BV RULES - Amendmends

NR 467 DT Amd 006 E July 2012

Rules for the Classification of Steel Ships

NR 467

AMENDMENTS

July 2012

These sheets contain amendments within the following Sections of July 2011 issue of the Rules for the Classification of Steel Ships. These amendments are cumulative with Amendments January 2012.

These amendments are effective from July 1st, 2012.

Part Volume Chapter Section / Appendix

Part A NR 467 A1 DT R10 E Ch 1 Ch 2 Ch 3 Ch 4 Ch 5

Sec 1, Sec 2, App 1 Sec 2, App 1, App 3 Sec 2, Sec 3, Sec 4, Sec 5, App 1 Sec 2, Sec 3, Sec 4, Sec 6, Sec 8 Sec 1, Sec 2, Sec 10

Continued page 3

ARTICLE 1

1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classi-fication (" Classification ") of any ship or vessel or structure of any type or part of it or system therein col-lectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whetheroperated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drillingrigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subseaor not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by theSociety.

The Society:• prepares and publishes Rules for classification, Guidance Notes and other documents (“Rules”);• issues Certificates, Attestations and Reports following its interventions (“Certificates”);• publishes Registers.

1.2. - The Society also participates in the application of National and International Regulations or Stand-ards, in particular by delegation from different Governments. Those activities are hereafter collectively re-ferred to as " Certification ".1.3. - The Society can also provide services related to Classification and Certification such as ship andcompany safety management certification; ship and port security certification, training activities; all activi-ties and duties incidental thereto such as documentation on any supporting means, software, instrumen-tation, measurements, tests and trials on board.

1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or itsrepresentative requesting the services is hereinafter referred to as the " Client ". The Services are pre-pared and carried out on the assumption that the Clients are aware of the International Maritimeand/or Offshore Industry (the "Industry") practices.1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char-tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship-builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or impliedobligations by the interventions of the Society.

ARTICLE 22.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur-veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance ofa Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificatesand periodically transcribed in the Society's Register.

2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafterand with reference to the applicable National and International Regulations or Standards.

2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to presentthe Unit for surveys and to inform the Society without delay of circumstances which may affect thegiven appraisement or cause to modify its scope.2.4. - The Client is to give to the Society all access and information necessary for the safe and efficientperformance of the requested Services. The Client is the sole responsible for the conditions of presenta-tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out.

ARTICLE 33.1. - The Rules, procedures and instructions of the Society take into account at the date of theirpreparation the state of currently available and proven technical knowledge of the Industry. Theyare not a standard or a code of construction neither a guide for maintenance, a safety handbookor a guide of professional practices, all of which are assumed to be known in detail and carefullyfollowed at all times by the Client.Committees consisting of personalities from the Industry contribute to the development of those docu-ments.3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to themhas no effect unless it involves the Society's intervention.3.3. - The Services of the Society are carried out by professional Surveyors according to the applicableRules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-lated to classification and certification of the Units, unless the Rules provide otherwise.

3.4. - The operations of the Society in providing its Services are exclusively conducted by way ofrandom inspections and do not in any circumstances involve monitoring or exhaustive verifica-tion.

ARTICLE 4

4.1. - The Society, acting by reference to its Rules:• reviews the construction arrangements of the Units as shown on the documents presented by the Cli-

ent;• conducts surveys at the place of their construction;• classes Units and enters their class in its Register;• surveys periodically the Units in service to note that the requirements for the maintenance of class are

met.

The Client is to inform the Society without delay of circumstances which may cause the date or theextent of the surveys to be changed.

ARTICLE 55.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearingon the Society to obtain a result or as a warranty.5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the levelof compliance of the Unit to its Rules or to the documents of reference for the Services providedfor.In particular, the Society does not engage in any work relating to the design, building, productionor repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv-ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im-plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its valuefor sale, insurance or chartering.5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc-tion in conformity with its design, that being the exclusive responsibility of its owner or builder,respectively.

5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute anywarranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment ormachinery, computer software of any sort or other comparable concepts that has been subject to any sur-vey by the Society.

ARTICLE 66.1. - The Society accepts no responsibility for the use of information related to its Services which was notprovided for the purpose by the Society or with its assistance.

6.2. - If the Services of the Society cause to the Client a damage which is proved to be the directand reasonably foreseeable consequence of an error or omission of the Society, its liability to-wards the Client is limited to ten times the amount of fee paid for the Service having caused thedamage, provided however that this limit shall be subject to a minimum of eight thousand (8,000)Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and oneand a half times the above mentioned fee.The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, lossof profit, loss of production, loss relative to other contracts and indemnities for termination of oth-er agreements.6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-terrupted thereafter with the same periodicity.

ARTICLE 77.1. - Requests for Services are to be in writing.

7.2. - Either the Client or the Society can terminate as of right the requested Services after givingthe other party thirty days' written notice, for convenience, and without prejudice to the provisionsin Article 8 hereunder. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until thedate of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here aboveand Article 8 hereunder.

7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.

ARTICLE 88.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the paymentof fee upon receipt of the invoice and the reimbursement of the expenses incurred.

8.2. Overdue amounts are increased as of right by interest in accordance with the applicable leg-islation.8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitfulnotification to pay.

ARTICLE 9

9.1. - The documents and data provided to or prepared by the Society for its Services, and the informationavailable to the Society, are treated as confidential. However:• clients have access to the data they have provided to the Society and, during the period of classifica-

tion of the Unit for them, to the classification file consisting of survey reports and certificates whichhave been prepared at any time by the Society for the classification of the Unit;

• copy of the documents made available for the classification of the Unit and of available survey reportscan be handed over to another Classification Society, where appropriate, in case of the Unit's transferof class;

• the data relative to the evolution of the Register, to the class suspension and to the survey status of theUnits, as well as general technical information related to hull and equipment damages, are passed onto IACS (International Association of Classification Societies) according to the association workingrules;

• the certificates, documents and information relative to the Units classed with the Society may bereviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-tal or inter-governmental authorities or of a Court having jurisdiction.

The documents and data are subject to a file management plan.

ARTICLE 1010.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an eventnot reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach ofcontract.

ARTICLE 1111.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-ciety may designate another of its surveyors at the request of the Client.

11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by theSociety to the advice of its Marine Advisory Committee.

ARTICLE 1212.1. - Disputes over the Services carried out by delegation of Governments are assessed within theframework of the applicable agreements with the States, international Conventions and national rules.

12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Courtof Nanterre, France.

12.3. - Other disputes over the present General Conditions or over the Services of the Society areexclusively submitted to arbitration, by three arbitrators, in London according to the ArbitrationAct 1996 or any statutory modification or re-enactment thereof. The contract between the Societyand the Client shall be governed by English law.

ARTICLE 1313.1. - These General Conditions constitute the sole contractual obligations binding together theSociety and the Client, to the exclusion of all other representation, statements, terms, conditionswhether express or implied. They may be varied in writing by mutual agreement.13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-lidity of the remaining provisions.

13.3. - The definitions herein take precedence over any definitions serving the same purpose which mayappear in other documents issued by the Society.

BV Mod. Ad. ME 545 k - 17 December 2008

MARINE DIVISION

GENERAL CONDITIONS

Amendments July 2012 Bureau Veritas 3

Continued from page 1

Part Volume Chapter Section / Appendix

Part B NR 467 B1 DT R05 E Ch 2 Ch 3 Ch 4

Sec 3 Sec 3, App 2 Sec 1

NR 467 B2 DT R05E Ch 5 Ch 7 Ch 8

Sec 1, Sec 2, Sec 6 Sec 1, Sec 2, Sec 3, Sec 4, App 1 Sec 3

NR 467 B3 DT R05E Ch 9 Ch 10 Ch 11 Ch 12

Sec 1, Sec 2, Sec 5, Sec 6, Sec 7, Sec 8 Sec 1, Sec 4 Sec 2 Sec 1, Sec2, Sec 3

Part C NR 467 C1 DT R05E Ch 1 Sec 10, Sec 11, Sec 15

NR 467 C2 DT R05E Ch 2 Ch 3

Sec 3, Sec 4, Sec 5, App 2 Sec 1, Sec 3, Sec 6

NR 467 C3 DT R05E Ch 4 Sec 2, Sec 6, Sec 14

Part D NR 467 D1 DT R05E Ch 4 Ch 5 Ch 6 Ch 7

Sec 1, Sec 2, Sec 3, Sec 4 Sec 3 Sec 3 Sec 4

NR 467 D2 DT R05E Ch 9 Ch 11 Ch 12

Sec 19 Sec 1, Sec 3 Sec 1, Sec 3, Sec 4

NR 467 D3 DT R05E Ch 15 Ch 17 Ch 20

Sec 1, Sec 2, Sec 3, Sec 4, Sec 5 Sec 1, Sec 2, Sec 3, Sec 4, Sec 5 Sec 3

Part E NR 467 E1 DT R05E Ch 1 Ch 2 Ch 3 Ch 4 Ch 6

Sec 1, Sec 2 Sec 1 Sec 1 Sec 1, Sec 2 Sec 1, Sec 2, Sec 3, Sec 4, Sec 5

NR 467 E2 DT R05E Ch 8 Ch 9

Ch 10

Sec 1, Sec 2, Sec 3 Sec 1, Sec 2 Sec 11, Sec 17, Sec 18

4 Bureau Veritas Amendments July 2012

Part A


Amendments to PART A

Ch 1, Sec 1, [1.2.1]

Delete the 9th item of the bulleted list, i.e.:

• Type approval means ... of continuous production

Ch 1, Sec 1, [2.3.1]

Replace requirement [2.3.1] by:

2.3.1 The Society may consider the classification of shipsbased on or applying novel design principles or features, towhich the Rules are not directly applicable, on the basis ofexperiments, calculations or other supporting informationprovided to the Society. Specific limitations may then beindicated on a memoranda.

Ch 1, Sec 2, Table 1 (Amendments January 2012)

Replace rows “Bulk carrier” in Table 1 by:

Add row “Wind Turbines IMR Vessel” in Table 1 as follows:

T1 : Table 1 : List of service notations and additional service features

Service notation [ref. in Part A] Reference Corresponding type of ship according toConventions and/or CodesAdditional service feature Reference

Bulk carrier [4.3] Part D, Chapter 4 Cargo ship (SOLAS, Reg I/2(g))Bulk carrier (SOLAS, Reg XII/1)ESP Part D, Chapter 4

SOLAS, Reg IX/1.6SOLAS, Reg XI-1/2

BC-A or BC-B or BC-C (2) Part D, Chapter 4

heavycargo [AREA1, X1 kN/m2 - …] Pt B, Ch 5, Sec 6

nonhomload (3) −

CSR Rule Note NR 522

GRAB [X] (4) NR 522, Ch 12, Sec 1

CPS(WBT) (5) Rule Note NR 530

Wind Turbines IMR Vessel [4.11.6] Rule Note NR 579

Part A


Ch 1, Sec 2, Table 1

Replace rows “Container ship”, “Light ship”, “Oil recovery ship”, “Passenger ship”, “Ro-ro pas-senger ship”, “Supply vessel” and footnote (6) in Table 1 by:

Add the following row “Wind farms service ship” in Table 1:

T2 : Table 1 : List of service notations and additional service features


Add the following rows in Table 2:

T3 : Table 2 : List of additional class notations

Service notation [ref. in Part A] Reference Corresponding type of ship according toConventions and/or CodesAdditional service feature Reference

Container ship [4.2.5] Part D, Chapter 2 Cargo ship (SOLAS, Reg I/2(g))

WhiSp1 or WhiSp2 Rule Note NR 583

Light ship [4.10.2] (6) Part B & Part C or NR566, and NR396

UNITAS, Chapter 3 & Chapter 6

Oil recovery ship [4.7.5] Part D, Chapter 17

OILTREAT

SECOND-LINE

Passenger ship [4.5.2] Part D, Chapter 11 Passenger ship (SOLAS, Reg. I/2(f))

≤ 36 passengers

SRTP Part D, Chapter 11

Ro-ro passenger ship [4.5.3] Part D, Chapter 12 Passenger ship (SOLAS, Reg. I/2(f))Ro-ro passenger ship (SOLAS, Reg II-2/3.42) ≤ 36 passengers

SRTP Part D, Chapter 12

Supply vessel [4.7.3] Part D, Chapter 15 Cargo ship (SOLAS, Reg I/2(g))

oil product Part D, Chapter 15

LHNS Part D, Chapter 15

WS Part D, Chapter 15

FP>60°C Part D, Chapter 15

Wind farms service ship [4.11.7] Guidance Note NI 589

(6) The type of service may be specified after the service notation, i.e. light ship/fast passenger vessel, light ship/fast cargo vessel.

Additional class notation Definition inReference in NR 467 or

to other Rule NotesRemarks

BLUSSLUS

[6.14.23] Pt E, Ch 10, Sec 17

CPS(COT) [6.15.5] Rule note NR 530 Cargo oil tanks of crude oil tankers of 5 000 tonnes deadweight (DWT) and above

HEL(Y) [6.14.22] Rule Note NR 500

SAS [6.14.24] Pt E, Ch 10, Sec 18

Part A



Replace rows “ACCOMMODATION“, “COLD (H tDH, E tDE)“ and “ERS-x“ in Table 2 by:

Add the following rows “LI-xx“, “SEEMP“, “CPS(VSP)“ and “WhiSpx“ in Table 2:

T4 : Table 2 : List of additional class notations

Ch 1, Sec 2, [4.1.2] (Amendments January 2012)

Replace Note 1 in requirement [4.1.2] by:

Note 1: For ships less than 500 GT:

• The assignment of any service notation to a new ship is subjectto compliance with either the set of Rules indicated in the cor-responding Chapter of Part D or the relevant Rule Note, or

• For other service notations not subject to the above:

- Pt D, Ch 21, Sec 1, for hull structure, and

- NR 566 Hull Arrangement, Stability and Systems for Shipsless than 500 GT, for general arrangement, stability,machinery, electricity, automation and safety.

Ch 1, Sec 2, [4.2]


4.2.5 Container ship, for ships specially intended to carrycontainers in holds or on decks. The additional require-ments of Part D, Chapter 2 are applicable to these ships. For container ships complying with the requirements ofNR583 Whipping and Springing Assessment, the servicenotation is to be completed by the additional service fea-tures WhiSp1 or WhiSp2.

Additional class notation Definition inReference in NR 467 or

to other Rule NotesRemarks

ACCOMMODATION [6.14.25] Guidance Note NI 577

COLD DI

COLD (H tDH, E tDE)

[6.14.12] Pt E, Ch 10, Sec 11

CPS(VSP) [6.15.5] Rule Note NR 530

ERS-HERS-MERS-S[ERS-H][ERS-M][ERS-S]

[6.13.2] Rule Note NR 556

LI-HGLI-S1LI-S2LI-S3LI-HG-S1LI-HG-S2LI-HG-S3

[6.14.26] Pt B, Ch 11, Sec 2

SEEMP [6.8.12] Rule Note NR 586

WhiSp1WhiSp2WhiSp3

[6.14.27] Rule Note NR 583

Part A


Ch 1, Sec 2 (Amendments January 2012)

Replace Figure 4 by:

Figure 4 : Typical midship sections of shipswith service notation combination carrier/OOC ESP


Replace the first paragraph of requirement [4.3.1] by:

The service notations related to self-propelled ships spe-cially intended for the carriage of dry cargo in bulk arethose listed in [4.3.2] to [4.3.5] or in Part D, Chapter 4 forbulk carrier when the ship does not meet the forthcomingconditions.


Add the following Note 1 at the end of requirement [4.3.4]:

Note 1: Ships assigned with the service notation combination car-rier/ OBO ESP that do not comply with MARPOL I/19 may be sub-ject to International and/or National Regulations requiring phaseout.



Note 2: Ships assigned with the service notation combination car-rier/OOC ESP that do not comply with MARPOL I/19 may be sub-ject to International and/or National Regulations requiring phaseout.

Part A




Note 1: Ships assigned with the service notation oil tanker ESP thatdo not comply with MARPOL I/19 may be subject to Internationaland/or National Regulations requiring phase out under MARPOLI/20 and/or MARPOL I/21.

Ch 1, Sec 2, [4.5]

Replace requirements [4.5.2] and [4.5.3] by:

4.5.2 Passenger ship, for ships intended to carry more than12 passengers. The additional requirements of Part D, Chap-ter 11 are applicable to these ships.

The service notation may be completed by the additionalservice feature ≤ 36 passengers, where the ship is intendedto carry only such a limited number of passengers.

The service notation is to be completed by the additionalservice feature SRTP for ships complying with the provi-sions of Part D, Chapter 11.

4.5.3 Ro-ro passenger ship, for ships intended to carrymore than 12 passengers and specially equipped to loadtrains or wheeled vehicles. The additional requirements ofPart D, Chapter 12 are applicable to these ships.

The service notation may be completed by the additionalservice feature ≤ 36 passengers, where the ship is intendedto carry only such a limited number of passengers.

The service notation is to be completed by the additionalservice feature SRTP for ships complying with the provi-sions of Part D, Chapter 12.

Ch 1, Sec 2, [4.7.2]

Replace the last paragraph of requirement [4.7.2] by:

These service notations may be completed by the additionalservice feature barge combined, when the units are designedto be connected with barges and comply with the relevantrequirements of Pt D, Ch 14, Sec 3. The barges to which thetug can be connected are specified in a memoranda.

Ch 1, Sec 2, [4.7]


4.7.3 The service notation supply vessel is assigned to shipsspecially intended for the carriage and/or storage of specialmaterial and equipment and/or which are used to providefacilities and assistance for the performance of specifiedactivities, such as offshore, research and underwater activi-ties.

