the cargo area shall not beless than 10 m.

This distance may be reduced to 5 m provided thatapproved spark arresters for internal combustionengine and spark traps for boiler/other burnerequipment exhaust gas lines are fitted.

Administrator

Typewritten Text

B

15 - 8 C Section 15 - Special Rules for Tankers

9.4 Protection against sparks

In deviation to Rules for Hull, Volume II, Section 24,A.12 (prohibition of aluminium paints) hot-dippedaluminium pipes may be used in ballast tanks, inertedcargo tanks and on the open deck where protectedagainst mechanical impact.

9.5 Protection against hot surfaces

On oil tankers, the steam and heating mediatemperatures shall not exceed 220 °C. On chemicaltankers this temperature shall not exceed thetemperature class of the cargo.

10. Gas detecting equipment

Gas detectors are to be carried on board as follows (ontankers with inert gas plant, see also D.4.2) :

two (2) instruments each for

- flammable vapours

- toxic vapours, where applicable

- oxygen

Cargo tanks are to be fitted with connections formeasuring the tank atmosphere.

11. Tests

After installation, cargo systems and heating systemstogether with their valves and fittings are to besubjected to a hydraulic pressure test at 1,5 times ofthe maximum allowable working pressure pe,perm,provided that the test pressure shall be at least 5 bar.

12. Tankers engaged exclusively in thecarriage of oil cargoes with a flash pointabove 60 EC

In general 1.1, 1.3, 2.1.1, 3.4.2, 4.3.1, 4.3.2, 5.2.2,5.2.3, 5.2.4, 5.2.5, 5.2.7, 5.3, 5.4, 6 and 7.1 of SectionB are not applicable in the case of oil tankers exclu-sively carrying flammable liquids with a flash pointabove 60 EC.

C. Tankers for the Carriage of Oil and otherFlammable Liquids having a Flash Pointof 60 oC or below4)

1. General

These requirements apply in addition to the generalrequirements in B.

1.1 Inerting of cargo tanks

Tankers of 20.000 tdw and above are to be equippedwith a permanently installed inert gas system inaccordance with D.

For tankers of less than 20.000 tdw, see D.9.

2 Inerting of double hull spaces

2.1 On oil tankers, required to be fitted with inertgas systems, suitable connections for the supply ofinert gas shall be provided on double hull spaces.Where necessary, fixed purge pipes arranged such totake into account the configuration of these spacesshall be fitted.

2.2 Where such spaces are connected to apermanently fitted inert gas distribution system,suitable means (e.g. a second water seal and checkvalve) shall be provided to prevent cargo vapourentering the double hull spaces.

2.3 Where no permanent distribution system isinstalled, a sufficient number of means for connectingto these spaces shall be provided on the inert gas main.

3. Ventilation of spaces in the cargo area

3.1 Cargo and ballast pump spaces are to beequipped with mechanical ventilation systems ofextraction type capable of at least 20 changes of airper hour.

3.2 The air intakes and outlets are to be located asfar away from each other as possible to preventrecirculation of dangerous cargo vapours.

3.3 The air intakes and outlets are to be located ata horizontal distance of at least 3 metres from openingsof accommodation areas, service and machineryspaces, control stations and other spaces outside thecargo area.

3.4 The height of the air intakes and outletsabove the weather deck shall be at least 3 metres.

3.5 Air outlets are to be located at a height of 2 mabove the gangway, where the distance between theoutlets and this gangway is less than 3 m.

3.6 Suitable portable instruments for measuringoxygen and flammable vapours in the spaces mentionedunder B.5.2 shall be provided. The gas detectorinstruments required under B.10 may be accepted forthis purpose. In selecting these instruments dueattention shall be paid to their suitability for use incombination with the fixed sampling pipelinesmentioned below.

Where measurement in double hull spaces cannot becarried out reliably using flexible sampling hoses,fixed sampling pipelines adapted to the configurationof these spaces shall be provided. Materials anddimensions of the fixed lines shall be such as to preventany restriction of their function. Plastic pipes shall be

4) Oil cargo having a flash point of 60 EC or below(closed cup test) and a vapour pressure which is belowatmospheric pressure.


4. Venting of cargo tanks

4.1 Cargo tanks are to be equipped withredundant venting devices in accordance with B.5.4.Both devices shall comply with the requirements as setout in B.5.4.2.a).

4.1.1 In case it is necessary to separate tanks ortank groups from a common system for cargo/ballastoperations these tanks or tank groups shall beequipped with redundant venting devices as per 4.1.

4.1.2 Instead of redundant devices as per 4.1 eachcargo tank may be equipped with a single vent systemon condition that each cargo tank is equipped withover/under pressure sensors having indicators in thecargo control room or in a location where the cargooperations are controlled. Alarms shall be activated inabove location when excessive over/under pressuresoccur.

4.2 Vent openings are to be fitted with flamearresters in accordance with B.6

4.3 Vent openings for loading and dischargingoperations are to be located at a horizontal distance ofat least 10 m from the following:

- air intakes or openings to enclosed spaceswhich contain sources of ignition

- deck machinery and equipment liable toconstitute a source of ignition.

The following minimum heights of cargo tank ventopenings above the tank deck and/or above the foreand aft gangway - when fitted within a distance of 4 mof this gangway - are to be maintained:

- outlet openings of high-velocity vents 2 m

- outlet openings of other vents 6 m.

4.4 Openings for the relief of small quantities ofvapours (breather valves) are to be located at ahorizontal distance of at least 5 m from air intakes oropenings to enclosed spaces containing sources ofignition and from deck machinery liable to constitutea source of ignition.

They shall be located at least 2 m above the weatherdeck.

4.5 The opening pressure for loading or voyagerespectively of the relief valves shall be adjusted notto exceed the values "pv" or "pvmin" used for the cargotank strength calculation in Rules for Hull, Volume II,Section 4, D.1.1.

4.6 Slop tanks are to be equipped with the sameventing arrangements as cargo tanks.

5. Bow and stern cargo lines

5.1 Cargo lines for loading or unloading over thebow or stern may be approved on followingconditions.

5.2 Outside the cargo area, bow and stern cargolines shall only be located on the open deck.

5.3 Pipelines forward and aft of the cargo areashall have welded connections. Flanged connections tovalves, fittings and compensators may be permittedwhere necessary. The pipelines shall be clearly markedand shall be fitted with shut-off valves in the cargoarea. When they are not in service, it shall be possibleto segregate the pipelines at this point by detachablespool pieces and blank flanges or by twoseries-mounted valves which can be locked in theclosed position and have an intermediate drain.

5.4 The shore connection is to be fitted with ashut-off valve and blank flange. The blank flange maybe dispensed with if a suitable patent hose coupling isfitted.

5.5 Spray shields are to be provided at the shoreconnection. Collecting trays are to be fitted underneathtransfer manifolds.

5.6 Means are to be provided by which pipelinesoutside the cargo area can be safely drained into acargo tank and be rendered inert.

5.7 Means of communication are to be providedbetween the cargo control station and the shoreconnection.

5.8 The following foam fire-extinguishingequipment in accordance with Section 12, K. is to beprovided for bow and stern cargo equipment:

- an additional monitor for protecting themanifold area,

- an applicator for protecting the cargo lineforward or aft of the cargo area.

5.9 Electrical appliances within a distance of3 m beyond the cargo shore connection shall meet therequirements stated in Rules for Electrical Installations,Volume IV, Section 15.