The service notation supply vessel is to be completed by thefollowing additional service features:

• oil product, when the ship is also specially intended tocarry oil products having any flash point and having aspecified maximum cargo tank capacity.

The additional service feature oil product may be com-pleted by the additional service feature FP>60°C whenthe supply vessel is intended to carry only oil productshaving a flashpoint exceeding 60°C (closed cup test).

This additional service feature (FP>60°C) is not to beassigned to units intended to carry oil products heatedwithin 15°C of their flash point.

Note 1: Supply vessels intended to carry less than 200m3 of oilproducts having a flashpoint exceeding 60°C need not have theadditional service feature oil product.

• LHNS, for ships, other than well stimulation vessels,carrying amounts of hazardous and noxious liquid sub-stances in bulk not exceeding a specified maximumvalue.

• WS for well stimulation vessels.

The additional requirements of Part D, Chapter 15 are appli-cable to these ships.

Part A


Ch 1, Sec 2, [4.7]


4.7.5 The service notation oil recovery ship is assigned toships specially equipped with fixed installations and/ormobile equipment for the removal of oil from the sea sur-face and its retention on board, carriage and subsequentunloading. The additional requirements of Part D, Chapter17 are applicable to these ships. The service notation may be completed by the followingadditional service features, as applicable:

• OILTREAT may be assigned to ships designed andequipped to recover polluted water which is subjectedto a chemical and/or a physical treatment, in order toseparate the oil from the polluted water. The separatedoil is to be stored and transported in dedicated tanks

• SECOND-LINE may be assigned to ships designed andequipped to recover polluted water in the event of spillsof oils which have, at the time of recovery, a flash pointexceeding 60°C (closed cup test). This service feature isnot to be assigned to oil recovery ships carrying heatedrecovered oils within 15°C of their flash point.

Ch 1, Sec 2, [4.8.1]


This service notation may be completed by the additionalservice feature tug combined when the units are designedto be connected with tugs and comply with the relevantrequirements of Pt D, Ch 14, Sec 3. The tugs to which thebarge can be connected are specified in a memoranda.

Ch 1, Sec 2, [4.10]


4.10.2 The service notation light ship is assigned to shipssubject to compliance both with Chapter 3 and Chapter 6 ofNR396 UNITAS Rules for the Classification of High SpeedCraft, and with:• for ships more than 500 GT: Part B and Part C of the

present Rules, regarding stability and machinery instal-lation

• for ships less than 500 GT: NR566 Hull Arrangement,Stability and Systems for Ships less than 500 GT.

The type of service may be specified after the service nota-tion, i.e.:

light ship/fast passenger vessel

light ship/fast cargo vessel

Ch 1, Sec 2, [4.11.1]

Replace the last paragraph of item a) by:

An additional service feature may be specified after thenotation (e.g. special service-training, special service-fish factory, special service-standby rescue vessel) toidentify the particular service in which the ship isintended to trade. The scope and criteria of classifica-tion of such units are indicated in a memoranda.

Ch 1, Sec 2, [4.11.3]

Replace the last item of the second bulleted list by:

• The table of the speed relative to the sea states, charac-terised by their significant wave height, is indicated in amemoranda.

Part A


Ch 1, Sec 2, [4.11] (Amendments January 2012)


4.11.4 Crew boatThe service notation crew boat is assigned to ships less than500 GT, dedicated to transport of offshore personnel fromharbours to moored offshore installations or ships and meet-ing the requirements of Rule Note NR490.

Note 1: In NR490, Section 2, Section 5, Section 6 and Section 7are to be replaced by the relevant sections of NR566.

Note 2: The limit of 45 m for service notation crew boat as speci-fied in Sec 1, [1.1.1] of NR490 is no longer applicable.

Note 3: Ships which do not fulfil the minimum speed criteria givenin Sec 1, [1.1.1] of NR490 is not to be assigned the above servicenotation.

Insert the following requirement [4.11.6]:

4.11.6 Wind Turbines IMR VesselThe service notation Wind Turbines IMR Vessel is assignedto offshore units intended to operate in wind farms.

These units are designed and built for IMR operations(Installation - Maintenance - Repair) in accordance with therequirements of Rule Note NR579.

Note 1: Ships for transfer of personnel are outside the scope of RuleNote NR579 and are to comply with NR467 Rules for Steel Shipsor NR490 Crew Boats, as relevant.

Ch 1, Sec 2, [4.11]


4.11.7 The service notation Wind farms service ship isintended to cover ships specifically designed to operate inoffshore wind farms for the typical following duties:• transfer of personnel from shore to offshore wind farms

or from mother ships or accommodation units at site tooffshore wind farms

• lifting operations required for wind turbines assistance(transfer of materials on wind turbines platforms).

The requirements for the assignment of this service notationare given in the Guidance note NI 589 Wind Farms ServiceShips.



4.12.1 The service notation is completed by one of the fol-lowing additional service features, when the ship complieswith the requirements of NR529 “Safety Rules for Gas-Fuelled Engine Installations in Ships” or NR481 “Designand Installation of Dual Fuel Engines Using Low PressureGas” or Part D, Chapter 9 or a combination thereof, asapplicable:

• dualfuel for engines using both gas and fuel oil as fuel• gasfuel for engines using only gas as fuel.

The gas may be either compressed natural gas or liquefiednatural gas.

Ch 1, Sec 2, [5.2]


5.2.7 The navigation notation temporary unrestricted navi-gation may be assigned, in addition to the navigation nota-tions defined in [5.2.2], [5.2.3], [5.2.4] and [5.2.5] to serviceships for which the period of unrestricted navigation may bechosen to satisfy the conditions defined in a memoranda.

When a favourable weather situation is included amongstthese conditions, the voyages are to be such as the ship can

be put in a port or a sheltered anchorage in about 12 hoursfrom any point of its route.

Note 1: Before any voyage covered by the navigation notationtemporary unrestricted navigation, the ship is to be submitted toan occasional survey, during which the Surveyor checks that theintended voyage and the ship’s specific condition, if any, complywith the conditions defined in a memoranda.

Part A


Ch 1, Sec 2, [5.2.8]


The shipyard’s table of the maximum allowed ship speedrelative to the sea states, characterised by their significantwave height, is indicated in a memoranda.

Ch 1, Sec 2, [6.7.1]

Replace the second paragraph of requirement [6.7.1] by:

The parameters which are taken into consideration for theevaluation of the comfort, such as the level of noise, thelevel of vibration, is indicated in a memoranda.

Ch 1, Sec 2, [6.8]

Add the following requirement [6.8.12]:

6.8.12 Ship Energy Efficiency Management Plan (SEEMP)

The additional class notation SEEMP is assigned upon satis-factory completion of the two following steps:

• preparation of the SEEMP by the Owner or Ship Man-ager

• review of the SEEMP by the Society.

The additional class notation SEEMP covers the issue of aspecific structured SEEMP, in the aim of giving to the com-pany an Energy Management method as per structure fromISO 50001.

The requirements for the assignment of this notation aregiven in NR586 Ship Energy Efficiency Management Plan.

Ch 1, Sec 2, [6.13]


6.13.2 ERS-S (Strength), ERS-H (Hydrodynamic), ERS-M (Mooring), [ERS-S] (Strength-Partial), [ERS-H] (Hydrodynamic-Partial) and [ERS-M] (Mooring-Partial) services

ERS-S corresponds to damage longitudinal strength anddamage stability analyses. It aims at providing informationon the remaining hull strength and stability after the acci-dent.

ERS-H aims at providing limits of navigation, based ondirect calculations of vertical wave bending moment andvertical wave shear force for the accidental site sea-states,instead of empirical rule formulae. It is only applied in com-plement to ERS-S. It aims at providing maximum environ-mental conditions (Hs), heading restriction, or speed limit.

These limits of navigation are given for hull girder strengthonly.

ERS-M corresponds to damaged mooring analyses for per-manently moored units. It aims at providing information onthe remaining capacities of the mooring system after thefailure of one or several mooring lines and the potential fail-ure of an additional mooring line.

[ERS-S], [ERS-H] and [ERS-M] are assigned to ships until therespective ERS service becomes fully effective. The Societywill provide service in case of damage as far as possibledepending on the available information.

Note 1: The notations [ERS-S], [ERS-H] and [ERS-M] are replacedrespectively by ERS-S, ERS-H and ERS-M when all necessary infor-mation has been made available to the Society allowing the serviceto become fully effective.

Part A


Ch 1, Sec 2, [6.14]


6.14.12 Ships operating in cold weather conditions

The additional class notations COLD DI and COLD (H tDH ,E tDE) are assigned to ships intended to operate in cold cli-mate environments as specified in Note 1.

Note 1:

- sea water temperature: not below −2°C

- wind speed: not higher than 30 knots.

The additional class notation COLD DI is assigned to shipsoperating in cold climate environments for shorter periods,not necessarily including ice covered waters and fitted withsystems and equipment for de-icing.

The additional class notation COLD (H tDH , E tDE) isassigned to ships operating in cold weather conditions andwhich are built and fitted with systems and equipment for

de-icing where tDH and tDE are defined, respectively for hulland equipment exposed to low air temperature, by:

tDH : Lowest mean daily average air temperature inthe area of operation, in °C, to be consideredfor the hull exposed to low air temperature, pro-vided by the ship designer

tDE : Lowest mean daily average air temperature inthe area of operation, in °C, to be consideredfor the equipment exposed to low air tempera-ture, provided by the ship designer. This temper-ature can be set to about 20°C below the lowestmean daily average air temperature if informa-tion for the relevant trade area is not available.

The requirements for the assignment of these notations aregiven in Pt E, Ch 10, Sec 11.


Add the following requirements [6.14.23] and [6.14.24]:

6.14.23 Bow Loading/Unloading Systems (BLUS) Stern Loading/Unloading Systems (SLUS)

The additional class notations BLUS or SLUS may beassigned to ships having the service notation oil tanker andfitted with bow or stern loading/unloading systems.

The requirements for the assignment of these notations aregiven in Pt E, Ch 10, Sec 17.

6.14.24 Supply At Sea (SAS)The additional class notation SAS may be assigned to shipshaving the service notation supply vessel and operated forunderway ship-to-ship supply at sea (SAS) of liquid andsolid supplies.

The requirements for the assignment of this notation aregiven in Pt E, Ch 10, Sec 18.Note 1: Application to other service notations may be consideredon a case-by-case basis.

Ch 1, Sec 2, [6.14]



6.14.25 ACCOMMODATION

The additional class notation ACCOMMODATION may beassigned to ships found to be in compliance with the crite-ria of the Maritime Labour Convention and with the provi-sions contained in the Information Note NI 577 Design andConstruction of Crew Accommodation in respect of Title 3of Maritime Labour Convention 2006.

6.14.26 Loading instrument (LI)

The additional class notations LI-HG, LI-S1, LI-S2, LI-S3and LI-HG-S1, LI-HG-S2, LI-HG-S3 may be assigned toships equipped with a loading instrument.

The requirement for the assignment of these notations aregiven in Pt B, Ch 11, Sec 2.

Note 1: When the ship is equipped with a loading instrument per-forming:

- only hull girder calculations, the additional class notation LI-HG is assigned

- only intact stability calculations (when the ship is not requiredto meet damage stability requirements), the additional classnotation LI-S1 is assigned

- intact stability calculations and damage stability on a basis of alimit curve, the additional class notation LI-S2 is assigned

- intact stability calculations and direct damage stability calcula-tions based on pre-programmed damage cases, the additionalclass notation LI-S3 is assigned.

When the loading instrument performs hull girder and stability cal-culations, one of the additional class notations LI-HG-S1, LI-HG-S2or LI-HG-S3 is assigned, as applicable.

Part A


Ch 1, Sec 2, [6.14]


6.14.27 The additional class notations WhiSp1, WhiSp2and WhiSp3 may be assigned to ships complying with therequirements of NR583 Whipping and Springing Assess-ment.


Replace the title of requirement [6.15.4] by:

6.15.4 Coating performance standard CPS(WBT)



6.15.5 Coating performance standard CPS(COT)The additional class notation CPS(COT) may be assigned toships complying with the requirements of NR530 CoatingPerformance Standard.Note 1: CPS(COT) applies to cargo oil tanks of crude oil tankers of5 000 tonnes deadweight (DWT) and above.

Ch 1, Sec 2, [6.15]


6.15.5 Coating performance standard CPS(VSP)The additional class notation CPS(VSP) may be assigned tobulk carriers and oil tankers complying with the require-ments of NR530 Coating Performance Standard.

Ch 1, App 1, Table 1

Replace the row for the former notations “E, (E) or (−)” by:

T5 : Table 1: Class symbols and construction marks

Ch 2, Sec 2, [2.1]


2.1.5 Recommendations

A defect and/or deficiency to be dealt with in order to main-tain class, within a specific period of time, is indicated as arecommendation. A recommendation is pending until it iscleared, through a survey by the attending Surveyor or upon

evidence that requirements have been completed, to thesatisfaction of the Society. Where it is not cleared by its limitdate, the recommendation is overdue.

Recommendations may be endorsed in other cases, which,in the Society’s opinion, require specific consideration.

E, (E) or (−) None.A note is entered in a memoranda for notations (E) or (−)

Surveys of anchors and chains dealt with in Part A, Chapter 3

Part A


Ch 2, Sec 2, [2.2]


Insert the following requirements [2.2.8], [2.2.9] and [2.2.10]:

2.2.7 Substantial corrosionSubstantial corrosion is an extent of corrosion such thatassessment of the corrosion pattern indicates a wastage inexcess of 75% of allowable margins, but within the accept-able limits.

For ships built under the Common Structural Rules for BulkCarriers (NR522) or the Common Structural Rules for Dou-ble Hull Oil Tankers (NR523), substantial corrosion is anextent of corrosion such that the assessment of the corro-sion pattern indicates a measured thickness between(trenewal + 0,5 mm) and trenewal .

Note 1: trenewal is the minimum allowable thickness, in mm, belowwhich renewal of structural members is to be carried out.

2.2.8 Pitting corrosionPitting corrosion is defined as scattered corrosion spots/areas with local material reductions which are greater thanthe general corrosion in the surrounding area. Pitting inten-sity is defined in Ch 2, App 3, Fig 12.

2.2.9 Edge corrosionEdge corrosion is defined as local corrosion at the freeedges of plates, stiffeners, primary support members andaround openings, as shown in Ch 2, App 3, Fig C.

2.2.10 Grooving corrosionGrooving corrosion is typically local material loss adjacentto weld joints along abutting stiffeners and at stiffeners orplate butts or seams, as shown in Ch 2, App 3, Fig D.

Ch 2, Sec 2, [2.10]


2.10.4 Where the damage found on structure mentionedin [2.10.1] is isolated and of a localised nature which doesnot affect the ship's structural integrity, consideration maybe given by the Surveyor to allow an appropriate temporaryrepair to restore watertight or weathertight integrity andimpose a Recommendation in accordance with the Rules,with a specific time limit.

Ch 2, Sec 2, [3.1]


3.1.1 A Certificate of Classification, bearing the class nota-tions assigned to the ship and an expiry date, is issued toany classed ship. 3.1.3 The Certificate of Classification is to be made availa-ble to the Society’s Surveyors upon request.

Ch 2, Sec 2, [3.3]


3.3.1 Text of endorsement

When surveys are satisfactorily carried out, the Certificateof Classification is generally endorsed accordingly, with therelevant entries.

Ch 2, Sec 2, [4.1]


4.1.3 A new period of class is assigned to the ship afterthe satisfactory completion of the class renewal survey, anda new Certificate of Classification is issued for the newperiod of class.

Part A


Ch 2, Sec 2, [4.3]


4.3.5 Ships subject to the continuous survey system are pro-vided with lists of items to be surveyed under this system.

Ch 2, Sec 2, [4]

Replace sub-article [4.4] by:

4.4 Planned maintenance survey system for machinery (PMS)

4.4.1 A planned maintenance survey system may be con-sidered as an alternative to the continuous survey system formachinery and is limited to components and systems cov-ered by it. When such a system is implemented, a surveysystem other than those normally adopted and with inter-vals different from those of the continuous survey system asdetailed in [4.3] may be accepted.4.4.2 The conditions for review of the planned mainte-nance survey system, the determination of survey itemintervals and the general scope of surveys are detailed in Ch2, App 1.

4.4.3 The conditions related to Chief Engineer’s inspec-tions within the scope of PMS are given in Ch 2, App 2.

4.4.4 The planned maintenance survey system does notsupersede the annual surveys and other periodical andoccasional surveys.

4.4.5 A general examination of the machinery, as detailedin Ch 3, Sec 1 for annual surveys, is to be carried out.

4.4.6 The planned maintenance survey system may be dis-continued at any time at the discretion of the Society, or atthe request of the Owner, and a specific arrangementdevised.


Replace requirement [5.6.1] by the following requirements [5.6.1] and [5.6.2]:

5.6.1 There are to be two internal examinations of boilersin each period of class of five years.In all cases, the interval between any two such examina-tions is not to exceed 36 months.

5.6.2 There is to be one internal examination of thermaloil heaters in each period of class of five years.

Ch 2, App 1, [1.1] (Amendments January 2012)


1.1.5 The conditions and procedures for the review of aPMS are indicated in [2].

Ch 2, App 1, [2] (Amendments January 2012)

Replace the title of Article 2 by:

2 Conditions and procedures for the review of the system



2.1.1 The PMS documentation is to be subject to a consist-ency check. To this end the Owner is to make a formalrequest to the Society and provide the documentation andinformation specified in [2.2], combined in a manualdescribing the proposed scheme and including sample cop-

ies of the different documents to be used during the imple-mentation of the scheme. The PMS is to be programmedand maintained by a computerized system. However, thismay not be applied to the current already reviewedschemes.