5.10 Bow and stern cargo equipment shall be soarranged that it does not hinder the launching oflifeboats. The launching station is to be suitablyprotected against cargo escaping from damaged pipesor cargo hoses.

5.11 Tankers with bow equipment for handling oilcargoes at single-point moorings at sea shall meet thefollowing requirements in addition to 5.1 to 5.10:

a) A fixed water spraying system is to beprovided covering the areas of chain stoppersand hose couplings.

b) Air pipes to the fore peak tanks are to be sitedas far as possible from the gas dangerousareas.

c) An emergency quick release system is to beprovided for the cargo hose and ship's

Administrator

Typewritten Text

C


mooring system. The points ofseparation of which are to be locatedoutside the ship's hull, see also Rulesfor Hull, Volume II, Section 24.

d) An operating manual shall be carried onboard which contains the necessary safetymeasures such as the operation of theemergency quick release system and theprecautions in case of high tensions in themooring system.

6. Combination carriers

6.1 With the exception of oil residues in the sloptanks, the simultaneous carriage of bulk cargo and oilis not allowed.

6.2 The pipelines to the slop tanks are to beprovided with spectacle flanges in combination withshut-off valves or alternatively spool pieces with twoblank flanges each. When bulk cargo is being carried,the piping system of the slop tanks is to be separatedfrom all other pipelines.

6.3 The slop tanks shall be provided with anindependent venting system.

6.4 A fixed pump is to be provided with a pipingsystem for discharging slops. The discharge line is tobe led directly to the deck and shall be capable ofbeing separated from all other systems by means ofspool pieces during the carriage of bulk cargo.

The hose connection is to be fitted with a shut-offvalve and a blank flange.

6.5 Slop tanks of combination carriers are to beprovided with means of inerting or are to beconnected to the fixed inert gas system, see D.3.9.

6.6 Cofferdams adjacent to slop tanks shall haveno pipe connections with cargo or ballast systems.Facilities shall be provided to enable the cofferdamsto be filled with water and to be drained, see alsoRules for Hull, Volume II, Section 24, G.3.

6.7 Below deck cargo pipes shall not be locatedin hold spaces or ballast tanks. They shall be arrangedin designated pipe ducts.

6.8 Where such ducts are situated within theassumed extent of damage, arrangements shall bemade to avoid progressive flooding of othercompartments not assumed to be damaged.

6.9 Ballast equipment for tanks located in thecargo area shall be sited in the cargo area. It shall notbe connected with machinery spaces.

6.10 Cargo spaces and adjoining spaces shall becapable of being ventilated by means of portable orfixed mechanical fans.

6.11 A fixed gas detection system of approveddesign with a visible and audible alarm is to beprovided for cargo pump spaces, pipe ducts and

cofferdams adjacent to slop tanks.

6.12 For all spaces and tanks not mentioned in 6.10and 6.11 which are located in the cargo area, adequatemeans for verifying the absence of flammable vapoursare to be provided on deck or in other easily accessiblepositions.

7. Safety equipment in cargo pump rooms

7.1 Temperature sensing devices shall be fitted oncargo, ballast and stripping pump casings, bearings andon their gastight bulkhead shaft glands.

Visible and audible alarms shall be effected in thecargo control room or the pump control station.

7.2 Pump room lighting, except emergencylighting, shall be interlocked with the ventilation suchthat lighting can only be switched on when theventilation is in operation. Failure of the ventilationshall not cause the lighting to go out.

7.3 A system for continuous monitoring of theconcentration of flammable vapours shall be fitted.Sequential sampling is acceptable, if dedicated to thepump room sampling points only and the sampling timeis reasonably short.

7.3.1 Sampling points or detector heads shall befitted in suitable locations, e.g. in the exhaustventilation duct and in the lower part of the pumproom above the floor plates, so that any possibleleakage may be readily detected.

7.3.2 Where gas sampling piping is routed into gassafe spaces such as Cargo Control Room, NavigationBridge or Engine Room following requirements are tobe observed:

7.3.2.1 Gas sampling pipes shall be equipped withflame arresters. Sample gas outlets are to be arrangedin the open at a safe location.

7.3.2.2 Bulkhead penetrations of sample pipes shallbe of approved type. Manual isolating valves are tobe fitted in each sampling line at the bulkhead on thegas safe side.

7.3.2.3 The gas detection equipment include samplepiping, sample pumps, solenoids, analyser, etc. shallbe arranged in a totally enclosed steel cabinet withgasketed door being monitored for gas leakages by itsown sampling point. At gas concentrations above30% LEL inside the cabinet the entire electricalequipment of the analysing unit is to be shut down.

7.3.2.4 Where the cabinet as per 7.3.2.3 cannot bearranged direct on the bulkhead sample pipes shall beof steel or equivalent and without detachableconnections of bulkhead valves and the analysingunit. The pipes are to be routed on the shortest waythrough this space.

7.3.3 When the flammable vapour concentrationexceeds 10 % of the lower flammable limit, visibleand audible alarms shall be effected in the pump

Administrator

Typewritten Text

Administrator

Typewritten Text

C


room, engine control room, cargo control room andnavigation bridge.

7.4 Bilge level monitoring devices shall be pro-vided in all pump rooms, triggering visible andaudible alarms in the cargo control room or the cargocontrol station and on the bridge.

D. Inert Gas Systems for Tankers

1. General

1.1 The inert gas system shall be capable ofsupplying a low-oxygen gas or gas mixture in orderto achieve an inerted atmosphere in cargo tanks andslop tanks.

1.2 Inert gas may be produced by main orauxiliary boilers (flue gas plant), inert gas generatorswith independent burner units, Nitrogen generatorsor other equipment.

Additional or deviating requirements for the relevanttype of system are prescribed in 5., 6. and 7.

1.3 In normal operation, the inert gas systemshall prevent air from flowing into the tanks andshall maintain the oxygen content of the tankatmosphere at less than 8 % by volume. Provisionshall, however, be made for ventilating the tankswhen access is required.

1.4 It shall be possible to purge empty tankswith inert gas in order to reduce the hydrocarboncontent to less than 2 % by volume as to ensuresubsequent safe ventilation.

1.5 Under normal operating conditions, i.e.when tanks are either full or being filled with inertgas, it shall be possible to maintain positive pressurein the tanks.

1.6 Gas discharge openings for tank purgingshall be arranged in suitable locations on deck andshall comply with B.5.2.5.

1.7 The system shall be capable of deliveringinert gas at a rate of at least 125 % of the totaldischarge capacity of the cargo pumps.

1.8 The oxygen content of the inert gas ornitrogen produced shall not exceed 5 % by volume.Lower values may be required for specialapplications (i.e. on chemical or gas tankers).

1.9 Means shall be provided to stabilize therequired oxygen content during start up and todischarge inert gas/nitrogen with too high oxygencontent to the atmosphere during abnormal operatingconditions.

1.10 The system shall ensure that the gas volumespecified in 1.7 is available during discharge. Atother times, a sufficient quantity of gas inaccordance with 1.5 shall be permanently available.

1.11 Parts of the inert gas system which come intocontact with the corrosive vapours and/or liquids fromthe inert gases shall be resistant to these or are to beprotected by suitable coatings.

1.12 Operating instructions are to be compiled forthe inert gas system containing instructions for theoperation and maintenance of the system togetherwith notices to health hazards and safety regulationsfor the prevention of accidents.

2 Installation

2.1 The inert gas system may be installed in themachinery space or in a separate space.

2.2 Separate inert gas spaces shall contain onlycomponents of the inert gas system. Inert gas spacesshall have no entrances to, or air intake openings intoaccommodation and service spaces or control stations.