Part A


Ch 2, App 1, [2.1]


2.1.2 When using computerised systems, access for updat-ing of the maintenance documentation and the mainte-nance programmes is only granted to the personresponsible for the PMS or another person authorised byhim.

The computerised systems are to include a back-up proce-dure, which is to be activated at regular intervals.

The Owner himself is to confirm to the Society, by writtendeclaration, that the required functionalities of the systemare met. Or, alternatively, the Society may approve the soft-ware upon specific request.

Ch 2, App 1, [3.1.1] (Amendments January 2012)

Replace “When the documentation submitted has been approved” by “When the documentation sub-mitted has been checked for consistency” at the beginning of requirement [3.1.1].

Ch 2, App 1, [3.1]


3.1.2 Upon the successful outcome of the ImplementationSurvey, the PMS is considered approved.


Replace the last item of the bulleted list by:

• any change to the approved PMS is submitted to theSociety for agreement.



4.1.4 In the case of sale or change of management of theship or classification after construction, the assignment ofthe PMS will be reconsidered.



5.1.1 The implementation survey is to be carried out by aSurveyor of the Society, as stated in [3.1.1], within one yearfrom the date of the documentation checking.


Replace the first item of the bulleted list by:

• the PMS is implemented in accordance with the docu-mentation which has been checked and is suitable forthe type and complexity of the components and systemson board

Part A


Ch 2, App 1, [5.2]


5.2.10 The Surveyor carries out a confirmatory survey ofthe items which have been surveyed by the Chief Engineerand decides which items can be confirmed for classifica-tion, on the PMS list of items.

Delete requirement [5.2.11].

Ch 2, App 3, [3.1.1]


Note 1: This Article applies to ships built under the Common Struc-tural Rules as well as ships not built under the Common StructuralRules, as specified.

Ch 2, App 3, [4]

Add the following sub-article [4.8]:

4.8 Acceptance criteria for CSR ships

4.8.1 General

For ships built under the Common Structural Rules, theacceptance criteria are according to the following rules:

• Chapter 13, “Ships in Operation, Renewal Criteria”, ofNR522 CSR for Bulk Carriers

• Section 12, “Ship in Operation Renewal Criteria”, ofNR523 CSR for Double Hull Oil Tankers,

and as specified in [4.8.2], [4.8.3], [4.8.4] and [4.8.5].

4.8.2 Pitting corrosion: side structures (CSR bulk carriers)

If pitting intensity, in an area where coating is requiredaccording to NR522 CSR for Bulk Carriers, Ch 3, Sec 5, ishigher than 15% (see Fig 12), thickness measurements areto be performed to check the extent of pitting corrosion. The15% is based on pitting or grooving on only one side of aplate. In cases where pitting is exceeding 15%, as definedabove, an area of 300 mm or more, at the most pitted partof the plate, is to be cleaned to bare metal and the thicknessis to be measured in way of the five deepest pits within thecleaned area. The least thickness measured in way of any ofthese pits is to be taken as the thickness to be recorded. Theminimum remaining thickness in pits, grooves or other localareas is to be greater than the following values:

• for CSR single and double skin bulk carriers: 70% of theas-built thickness, in the side shell, hopper tank and top-side tank plating attached to the each side frame, over awidth up to 30 mm on either side of it

• for CSR single skin bulk carriers: 75% of the as-builtthickness, in the frame and end bracket webs andflanges,

without being greater than the renewal thickness tren asdefined in [4.8.3].

4.8.3 Pitting corrosion: other structures (CSR bulk carriers and CSR oil tankers)

For plates with pitting intensity less than 20% (see Fig 12),the measured thickness tm , in mm, of any individual meas-urement is to meet the lesser of the following criteria:

tm ≥ 0,7 (tas-built − tvol add)

tm ≥ tren − 1,0

where:

tas-built : As-built thickness of the member, in mm

tvol add : Voluntary thickness addition, namely thickness,in mm, voluntarily added as the Owner’s extramargin for corrosion wastage in addition to tC

tren : Renewal thickness, namely minimum allowablethickness, in mm, below which renewal ofstructural members is to be carried out (see alsoNR523 CSR for Double Hull Oil Tankers,Section 12)

tC : Total corrosion addition, in mm, defined inNR522 CSR for Bulk Carriers, Ch 3, Sec 3

tm : Measured thickness, in mm, on one item, i.e.average thickness on one item using the variousmeasurements taken on this same item duringperiodical ship’s in service surveys.

The average thickness across any cross-sectionin the plating is not to be less than the renewalthickness for general corrosion given in NR522CSR for Bulk Carriers, Chapter 13 and in NR523CSR for Double Hull Oil Tankers, Section 12.

Part A


4.8.4 Edge corrosion of CSR ships

Provided that the overall corroded height of the edge corro-sion of the flange, or web in the case of flat bar stiffeners, isless than 25% of the stiffener flange breadth or web height,as applicable (see Fig J), the measured thickness tm , in mm,is to meet the lesser of the following criteria:


tm ≥ tren − 1,0

where:tas-built , tvol add , tren : As defined in [4.8.3].The average measured thickness tm across the breadth orheight of the stiffener is not to be less than the one definedin NR522 CSR for Bulk Carriers, Chapter 13 and in NR523CSR for Double Hull Oil Tankers, Section 12.

Plate edges at openings for manholes, lightening holes, etc.may be below the minimum thickness given in NR522 CSRfor Bulk Carriers, Chapter 13 and in NR523 CSR for DoubleHull Oil Tankers, Section 12, provided that:

a) the maximum extent of the reduced plate thickness,below the minimum given in NR522 CSR for Bulk Carri-ers, Chapter 13 and in NR523 CSR for Double Hull OilTankers, Section 12, from the opening edge is not morethan 20% of the smallest dimension of the opening anddoes not exceed 100 mm

b) rough or uneven edges may be cropped-back providedthat the maximum dimension of the opening is notincreased by more than 10% and the remaining thick-ness of the new edge is not less than tren − 1 mm.

4.8.5 Acceptance criteria for grooving corrosion of CSR ships

a) Where the groove breadth is a maximum of 15% of theweb height but not more than 30 mm (see Fig K), themeasured thickness tm , in mm, in the grooved area is tomeet the lesser of the following criteria:


tm ≥ tren − 0,5

but is not to be less than:

tm = 6 mm,

where:

tas-built , tvol add , tren : As defined in [4.8.3].

b) Structural members with areas of grooving greater thanthose in item a) are to be assessed, based on the criteriafor general corrosion as defined in NR522 CSR for BulkCarriers, Chapter 13 and in NR523 CSR for Double HullOil Tankers, Section 12, using the average measuredthickness across the plating/stiffener.

Ch 2, App 3, Table 1

Replace row “oil tanker ESP ... combination carrier/OOC ESP” in Table 1 by:

T6 : Table 1 : References to rule requirements related to thickness measurements

SERVICENOTATION

TYPE OF SURVEY

CLASS RENEWAL INTERMEDIATE ANNUAL

oil tanker ESPcombination carrier/ OBO ESPcombination carrier/ OOC ESP

Ch 4, Sec 3, [6.1] and Ch 4, Sec 3,[6.5]: planning and generalrequirementsCh 4, Sec 3, Tab 1 and Ch 4, Sec 3,Tab 2: measurements of elementssubjected to close-up surveyCh 4, Sec 3, Tab 3: extent of sys-tematic thickness measurementsCh 4, Sec 3, Tab 4 and Ch 4, Sec 3,Tab 5, according to the differentlocations, where substantial corro-sion is found

• Ships 10 years of age or less: Ch 4, Sec 3, [4.2] for salt ballasttanksCh 4, Sec 3, Tab 4 and Ch 4, Sec3, Tab 5, according to the differ-ent locations, where substantialcorrosion is found

• Ships over 10 years of age:see references given for classrenewal survey

Ch 4, Sec 3, [2.3] limited to saltballast tanks and when deemednecessary by the SurveyorCh 4, Sec 3, Tab 4 and Ch 4, Sec3, Tab 5, according to the differentlocations, where substantial corro-sion is found

Part A


Ch 2, App 3

Replace Table 2 by:

T7 : Table 2 : Interpretations of rule requirements for the locations and number of points to be measured

A) SYSTEMATIC MEASUREMENTS

ITEM INTERPRETATION FIGURE

Selected plates on deck, tank top,bottom, double bottom and wind-and-water (for all ship typesincluding CSR ships)

“Selected” means at least a single point on one out ofthree plates, to be chosen on representative areas ofaverage corrosion

No figure

All deck, tank top and bottomplates and wind-and-water strakes(for all ship types including CSRships)

At least two points on each plate to be taken either ateach 1/4 extremity of plate or at representative areas ofaverage corrosion

No figure

Transverse section (for all shiptypes including CSR ships)

Refer to the definition given in Ch 2, Sec 2, [2.2.5]One point to be taken on each plate. Both web andflange to be measured on longitudinals, if applicable (forCSR double hull oil tankers)For tankers older than 10 years of age:within 0,1D (where D is the ship’s moulded depth) of thedeck and bottom at each transverse section to be meas-ured, every longitudinal and girder is to be measured onthe web and face plate, and every plate is to be meas-ured at one point between longitudinals (for CSR doublehull oil tankers)

Fig 1 for general cargo ships Fig 2 for bulk carriers including CSRbulk carriers Fig 3 for oil tankers Fig C for CSR double hull oil tankers For other ship types, see [3.2.1]

All cargo hold hatch covers andcoamings (for all ship types exceptCSR double hull oil tankers)

Including plates and stiffeners (for CSR single skin anddouble skin bulk carriers)

Fig 4 for ships fitted with hold hatchcovers and coamings

Bulkheads on ships other thanbulk carriers, oil tankers, chemicaltankers, liquefied gas carriers andCSR ships (for these ships refer toB) and C): CLOSE-UP SURVEYSAND RELATED MEASUREMENTS)

“Selected bulkheads” means at least 50% of the bulk-heads

Fig 5 for general cargo ships. It mayalso apply to other ship types (see[3.2.1])

Selected internal structure such asfloors and longitudinals, transverseframes, web frames, deck beams,‘tweendecks, girders (for all shiptypes other than CSR ships)

The internal structural items to be measured in eachspace internally surveyed are to be at least 20% withinthe cargo area and 10% outside the cargo area

Fig 6 for general cargo ships. It mayalso apply to other ship types (see[3.2.1])

Transverse section of deck platingoutside line of cargo hatch open-ings (for bulk carriers, ore carriers,combination carriers and CSR sin-gle skin bulk carriers)

Two single points on each deck plate (to be taken eitherat each 1/4 extremity of plate or at representative areasof average corrosion) between the ship sides and hatchcoamings in the transverse section concerned

No figure

Transverse rings (1) in cargo andballast tanks (for CSR double hulloil tankers)

At least two points on each plate in a staggered patternand two points on the corresponding flange where appli-cable. Minimum 4 points on the first plate below deck.Additional points in way of curved parts. At least onepoint on each of two stiffeners between stringers / longi-tudinal

Figure D for CSR double hull oil tank-ers

One section of deck plating for thefull beam of the ship within thecargo area (for oil tankers, chemi-cal tankers and liquefied gas carri-ers, other than CSR ships)

Two single points on each deck plate (to be taken eitherat each 1/4 extremity of plate or at representative areasof average corrosion) in the transverse section concerned

No figure

Part A


All deck plating and underdeckstructure inside line of hatch open-ings between cargo hold hatches(for CSR single skin and doubleskin bulk carriers)

«All deck plating» means at least two points on eachplate to be taken either at each 1/4 extremity of plate orat representative areas of average corrosion. “Underdeck structure”: at each short longitudinal girder: threepoints for web plating (fwd/middle/aft), single point forface plate, one point for web plating and one point forface plating of transverse beam in way. At each ends oftransverse beams, one point for web plating and onepoint for face plating

Fig E for CSR single skin and doubleskin bulk carriersExtent of areas is shown in Ch 4, Sec2, Fig 1 and Ch 4, Sec 2, Fig 3

B) CLOSE-UP SURVEYS AND RELATED MEASUREMENTS (oil tankers, chemical tankers, liquefied gas carriers and combination carriers)


Web frame ring(for oil tankers and combinationcarriers other than CSR ships)

Refer to the definition given in Ch 4, Sec 3, Tab 1“Adjacent structural members” means plating and stiff-eners of deck, bottom, double bottom, sides and longitu-dinal bulkheads in the vicinity of the web frame ring

Extent of areas is shown as 1 in Ch 4,Sec 3, Fig 1Locations of points are given in Fig 10

Transverse section(for chemical tankers and liquefiedgas carriers)

Refer to the definitions given in Tab 5 and Ch 4, Sec 5,Tab 2“Adjacent structural members” means plating and stiff-eners of deck, bottom, double bottom, sides and longitu-dinal bulkheads in the vicinity of the web frame ring

No figure

Deck transverse (for all ships otherthan CSR ships)

This is the upper part of the web frame ring including theadjacent structural members (see meaning given above).For chemical tankers it may be fitted on deck, i.e. outsidethe tank


Deck and bottom transverses(for oil tankers other than CSRships)

Refer to the definition given in Ch 4, Sec 3, Tab 1 Extent of areas is shown as 2 and 5in Ch 4, Sec 3, Fig 1Locations of points are given in Fig 10

Transverse bulkheads (for all shipsother than CSR ships)

“Complete” means the whole bulkhead including string-ers and stiffeners and adjacent structural members asdefined above


“Lower part” means lower part of bulkhead up to 1/4 ofship’s depth or 2 metres above the lower stringer, which-ever is the greater (stringers, stiffeners and adjacentstructural members included)


Transverse bulkheads in cargotanks (for CSR double hull oil tank-ers)

At least two points on each plate. Minimum 4 points onthe first plate below main deckAt least one point on every third stiffener to be takenbetween each stringerAt least two points on each plate of stringers and girders,and two points on the corresponding flange. Additionalpoints in way of curved partTwo points of each diaphragm plate of stools, if fitted.

Figure F for CSR double hull oil tank-ers

Transverse bulkheads in ballasttanks (for CSR double hull oil tank-ers)

At least 4 points on plates between stringers / longitudi-nal girders, or per plate if stringers/girders not fittedAt least two points on each plate of stringers and girders,and two points on the corresponding flange. Additionalpoints in way of curved partAt least one point on two stiffeners between eachstringer / longitudinal girder

Figure G for CSR double hull oil tank-ers

Adjacent structural members (forCSR double hull oil tankers)

On adjacent structural members one point per plate andone point on every third stiffener/longitudinal

No figure

All plating and internal structures(for chemical tankers and liquefiedgas carriers)

Refer to the definitions given in Tab 5 and Ch 4, Sec 5,Tab 2

No figure

Part A


C) CLOSE-UP SURVEYS AND RELATED MEASUREMENTS (bulk carriers and ore carriers)


Frames in cargo holds (for bulkcarriers and ore carriers other thanCSR ships)

25% of frames: one out of four frames should preferablybe chosen throughout the cargo hold length on each side“Selected frames” means at least 3 frames on each sideof cargo holds


Selected side shell frames in cargoholds (for CSR single skin bulk car-riers)

Includes side shell frame, upper and lower end attach-ments and adjacent shell plating25% of frames: one out of four frames should preferablybe chosen throughout the cargo hold length on each side50% of frames: one out of two frames should preferablybe chosen throughout the cargo hold length on each side«Selected frames» means at least 3 frames on each sideof cargo holds

Fig H for CSR single skin bulk carriersExtent of areas is shown in Ch 4, Sec2, Fig 1

Transverse frame in double skintank (for CSR double skin bulk car-riers)

Fig 2

Transverse bulkheads in cargoholds (for bulk carriers, ore carriersand CSR single skin and doubleskin bulk carriers)

Refer to the definition given in Ch 4, Sec 2, Tab 8, foot-note (3)Two selected bulkheads: one is to be the bulkheadbetween the two foremost cargo holds and the secondmay be chosen in other positions (for CSR single skinand double skin bulk carriers)

Areas of measurements are shown inCh 4, Sec 2, Fig 1 and Ch 4, Sec 2, Fig3Locations of points are given in Fig 8

One transverse bulkhead in eachcargo hold (for bulk carriers, orecarriers and CSR single skin anddouble skin bulk carriers)

This means that the close-up survey and related thick-ness measurements are to be performed on one side ofthe bulkhead; the side is to be chosen based on the out-come of the overall survey of both sides. In the event ofdoubt, the Surveyor may also require (possibly partial)close-up survey on the other side

Areas of measurements are shown inCh 4, Sec 2, Fig 1 and Ch 4, Sec 2, Fig3Locations of points are given in Fig 8

Transverse bulkheads in one top-side/side, hopper and double bot-tom ballast tank (for bulk carriers,ore carriers and CSR single skinand double skin bulk carriers)

Includes bulkhead and stiffening systems (for CSR singleskin and double skin bulk carriers)The ballast tank is to be chosen based on the history ofballasting among those prone to have the most severeconditions

Locations of points are given in Fig 9

Transverse webs in ballast tanks(for bulk carriers, ore carriers andCSR single skin and double skinbulk carriers)

Either one of the representative tanks of each type (i.e.topside or hopper or side tank) is to be chosen in the for-ward partIncludes web plating, face plates, stiffeners and associ-ated plating and longitudinals (for CSR single skin anddouble skin bulk carriers)“Associated plating and longitudinals” means adjacentplating and longitudinals of deck, bottom, side shell,slope, hopper and longitudinal bulkhead, as applicable

Extent of areas is shown as 2 in Ch 4,Sec 2, Fig 1 and Ch 4, Sec 2, Fig 3Locations of points are given in Fig 7Locations of points are given in Fig Hfor CSR single skin bulk carriers andin Fig I for CSR double skin bulk carri-ers

Areas of deck plating inside line ofhatch openings (for bulk carriersand ore carriers other than CSRships)

“Selected” means at least a single point on one out ofthree plates, to be chosen on representative areas ofaverage corrosion“All deck plating” means at least two points on eachplate to be taken either at each 1/4 extremity of plate orat representative areas of average corrosion

Extent of areas is shown as 5 in Ch 4,Sec 2, Fig 1

(1) Transverse rings means all transverse material appearing in a cross-section of the ship's hull, in way of a double bottom floor,vertical web and deck transverse (definition from the Common Structural Rules).

Part A


Ch 2, App 3

Add the following Figure C, Figure D, Figure E, Figure F, Figure G, Figure H, Figure I, Figure J andFigure K:

Figure C : Location of measurements ontransverse section of

CSR double hull oil tankers

Figure E : Location of measurements onunderdeck structure of

CSR single skin and double skin bulk carriers

Figure D : Location of measurements ontransverse rings in cargo and ballast tanks of


Figure G : Location of measurements ontransverse bulkheads in ballast tanks of


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Part A


Figure F : Location of measurements on transverse bulkheads in cargo tanks of CSR double hull oil tankers

Figure H : Location of measurements on structural members in cargo holds and ballast tanks ofCSR single skin bulk carriers

The gauging pattern for web plating is to be a three-point pattern for zones A, C and D, and a two-point pattern for zone B (see Figure). Thegauging report is to reflect the average reading. The average reading is to be compared with the allowable thickness.

If the web plating has general corrosion, then this pattern is to be expanded to a five-point pattern.

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Part A


Figure I : Location of measurements on structural members in ballast tanks ofCSR double skin bulk carriers (topside or hopper or side tank)

Figure J : Edge corrosion Figure K : Grooving corrosion

30 mm

30 mm

A - A

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Flat barstiffener

Attached plating

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Part A



Add the following row in Table 1:

T8 : Table 1: Intermediate survey of hull (all ships)

Ch 3, Sec 3, [1.1]


1.1.7 A general examination of the ship having the samescope as that of an annual survey, as detailed in Ch 3, Sec 1,is to be carried out for class renewal.



The in-water survey is to be carried out with the ship insheltered water and preferably with weak tidal streams andcurrents. The in-water visibility and the cleanliness of thehull below the waterline are to be clear enough to permit ameaningful examination allowing the Surveyor and thediver to determine the condition of the plating, the append-ages and the welding.



The Surveyor is to be satisfied with the methods of orienta-tion of the diver(s) on the plating, which should make usewhere necessary of permanent markings on the plating atselected points and with the method of pictorial representa-tion. An efficient two-way communication between the Sur-veyor and the diver(s) is to be provided.


Add the following Note 2 at the end of item c):

Note 2: Refer also to Ch 2, Sec 2, [5.5.2], item b) where the propel-ler is fitted keyless to the shaft taper, and, where the additionalclass notation MON-SHAFT has been assigned, the non-destructiveexamination is carried out at intervals not exceeding 15 years.

Ch 3, App 1, [5.1]


5.1.2 Upon satisfactory completion of this survey, anendorsement to confirm that the ship has been placed inlay-up is entered on a memoranda, which is subsequentlyto be kept on board.

ITEMAge of ship (in years at time of intermediate survey)

5 < age ≤ 10 10 < age ≤ 15 age > 15

CARGO SPACES (for ships otherthan ships engaged in the car-riage of dry cargoes only, orships subject to Ch 4, Sec 3, Ch4, Sec 4 or Ch 4, Sec 5)

Selected cargo spaces inter-nally examined

Selected cargo spaces internallyexamined

Part A


Ch 3, App 1, [5.3]

Replace requirement 5.3.13] by:

5.3.13 Upon satisfactory completion of the surveys, anendorsement to confirm the carrying out of all relevant sur-veys and the re-commissioning of the ship is entered on amemoranda.

Ch 4, Sec 2, [1.1.1]

Insert the following Note 1 in requirement [1.1.1]:

Note 1: A bulk carrier is a ship which is constructed generally withsingle deck, double bottom, topside tanks and hopper side tanks incargo spaces, and is intended primarily to carry dry cargo in bulk.Combination carriers are included. Ore carriers and combinationcarriers are not covered by the Common Structural Rules.

Replace the existing Note 1 by:

Note 1: A double skin bulk carrier is a ship which is constructedgenerally with single deck, double bottom, topside tanks and hop-per side tanks in cargo spaces, and is intended primarily to carrydry cargo in bulk, including such types as ore carriers and combi-

nation carriers, in which all cargo holds are bounded by a double-side skin (regardless of the width of the wing space). Ore carriersand combination carriers are not covered by the Common Struc-tural Rules.

Replace the existing Note 3 by:

Note 3: For combination carriers with longitudinal bulkheads,additional requirements are specified in Ch 4, Sec 3, as applicable.

Ch 4, Sec 2, [1.2.3]

Replace the second item of the bulleted list by:

• main structural plans of cargo holds and ballast tanks(for CSR ships, these plans are to include, for each struc-tural element, both the as-built and the renewal thick-nesses. Any thickness for voluntary addition is also to be

clearly indicated on the plans. The midship section planto be supplied on board the ship is to include the mini-mum allowable hull girder sectional properties for holdtransverse section in all cargo holds)

Ch 4, Sec 2, [1.3]

Insert the following requirements [1.3.2] and [1.3.3]:

1.3.2 For CSR bulk carriers, the ship longitudinal strengthis to be evaluated, using thickness of the structural membersmeasured, renewed and reinforced, as appropriate, duringthe renewal surveys carried out after the ship reached15 years of age (or during the 3rd renewal survey, if this oneis carried out before the ship reaches 15 years), in accord-ance with the criteria for longitudinal strength of the ship

hull girder for CSR bulk carriers specified in NR522 CSR forBulk Carriers, Chapter 13.1.3.3 The final result of evaluation of the ship longitudinalstrength required in [1.3.2], after renewal or reinforcementwork of structural members, if carried out as a result of ini-tial evaluation, is to be reported as a part of the hull condi-tion evaluation report.

Ch 4, Sec 2, [2.3.2]

Add the following paragraph at the end of requirement [2.3.2]:

For ships built under the Common Structural Rules, theannual thickness gauging may be omitted where a protec-tive coating has been applied in accordance with the coat-ing manufacturer’s requirements and is maintained in goodcondition.

Part A



Replace footnote (2) in Table 1 by:

T9 : Table 1 : Annual survey of cargo holds for single skin bulk carriers

Ch 4, sec 2, Table 2


T10 : Table 2 : Annual survey of cargo holds for double skin bulk carriers



T11 : Table 3 : Intermediate survey of cargo holds for single skin bulk carriers Ships 10 years of age or less at the time of the intermediate survey



T12 : Table 5 : Intermediate survey of cargo holds for double skin bulk carriersShips 10 years of age or less at the time of the intermediate survey

(2) : When considered necessary by the Surveyor or where extensive corrosion exists, thickness measurements are to be car-ried out. If the results of these thickness measurements indicate that substantial corrosion is present, the extent of thick-ness measurements is to be increased in accordance with Tab 12 to Tab 16. These extended thickness measurements areto be carried out before the annual survey is credited as completed. Suspect areas identified at previous surveys are to beexamined. Areas of substantial corrosion identified at previous surveys are to have thickness measurements taken.For ships built under the Common Structural Rules, the annual thickness gauging may be omitted where a protective coat-ing has been applied in accordance with the coating manufacturer’s requirements and is maintained in good condition.

(1) : When considered necessary by the Surveyor, or where extensive corrosion exists, thickness measurements are to be car-ried out. If the results of these thickness measurements indicate that substantial corrosion is found, the extent of thick-ness measurements is to be increased in accordance with Tab 17 to Tab 20. These extended thickness measurements areto be carried out before the survey is credited as complete. Suspect areas identified at previous surveys are to be exam-ined. Areas of substantial corrosion identified at previous surveys are to have thickness measurements taken.For ships built under the Common Structural Rules, the annual thickness gauging may be omitted where a protective coat-ing has been applied in accordance with the coating manufacturer’s requirements and is maintained in good condition.

(4) : Where substantial corrosion is found, the extent of thickness measurements is to be increased in accordance with Tab 12to Tab 16. These extended thickness measurements are to be carried out before the survey is credited as completed. Sus-pect areas identified at previous surveys are to be examined. Areas of substantial corrosion identified at previous surveysare to have thickness measurements taken.For ships built under the Common Structural Rules, the identified substantial corrosion areas may be:• protected by coating, applied in accordance with the coating manufacturer’s requirements and examined at annual

intervals to confirm the coating in way is still in good condition, or, alternatively• required to be measured at annual intervals.

(3) : Where substantial corrosion is found, the extent of thickness measurements is to be increased in accordance with Tab 17to Tab 20. These extended thickness measurements are to be carried out before the survey is credited as completed. Sus-pect areas identified at previous surveys are to be examined. Areas of substantial corrosion identified at previous surveysare to have thickness measurements taken.For ships built under the Common Structural Rules, the identified substantial corrosion areas may be:• protected by coating, applied in accordance with the coating manufacturer’s requirements and examined at annual

intervals to confirm the coating in way is still in good condition, or, alternatively• required to be measured at annual intervals.

Part A


Ch 4, Sec 2, Figure 1

Replace the title of Figure 1 by:

Figure 1 : Close-up surveys and thickness measurement areas for single skin and double skin bulk carriers

Ch 4, Sec 2, [4.6.2]


Note 1: For ships built under the Common Structural Rules, theidentified substantial corrosion areas may be:

• protected by coating, applied in accordance with the coatingmanufacturer’s requirements and examined at annual intervalsto confirm the coating in way is still in good condition, or,alternatively

• required to be measured at annual intervals.



T13 : Table 11 : Requirements for thickness measurements at class renewal survey of bulk carriers

Ch 4, Sec 3, [1.2.3]


• main structural plans of cargo and ballast tanks (for CSRships, these plans are to include, for each structural ele-ment, both the as-built and the renewal thicknesses.Any thickness for voluntary addition is also to be clearlyindicated on the plans. The midship section plan to besupplied on board the ship is to include the minimumallowable hull girder sectional properties for the tanktransverse section in all cargo tanks)

Ch 4, Sec 3, [2.3]


2.3.3 For ships built under the Common Structural Rules,the identified substantial corrosion areas are required to beexamined and additional thickness measurements are to becarried out.

Ch 4, Sec 3, [4.1]


4.1.2 For ships built under the Common Structural Rules,the identified substantial corrosion areas are required to beexamined and additional thickness measurements are to becarried out.

(1) Transverse sections are to be chosen where largest reductions are suspected to occur or are revealed from deck plating meas-urements, one of which is to be in the midship area.

Part A


Ch 4, Sec 3, [6.5.2]


Note 1: For ships built under the Common Structural Rules, theidentified substantial corrosion areas are required to be examinedand additional thickness measurements are to be carried out atannual and intermediate surveys.

Ch 4, Sec 4, [6.1.3]

Replace the paragraph introducing the alphanumeric list by:

6.1.3 The submitted Survey Programme is to account forand comply, as a minimum, with the requirements forclose-up surveys, thickness measurements, tank testing andpipe testing given in Tab 1, Tab E, Tab 2, [6.6] and [6.7.3],respectively and is to include relevant information includ-ing at least:

Ch 4, Sec 4

Replace Table 1 by the following Table 1 and Table E:

T14 : Table 1 : Requirements for close-up survey at class renewal survey of single skin chemical tankers

Age of ship (in years at time of class renewal survey)

age ≤ 5 5 < age ≤ 10 10 < age ≤15 age > 15

One web frame ring 1:- in a ballast wing tank

All web frame rings 1:- in a ballast wing tank, orin a double bottom ballast tank

(1)

All web frame rings 1: - in all ballast tanksin a cargo wing tankOne web frame ring 1:- in each remaining cargo

tank

As class renewal survey forships between 10 and 15years of ageAdditional transverse areasas deemed necessary bythe Society

One deck transverse 2: - in a cargo tank or on deck

One deck transverse 2:- in each remaining ballast tank

or on deck - in a cargo wing tank or on deck- in two cargo centre tanks or on

deck

Both transverse bulkheads 3:- in a ballast wing tank

All transverse bulkheads 3:- in all cargo tanksin all ballast tanks

Lower part of one transversebulkhead 4:- in a ballast tank- in a cargo wing tank- in a cargo centre tank (2)

Lower part of one transverse bulk-head 4:- in each remaining ballast tank - in two cargo centre tanks (2)- in a cargo wing tank

Note 1: 1, 2, 3 and 4 are areas to be subjected to close-up surveys and thickness measurements (see Fig 1 and Fig 2):1 : Complete transverse web frame ring, including adjacent structural members.2 : Deck transverse, including adjacent deck structural members.3 : Transverse bulkhead complete, including girder system and adjacent structural members.4 : Transverse bulkhead lower part, including girder system and adjacent structural members.(1) Ballast double hull tank means double bottom tank plus double side tank plus double deck tank, as applicable, even if these

tanks are separate.(2) Where no centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead), transverse bulkheads in wing tanks are

to be surveyed.

Part A


T15 : Table E : Requirements for close-up survey at class renewal survey of double skin chemical tankers


Replace reference to “Tab 1” by reference to “Tab 1 and Tab E” in Table 2.

Ch 4, Sec 4, [6.4]


6.4.2 The minimum requirements for close-up surveys aregiven in Tab 1 and Tab E.

6.4.5 For areas in tanks where hard protective coatings arefound to be in good condition, as defined in Ch 2, Sec 2,[2.2.11], the extent of close-up surveys required accordingto Tab 1 and Tab E may be specially considered.

Age of ship (in years at time of class renewal survey)

age ≤ 5 5 < age ≤ 10 10 < age ≤15 age > 15

One web frame ring 1:- in a ballast double hull tank

(1)

All web frame rings 1:- in a ballast wing tank, orin a ballast double hull tank (1)The knuckle area and the upper part(3 metres approximately) of oneweb frame in each remaining bal-last tank 6

All web frame rings: - in all ballast tanks 1- in a cargo wing tank 7One web frame ring:- in each remaining cargo

tank 7

As class renewal survey forships between 10 and 15years of ageAdditional transverse areasas deemed necessary bythe Society

One deck transverse 2: - in a cargo tank or on deck

One deck transverse 2:- in two cargo tanks

One transverse bulkhead 4:- in a ballast tank (1)

One transverse bulkhead 4:- in each ballast tank (1)

All transverse bulkheads:- in all cargo tanks 3- in all ballast tanks 4

One transverse bulkhead 5:- in a cargo wing tank- in a cargo centre tank (2)

One transverse bulkhead 5:- in a cargo wing tank- in two cargo centre tanks (2)

Note 1: 1, 2, 3, 4, 5, 6 and 7 are areas to be subjected to close-up surveys and thickness measurements (see Fig 3, Fig 4 andFig 5):1 : Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in double bottom tank

and deck transverse in double deck tank (where fitted), including adjacent structural members. In fore and aft peak tanksweb frame means a complete transverse web frame ring including adjacent structural members.

2 : Deck transverse, including adjacent deck structural members (or external structure on deck in way of the tank, whereapplicable).

3 : Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members (such as longitudinalbulkheads) and internal structure of lower and upper stools, where fitted.

4 : Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural members, such as longi-tudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper side, connecting brackets.

5 : Transverse bulkhead lower part in cargo tank, including girder system, adjacent structural members (such as longitudinalbulkheads) and internal structure of lower stool, where fitted.

6 : The knuckle area and the upper part (3 metres approximately), including adjacent structural members. Knuckle area isthe area of the web frame around the connections of the slope hopper plating to the inner hull bulkhead and the innerbottom plating, up to 2 metres from the corners both on the bulkhead and the double bottom.

7 : Web frame in a cargo tank means deck transverse, longitudinal bulkhead vertical girder and cross ties, where fitted,including adjacent structural members.

(1) Ballast double hull tank means double bottom tank plus double side tank plus double deck tank, as applicable, even if thesetanks are separate.

(2) Where no centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead), transverse bulkheads in wing tanks areto be surveyed.

Part A


Ch 4, Sec 4

Add the following Figure 1, Figure 2, Figure 3, Figure 4 and Figure 5:

Figure 1 : Areas subject to close-up surveys - Single skin chemical tankers

LEFT: Representative transverse section

RIGHT: Representative transverse bulkhead

Figure 2 : Areas subject to close-up surveys - Single skin chemical tankers of combined type

LEFT: Representative transverse section

RIGHT: Representative transverse bulkhead

5

1 4

3

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Part A


Figure 3 : Areas subject to close-up surveys - Double skin chemical tankers

Representative transverse section





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Part A




Confirmation is to be obtained that no unapproved changeshave been made to the bow, inner, side shell and sterndoors since the last survey.



Clearances of hinges, bearings and thrust bearings are to betaken, where no dismantling is required. Where the func-tion test is not satisfactory, dismantling may be required tomeasure the clearances. If dismantling is carried out, a vis-

ual examination of hinge pins and bearings together withNDT of the hinge pin is to be carried out. Clearances ofsecuring, supporting and locking devices are to be meas-ured, where indicated in the OMM.