2.3 Entrances and air intake openings are to bearranged in the end bulkhead of the space not facingthe cargo area. Alternatively, they may be located ina side bulkhead at a distance of L/25, subject to aminimum of 5 m, from the front bulkhead.

2.4 Mechanical forced ventilation is to beprovided for inert gas generator rooms. For fire extin-guishing equipment, see Section l2, Table 12.1.

2.5 Inert gas lines shall not be led throughaccommodation and service spaces or control stations.

3 Piping systems

3.1 Downstream of the non-return devicesrequired by 3.11, the inert gas main may be dividedinto two or more systems.

3.2 The inert gas lines are to be so arranged as toprevent the accumulation of cargo or water.

3.3 The inert gas main is to be equipped with ashore connection.

3.4 The inert gas main is to be fitted with one ormore devices to guard against excessive pressure andvacuum. These are to be designed to protect both thetanks and the water seal from excessive pressure incase of failure of the devices specified in 3.8 and areto be protected against freezing.

3.5 Connections between the inert gas main andthe cargo system are to be equipped with suitableisolating means. These may consist of :

- two shut-off valves with intermediate vent, or

- two shut-off valves with an intermediatespool piece.

The valve on the cargo line side shall be a screw-down non-return valve.

3.6 The inert gas lines to the individual tanks areto be fitted with shut-off devices. If valves are used

Administrator

Typewritten Text

D

15 - 12 D Section 15 - Special Rules for Tankers

3.6 The inert gas lines to the individual tanksare to be fitted with shut-off devices. If valves areused for this purpose, they are to be equipped withlocking devices.

3.7 All tanks are to be equipped with pressure-vacuum relief devices.

3.8 For the displacement of large volumes ofvapour/inert gas during loading or ballasting, theinert gas main is to be fitted with blow-off masts orhigh velocity vent valves unless these devices arefitted on the cargo tanks themselves. The design ofthese devices shall comply with B.5.4.

3.9 In combination carriers spectacle flanges areto be fitted in the inert gas line to enable cargospaces to be isolated from the inert gas system.

Inerting of slop tanks shall be possible when cargoesother than oil are being carried.

3.10 In the discharge line from the blowers to thecargo area a control valve is to be fitted at the bulk-head of the forward most gas safe space throughwhich this line passes. This shall close automaticallyunder the conditions stated in Table 15.1.

In addition, this valve shall automatically control theflow rate in the system unless other equivalentdevices are provided for that purpose.

3.11 Two non-return devices are to be fitted inthe inert gas main to prevent the entry ofhydrocarbon gases or vapours into machinery space,flue gas lines and gas-safe spaces. These non-returndevices shall remain operational in all normal trimpositions and motions of the ship and shall belocated in the cargo area between the control valve(3.10) and the aftermost connection to any cargotank or cargo piping.

a) The first non-return device shall be a waterseal.

Two separate independent water suppliesshall be provided for the water seal.

Inlet and outlet lines connected to the waterseal are to be fitted with water loops orequivalent devices. Water loops are to besafeguarded against being emptied byvacuum.

The deck water seal and all looparrangements shall be capable of preventingreturn of hydrocarbon vapours at a pressureequal to the test pressure of the cargo tanks.

The water seal shall be protected againstfreezing. Heating devices shall be designedto prevent overheating of the water seal.

b) The second non-return device shall be ascrew-down type check valve or consist of acheck valve and shut-off valve fitteddownstream of the water seal.

c) Between the control valve and the water seala valve is to be fitted by means of which theinert gas line between these two valves canbe depressurized.

4 Monitoring equipment

4.1 Measuring instruments are to be fitted forcontinuous indication and permanent recording of thepressure in the inert gas main and the oxygen contentof the inert gas being supplied.

These instruments are to be arranged in the cargocontrol room, where provided, or in a locationaccessible to the cargo officer.

Pressure sensing lines shall not be led directly intogas safe spaces. Transmitters or equivalentequipment shall be fitted.

4.2 For the control of the tank atmosphere,besides the instruments required in B.10, additionalportable instruments for measuring hydrocarbonconcentrations in an inert atmosphere shall beprovided. Tanks and spaces required to be inertedshall be fitted with suitable connections.

4.3 Suitable equipment is to be provided for cali-brating permanently installed and portable gas meas-uring appliances.

4.4 The low level alarm in the water seal and thepressure alarm for the inert gas main shall remainoperational when the inert gas plant is not in service.

4.5 As a minimum requirement, measuring,alarm and safety devices in accordance withTable 15.1 are to be installed.

5. Boiler flue gas plants

5.1 Boiler plants are to be equipped withautomatic combustion control.

5.2 At least two inert gas blowers are to be fittedwhich, acting together, can deliver at least thequantity of gas specified in 1. 7. Each blower shall becapable of delivering at least 1/3 of the required gasflow (42 % of the total delivery rate of the cargopumps). The blowers are to be fitted with shut-offvalves on the suction and delivery sides.

If blowers are also used for gas-freeing, the air inletsare to be provided with blanking arrangements (forthe ventilation of spaces in the cargo area, see B.5.2).

5.3 A gas scrubber is to be provided outside thecargo area, in which the gas is effectively cooled andsolids and sulphurous combustion products areremoved. Suitable separators are to be fitted at thescrubber outlet.

5.4 The supply of cooling water to the equipmentshall be ensured without interfering with any essentialshipboard services.

Provision shall also be made for alternative supply of


5.5 The boiler flue gas uptakes are to be fittedwith shut-off valves with remote position indicators.The soot blowers are to be interlocked with thesevalves in such a way that they can only be operatedwhen the flue gas uptakes are closed.

Provision is to be made (e.g. by means of an air sealand steam connection) for maintaining the sealingefficiency and mechanical function of these valves.

A second shut-off device is to be fitted at the inlet ofthe scrubber to ensure that gas cannot enter thescrubber during maintenance.

6. Inert gas generators with independentburner equipment

6.1 Burner equipment with automaticcombustion control in accordance with Section 9 isto be installed.

6.2 The plant shall be capable of delivering thevolume specified in 1.7 and 5.2.

6.3 Notwithstanding 5.2, only one permanentlyinstalled blower need to be provided if sufficientspares are carried for the blower and blower drive toensure that any damage can be rectified with themeans available on board.

6.4 To fuel feed pumps 6.3 applies analogously.

6.5 The inert gas equipment is to be fitted withan automatic starting up system which ensures thatonly gas of the required composition can besupplied.

6.6 If more than one inert gas generator isinstalled, each unit is to be fitted with shut-offdevices on the delivery side.

7. Nitrogen generator systems

7.1 The following requirements apply togenerator systems producing nitrogen by separatingair into its component gases by passing compressedair through a bundle of hollow fibres, semi-permeable membranes or absorber materials.

7.2 Unless stated otherwise the requirements in1., 2., 3. and 4. apply. Indicators, alarms andautomatic functions as per Table 15.1 are to be fittedand arranged.

7.3 Where nitrogen generators are arranged in aseparate compartment an independent mechanicalextraction ventilation system providing 6 changes ofair per hour is to be fitted instead of the requirementsset out in 2.4. The oxygen content in thiscompartment shall be monitored and concentrationsbelow 19,5 % by volume shall be alarmed.

7.4 Two air compressors shall be providedhaving together the capacity required in 1.7. Thecapacity shall preferably be divided equally betweenthe two compressors. Where unequal compressors arefitted the lowest capacity shall not be less than 1/3 ofthe total capacity required.

One air compressor may be accepted on condition thatsufficient spares for the compressors and prime moverare carried on board enabling repair by the crew inreasonable time.

7.5 A continuously operating feed air treatmentsystem shall be provided to remove free water and oilfrom the compressed air and to maintain the specifiedtemperature.

7.6 Where fitted, a nitrogen receiver/buffer tankmay be installed together with the nitrogen plant inthe same compartment or in a dedicated compartmentor in the cargo area. Access to this compartment is tobe arranged from the open deck with a door openingoutwards. A permanent ventilation and oxygenmonitoring according to 7.3 shall be fitted.

7.7 The oxygen-enriched air from the nitrogengenerator and the nitrogen enriched product gas fromthe nitrogen receiver/buffer tanks safety valves are tobe discharged to a safe location on the open deck.

7.8 In order to permit maintenance, sufficientmeans of isolation shall be provided between thegenerator, receiver, buffer tank and other components.

7.9 In deviation from 3.11 a) the first of the twonon-return devices in the main deck line shall be ofthe double block and bleed arrangement. The secondnon-return device shall comply with 3.11 b).

8. Inert gas plants for chemical tankers

8.1 These requirements apply in addition to 1.,5., and 6.

8.2 As an alternative to the water seal mentionedin 3.11 a), double shut-off valves with an intermediatevent valve may be fitted with BKI special consentprovided that :

- these valves operate automatically and

- the opening/closing is directly controlled bythe inert gas flow or the differential pressureand

- alarms are fitted to signal valve malfunctions(e.g. "Blower stop" with "Valves open").

8.3 Notwithstanding 1.7, a lower delivery ratemay be approved for the plant if the discharge rate ofcargo pumps is limited to 80 % of the available inertgas flow. An appropriate note is to be included in theoperating instructions.

Administrator

Typewritten Text

D


Table 15.1 Indicating, alarm and safety devices for inert gas system

Monitored Item

Indication Alarm Actuation Application

Mac

hine

ry sp

ace/

ECR

Car

go c

ontro

l roo

m o

r sta

tion

Nav

igat

ion

brid

ge

Lim

it va

lue

Mac

hine

ry sp

ace/

ECR

Car

go c

ontro

l roo

m o

r sta

tion

Stop

blo

wer

s/fa

ns

Clo

se re

gula

ting

valv

e

Shut

-dow

n N

2 gen

erat

or

Perm

anen

t rec

ordi

ng

Flue

gas

syst

em

IG g

ener

ator

with

bur

ner

Nitr

ogen

gen

erat

or

O2 - content after blower, IG/N2generator x x - >8% x x - - x x x x x

Pressure in main deck line - x x 1,2,3 x x - - - x x x x

Pressure in slop tanks (OBO’s only) - x x - - - - - - - x x x

Power failure regulating valve - - - - x x - - - - x x x

Power failure alarm and control system - - - - x x - - - - x x x

Cooling water pressure/flow scrubber x - - low x - x5 x - - x x -

Water level scrubber - - - high x - x x - - x x -

Gas temperature after blower/IGgenerator x - - high x - x5 x - - x x -

Pressure after blower/IG generator x - - - - - - - - - x x -

Blower failure x - - - x x - x - - x x -

Level in deck water seal x - - low4 x x - - - - x x -

Flame failure x - - - x - - - - - - x -

Fuel supply x - - low x - - - - - - x -

Power failure inert generator/N2 plant - - - - x x - x - - - x x

Air temperature compressor outlet x x - high x x - x x - - - x

Feed-air pressure x x - low x x - x x - - - x

Level in water separator x x - high x x - x x - - - x

Failure electrical heater x x - - x x x - x - - - x

Air temperature inlet N2 generator x x - - - - - - - - - - x

Pressure N2 generator inlet x x - - - - - - - - - - x

1 High pressure alarm-setting below P/V-valve/-breaker relief pressure

2 Low pressure alarm-setting at 10 mbar

3 Second low pressure alarm 10 mbar, or alternatively : Stop cargo pumps

4 Level alarm shall remain operable when plant is stopped

5 On IG generators with burner : Stop fuel supply

Administrator

Typewritten Text

D


8.4 It shall be possible to isolate cargo tanksfrom the inert gas system by spool pieces or doubleblanks with an intermediate vent.

8.5 The inert gas plant is to be so designed thatthe maximum allowable working pressure pe,permdoes not exceed the test pressure of the cargo tanks.

9. Inert gas generators for tankers notcovered by C 1.1

9.1 Inert gas plants used exclusively forblanketing cargo, inerting spaces surrounding tanksand purging systems and installation componentsare not required to conform to 1.4, 1.7, 3.4, 3.6, 3.8,3.9, 3.11, 4.4, 5., 6.2, 6.3, 6.4 and 7.

9.2 In the inert gas main within the cargo areatwo non-return devices are to be fitted in series. Ifthe equipment is provided with fixed connections tothe cargo tanks, the design of the non-return devicesis to comply with 3.11 a) to 3.11 c). Otherwise,removable spool pieces are to be fitted at allconnections to cargo tanks, spaces surroundingtanks, cargo and process pipelines.

Shut-off devices are to be fitted upstream anddownstream of these spool pieces. Pressurereducing valves are to be backed up by safetyvalves.

9.3 Spaces to be inerted, are to be equippedwith means for measuring the pressure and withconnections for checking the tank atmosphere aswell as with suitable safety devices to preventexcessive pressure or vacuum. Suitable measuringinstruments are to be provided for the measurementof oxygen and hydrocarbon gases and vapours.

9.4 Where absorption units are installed thoseshall be designed for automatic regenerativeoperation.

9.5 Inert gas storage tanks and absorption andfilter units operated under pressure shall complywith Section 8.

10. Inert gas storage systems

10.1 General

Inert gas storage systems may also be provided forinerting the spaces surrounding tanks and forblanketing the cargo in the tanks. The storedquantity of gas shall be sufficient to allow for lossesof inert gas during the voyage.

10.2 Design

10.2.1 The inert gas may be stored in pressurevessels or cylinders. Pressure vessels are to belocated in the cargo area on the open deck or inseparate spaces. Pressure vessels and cylinders aresubject to the requirements in Section 8analogously.

The provisions of Sections 12.G.2.2 and G.3. applywherever relevant to the installation of pressurevessels and cylinders in closed spaces.

10.2.2 A pressure reducing valve backed up by asafety valve is to be fitted to pressure vessels andbatteries of cylinders. The downstream pipingsystem is to be installed in accordance with 9.2.

10.2.3 The spaces which shall be inerted are to beequipped in accordance with 9.3.

Administrator

Typewritten Text

D

Section 16 - Torsional Vibrations A, B 16-1

S e c t i o n 16

Torsional Vibrations

A. Definition

For the purposes of these requirements, torsionalvibration loads are additional loads due to torsionalvibrations. They result from the alternating torquewhich is superimposed on the mean torque.