2.1.5 A close-up survey of securing, supporting and lock-ing devices as listed below, including welding, is to be car-ried out:• cylinder securing pins, supporting brackets, back-up

brackets (where fitted) and their welded connections• hinge pins, supporting brackets, back-up brackets

(where fitted) and their welded connections

• locking hooks, securing pins, supporting brackets, back-up brackets (where fitted) and their welded connections

• locking pins, supporting brackets, back-up brackets(where fitted) and their welded connections

• locating and stopper devices and their welded connec-tions.


Replace item c) by:

c) indicators of open/closed position of doors and of secur-ing/locking devices at navigation bridge and otherremote control stations are to be checked; other safetydevices such as isolation of securing/locking hydraulicsystem from other hydraulic systems, access to operat-ing panels, notice plates and warning indicator lightsare to be checked

Add the following item at the end of item e):

• confirmation that power supply for indicator systemis supplied by the emergency source or other securepower supply and is independent of the power sup-ply for operating the doors



2.1.9 Non-destructive tests and/or thickness measurementsmay be required by the Surveyor after visual examinationand function test or in cases where cracks or deformationshave been found.

Part A


Ch 4, Sec 6, [3] (Amendments January 2012)


3.1 Shell and inner doors

3.1.1 The class renewal survey is to include, in addition tothe requirements of the annual survey as required in [2],examination, tests and checks of sufficient extent to verifythat the bow, inner, side shell and stern doors are in satisfac-tory condition and considered able to remain in compli-ance with the applicable requirements, subject to propermaintenance and operation in accordance with the Opera-tion and Maintenance Manual (OMM) or the manufacturer’srecommendations and the periodical surveys being carriedout at the due dates for the five-year period until the nextclass renewal survey.

3.1.2 The examinations of the doors are to be supple-mented by thickness measurements and testing to verifycompliance with the applicable requirements so that thestructural and weathertight integrity remains effective. Theaim of the examination is to identify corrosion, significantdeformation, fractures, damages or other structural deterio-ration that may be present.

3.1.3 A close visual inspection of structural arrangementsis to be carried out, supplemented by non-destructive testsand/or thickness measurements, as deemed necessary bythe Surveyor.

3.1.4 A survey of the items listed in [2.1.4] and [2.1.5],including close-up survey of securing, supporting and lock-ing devices, together with welding, is to be carried out.

Non-destructive testing and thickness measurements are tobe carried out on securing, supporting and locking devices,including welding, to the extent considered necessary bythe Surveyor. Whenever a crack is found, an examinationwith NDT is to be carried out in the surrounding area andfor similar items, as considered necessary by the Surveyor.

3.1.5 Clearances of hinges, bearings and thrust bearingsare to be taken. Unless otherwise specified in the OMM orby the manufacturer’s recommendation, the measurementof clearances on Ro-ro cargo ships may be limited to repre-sentative bearings where dismantling is needed in order tomeasure the clearances.

If dismantling is carried out, a visual examination of hingepins and bearings together with NDT of the hinge pins areto be carried out.

3.1.6 Non-return valves of drainage arrangements are tobe checked after dismantling.

3.1.7 The maximum thickness diminution of hinging arms,securing, supporting and locking devices is to be treatedaccording to the normal procedure for primary structures,but is not to be more than 15% of the as-built thickness orthe maximum corrosion allowance of the Society, which-ever is less. Certain designs may be subject to the Society’sspecial consideration.

3.1.8 Checking the effectiveness of sealing arrangementsby hose testing or equivalent is to be carried out.

Ch 4, Sec 8, [7.6]


7.6.4 Tank testing

Confirmation that cargo tank boundaries adjacent tomachinery spaces, propeller shaft tunnels, if fitted, drycargo spaces, accommodation and service spaces and fromdrinking water and stores have been pressure tested.

If deemed necessary by the Surveyor, the tank testing maybe extended.

Ch 4, Sec 8, [9.2]


9.2.5 Tank testing

Confirmation that oil recovery tank boundaries adjacent toengine rooms, if any, have been pressure tested.

If deemed necessary by the Surveyor, the tank testing maybe extended.

Part A



Replace the last row of Table 1 by:

T16 : Table 1 : Additional class notations for which specific survey requirements are applicable

Ch 5, Sec 2, [3.1]


3.1.1 As indicated in Pt E, Ch 1, Sec 2, the additional classnotation STAR-HULL is assigned to a ship in order to reflectthe fact that a procedure including periodical and correc-tive maintenance, as well as periodical and occasional

inspections of hull structures and equipment, (hereafterreferred to as the Inspection and Maintenance Plan - IMP)are dealt with on board by the crew and at the Owner’soffices.

Ch 5, Sec 10, [1.1]


1.1.1 The requirements of this Section apply to ships whichhave been assigned one of the following additional classnotations described in Ch 1, Sec 2, [6.14]:

STRENGTHBOTTOM

GRABLOADING

GRAB [X]

SPM

DYNAPOS

VCS

COVENT

CARGOCONTROL

COLD DI

COLD (H tDH, E tDE)

COMF-NOISE, COMF-VIB, COMF+, COMF-NOISE-Pax,COMF-NOISE-Crew, COMF-VIB-Pax, COMF-VIB-Crew

ACCOMMODATION

Ch 5, Sec 10, [9]


9 COLD DI, COLD (H tDH , E tDE)

Ch 5, Sec 10, [9.1]


9.1.1 The requirements of this Article apply to ships whichhave been assigned the following additional class notationsdefined in Ch 1, Sec 2, [6.14.12]:

COLD DI

COLD (H tDH, E tDE)

Additional class notationSection or Article

applicable in this ChapterType of surveys affected by these specific requirements

Remarks

Other notations:STRENGTHBOTTOMGRABLOADINGGRAB [X]SPMDYNAPOSVCSCOVENTCARGOCONTROLCOLD DICOLD (H tDH, E tDE)COMF-NOISE, COMF-VIB, COMF+, COMF-NOISE-Pax, COMF-NOISE-Crew, COMF-VIB-Pax, COMF-VIB-CrewACCOMMODATION

Ch 5, Sec 10 as applicable in accordance with the related Articles in Ch 5, Sec 10

Part A


Ch 5, Sec 10, [9]


9.2 Annual survey

9.2.1 The annual survey is to include:

a) Availability on-board of the following documentation:

• when the additional class notation COLD DI isassigned:

- manual for de-icing procedures

• when the additional class notation COLD (H tDH,

E tDE) is assigned:


- stability manual including loading conditionswith ice accretion.

b) Electrical installations (for COLD DI and COLD (H tDH,E tDE)):

• general external examination of the arrangementsfor heated bridge windows and heated cargo controlroom windows, the de-icing systems for all escapedoors and all main doors giving access to the deckarea, the heating of bunker lines on deck, the heat-ing of scupper lines, the heating of whistle, the heat-ing of antennas and similar equipment

• general external examination of the socket outletsprovided close to each lifeboat to supply the heatingsystem of lifeboat engine

• test of the de-icing systems including indicationsand alarms, at random

• test, as far as practicable, of the sequence of ventila-tion in loop in the air inlet compartment on airintakes for HVAC, machinery room and emergencygenerator room.

c) Machinery installations:

• general external examination and testing at randomof the ventilation system for the machinery compart-ments (for COLD DI and COLD (H tDH, E tDE))

• general external examination of de-icing arrange-ments for:

- sea inlets, overboard discharges (above the waterline and up to 1 m below the ballast water line),air vent heads (for COLD (H tDH, E tDE))

- air pipes and their automatic closing deviceswhere fitted, sounding pipes and overflow pipes(for cooling water recirculation tanks and waterballast tanks), piping systems in exposed areasincluding ro-ro spaces, spray water lines, exposeddeck scuppers, washing lines and discharge lines(for COLD DI and COLD (H tDH, E tDE))

• general examination, as far as practicable, of the de-icing arrangements provided to the water ballasttanks adjacent to the shell plating and located totallyor partly above the ballast water line (for COLD(H tDH, E tDE))

• general examination, as far as practicable of the de-icing arrangements provided to other tanks subjectto freezing (such as fresh water, fuel oil tanks) (forCOLD (H tDH, E tDE))

• general examination of the specific heating arrange-ments provided for the cargo P/V valves (for COLDDI and COLD (H tDH, E tDE))

• test of the de-icing systems including indicationsand alarms, at random (for COLD DI and COLD(H tDH, E tDE)).

d) Other equipment:

• general external examination of the de-icing systemon the exposed deck to allow the de-icing of theship areas where the crew may have access duringthe normal operation of the ship (manoeuvring area,loading and unloading area, area around the accessto the deckhouses, passageways, gangways, walk-ways) (for COLD DI and COLD (H tDH, E tDE))

• general examination of the specific arrangements forprotection of equipment fitted on deck (foam moni-tors, davits, lifeboats, lifejackets lockers, winches,windlasses, cranes, other deck machinery) and ofhelideck and its access (for COLD DI and COLD(H tDH, E tDE))

• general examination of personal protection andevacuation equipment which are to be suitable forthe design temperature (for COLD (H tDH, E tDE))

• general examination of specific protection fitted oncargo valves and associated instrumentation, such astarpaulins (for COLD DI and COLD (H tDH, E tDE))

• general examination of appropriate gratings andstairs (including escapes, access to lifeboats and towinching areas) for facilitation of circulation onexposed decks and of safety lines where provided(for COLD DI and COLD (H tDH, E tDE))

• general examination of heating arrangement forhydraulic oil system of deck machinery, where pro-vided (for COLD DI and COLD (H tDH, E tDE))

• general examination of arrangements made toensure 20°C in the accommodation and of arrange-ments made to control humidity, for HVAC plant (forCOLD DI and COLD (H tDH, E tDE))

• verification that sufficient hand tools or similarequipment for manual de-icing operations are avail-able on-board and stored on the main deck at loca-tions protected from accumulation of ice (for COLDDI and COLD (H tDH, E tDE))

• general examination of navigation and communica-tion equipment which are to be suitable for thedesign temperature (for COLD (H tDH, E tDE)).

Part A




10 COMF-NOISE, COMF-VIB, COMF+, COMF-NOISE-Pax, COMF-NOISE-Crew, COMF-VIB-Pax, COMF-VIB-Crew, ACCOMMODATION



In case of additional class notation ACCOMMODATION,noise measurements in harbour and sea conditions, insula-tion and impact noise measurements are to be carried outonly in case of significant modifications, as stated in[10.2.1].

Part B


Amendments to PART B



3.1.1 The requirements in Ch 2, Sec 3, [3.2] to Ch 2, Sec 3,[3.4] are not applicable to ships with service notations bulkcarrier, bulk carrier CSR ESP, bulk carrier CSR BC-A ESP,bulk carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP, orecarrier ESP, combination carrier ESP, of 20,000 gross ton-nage and over, and to ships with service notation oil tankerESP of 500 gross tonnage and over. For such ships, refer tothe applicable requirements of Part D.


Replace the 4th paragraph of requirement [4.1.1] by:

The damage control plan is required for the following ships:• ships carrying passengers• cargo ships of 500 GT and over.

Delete Note 1.


Replace the paragraph introducing the first bulleted list by:

In addition to the standard loading conditions defined in[1.2.1], for ships with the service notation bulk carrier, bulkcarrier ESP, ore carrier ESP and combination carrier ESPthe following loading cases are to be included in the trimand stability booklet:

Replace the paragraph introducing the second bulleted list by:

For ships with one of the service notations ore carrier ESPand combination carrier ESP and for ships with the servicenotation bulk carrier or bulk carrier ESP completed by theadditional feature nonhomload, the following loading casesare also to be included in the trim and stability booklet:



2.1.2 Higher strength steels other than those indicated inTab 1 are considered by the Society on a case by case basis.In particular, for ultra large container ships, higher strengthsteels having a minimum specified yield stress ReH equal to

460 N/mm2 may be used in the upper deck zone, providedthat fatigue assessment is carried out for structural details(such as hatch corners) and members in this zone.

Part B




2.1.3 When steels with a minimum specfified yield stressReH other than 235 N/mm2 are used on a ship, hull scant-lings are to be determined taking into account the materialfactor k defined in [2.3].2.1.4 When no other information is available, the mini-mum specified yield stress ReH and the Young’s modulus E ofsteels used at temperatures between 90°C and 300°C maybe taken respectively equal to:

where:ReH0 : Value of the minimum specified yield stress at

ambient temperatureE0 : Value of the Young’s modulus at ambient tem-

perature.



2.3 Material factor k

2.3.1 Unless otherwise specified, the material factor k hasthe values defined in Tab 2, as a function of the minimumspecified yield stress ReH.

For intermediate values of ReH , k may be obtained by linearinterpolation.

2.3.2 Steels with a yield stress lower than 235 N/mm2 orgreater than 390 N/mm2 are considered by the Society on acase by case basis.

In particular, where higher strength steels having a mini-mum specified yield stress ReH equal to 460 N/mm2 areused according to [2.1.2], the material factor k may betaken equal to 0,62.


Replace the bulleted list in requirement [2.4.1] by:

• Tab 4 for ships greater than 150 m in length and havinga single strength deck

• Tab 5 for ships greater than 250 m in length• Tab 6 for single-side bulk carrier, bulk carrier ESP and

combination carrier / OBO ESP• Tab 7 for ships with ice strengthening.


Replace the title of Table 6 by:

T1 : Table 6 : Application of material classes and grades for single-side bulk carrier, bulk carrier ESPand combination carrier / OBO ESP

ReH ReH0 1 04, 0 75,1000-------------θ–

⎝ ⎠⎛ ⎞=

E E0 1 03, 0 5,1000-------------θ–

⎝ ⎠⎛ ⎞=

Part B




4.4.1 The material factor k for aluminium alloys is to beobtained from the following formula:

where:

R’lim : Minimum specified yield stress of the parentmetal in welded condition R’p0,2 , in N/mm2, butnot to be taken greater than 70% of the mini-

mum specified tensile strength of the parentmetal in welded condition R’m , in N/mm2

R’p0,2 = η1 Rp0,2

R’m = η2 Rm

Rp0,2 : Minimum specified yield stress, in N/mm2, ofthe parent metal in delivery condition

Rm : Minimum specified tensile stress, in N/mm2, ofthe parent metal in delivery condition.

η1 and η2 are given in Tab 14.


Replace the definiton of R’p0,2 and R’m in Note 1 of Table 14 by:


Replace the definition of TB , in the second item of the bulleted list of requirement [2.4.3], by:

- TB = 0,03 L ≤ 7,5 m in general

- TB = 2 + 0,02 L for ships with one of the servicenotations bulk carrier, bulk carrier ESP, ore carrierESP, combination carrier ESP or oil tanker ESP.



For ships with the service notation general cargo ship, bulkcarrier, or bulk carrier ESP completed by the additionalservice feature nonhomload, the loading conditions to be

considered are to include the cases where the selectedholds are empty at draught T, according to the indicationsspecified in the ship notation.


Replace the second hyphenated item of item “ballast conditions” in the bulleted list of requirement[2.1.2] by:

- for ships with the service notation bulk carrier, therequirements in Pt D, Ch 4, Sec 3, [4.1], as applica-

ble, are complied with all filling levels betweenempty and full.


Replace, in Table 14, the service notation “bulk carrier” by “bulk carrier or bulk carrier ESP”.

Replace, in Table 14, the service notation “combination carrier” by “combination carrier ESP”.

k 235R ′l im

-----------=

Note 1:R’p0,2 : Minimum specified yield stress, in N/mm2, of

material in welded condition (see [4.3])R’m : Minimum specified tensile stress, in N/mm2, of

material in welded condition (see [4.3]).

Part B




• general cargo ship, intended to carry dry bulk cargo inholds

• bulk carrier

• bulk carrier ESP

• ore carrier ESP

• combination carrier ESP

Ch 7, Sec 1, [3.2.4] and Ch 7, Sec 2, [3.3.4] (Amendments January 2012)

Replace the two last paragraphs of these two requirements by:

where:

pST : Still water pressure defined in Ch 5, Sec 6, Tab14

pS : Still water sea pressure defined in Ch 5, Sec 5,[1.1.1] for the draught T1 at which the testing iscarried out.

If the draught T1 is not defined by the Designer,it may be taken equal to the light ballast draughtTB defined in Ch 5, Sec 1, [2.4.3].


Insert the following Figure A and Figure B:

Figure A : Example of stress averaging areaat opening rounded edge

Figure B : Example of stress averaging areaat rounded bracket edge

Part B



Add the following row in Table 5 :



4.3 Checking criteria

4.3.1 Master allowable stress

The master allowable stress, σMASTER, in N/mm2, is to beobtained from the following formula:

4.3.2 General

For all types of analysis, according to Ch 7, App 1, [2], it isto be checked that the equivalent stress σVM calculatedaccording to Ch 7, App 1, [5] is in compliance with the fol-lowing formula:

4.3.3 Structural detail analysis based on very fine mesh finite elements models

In a fine mesh model as defined in Ch 7, App 1, [3.4.3],high stress areas for which σVM exceeds 0,95 σMASTER are tobe investigated through a very fine mesh structural detailanalysis according to Ch 7, App 1, [3.4.4], and both follow-ing criteria are to be checked:

a) The average Von Mises equivalent stress σVM-av as definedin [4.3.4] is to comply with the following formula:

b) The equivalent stress σVM of each element is to complywith the following formulae:

• for elements not adjacent to the weld:

• for elements adjacent to the weld:

4.3.4 Stress averaging on very fine mesh

The average Von Mises equivalent stress σVM-av , in N/mm2,is to be obtained from the following formula:

where:σVM-i : Von Mises stress at the centre of the i-th element

within the considered area, in N/mm2

Ai : Area of the i-th element within the consideredarea, in mm2

n : Number of elements within the considered area.Stress averaging is to be performed over an area defined asfollows:• the area considered for stress averaging is to have a size

not above the relevant spacing of ordinary stiffeners(s x s)

• for very fine mesh along rounded edges (openings,rounded brackets) the area considered for stress averag-ing is to be limited only to the first ring of border ele-ments, over a length not greater than the relevantspacing of ordinary stiffeners (see Fig A and Fig B)

• the area considered for stress averaging is to include anentire number of elements

• the area considered for stress averaging is not to bedefined across structural discontinuities, web stiffenersor other abutting structure

• for regions where several different stress averaging areasmay be defined, the worst is to be considered for thecalculation of average Von Mises equivalent stress.