B. Calculation of Torsional Vibrations

1. A torsional vibration analysis covering thetorsional vibration stresses to be expected in the mainshafting system including its branches is to besubmitted to BKI for approval. The following datashall be included in the analysis:

Input Data

- equivalent torsional vibration system

moments of inertia and inertialess torsionalelasticities / stiffnesses for the completesystem

- prime moverengine type, rated power, rated speed, cyclesper revolution, design (in-line/V-type),number of cylinders, firing order, cylinderdiameter, stroke, stroke to connecting rodratio, oscillating mass of one crank gear,excitation spectrum of engine in the form oftangential coefficients (for new/unconventional types of engines)

- vibration damper

type, damping coefficient, moments ofinertia, dynamic stiffness

- elastic couplings

type, damping coefficient, moments of inertiadynamic stiffness

- reduction/power take off (PTO) gears

type, moment of inertia for wheels andpinions, individual gear’s ratios per mesh,effective stiffness

- shafting

shaft diameter of crankshafts, intermediateshafts, gear shafts, thrust shafts and propellershafts

- propeller

type, diameter, number of blades, pitch andexpanded area ratio, moment of inertia in airmoment of inertia of entrained water (forzero and full pitch for CP propellers)

Output Data/Results

- natural frequencies

with their relevant vibration forms (modes)

- forced vibratory loads (torques or stresses)

calculated torsional vibration torques/shearstresses in all important elements of thesystem with particular reference to clearlydefined resonance speeds for the wholeoperating speed range. The results shallinclude the synthesized values (vectorial sumover all harmonics) for the torques /stresses

2. The calculations are to be performed both fornormal operation (uniform pressure distribution overall cylinders or small deviations in pressuredistribution e.g. ± 5 %) and misfiring operation (onecylinder without ignition, compression of the cylinderstill existing).

3. Where the installation allows various opera-tion modes, the torsional vibration characteristics areto be investigated for all possible modes, e.g. ininstallations fitted with controllable pitch propellersfor zero and full pitch, with power take off gearintegrated in the main gear or at the forwardcrankshaft end for loaded and idling generator, withclutches for engaged and disengaged branches.

4. The calculation of torsional vibrations shallalso include the stresses / torques resulting from thesuperimposition of several harmonics (synthesizedvalues) so far relevant for the overall assessment ofthe system, see also 1., output data.

5. If modifications are introduced into thesystem which have a substantial effect on the torsionalvibration characteristics, the calculation of thetorsional vibrations is to be adapted and re-submittedfor approval.

6. Where an electrical machine (e.g. staticconverter controlled motors) can generate periodic

16-2 C Section 16 - Torsional Vibrations

excitation leading to relevant torsional vibrationstresses in the system as a whole, this is to be takeninto account in the calculation of the forced torsionalvibration. The manufacturer of the electrical machineis responsible for defining the excitation spectrum ina suitable manner for performing forced torsionalvibration calculations.

C. Permissible Torsional Vibration Stresses

1. Shafting

1.1 In no part of the shafting may the alternatingtorsional vibration stresses exceed the following valueof τ1 for continuous operation or of τ2 under transientconditions. Fig. 16.1 indicates the τ1 and τ2 limits as areference for intermediate and propeller shafts ofcommon design and for the location deemed to bemost severely stressed (ck = 0,55 or ck = 0,45 forpropeller shafts, and ck = 1,0 and ck = 0,8 forintermediate shafts). The limits depend on the designand the location considered and may in particular caseslie outside the indicated ranges according to Fig. 16.1.They are to be determined in accordance withequations (1) - (4) and Table 16.1.

Speed ranges in the n/no # 0,8 area, in which thepermissible values of τ1 for continuous operation areexceeded may be crossed through quickly (barredspeed ranges for continuous operation), provided thatthe limit for transient operation τ2 are not exceeded.

[N/mm2] (1)

for speed ratio values λ < 0,9

[N/mm2] (2)

for speed ratio values 0,9 # λ # 1,05

[N/mm2] (3)

Alternatively and depending on the material anddesign the following formula may be use instead (3)

[N/mm2] (3')

d = [mm] shaft diameter

λ = [-] speed ratio

= n/no

n = [Rpm] speed

no = [Rpm] nominal speed

Rm = [N/mm²] tensile strength of shaft material

cW [-] material factor

(4)

For direct coupled plants in general materials with atensile strength Rm $ 500 N/mm2 must be used, forgeared plants or other plants with low torsionalvibration level shafting materials with Rm $400 N/mm2 may be accepted.

For the purpose of the formulas (1), (2), (3), (3') thetensile strength calculation value applied must notexceed the following limits:

Rm = 600 N/mm2

– for propeller shafts in general – for other shafts particularly intermediate

shafts, made of forged, low alloy carbon or carbon manganese steel

Rm = 800 N/mm2

– for all shafts except propeller shafts made of forged high alloy steels. Formula (3) should be applied in conjunction with such steels and special design features only.

cD = size factor [–]

= 0,35 + 0,93 · d-0,2

cK = form factor for intermediate and propeller shafts depending on details of design and construction of the applied mechanical joints in the shaft line. The value for cK is given in Table 16.1. [–]

1.2. In the speed range 0,9#λ# 1,05 the alternat-ing torques in the shafting system may not exceed75 % of the mean full-load torque transmitted by theshafting. With the consent of BKI, 90 % of the meantorque may be permitted provided that the torque isonly transmitted in the connection by friction only orintegrally forged flanges are applied.

1.3. For controllable pitch propeller systems thepermissible values of J2 within a barred speed rangemay be exceeded provided that the system is operatedat a low pitch and the additional shear stresses remainbelow the J2 value for 8 = 0,6 calculated byformula (3). Applying this alternative, which is subjectto special approval, requires an adequate design caseby case. Especially a fast crossing of barred speedrange has to be guaranteed additionally by adequatemeasures. In such cases an adequate dimensioning ofall connections in the shaft system for dynamic torqueat resonance speed has to be proven individually.

Section 16 - Torsional Vibrations C 16-3

Fig. 16.1 Permissible torsional vibration stresses in shafting systems in accordance with formulae (1)- (3) for shaft materials with a tensile strength of 450 N/mm²

16-4 C Section 16 - Torsional Vibrations

Table 16.1 Form factors for intermediate and propeller shafts

cK[-] Shaft type/design

1,0 Intermediate shaftswith integral forged flanges and/or hydraulic oil mounted shrink fit couplings.

0,60Intermediate shaftswith keyway / key flange connection (in general not to be used for plants with barred speedranges)

0,50 Intermediate shaftswith radial holes of standard design 1) (for example oil distribution (OD) shaft of CP plants)

0,30 Intermediate shaftswith longitudinal slots of standard design 2 )(for example for OD shaft of CP plants)

0,85 Trust shaftstransmitting thrust, additionally to the torque, by means of a collar (bending)

0,80 Propeller shaftsin the forward propeller shaft area 3) within the stern tube

0,55 Propeller shaftswith forged or hydraulic shrink fit flange and keyless propeller fit within the aft 4 propeller shaftarea.

0,45 Propeller shaftswith key fitted propellers (in general not to be used for plants with barred speed ranges) and oillubrication in the stern tube within the aft 4) propeller shaft area.

0,40 Propeller shaftswith grease lubrication in the stern tube in the aft 4) propeller shaft area.

The part of propeller shafts outside the stern tube ( engine room area) is subject to the same cK factors as the intermediate shaft.

1) The cK factor as given above covers the stress concentration for bores with good manufacturing quality and adequatelysmoothened up in the transitions for hole diameters not exceeding 30 % of the shaft’s outer diameter. For other special designsindividual stress concentration factors may be applied based on special considerations to be approved by BKI.

2) The cK factor as given above covers the stress concentration for slots with good manufacturing quality and adequately smoothenedup in the transitions for slots with axial extension less than 80 % of the shaft’s outer diameter, width of the slot less than 10 %of the shaft’s outer diameter and a rounding at the ends not less than the width of the slot (half circle). For other special designsor arrangements with more than one slot individual stress concentration factors may be applied based on special considerationsto be approved by BKI.

3) The forward propeller shaft area is the area inside the stern tube (up to the forward stern tube seal) next to the after bearingposition as defined under 4. For designs with shaft bossings, the forward area is that adjoining and lying forward of the aft bossingbearing.

4) The aft propeller shaft area is the area inside the stern tube extending from the aft stern tube bearing to the forward supportingedge of the propeller hub. For designs with shaft bossings, it is the area between the aft bossing bearing and the forwardsupporting edge of the propeller hub. The aft propeller shaft area is defined for an axial extent of at least 2,5 A d.

2. Crankshafts

2.1 Crankshafts applied for engines for shipsclassed by BKI shall be approved on the basis of the"Regulations for the Calculation of Diesel EngineCrankshafts", for Internal Combustion Engines. Forapplication of this guideline a gas pressure distributionin the cylinder over the crank angle is submitted bythe maker of the engine. The maker of the engine also

applies for approval of a maximal additional(vibratory) shear stress, which is referred to the crankwith the highest load due to mean torque and bendingforces. Normally this approved additional shear stressmay be applied for first evaluation of the calculatedvibratory stresses in the crankshaft via the torsionalvibration model. Common values are between 30 and70 N/mm2 for medium and high speed engines andbetween 25 and 40 N/mm2 for two strokes engines, but

Section 16 - Torsional Vibrations C 16-5

special confirmation of the value considered forjudgement by BKI is necessary.

For further details see also Section 2,C.1.

2.2. When the generally approved limit for thevibratory stresses for the crankshaft of the engine asdefined under 2.1 is exceeded, special considerationsmay be applied to define a higher limit for the specialinvestigated case. For this detailed system calculations(combined axial/torsional model) and application ofthe actual calculated data within the model inaccordance to "Regulations for the Calculation ofDiesel Engine Crankshafts", for Internal CombustionEngines, as quoted under 2.1 are necessary. Suchspecial considerations especially the application ofcombined axial and torsional vibration calculations,may only be considered for direct coupled two strokeengine plants. For such evaluations in no case theacceptability factor in accordance to the BKI Guidelineshall be less than 1,15 over the whole speed range.

2.3. Torsional vibration dampers which are aimingto reduce the stresses in the crankshaft must be suitablefor use for diesel engines. BKI reserve the right to callfor proof of this, compare also F.

Torsional vibration dampers shall be capable of beingchecked for their performance ability in the assembledcondition or shall be capable of being dismounted withreasonable ease for checking purpose. Thisrequirement does not apply for small medium or highspeed engines, so far the exchange of the damper is apart of the regular service of the engine and a fixedexchange interval is part of the engine’s crankshaftapproval.

3. Gears

3.1. In the service speed range 0,9 # 8 # 1,05, noalternating torque higher than 30 % of the meannominal torque for this stage shall normally occur inany loaded gear's mesh. In general the value for themaximum mean torque transmitted by the gear stagehas to be applied for evaluation purposes as the meannominal torque.

If the gearing is demonstrably designed for a higherpower, then, in agreement with BKI, 30 % of thedesign torque of the concerned gear’s mesh may beapplied as the load limit.

3.2. When passing through resonant speeds belowthe operational speed range during starting andstopping of the plant, the alternating torque in the gearshall not exceed twice the nominal mean torque forwhich the gear has been designed.

3.3. Load reversal due to alternating torques isnormally permitted only while passing through thelower speed range up to 8 # 0,35. If, in special cases, gear hammering in the 8 # 0,35speed range is unavoidable, a barred speed range inaccordance with E.1. is to be specified.

This requirement does not apply to gear stages whichrun without load (e.g. the idling stage of a reversinggear or the idling gears of an unloaded shaft-drivengenerator). These are covered by the provisions inaccordance to 3.4.

3.4. In installation where parts of the gear trainrun without load, the torsional vibration torque incontinuous operation shall not exceed 20 % of thenominal torque in order to avoid unacceptable stressesdue to gear hammering. This applies not only to gearstages but also to parts which are particularly subjectto torsional vibrations (e.g. multiple-disc clutchcarriers). For the loaded parts of the gear system theprovisions in accordance to 3.1 apply.

Higher alternating torques may be approved by BKI ifproof is submitted that design measures have beenintroduced considering these higher loads, see 3.1.


4.1. Flexible couplings shall be designed towithstand the torsional vibration loads which occurduring operation of the ship. In this context, the totalload resulting, in accordance with B.4., from thesuperimposition of several orders is to be taken intoaccount, see also Section 5.

4.2. Flexible couplings shall be capable oftransmitting for a reasonable time the increasedalternating torques which occur under abnormaloperating conditions in accordance with B.2. Areasonable time is in general the time consumed untilthe misfiring operation is detected and the propulsionplant is transferred to a safe operating condition.

Speed ranges within which, under abnormal operatingconditions, continuous operation is not allowed shallbe indicated in accordance with E .2.

5. Shaft-driven generators

5.1. In installation with generators directly andrigidly coupled to the engine (free crankshaft end) it isnecessary to ensure that the accelerations do notexceed the values prescribed by the manufacturer inany part of the generator.

The applicable criterion in such cases shall be thetangential acceleration, which is the product of theangular acceleration and the effective radius. Theangular acceleration is determined by means of forcedtorsional vibrations calculations and is to be regardedas the synthesized value of all major orders. However,for simplified consideration of exited resonant speedthe value of the individual harmonics may be usedinstead for assessment.

5.2. The torsional vibration amplitude (angle) ofshaft-driven generators shall normally not exceed anelectrical value of ± 5E. The electrical vibrationamplitude is obtained by multiplying the mechanicalvibration amplitude by the number of pole pairs.

16-6 D, E, F Section 16 - Torsional Vibrations

Whether BKI is able to permit higher values dependson the configuration of the ship's electrical system.

6. Connected units

6.1. If further units, e.g. power turbines orcompressors, are coupled to the main propulsionsystem with or without the ability to declutch, dueattention is to be paid to these units when investigatingthe torsional vibration loadings.

In the assessment of their dynamic loads, the limits asdefined by the respective makers are to be consideredin addition to the criteria as stated in 1. If these limitsare exceeded, the units concerned are to be disengagedor prohibited ranges of operation in accordance withE.1. are to be declared. Dismounting of such unitsshall generally not lead to substantial overloading ofthe main system in terms of exceeding the J2 limit forshafting systems, the maximum torque for flexiblecouplings or the like.

6.2. In special cases, the calculations of forcedtorsional vibrations, including those for disturbedoperation (dismounted unit), as stated in B.1. will berequired to be submitted to BKI. In such cases BKIreserves the right to stipulate the performance ofconfirmatory measurements (compare. D.), includingsuch as related to disturbed operation.

D. Torsional Vibration Measurements

1. During the ship's sea trials, the torsionalvibrations of the propulsion plant are to be measuredover the whole operating range. Measuring investiga-tions shall cover the normal as well as the misfiringcondition. Speed ranges, which have been declared asbarred speed ranges in accordance with E.1. formisfiring operation shall not be investigated bymeasurements, as far as these ranges are finallydeclared as "barred" on the base of reliable andapproved calculations and adequately documented.

Measurements are required by BKI for all plants witha nominal torque exceeding 40 kNm. For other plantsnot meeting this condition, BKI reserve the right to askfor measurements depending on the calculation results.The requirement for measurements will becommunicated to the yard/engine supplier with theapproval letter for the torsional vibration calculation.