4.3.5 Particular requirements For very fine mesh regions located on bracket webs in thevicinity of bracket toes, where an equivalent (s x s) area can-not be defined, the yielding check is to be based only onthe criteria given in [4.3.3], item b).

Other structural details having shapes not allowing thestress averaging as required in [4.3.4] are to be speciallyconsidered by the Society, on a case by case basis.


Replace, in column “Service notation”, the notation “Bulk carrier ESP” by “Bulk carrier”.

Type of threedimensional model

(see App 1)

Resistance partial safety factor γR

(see [4.3] and [5.3])

General Flooding pressure

Very fine mesh finiteelement model

1,05 1,02

σMASTERRY

γR γm

----------=

σVM σMASTER≤

σVM av– σ≤ MASTER

σVM 1 53σMAST ER,≤

σVM 1 34σMAST ER,≤

σVM av–

AiσVM i–

1

n

∑

Ai

1

n

∑

---------------------------=

Part B




3.4.4 Very fine mesh for the analysis of structural details

In order to obtain an accurate representation of stresses inthe area of interest, the structural model is to be built on thebasis of the following criteria:

• the mesh dimensions are to be such as to enable a faith-ful representation of the stress gradients

• the size of elements in the area of interest is not to begreater than 50 mm x 50 mm

• the extent of the refined area is to be at least of 10 ele-ments in any direction around its centre

• the use of membrane elements is only allowed whensignificant bending effects are not present; in the othercases, elements with general behaviour are to be used

• the use of linear triangular elements is to be avoided asmuch as possible in high stress area; quadrilateral ele-ments are to have 90° angles as much as possible, orangles between 60° and 120°; the aspect ratio is to beclose to 1; when the use of a linear triangular elementcannot be avoided, its edges are to have the same length

• the local fine mesh can either be included directly intothe global model or belong to a separate sub-model; thegradient of mesh size must be reasonably low.



• general cargo ship, intended to carry dry bulk cargo inholds

• bulk carrier

• bulk carrier ESP

• ore carrier ESP

• combination carrier ESP



2.1.2 The partial safety factors to be considered for testingof fore peak structures are specified in Tab A.


Add the following Table A:

T2 : Table A : Fore peak structuresPartial safety factors for testing

Partial safety factors covering uncertainties

regarding:

Partial safety factors

Symbols PlatingOrdinary stiffeners

Still water pressure γS2 1,00 1,00

Wave induced pressure γW2 N.A. N.A.

Material γm 1,02 1,02

Resistance γR 1,05 1,20

Part B




2.3.4 Lateral pressure in testing conditions

The lateral pressure in testing conditions, pT , in kN/m2, istaken equal to:

• pST − pS for bottom shell plating and side shell plating

• pST otherwise

where:

pST : Still water pressure defined in Ch 5, Sec 6, Tab 14

pS : Still water sea pressure defined in Tab 2 and cal-culated for the draught T1 at which the testing iscarried out.




2.1.2 The partial safety factors to be considered for testingof aft peak structures are specified in Tab B.


Add the following Table B:

T3 : Table B : Aft peak structuresPartial safety factors for testing

Replace the head of Table 2 by:

T4 : Table 2 : Still water and wave pressures



2.3.4 Lateral pressure in testing conditions

The lateral pressure in testing conditions, pT , in kN/m2, istaken equal to:

• pST − pS for bottom shell plating and side shell plating

• pST otherwise

where:

pST : Still water pressure defined in Ch 5, Sec 6, Tab 14

pS : Still water sea pressure defined in Tab 2 and cal-culated for the draught T1 at which the testing iscarried out.


Partial safety factors covering uncertainties

regarding:

Partial safety factors

Symbols PlatingOrdinary stiffeners

Still water pressure γS2 1,00 1,00

Wave induced pressure γW2 N.A. N.A.

Material γm 1,02 1,02

Resistance γR 1,05 1,20

LocationStill water sea pressure pS,

in kN/m2

Wave pressure pW, in kN/m2

Part B



Replace item a), in these two requirements, by:

a) main particulars and design drawings:• special safety precautions• details of ship• equipment and design loading (for ramps)• key plan of equipment (doors and ramps)• manufacturer's recommended testing for equipment• description of equipment for:

- bow doors- inner bow doors- bow ramp/doors- side doors- stern doors- central power pack- bridge panel- engine control room panel

Chapter 9

Replace Section 7 by the following one:

Pt B, Ch 9, Sec 7


SECTION 7 HATCH COVERS

Symbols

For symbols not defined in this Section, refer to the list atthe beginning of this Chapter.

LLL : Load line length LLL,in m, as defined in Ch 1,Sec 2, [3.2]

L3 : L, but to be taken not greater than 300 m

hs : Standard height of superstructure, as defined inCh 1, Sec 2, [3.19]

tC : Corrosion additions, in mm, as defined in [1.4]

s : Stiffener spacing in m.

pW : Wave pressure, in kN/m2, as defined in [3.1.1]

ASh : Net shear sectional area, in cm2, of the ordinarystiffener or primary supporting member.

w : Net section modulus, in cm3, of the ordinarystiffener or primary supporting member.

1 General

1.1 Application

1.1.1 The requirements in [1] to [10] apply to all shipsexcept ships having the service notation bulk carrier, orecarrier or combination carrier, and are for all cargo hatchcovers and coamings on exposed decks.

The requirements in [11] apply to steel hatch covers ofsmall hatches fitted on the exposed fore deck over the for-ward 0,25 L.

1.1.2 The strength requirements are applicable to hatchcovers and hatch coamings of stiffened plate constructionand its closing arrangements.

1.2 Definitions

1.2.1 ICLL

Where ICLL is referred to in the text this is to be taken as theInternational Convention on Load Lines 1966, as amendedby the 1988 protocol, as amended in 2003.

1.2.2 Single skin cover

A hatch cover made of steel or equivalent material whichhas continuous top and side plating, but is open underneathwith the stiffening structure exposed. The cover is weather-tight and fitted with gaskets and clamping devices unlesssuch fittings are specifically excluded.

1.2.3 Double skin cover

A hatch cover as above but with continuous bottom platingsuch that all the stiffening structure and internals are pro-tected from the environment.

1.2.4 Pontoon type cover

A special type of portable cover, secured weathertight bytarpaulins and battening devices.

1.3 Materials

1.3.1 Steel

Materials used for the construction of steel hatch covers areto comply with the applicable requirements of NR216Materials and Welding, Chapter 2.

1.3.2 Other materials

The use of materials other than steel is considered by theSociety on a case by case basis, by checking that criteriaadopted for scantlings are such as to ensure strength andstiffness equivalent to those of steel hatch covers.

1.4 Net scantling approach

1.4.1 Corrosion additions for steel other than stainless steel

Unless otherwise specified, the thicknesses t in this Sectionare net thicknesses.

The net thicknesses are the member thicknesses necessary toobtain the minimum net scantlings required by [4] and [8].

The required gross thicknesses are obtained by adding cor-rosion additions, tc, given in Tab 1.

Strength calculations using beam theory, grillage analysis orFEM are to be performed with net scantlings.

1.4.2 Corrosion additions for aluminium alloys

For structural members made of aluminium alloys, the cor-rosion addition tc is to be taken equal to 0.

2 Arrangements

2.1 Height of hatch coamings

2.1.1 The height above the deck of hatch coamings is to benot less than:

• 600 mm in position 1

• 450 mm in position 2.

Pt B, Ch 9, Sec 7


Table 1 : Corrosion additions tc for hatch covers and hatch coamings

2.1.2 The height of hatch coamings in positions 1 and 2closed by steel covers provided with gaskets and securingdevices may be reduced with respect to the above values orthe coamings may be omitted entirely, on condition that theAdministration is satisfied that the safety of the ship is notthereby impaired in any sea conditions.

In such cases the scantlings of the covers, their gasketing,their securing arrangements and the drainage of recesses inthe deck are considered by the Society on a case by casebasis.

2.1.3 Regardless of the type of closing arrangementadopted, the coamings may have reduced height or beomitted in way of openings in closed superstructures ordecks below the freeboard deck.

2.2 Hatch covers

2.2.1 Hatch covers on exposed decks are to be weather-tight.

Hatch covers in closed superstructures need not be weath-ertight.

However, hatch covers fitted in way of ballast tanks, fuel oiltanks or other tanks are to be watertight.

2.2.2 The ordinary stiffeners and primary supporting mem-bers of the hatch covers are to be continuous over thebreadth and length of the hatch covers, as far as practical.When this is impractical, sniped end connections are not tobe used and appropriate arrangements are to be adopted toensure sufficient load carrying capacity.

2.2.3 The spacing of primary supporting members parallelto the direction of ordinary stiffeners is to be not greaterthan 1/3 of the span of primary supporting members. Whenstrength calculation is carried out by FE analysis using planestrain or shell elements, this requirement can be waived.

2.2.4 The breadth of the primary supporting member flangeis to be not less than 40% of their depth for laterally unsup-ported spans greater than 3 m. Tripping brackets attached tothe flange may be considered as a lateral support for pri-mary supporting members.

2.2.5 The covers used in 'tweendecks are to be fitted withan appropriate system ensuring an efficient stowing whenthe ship is sailing with open 'tweendecks.

2.2.6 Efficient retaining arrangements are to be provided toprevent translation of the hatch cover under the action ofthe longitudinal and transverse forces exerted by the stacksof containers on the cover. These retaining arrangementsare to be located in way of the hatch coaming side brackets.

Solid fittings are to be welded on the hatch cover where thecorners of the containers are resting. These parts areintended to transmit the loads of the container stacks ontothe hatch cover on which they are resting and also to pre-vent horizontal translation of the stacks by means of specialintermediate parts arranged between the supports of thecorners and the container corners.

Longitudinal stiffeners are to stiffen the hatch cover plate inway of these supports and connect the nearest transversestiffeners. Extension is to be calculated to ensure a satisfac-tory strength.

2.2.7 The width of each bearing surface for hatch covers isto be at least 65 mm.

2.3 Hatch coamings

2.3.1 Coamings, stiffeners and brackets are to be capableof withstanding the local forces in way of the clampingdevices and handling facilities necessary for securing andmoving the hatch covers as well as those due to cargostowed on the latter.

2.3.2 Special attention is to be paid to the strength of thefore transverse coaming of the forward hatch and to thescantlings of the closing devices of the hatch cover on thiscoaming.

2.3.3 Longitudinal coamings are to be extended at least tothe lower edge of deck beams.

Where they are not part of continuous deck girders, longitu-dinal coamings are to extend for at least two frame spacesbeyond the end of the openings.

Where longitudinal coamings are part of deck girders, theirscantlings are to be as required in Ch 7, Sec 3 or Ch 8, Sec5, as applicable.

Application Structure tc, in mm

Weather deck hatches of container ships, car carriers, paper carriers, passenger ships

Hatch covers 1,0

Hatch coamings 1,5

Weather deck hatches of all other ship types covered by this Section

Hatch covers in general 2,0

Weather exposed plating and bottom plating of double skin hatch covers 1,5

Internal structure of double skin hatch covers and closed box girders 1,0

Hatch coamings 1,5

Coaming stays and stiffeners 1,5

Pt B, Ch 9, Sec 7


2.3.4 Transverse coamings are to extend below the deck atleast to the lower edge of longitudinals.

Transverse coamings not in line with ordinary deck beamsbelow are to extend below the deck at least three longitudi-nal frame spaces beyond the side coamings.

2.3.5 Ordinary stiffeners of hatch coamings are to be con-tinuous over the breadth and length of hatch coamings.

2.4 Small hatchways

2.4.1 The height of small hatchway coamings is to be notless than 600 mm if located in position 1, and 450 mm iflocated in position 2.

Where the closing appliances are in the form of hinged steelcovers secured weathertight by gaskets and swing bolts, theheight of the coamings may be reduced or the coamingsmay be omitted altogether.

2.4.2 Small hatch covers are to have strength equivalent tothat required for main hatchways and are to be of steel,weathertight and generally hinged.

Securing arrangements and stiffening of hatch cover edgesare to be such that weathertightness can be maintained inany sea condition.

At least one securing device is to be fitted at each side. Cir-cular hole hinges are considered equivalent to securingdevices.

2.4.3 Hold accesses located on the weather deck are to beprovided with watertight metallic hatch covers, unless they

are protected by a closed superstructure. The same appliesto accesses located on the forecastle deck and leadingdirectly to a dry cargo hold through a trunk.

2.4.4 Accesses to cofferdams and ballast tanks are to bemanholes fitted with watertight covers fixed with boltswhich are sufficiently closely spaced.

2.4.5 Hatchways of special design are considered by theSociety on a case by case basis.

3 Hatch cover and coaming load model

3.1 Wheather loads

3.1.1 Vertical weather design load

The pressure pW, in kN/m², on the hatch cover panels isgiven in Tab 2. The vertical weather design load needs notto be combined with cargo loads defined in [3.2] .

The positions 1and 2, as specified in Ch 1, Sec 2, [3.21] areillustrated in Fig 1 for an example ship.

Where an increased freeboard is assigned, the design loadfor hatch covers according to Tab 2 on the actual freeboarddeck may be as required for a superstructure deck, providedthe summer freeboard is such that the resulting draught isnot greater than that corresponding to the minimum free-board calculated from an assumed freeboard deck situatedat a distance at least equal to the standard superstructureheight hS below the actual freeboard deck, see Fig 2.

Table 2 : Design load pW of weather deck hatches

Load line length LLL,in m

Hatchwaylocation

Design load pW, in kN/m2

Position 1 Position 2

LLL < 100

0 ≤ x ≤ 0,75 LLL 14,9 + 0,195 LLL

11,3 + 0,142 LLL0,75 LLL < x ≤ LLL (1)

LLL ≥ 100

0 ≤ x ≤ 0,75 LLL 34,3

25,5 (2)0,75 LLL < x ≤ LLL (1)

(1) Upon exposed superstructure decks located at least one superstructure standard height hs above the freeboard deck the design load pW may be taken equal to: • 14,9 + 0,195 LLL if LLL < 100• 34,3 if LLL ≥ 100

(2) Upon exposed superstructure decks located at least one superstructure standard height hs above the lowest position 2 deck the design load pW may be taken equal to 20,6 kN/m2.

Note 1:pWP : Pressure, in kN/m2, at the forward perpendicular, to be taken equal to:

• pWP = 49,1 + 0,0726 (LLL − 100) for Type B ships• pWP = 49,1 + 0,3560 (LLL − 100) for Type B-60 or Type B-100 ships.

x : Longitudinal co-ordinate of mid point of assessed structural member measured from aft end of length L or LLL, as applicable

15 8,LLL

3------- 1 5

3---

LLL x–( )LLL

---------------------–⎝ ⎠⎛ ⎞ 3 6

LLL x–( )LLL

---------------------,⎝ ⎠⎛ ⎞–+

34 3,pWP 34 3,–

0 25,---------------------------- x

LLL

------- 0 75,–⎝ ⎠⎛ ⎞+

Pt B, Ch 9, Sec 7


Figure 1 : Positions 1 and 2

*: reduced load upon exposed superstructure decks located at least one superstructure standard height above the freeboard deck

**: reduced load upon exposed superstructure decks of ships with LLL > 100 m located at least one superstructure standard height above thelowest Position 2 deck.

Figure 2 : Positions 1 and 2 for an increased freeboard

*: reduced load upon exposed superstructure decks located at least one superstructure standard height above the freeboard deck

**: reduced load upon exposed superstructure decks of ships with LLL > 100 m located at least one superstructure standard height above thelowest Position 2 deck.