Where measurements of identical propulsion plants(specifically sister vessels) are available, furthertorsional vibration measurements for repeat ships may,with the consent of BKI, be dispensed with.

In case that the measuring results are not conclusiveenough in respect to the calculations, BKI reserve theright to ask for further investigations or new approvalof a revised and adapted calculation model.

2. Where existing propulsion plants aremodified, BKI reserve the right to require a renewedinvestigation of the torsional vibration characteristics.

E. Prohibited Ranges of Operation

1. Operating ranges, which due to the magnitudeof the torsional vibration stresses and / or torques mayonly be passed passed through quickly (transientoperation), are to be indicated as prohibited ranges ofoperation by red marks on the tachometer or in someother suitable manner at the operating stations. Innormal operation the speed range λ $ 0,8 is to be keptfree of prohibited ranges of operation.

In specifying prohibited ranges of operation it has tobe observed that the navigating and manoeuveringfunctions are not severely restricted. The width of thebarred speed range(s) is (are) to be selected in a waythat stresses in the shaftings do not exceed thepermissible τ1 limit for continuos operation with anadequate allowance considering the inaccuracies of thetachometers and the speed setting devices. For gearedplants the barred speed ranges, if any, refer to the gearmeshes and elastic couplings and are to be determinedin the same way with reference to the permissiblevibratory torques or permissible power loss for thesecomponents (see also C.4. and C.5).

2. Measures necessary to avoid overloading ofthe propulsion plant under abnormal operatingconditions are to be displayed on instruction plates tobe affixed to all engine control stations.

F. Auxiliary Machinery

1. Essential auxiliary machinery such as dieselgenerators and bow thrusters shall be designed in away that the operating speed range is free ofunacceptable stresses due to torsional vibrations inaccordance with C.

2. Generators

2.1 For diesel generator sets with a mechanicaloutput of more than 150 kW torsional vibrationcalculations must be submitted to BKI for approval.The investigations must include natural frequencies aswell as forced vibration calculations. The speed range90 % to 105 % of the nominal speed must beinvestigated under full load conditions.

2.2 For rigidly coupled generators (withoutelastic coupling) the vibratory torque in the input partof the generator’s shaft must not exceed 250 % of thenominal torque . For the purposes of this Rule nominaltorque is the torque which can be calculated byapplying the actual data of the diesel engine (nominal

Section 16 - Torsional Vibrations F 16-7

output / nominal speed).

The compliance of the limit of 250 % within the speedrange 90 % to 105 % of the nominal speed shall beproven. The calculation for this speed range shall becarried out by using the excitation corresponding to thenominal torque of the engine.

Exceeding the limit of 250 % may be considered inexceptional cases, provided that the generator’smanufacturer has designed the generator for a higherdynamical torque. But also in such cases a highestvalue of 300 % of the actual nominal torque of the setas defined above must not be exceeded.

3. Bow thruster

3.1 For bow thrusters as well as for furtheressential auxiliary machinery driven by a diesel enginewith a mechanical output higher than 150 kW, naturalas well as forced torsional vibration calculations mustbe submitted to BKI for approval. The torsionalvibration calculation must focus onto the actual loadprofile of the set.

3.2 For bow thrusters as well as for furtheressential auxiliary machinery driven by electricalmotor the supplier shall take care that relevantexcitation forces (e.g. propeller blade frequency orsimilar) may not lead to unacceptable torsionalvibration loadings. In special cases BKI may requirethe submission of corresponding calculations.

Section 17 - Spare Parts A,B 17 - 1

S e c t i o n 17

Spare Parts

A. General

1. In order to be able to restore engine operationand manoeuvering capacity to the ship in the event ofdamage at sea spare parts for the main drive and theessential auxiliary machinery are to be carried onboard every ship, together with the necessary tools.

These Rules are considered to be complied with if therange of spare parts corresponds to the tables givenbelow and allowing for the extend of the installedsystems and components in question at the time ofcommissioning.

2. Depending on the design and arrangement ofthe engine plant, the intended service and operation ofthe ship, and also the manufacturer'srecommendations, a different volume of spare partsmay be agreed between the shipowner and BKI.

Where the volume of spare parts is based on specialarrangements between the shipowner and BKI,technical documentation is to be provided.

A list of the relevant spare parts is to be carried onboard.

3. In the case of propulsion systems andessential auxiliary machinery which are not includedin the following tables, the requisite range of spareparts is to be established in each individual casebetween shipyard/shipowner and BKI

B. Volume of Spare Parts

The volume of spare parts in accordance with thetables below is classified according to different rangesof service:

A = Unlimited range of service and P

B = All other ranges of service (L & T)

Explanations :

P (Restricted Ocean Service)

This range of service is limited, in general, to the tradefor limited ocean service, provided the distance to thenearest port of refuge and the offshore distance are notexceeding 200 nautical miles, or the trade withinSouth East Asian waters, as well as trade withinenclosed seas such as Mediterranean, Black Sea,Carribean Sea and waters with similar sea conditions.

L (Coasting Service)

This range of service is limited, in general, to the tradealong the coasts, provided the distance to the nearestport of refuge and the offshore distance are notexceeding 50 nautical miles, as well as to the tradewithin enclosed seas such as Riau Islands SeaTerritory.

T (Shallow Water Service)

This range of service is limited to the trade in calmsea, bays, harbors or similar waters where there is norunning of heavy seas.

17 - 2 B Section 17 - Spare Parts

Internal combustion engines

Table 17.1 Spare parts for main engines 1), 4), 5)

Range of spare parts A B

Main bearings Main bearings or shells for one bearing of each size and typefitted, complete with shims, bolts and nuts

1 -

Main thrust block(integrated)

Pads for “ahead” face of Michell type thrust block, or 1 set 1 set

complete white metal thrust shoe of solid ring type 1 1

Connecting rod bearings

Bottom end bearings or shells of each size and type fitted,complete with shims, bolts and nuts, for one cylinder

1 set -

Crosshead type :

Crosshead bearing or shells of each type complete with shims,bolts and nuts, for one cylinder

1 set -

Trunk piston type :

Gudgeon pins complete with bush/bearing shells and securingrings for one cylinder

1 set -

Cylinder liner Cylinder liner, complete, fully equipped and ready forinstallation, including gaskets

1 -

Cylinder cover

Cylinder cover, complete, fully equipped and ready forinstallation, including gaskets

1 -

Cylinder cover bolts and nuts, for one cylinder 1/4 set -

Valves

Exhaust valves, with full equipment and ready for installation, for one cylinder

1 set 1 set

Inlet valves, with full equipment and ready for installation, forone cylinder

1 set 1 set

Starting air valve, with full equipment and ready for installation. 1 1

Overpressure control valve, complete 1 1

Fuel injection valves of each type, ready for installation, forone engine2)

1 set ¼ set

Hydraulic valve drive High-pressure pipe/hose of each type 1 -

Piston : Crosshead type

Piston of each type, ready for fitting, with piston rod, stuffingbox, piston rings, bolts and nuts

1 -

Section 17 - Spare Parts B 17 - 3

Table 17. 1 Spare parts for main engines (continued)


Piston : Trunk piston type

Piston of each type, ready for fitting , with piston rings,gudgeon pin, connecting rod, bolts and nuts

1 -

Piston rings Piston rings for one cylinder 1 set -

Piston cooling Articulated or telescopic cooling pipes and fittings for onecylinder unit

1 set -

Cylinder lubricator Scope of spare parts to be defined with regard to lubricatordesign and subject to approval

1 -

Fuel injection pumps Fuel injection pump complete or, when replacement ofindividual components at sea is practicable, complete pumpelement with associated valves, seals, springs, etc. or equivalenthigh pressure fuel pump

1 -

Fuel injection pipes High pressure fuel pipe of each size and shape fitted, completewith couplings

1 -

Charge air system3)

Auxiliary blower, complete including drive 1 -

Exhaust-gas turbocharger: rotor complete, with bearings,nozzle rings and attached lube oilpump.

1 set -

Suction and pressure valves of each type for one cylinder 1 set -

Gaskets and packings Special gaskets and packings of each type for cylinder coversand cylinder liners, for one cylinder

- 1 set

Exhaust gas syetem(engine-related)

Compensator of each type 1 -

Notes :

1). In the case of multi-engine installations, the minimum required spares are only necessary for one engine.

2). a) Engines with one or two fuel-injection valves per cylinder:

one set of fuel valves, complete.

b) Engines with more than two fuel-injection valves per cylinder:

two valves complete per cylinder plus a corresponding number of valve parts ( excluding the valve bodies ) whichmake it possible to form complete spare set by re-using the operational parts of the dismantled valves.

3). Spare parts for exhaust-gas turbocharger and auxiliary blower may be omitted if emergency operation of the main engineafter failure is demonstrably possible.

The requisite blanking, bypass and blocking arrangements for the emergency operation of the main engine are to beavailable on board

4). The necessary tools and equipment for fitting the required spare parts are to be available on board.

5). Spare parts are to be replaced immediately as soon as they are “used-up”.

6). For electronically controlled engines spare parts as recommended by the engine manufacturer are to be provided.


Table 17.2 Spare parts for auxiliary engines driving electric generators for essential services

Range of spare parts A

Main bearings Bearings or shells for one bearing of each size and type fitted, complete withshims, bolts and nuts

1

Valves

Exhaust valves, complete with casings, seats, springs and other fittings for onecylinder

2 sets

Inlet valves, complete with casings, seats, springs and other fittings for onecylinder

1 set

Starting air valve, complete with casing, seat, springs and other fittings 1

Overpressure control valve, complete 1

Fuel valves of each size and type fitted, complete, with all fittings, for oneengine

1/4 set

Connecting rodbearings

Bottom end bearings or shells of each type, complete with all fittings 1

Gudgeon pin with bush for one cylinders 1

Piston rings Piston rings, for one cylinder 1 set

Fuel injectionpumps

Fuel injection pump complete or, when replacement of individual componentsat sea is practicable, complete pump element with associated valves, seals,springs. etc. or equivalent high pressure fuel pump

1

Fuel injectionpipes

High pressure fuel pipe of each size and shape fitted, complete with fittings 1

Gaskets andpackings

Special gaskets and packings of each size and type fitted, for cylinder covers andcylinder liners for one cylinder

1 set

Notes:

1. Where the number of generating sets is greater than required by the Rules, (including stand-by units) no spares arerequired for the auxiliary engines.

2. Where several diesel engines of the same type are installed for generator drive spare parts are required for one engineonly

3. No spares are required for the engines driving emergency generator sets.

4. For electronically controlled engines spare parts as recommended by the engine manufacturer are to be provided.


Steam turbines

Table 17.3 Spare parts for main turbines


Main bearings Bearing shells for each size and type fitted. for the rotor 1 set -

Thrust bearings Pads of each size for one face of tilting pad type thrust withliners, or rings for turbine adjusting block of each size fittedwith liners

1 set 1 set

Shaft seals Labyrinth seals, complete 1 set -

Oil filters Strainer baskets or inserts for filters of special design, eachtype and size

1 set -

Note:

In the case of twin turbine systems, spare parts are only required for one main turbine.

Table 17.4 Spare parts for auxiliary turbines driving electric generators for essential services


Main bearings Bearing shells or roller bearings of each type and size fitted,for the turbine rotor

1 set -

Thrust bearings Pads for one face of tilting pad type thrust with liners, or ringsfor turbine adjusting block with liners

1 set 1 set

Shaft seals Labyrinth seals, complete 1 set -

Oil filters Strainer baskets or inserts, for filters of special design, eachtype and size

1 set -

Note :

Where the number of generating sets (including stand-by units) is greater than that required by the Rules, no spares are required for theauxiliary turbines.

Auxiliary prime movers

Table 17.5 Spare parts for prime movers of essential auxiliary machinery other than generators

Range of spare parts

The range of spare parts required for auxiliary drive machinery for essential consumer is to be specified inaccordance with Table 17.2, or l7.4

Note:

Where an additional unit is provided for the same purpose no spare parts are required.


Steam boilers

Table 17.6 Spare parts for steam boilers


Safety valve or disc/spring combination respectively of each type 1 1

Tube plugs for each dimension of boiler and superheater tubes of each size for each boiler 2 % 2 %

Glasses and gaskets for water level gauges of each boiler 1 set 1 set

Gaskets for inspection openings 1 set 1 set

Expandable parts of each firing plant consisting of burner, fuel supply, blowers, ignitionfacility, flame safeguard

1 set 1 set

For main steam boilers only : Complete burner or rotor with bearings of rotary cup typeburners respectively

1 1

Gears, thrust bearings

Table 17.7 Spare parts for gears and thrust bearings in propulsion plants


Wearing parts of main-engine-driven pump supplying lubricating oil to gears or

one complete lubricating oil pump if no stand-by pump is available

1 set -

1

Thrust pads for ahead side of thrust bearings 1 set 1 set

Air compressor for essential services

Table 17.8 Spare parts for air compressors


Piston rings of each type and size fitted for one piston 1 set 1 set

Suction and delivery valves complete of each size and type ½ set ½ set

Note:

For spare parts for refrigerant compressors, see Rules for Refrigerating Installations, Volume VIII.


Pumps

Table 17.9 Spare parts for pumps


Piston pumps

Valve with seats and springs each size fitted 1 set 1 set

Piston rings each type and size for one piston 1 set 1 set

Bearing of each type and size 1 1

Centrifugal pumps Rotor sealings of each type and size 1 1

Gear and screw typepumps

Bearings of each type and size. 1 1

Rotor sealings of each type and size 1 1

Note:

Where, for a system a stand-by pump of sufficient capacity is available, the spare parts may be dispensed.

Hydraulic systems

(e.g. controllable pitch propeller systems, steering gear, windlasses, hatch cover operating systems,closing appliances in the ship's shell, watertight door closing systems. hoists)

Table 17.10 Spare parts for hydraulic systems


Pressure hoses and flexible pipes, at least one of each size 20 % 20 %

Seals, gaskets 1 set 1 set

Note:

For seals, this requirement is applicable only to the extent that these parts can be changed with the means available on board.Where a hydraulic system comprises two mutually independent sub-systems, spare parts need to be supplied for one sub-system only.

Other spare parts

Table 17.11 Other spare parts for main and auxiliary engines and also for essential systems


Safety valve or one valve cone and spring of each type for pressure vessels 1 1

Hoses and compensators 20 % 20 %

Testing device for fuel injection valves 1 1

Tubes for condensers 2 % -

Tubes for intercooler of steam driven air ejectors 10 % -

Note:

For carrying out maintenance and repair work, a sufficient number of suitable tools and special tools according to the size of the machineryinstallation is to be available on board.

BKI Rules Vol 03 Section 11 ( for Machinery Instalation ) Page 148 ( Pipe Wall THK )

Documents

Transcript of BKI Rules Vol 03 Section 11 ( for Machinery Instalation ) Page 148 ( Pipe Wall THK )