3.1.2 Horizontal weather design loadThe horizontal weather design load pA, in kN/m2, for deter-mining the scantlings of outer edge girders (skirt plates) ofweather deck hatch covers and of hatch coamings is not tobe less than the greater of:• the minimum value pAmin, as given in Tab 3

•

where:a : Coefficient taken equal to:

• for unprotected front coamings and hatchcover skirt plates

• for unprotected front coamings and hatchcover skirt plates, where the distance fromthe actual freeboard deck to the summerload line exceeds the minimum non-cor-

rected tabular freeboard according to ICLLby at least one standard superstructureheight hs

• for side and protected front coamings andhatch cover skirt plates

• for aft ends of coamings and aft hatch coverskirt plates abaft amidships

• for aft ends of coamings and aft hatch coverskirt plates forward of amidships

Tfb

0,25 LLL

Length LLL

Freeboard Deck 1 1 1

1*1*2

2**

2**

2

2**

Tfb

0,25 LLL

Length LLL

Actual Freeboard Deck 2 2 1*

222**

2**

2**

2**

2**

Assumed Freeboard Deck

��

pA ac bcL f z–( )( )=

a 20L3

12------+=

a 10L3

12------+=

a 5L3

15------+=

a 7L3

100---------- 8

x ′L----–+=

a 5L3

100---------- 4

x ′L----–+=

Pt B, Ch 9, Sec 7


Table 3 : Minimum design load pAmin

c : Coefficient taken equal to 0,3+0,7 b’/B’

with b’/B’ not to be taken less than 0,25b’ : Breadth of coaming, in m, at the position con-

sidered

B’ : Actual maximum breadth of ship, in m, on theexposed weather deck at the position consid-ered

b : Coefficient taken equal to:

• for x’/L < 0,45

• for x’/L ≥ 0,45

with 0,6 ≤ CB ≤ 0,8. When determining scant-lings of aft ends of coamings and aft hatch coverskirt plates forward of amidships, CB need notbe taken less than 0,8.

x’ : Distance in m between the transverse coamingor hatch cover skirt plate considered and aft endof the length L. When determining side coam-ings or side hatch cover skirt plates, the side isto be subdivided into parts of approximatelyequal length, not exceeding 0,15 L each, and x’is to be taken as the distance between aft end ofthe length L and the centre of each part consid-ered.

cL : Coefficient taken equal to:

• for L< 90 m

• for L ≥ 90 mcL=1

f : Wave parameter, taken equal to:

z : Vertical distance, in m, from the summer loadline to the midpoint of stiffener span, or to themiddle of the plate field

3.2 Cargo loads

3.2.1 Distributed loadsThe load on hatch covers due to cargo loads pL, in kN/m2,resulting from heave and pitch is to be determined accord-ing to the following formula:

pL= pC (1+αV)

where:

pC : Uniform cargo load in kN/m2

αV : Acceleration addition taken equal to:

αV = mF

m : Coefficient taken equal to:

• for 0 ≤ x/L ≤ 0,2

• for 0,2 < x/L ≤ 0,7m = 1

• for 0,7 < x/L ≤ 1,0

m0 : Coefficient taken equal to:

m0 = 1,5+F

F : Coefficient taken equal to:

V0 : Maximum speed, in knots, at summer load linedraught, not to be taken less than L1/2

3.2.2 Concentrated loadsThe loads due to single forces P in kN resulting from heaveand pitch (e.g. in case of containers) are to be determinedas follows:

P = PS (1+ αV)

where:PS : Single force, in kN

αV : Acceleration addition, as defined in [3.2.1]

3.2.3 Container loadsWhere containers are stowed on hatch covers the followingloads, in kN, due to heave, pitch, and rolling motion are tobe considered (see also Fig 3)

AZ, BZ : Support forces in z-direction at the forward andaft stack corners, taken respectively equal to:

By : Support force in y-direction at the forward andaft stack corners, taken equal to:

where:

M : Maximum designed mass of container stack, in t

αV : Acceleration addition, as defined in [3.2.1]

LPAmin in kN/m² for

unprotected fronts elsewhere

L ≤ 50 30 15

50 < L < 250 25 + L/10 12,5 + L/20

L ≥ 250 50 25

b 1 0

x ′L---- 0 45,–

CB 0 2,+------------------------

⎝ ⎠⎜ ⎟⎜ ⎟⎛ ⎞

2

+,=

b 1 0 1 5

x ′L---- 0 45,–

CB 0 2,+------------------------

⎝ ⎠⎜ ⎟⎜ ⎟⎛ ⎞

2

,+,=

cLL

90------=

f L25------ 4 1,+= for L 90m<

f 10 75 300 L–100

-------------------⎝ ⎠⎛ ⎞

1 5,

–,= for 90m L 300m<≤

f 10 75,= for 300m L 350m≤ ≤

f 10 75 L 350–150

-------------------⎝ ⎠⎛ ⎞

1 5,

–,= for L 350m>

m m0 5 m0 1–( )xL---–=

m 1m0 1+

0 3,----------------+

⎝ ⎠⎛ ⎞ x

L--- 0 7,–

⎝ ⎠⎛ ⎞=

F 0 11V0

L-------,=

AZ 9,81M2----- 1 αV+( ) 0 45 0 42

hm

b------,–,

⎝ ⎠⎛ ⎞=

BZ 9,81M2----- 1 αV+( ) 0 45 0 42

hm

b------,+,

⎝ ⎠⎛ ⎞=

By 2 4M,=

Pt B, Ch 9, Sec 7


hm : Designed height of centre of gravity of stackabove hatch cover supports, in mWhen strength of the hatch cover structure isassessed by FE analysis according to [4.5.3]using shell or plane strain elements, hm may betaken as the designed height of centre of gravityof stack above the hatch cover top plate.

b : Distance between foot points, in m Values of M and hm applied for the assessment of hatchcover strength are to be shown in the drawings of the hatchcovers.Note 1: For M and hm it is recommended to apply those values,which are used for the calculations of cargo securing (containerlashing). If different assumptions are made for M and hm, thedesigner has to verify that, in the calculation model, the hatchcover structure is not loaded less than by those values recom-mended.

In case of container stacks secured to lashing bridges or car-ried in cell guides the forces acting on the hatch cover maybe specially considered.

Alternatively, container loads may be applied based onaccelerations calculated by an individual acceleration anal-ysis for the used lashing system.

Figure 3 : Forces due to container loads

3.2.4 Load cases with partial loadingThe loads defined in [3.2.1] [3.2.2] are also to be consid-ered for partial non homogeneous loading which may occurin practice, e.g. where specified container stack places areempty.The load case partial loading of container hatch covers canbe evaluated using a simplified approach, where the hatchcover is loaded without the outermost stacks (see Fig 4).

Figure 4 : Partial loading of a container hatch cover

3.3 Global loads

3.3.1 Loads due to elastic deformations of the hull

Hatch covers, which in addition to the loads according to[3.1] and [3.2] are loaded in the ship's transverse directionby forces due to elastic deformations of the hull, are to bedesigned such that the sum of stresses does not exceed thepermissible values given in [4.2.1].

4 Yielding strength

4.1 General

4.1.1 Hatch covers suporting wheel loads

The scantlings of hatch covers supporting wheeled loads areto be obtained in accordance with:

• the applicable requirements of Ch 7, Sec 1 or Ch 8, Sec3, as applicable, for plating

• the applicable requirements of Ch 7, Sec 2 or Ch 8, Sec4, as applicable, or by direct calculations under consid-eration of the permissible stresses according to [4.2.1],for ordinary stiffeners

• the applicable requirements of Ch 7, Sec 3 or Ch 8, Sec5, as applicable, for primary supporting members.

4.2 Permissible stresses and deflections

4.2.1 Stresses

The equivalent stress σV in steel hatch cover structuresrelated to the net thickness is not to exceed 0,8 ReH. Fordesign loads according to [3.1.2], [3.2] and [3.3] the equiv-alent stress σV related to the net thickness is not to exceed0,9 ReH when the stresses are assessed by means of FEMusing plane stress or shell elements.

For beam element calculations and grillage analysis, theequivalent stress σV, in N/mm2, may be taken as follows:

where:

σ : Normal stress, in N/mm2

τ : Shear stress, in N/mm2

For FEM calculations, the equivalent stress σV, in N/mm2,may be taken as follows:

where:

σx : Normal stress, in N/mm2, in x-direction

σy : Normal stress, in N/mm2, in y-direction

τ : Shear stress, in N/mm2, in the x-y plane

Indices x and y are coordinates of a two-dimensional Carte-sian system in the plane of the considered structural ele-ment.

In case of FEM calculations using shell or plane strain ele-ments, the stresses are to be read from the centre of the indi-vidual element. Where shell elements are used, the stressesare to be evaluated at the mid plane of the element.

��

��

��

��

�

σV σ2 3τ2+=

σV σx2 σx σy σy

2 3τ2+ +–=

Pt B, Ch 9, Sec 7


4.2.2 Deflection

The vertical deflection of primary supporting members dueto the vertical weather design load according to [3.1.1] is tobe not more than μ lg where:

lg : Greatest span of primary supporting members

μ : Coefficient taken equal to:

• μ = 0,0056 for weathertight hatch covers

• μ = 0,0044 for pontoon hatch covers andportable beams

Note 1: Where hatch covers are arranged for carrying containersand mixed stowage is allowed, i.e., a 40'-container stowed on topof two 20'-containers, particular attention is to be paid to thedeflections of hatch covers. Further the possible contact ofdeflected hatch covers with in hold cargo has to be observed.

4.3 Plating

4.3.1 Local net plate thickness

The local net plate thickness t, in mm, of the hatch covertop plating is not to be less than the greater of:

•

• 1% of the spacing of the stiffener or 6 mm if that begreater.

where:

Fp : Factor for combined membrane and bendingresponse, equal to:

• Fp = 1,5, in general

• Fp = 1,9 σ/σa, for the attached plating of pri-mary supporting members and for σ ≥ 0,8 σa

σ : Normal stress, in N/mm2, of hatch cover topplating

The normal stress may be determined in a dis-tance s from webs of adjacent primary support-ing members perpendicular to ordinarystiffeners and in a distance s/2 from the web ofan adjacent primary supporting member paral-lel to ordinary stiffeners, refer to Fig 5. Thegreater of both stresses is to be taken. For thedistribution of normal stress σ between two par-allel girders, refer to [5.3.4].

σa : Allowable normal stress, in N/mm2, equal to:

σa= 0,8 ReH

p : Pressure pw and pL, in kN/m2, as defined in [3]

For flange plates under compression sufficient bucklingstrength according to is to [5] be demonstrated.

Figure 5 : Determination of normal stress of the hatch cover plating

4.3.2 Lower plating of double skin hatch covers and box girders

The thickness to fulfill the strength requirements is to beobtained from the calculation according to [4.5] under con-sideration of permissible stresses according to [4.2.1].

The net thickness, in mm, is not to be less than the greaterof the following values when the lower plating is taken intoaccount as a strength member of the hatch cover:

• t= 6,5s

• tmin = 5

When the lower plating is not considered as a strengthmember of the hatch cover, the thickness of the lower plat-ing is to be determined according to Ch 7, Sec 1.

4.3.3 Covers of small hatchwaysThe gross thickness of covers of small hatchways is to be notless than that of the adjacent plating based on the samespacing and the same steel.

Refer also to [11].

4.4 Ordinary stiffeners and primary supporting members

4.4.1 Net scantling of ordinary stiffenersThe net section modulus w, in cm3, and the net shear areaASh, in cm2,of uniformly loaded hatch cover stiffeners con-straint at both ends are not be less than the values obtainedfrom the following formulae:

where:

κ : Coefficient taken equal to:

• κ = 104 for weathertight hatch covers

• κ = 123 for pontoon hatch covers l : Ordinary stiffener span, in m, to be taken as the

spacing, in m, of primary supporting membersor the distance between a primary supportingmember and the edge support, as applicable.

t 15 8Fps p0 95ReH,-----------------------,=

�

��

�

�

σ��

�

σ��

wκ

ReH

-------- sl2p=

ASh10slp

ReH

----------------=

Pt B, Ch 9, Sec 7


p : Pressure pW and pL, in kN/m2, as defined in [3].

The net section modulus of the ordinary stiffeners is to bedetermined based on an attached plate width assumedequal to the stiffener spacing.

For flat bar ordinary stiffeners and buckling stiffeners onwebs of primary supporting members, the ratio hw / tw is tobe in compliance with the following formula:

where:

hw : Web height, in mm, of the ordinary stiffener

tw : Net thickness, in mm, of the ordinary stiffener.

Stiffeners parallel to primary supporting members andarranged within the effective breadth according to [4.5.2]are to be continuous at crossing primary supporting mem-ber and may be regarded for calculating the cross sectionalproperties of primary supporting members. It is to be veri-fied that the combined stress of those stiffeners induced bythe bending of primary supporting members and lateralpressures does not exceed the permissible stresses accord-ing to [4.2.1].

For hatch cover stiffeners under compression sufficientsafety against lateral and torsional buckling according to[5.3.5] and [5.3.6] is to be verified.

4.4.2 Net scantlings of primary supporting members

Scantlings of primary supporting members are obtainedfrom calculations according to [4.5] under consideration ofpermissible stresses according to [4.2.1].

For all components of primary supporting members suffi-cient safety against buckling must be verified according to[5]. For biaxial compressed flange plates this is to be veri-fied within the effective widths according to [5.3.3].

The net thickness, in mm, of webs of primary supportingmembers is not to be less than the greater of the followingvalues:

• t = 6,5s

• tmin = 5

4.4.3 Edge girders (Skirt plates)Scantlings of edge girders are obtained from the calcula-tions according to [4.5] under consideration of permissiblestresses according to [4.2.1].

The net thickness, in mm, of the outer edge girders exposedto wash of sea is not to be less than the greatest of the fol-lowing values:

•

• t = 8,5 s• tmin = 5

where:

pA : Horizontal pressure, in kN/m2, as defined in[3.1.2]

The stiffness of edge girders is to be sufficient to maintainadequate sealing pressure between securing devices. The

moment of inertia, in cm4, of edge girders is not to be lessthan:

I = 6q sSD4

where:

q : Packing line pressure, in N/mm, minimum 5N/mm.

sSD : Spacing, in m, of securing devices.

4.4.4 Ordinary stiffeners and primary supporting members of variable cross-section

The net section modulus of ordinary stiffeners and primarysupporting members with a variable cross-section is to benot less than the greater of the values obtained, in cm3, fromthe following formulae:

where:

wCS : Net section modulus, in cm3, for a constantcross-section, obtained according to [4.4.1]

l1 : Length of the variable section part, in m (see Fig6)

l0 : Span measured, in m, between end supports(see Fig 6)

w1 : Net section modulus at end, in cm3 (see Fig 6)

w0 : Net section modulus at mid-span, in cm3 (seeFig 6).

Moreover, the net moment of inertia of ordinary stiffenersand primary supporting members with a variable cross-sec-tion is to be not less than the greater of the values obtained,in cm4, from the following formulae:

I = ICS

ICS : Net moment of inertia with a constant cross-section, in cm4, calculated with wave pressure,as given in [3.1.1] or distributed loads as givenin [3.2.1]. It is to be such that the deflectiondoes not exceed μα

where:

μ : Coefficient, as defined in [4.2.2]

I1 : Net moment of inertia at end, in cm4 (see Fig 6)

I0 : Net moment of inertia at mid-span, in cm4 (seeFig 6).

The use of these formulae are limited to the determinationof the strength of ordinary stiffeners and primary supportingmembers in which abrupt changes in the cross-section donot occur along their length.

hw

tw

------ 15 235ReH

----------≤

t 15 8s pA

0 95ReH,----------------------,=

w wCS=

w 1 3 2α ψ– 0 8,–,7ψ 0 4,+

-------------------------------------+⎝ ⎠⎛ ⎞ wCS=

α l1

l0

----=

ψw1

w0

------=

I 1 8α3 1 ϕ–

0 2 3 ϕ+,--------------------------

⎝ ⎠⎛ ⎞+ ICS=

ϕ I1

I0

---=

Pt B, Ch 9, Sec 7


Table 4 : Effective breadth em of plating of primary supporting members

Figure 6 : Variable cross-section stiffener

4.5 Strength calculations

4.5.1 General

Strength calculation for hatch covers may be carried out byeither, using beam theory, grillage analysis or FEM.

4.5.2 Effective cross-sectional properties for calculation by beam theory or grillage analysis

Cross-sectional properties are to be determined consideringthe effective breadth. Cross sectional areas of ordinary stiff-eners parallel to the primary supporting member under con-sideration within the effective breadth can be included,refer Fig 8.

The effective breadth of plating em of primary supportingmembers is to be determined according to Tab 4, consider-ing the type of loading. Special calculations may berequired for determining the effective breadth of one-sidedor non-symmetrical flanges.

The effective cross sectional area of plates is not to be lessthan the cross sectional area of the face plate.

For flange plates under compression with ordinary stiffenersperpendicular to the web of the primary supporting mem-ber, the effective width is to be determined according to[5.3.3].

4.5.3 General requirements for FEM calculations

For strength calculations of hatch covers by means of finiteelements, the cover geometry is to be idealized as realisti-cally as possible. Element size must be appropriate toaccount for effective breadth. In no case element width areto be larger than stiffener spacing. In way of force transfer

points and cutouts the mesh has to be refined where appli-cable. The ratio of element length to width is not to exceed4.

The element height of webs of primary supporting membermust not exceed one-third of the web height. Stiffeners,supporting plates against pressure loads, have to beincluded in the idealization. Buckling stiffeners may be dis-regarded for the stress calculation.

5 Buckling strength

5.1 General

5.1.1 Coamings

The buckling strength assessment of coaming parts is to becarried out according to Ch 7, Sec 1, Ch 7, Sec 2 Ch 7, Sec3.

5.1.2 Definitionsa : Length of the longer side of a single plate field

in mm (x-direction)

b : Breadth of the shorter side of a single plate fieldin mm (y-direction)

α : Aspect ratio of single plate field = a / b

n : Number of single plate field breadths within thepartial or total plate field

t : Net plate thickness in mm

σx : Membrane stress, in N/mm2, in x-direction

σy : Membrane stress, in N/mm2, in y-direction

τ : Shear stress, in N/mm2, in the x-y plane

F1 : Correction factor for boundary condition at thelongitudinal stiffeners according toTab 5.

σe : Reference stress, in N/mm2, taken equal to

σe = 0,9 E (t/b)2

Ψ : Edge stress ratio taken equal to σ1/σ2

σ1 : Maximum compressive stress, in N/mm2

σ2 : Minimum compressive stress or tension stress,in N/mm2

l/e 0 1 2 3 4 5 6 7 ≥8

em1/e 0 0,36 0,64 0,82 0,91 0,96 0,98 1,00 1,00

em2/e 0 0,20 0,37 0,52 0,65 0,75 0,84 0,89 0,90

Note 1:l : Length of zero-points of bending moment curve:

l = l0 for simply supported primary supporting members

l = 0,6l0 for primary supporting members with both ends constraint,where l0 is the unsupported length of the primary supporting member.

e : Width of plating supported, measured from centre to centre of the adjacent unsupported fieldsem1 : To be applied where primary supporting members are loaded by uniformly distributed loads or else by not less than 6

equally spaced single loads.em2 : To be applied where primary supporting members are loaded by 3 or less single loads.Note 2: Intermediate values may be obtained by direct interpolation.

�1

�0

w0

w1

�0

�1

Pt B, Ch 9, Sec 7


S : Safety factor (based on net scantling approach),taken equal to:

• S = 1.25 for hatch covers when subjected tothe vertical weather design load accordingto [3.1.1]

• S = 1.10 for hatch covers when subjected toloads according to [3.1.2], [3.2] and [3.3]

λ : Reference degree of slenderness, taken equal to:

K : Buckling factor according to Tab 7.

Table 5 : Correction factor F1

5.1.3 Sign convention

Compressive and shear stresses are to be taken positive, ten-sion stresses are to be taken negative

5.2 Plating

5.2.1 Proof of top and lower hatch cover plating

Proof is to be provided that the following condition, inwhich the first two terms and the last term are not to exceed1,0, is complied with for the single plate field a x b:

where:

e1, e2, e3 : Exponents as given in Tab 6

B : Factor as given in Tab 6.

κx, κy, κτ : Reduction factors as given in Tab 7

• where σx ≤ 0 (tension stress), κx = 1,0

• where σy ≤ 0 (tension stress), κy = 1,0

Table 6 : Coefficients e1, e2, e3 and factor B

5.2.2 Poisson effect

If stresses in the x- and y-direction already contain the Pois-son-effect (calculated using FEM), the following modifiedstress values may be used. Both stresses σx* and σy* are tobe compressive stresses, in order to apply the stress reduc-tion according to the following formulae:

σx = (σx* - 0,3 ⋅ σy*) / 0,91

σy = (σy* - 0,3 ⋅ σx*) / 0,91

where:

σx*,σy* : Stresses containing the Poisson-effect

Where compressive stress fulfils the condition σy* < 0,3 σx*, then σy = 0 and σx = σx*

Where compressive stress fulfils the condition σx* < 0,3 σy*, then σx = 0 and σy = σy*

5.2.3 Webs and flanges of primary supporting members

For non-stiffened webs and flanges of primary supportingmembers sufficient buckling strength as for the hatch covertop and lower plating is to be demonstrated according to[5.2.1].

5.3 Proof of partial and total fields of hatch covers

5.3.1 Longitudinal and transverse ordinary stiffeners

The continuous longitudinal and transverse stiffeners of par-tial and total plate fields are to comply with the conditionsset out in [5.3.5] through [5.3.7], taking account of theeffective width of attached plating defined in [5.3.2].

5.3.2 Effective width of attached plating of ordinary stiffeners

The effective width of attached plating of ordinary stiffeners,to be considered for buckling assesment, may be deter-mined by the following formulae (see also Fig 7):

• bm = κxb for longitudinal stiffeners

• am = κya for transverse stiffeners

The effective width of attached plating is not to be takengreater than the value obtained from [4.5.2].

Stiffeners sniped at both ends F1 = 1,00

Guidance values where both ends are effectively con-nected to adjacent struc-tures (1)

F1 = 1,05 for flat barsF1 = 1,10 for bulb sectionsF1 = 1,20 for angle and tee-sectionsF1 = 1,30 for u-type sections and girders of high rigidity (2)

(1) Exact values may be determined by direct calculations(2) Higher value may be taken if it is verified by a buckling

strength check of the partial plate field using non-linear FEA, but not greater than 2.0

Note 1:An average value of F1 is to be used for plate panels having different edge stiffeners

λ ReH

Kσe

---------=

σx SκxReH

--------------⎝ ⎠⎛ ⎞

e1 σy SκyReH

--------------⎝ ⎠⎛ ⎞

e2

BσxσyS

2

ReH2

-----------------⎝ ⎠⎛ ⎞ τ S 3

κτReH

-----------------⎝ ⎠⎛ ⎞

e3

1 0,≤+–+

Exponents e1, e2, e3 / Factor B

e1 1+ κx4

e2 1+ κy4

e3 1 + κxκyκτ2

B, for σx and σy positive (compression stress) (κxκy)5

B, for σx or σy negative (tension stress) 1

Pt B, Ch 9, Sec 7


Table 7 : Buckling and reduction factor for plane elementary plate panels

CaseStress ratio ψ

Aspect ratio α α = a/b

Buckling factor K Reduction factor κ

1 κx = 1 for λ ≤ λc

where:

2

where:

c1 = (1 - F1/α) ≥ 0

3

4

Note 1: Explanations for boundary conditions:- - - - - - - - - - - - plate edge free _______________ plate edge simply supported

σ� σ�

�t

α �.

ψ σ�. ψ σ�

.

1 ψ 0≥ ≥

α 1≥

K8 4,

ψ 1 1,+--------------------=

κx c 1λ--- 0 22,

λ2-------------–

⎝ ⎠⎛ ⎞= for λ λc>

c 1 25, 0 12ψ,( )– 1 25,≤=

λcc2--- 1 1

0 88,c

-------------–+⎝ ⎠⎛ ⎞=

0 ψ 1–> > K 7 63, ψ 6 26, 10ψ–( )–=

ψ 1–≤ K 5 975 1 ψ–( )2,=

�

σ�

�

α �.

ψ σ�.

ψ σ�.σ�

1 ψ 0≥ ≥ α 1≥ K F1 1 1α2-----+

⎝ ⎠⎛ ⎞

2

2 1,ψ 1 1,+( )

-------------------------= κy c 1λ--- R F2 H R–( )+

λ2-------------------------------------–

⎝ ⎠⎛ ⎞=

c 1 25, 0 12ψ,( )–( ) 1 25,≤=

R λ 1( λ c )⁄–= for λ λc<

R 0 22,= for λ λc≥

λc 0 5c 1 1 0 88, c⁄–+( ),=

F 1 K0 91,------------- 1–

⎝ ⎠⎛ ⎞ λp

2⁄–⎝ ⎠⎛ ⎞ c1 0≥=

λp2 λ2 0 5,–= for 1 λp

2 3≤ ≤

H λ 2λ

c T T2 4–+( )--------------------------------------- R≥–=

T λ 1415λ---------- 1

3---+ +=

0 ψ 1–> >

1 α 1 5,≤ ≤ K F1 1 1α2-----+

⎝ ⎠⎛ ⎞

2

2 1 1 ψ+( ),1 1,

---------------------------- ψα2----- 13 9, 10ψ–( )–

⎝ ⎠⎛ ⎞=

α 1 5,>K F1 1 1

α2-----+

⎝ ⎠⎛ ⎞

2

2 1 1 ψ+( ),1 1,

----------------------------

ψα2----- 5 87, 1 87α2, 8 6,

α2--------- 10ψ–+ +

⎝ ⎠⎛ ⎞–

⎝

⎠

⎛

⎞

=

ψ 1–≤

1 α 3 1 ψ–( )4

----------------------≤ ≤ K 5 975F, 11 ψ–

α-------------

⎝ ⎠⎛ ⎞

2

=

α 3 1 ψ–( )4

----------------------> K F1 3 9675 1 ψ–α

-------------⎝ ⎠⎛ ⎞

2

, 0 5375 1 ψ–α

-------------⎝ ⎠⎛ ⎞

4

, 1 87,+ +⎝ ⎠⎛ ⎞=

σ� σ�

�t

α �.

ψ σ�. ψ σ�

.

1 ψ 0≥ ≥

α 0>

K 4 0 425, 1 α⁄ 2+( )3ψ 1+

--------------------------------------------=

κx 1= for λ 0 7,≤

κx1

λ2 0 51,+------------------------= for λ 0,7>

0 ψ 1–≥> K 4 0 425, 1 α2⁄+( ) 1 ψ+( ) 5ψ 1 3 42ψ,–( )–=

σ� σ�

�t

α �.

ψ σ�. ψ σ�

.1 ψ 1–≥ ≥ α 0> K 0 425, 1

α2-----+⎝ ⎠

⎛ ⎞ 3 ψ–

2-------------=

Pt B, Ch 9, Sec 7


Figure 7 : General arrangement of panel

5.3.3 Effective width of attached plating of primary supporting members

The effective width e’m of stiffened flange plates of primary

supporting members may be determined as follows (seealso Fig 8 and Fig 9):

• Stiffening parallel to web of primary supporting member

b < em

e’m = n bm

n : Integer number of stiffener spacings b insidethe effective breadth em according to [4.5.2]

n = int(em/b)

• Stiffening perpendicular to web of primary supportingmember:

a ≥ em

e’m = n am, to be taken not greater than em

n = 2,7 em/a, to be taken not greater than 1,0

where:

em : Effective width of plating, as defined in [4.5.2]

For b ≥ em or a < em, respectively, b and a have to beexchanged.

am and bm for flange plates are in general to be determinedfor Ψ= 1.

Figure 8 : Stiffening parallel to web of primary sup-porting member

Figure 9 : Stiffening perpendicular to web of primary supporting member

5

CaseStress ratio ψ

Aspect ratio α α = a/b

Buckling factor K Reduction factor κ

Note 1: Explanations for boundary conditions:- - - - - - - - - - - - plate edge free _______________ plate edge simply supported

τ ��

α �.

τ

τ

τ

K Kτ 3=

κτ 1= for λ 0 84,≤

κτ0 84,

λ-------------= for λ 0 84,>

α 1≥ Kτ 5 34, 4α2-----+=

0 α 1< < Kτ 4 5 34,α2

-------------+=

��

��

��

� � �

�

�

�

��

�

�

� � � �

��

σ ��

σ ��

��

�

��

�

��

�

��

��

� �

σ ��

σ �

σ �

Pt B, Ch 9, Sec 7


5.3.4 Stress distribution between two primary supporting members

Scantlings of plates and stiffeners are in general to be deter-mined according to the maximum stresses σx(y) at webs ofprimary supporting member and stiffeners, respectively. Forstiffeners with spacing b under compression arranged paral-lel to primary supporting members no value less than0,25ReH are to be inserted for σx(y=b).

The stress distribution between two primary supportingmembers can be obtained by the following formula:

where:

e”m1 : Proportionate effective breadth em1 or propor-

tionate effective width e’m1 of primary support-

ing member 1 within the distance e, asappropriate

e”m2 : Proportionate effective breadth em2 or propor-

tionate effective width e’m2 of primary support-

ing member 2 within the distance e, asappropriate

σx1 σx2 : Normal stresses in flange plates of adjacent pri-mary supporting member 1 and 2 with spacinge, based on cross-sectional properties consider-ing the effective breadth or effective width, asappropriate

y : Distance of considered location from primarysupporting member 1

5.3.5 Lateral buckling of ordinary stiffenersThe longitudinal and transverse ordinary stiffeners are tocomply with the following criteria:

where:

σα : Uniformly distributed compressive stress, inN/mm2 in the direction of the stiffener axis.

• σα = σx, for longitudinal stiffeners

• σα = σy, for transverse stiffeners

σb : Bending stress, in N/mm2, in the stiffener, takenequal to:

If no lateral load p is acting the bending stress σb

is to be calculated at the midpoint of the stiffenerspan for that fibre which results in the largeststress value. If a lateral load p is acting, the stresscalculation is to be carried out for both fibres ofthe stiffener's cross sectional area (if necessary forthe biaxial stress field at the plating side).

M0 : Bending moment, in Nmm, due to the deforma-tion w of stiffener, taken equal to:

M1 : Bending moment, in Nmm, due to the lateralload p equal to:

• for longitudinal stiffeners

• for transverse stiffeners

with n to be taken equal to 1 for transversestiffeners

p : Lateral load, in kN/m2

FKi : Ideal buckling force, in N, of the stiffener, takenequal to:• for longitudinal stiffeners


Ix, Iy : Net moments of inertia, in cm4, of the longitudi-nal or transverse stiffener including effectivewidth of attached plating according to [5.3.2]. Ixand Iy are to comply with the following criteria:

pz : Nominal lateral load, in N/mm2, of the stiffenerdue to σx, σy and τ



cx , cy : Factors taking into account the stresses perpen-dicular to the stiffener's axis and distributed var-iable along the stiffener's length, taken equal to:• 0,5 (1+Ψ) for 0 ≤ Ψ ≤ 1• 0,5/(1-Ψ) for Ψ < 0

Ax, Ay : Net sectional area, in mm2, of the longitudinalor transverse stiffener, respectively, withoutattached plating.

σx y( ) σx1 1 ye--- 3 c1 4c2 2y

e--- 1 c1 2c2–+( )––+–

⎩ ⎭⎨ ⎬⎧ ⎫

=

c1σx2

σx1

------- 0 c1 1≤ ≤=

c21 5,e

--------- em1″ em2

″+( ) 0 5,–=

σa σb+ReH

------------------- S 1≤

σbM0 M1+

103wst

---------------------=

M0 FKipz wcf pz–---------------

⎝ ⎠⎛ ⎞ with cf pz–( ) 0>=

M1pba2

24,103-----------------=

M1pa nb( )2

cs8,103---------------------=

FKixπa---

⎝ ⎠⎛ ⎞

2

EIx104=

FKiyπ

nb-------

⎝ ⎠⎛ ⎞

2

EIy104=

Ixbt3

12,104-----------------≥

Iyat3

12,104-----------------≥

pzxtb--- σxl

π ba

--------⎝ ⎠⎛ ⎞

2

2cyσy 2τ1+ +⎝ ⎠⎛ ⎞=

pzyta--- 2cxσxl σy

π anb--------

⎝ ⎠⎛ ⎞

2

1Ay

at-----+

⎝ ⎠⎛ ⎞ 2τ1+ +

⎝ ⎠⎛ ⎞=

σxl σx 1Ax

bt-----+

⎝ ⎠⎛ ⎞=

τ1 τ t σFE m1

a2-------

m2

b2-------+

⎝ ⎠⎛ ⎞– 0≥=

Pt B, Ch 9, Sec 7


m1, m2 : Coefficients taken equal to:

• for longitudinal stiffeners:

a/b ≥ 2,0 : m1 = 1,47 m2 = 0,49

a/b < 2,0 : m1 = 1,96 m2 = 0,37

• for transverse stiffeners:

a/(nb) ≥ 0,5 : m1 = 0,37 m2 = 1,96/n2

a/(nb) < 0,5 : m1 = 0,49 m2 = 1,47/n2

w = w0 + w1

w0 : Assumed imperfection in mm


w0x ≤ min (a/250, b/250, 10)


w0y ≤ min (a/250, nb/250, 10)

For stiffeners sniped at both ends w0 must not betaken less than the distance from the midpointof plating to the neutral axis of the profileincluding effective width of plating.

w1 : Deformation of stiffener, in mm, at midpoint ofstiffener span due to lateral load p. In case ofuniformly distributed load the following valuesfor w1 may be used:



cf : Elastic support provided by the stiffener, inN/mm2, taken equal to:

• for longitudinal stiffeners:

cxa : Coefficient taken equal to:

• for α ≥ 2b

• for α < 2b

• for transverse stiffeners:

cya : Coefficient taken equal to:

• for nb ≥ 2α

• for nb < 2α

cs : Factor accounting for the boundary conditionsof the transverse stiffener, taken equal to:

• cs = 1,0 for simply supported stiffeners

• cs = 2,0 for partially constraint stiffeners

wst : Net section modulus of stiffener (long. or trans-verse) in cm3 including effective width of plat-ing according to [5.3.2].

5.3.6 Torsional buckling of longitudinal ordinary stiffeners

The longitudinal ordinary stiffeners are to comply with thefollowing criteria:

where:

κT : Coefficient taken equal to:

• for λT ≤ 0,2κT = 1,0

• for λT > 0,2

λT : Reference degree of slenderness taken equal to:

Ip : Net polar moment of inertia of the stiffener, incm4, defined in Tab 8, and related to the point C(see also Fig 10) .

IT : Net St. Venant's moment of inertia of the stiff-ener, in cm4, defined in Tab 8 (see also Fig 10)

Iω : Net sectorial moment of inertia of the stiffener,in cm6, defined in Tab 8, and related to thepoint C (see also Fig 10)

ε : Degree of fixation taken equal to:

hw : Web height, in mm

tw : Net web thickness, in mm

bf : Flange breadth, in mm

tf : Net flange thickness, in mm

Aw : Net web area equal to: Aw = hw tw

Af : Net flange area equal to: Af = bf tfef = hw + tf / 2, in mm

w1 pba4

384 107⋅ EIx

---------------------------------=

w1 5ap nb( )4

384 107⋅ EIycs2

--------------------------------------=

cfx FKix πa---

⎝ ⎠⎛ ⎞

2

1 cpx+( )=

cpx1

1 0,91cxa

-----------12Ix

bt3----------104 1–

⎝ ⎠⎛ ⎞+

---------------------------------------------------------=

cxaa

2b------- 2b

a-------+

⎝ ⎠⎛ ⎞

2

=

cxa 1 a2b-------

⎝ ⎠⎛ ⎞

2

+⎝ ⎠⎛ ⎞

2

=

cfy csFKiy π

nb-------

⎝ ⎠⎛ ⎞

2

1 cpy+( )=

cpy1

1 0,91cya

-----------12Iy

at3----------104 1–

⎝ ⎠⎛ ⎞+

---------------------------------------------------------=

cyanb2a------- 2a

nb-------+

⎝ ⎠⎛ ⎞

2

=

cya 1 nb2a-------

⎝ ⎠⎛ ⎞

2

+⎝ ⎠⎛ ⎞

2

=

σxSκTReH

-------------- 1 0,≤

κT1

Φ Φ2 λT2–+

---------------------------------=

Φ 0 5 1 0 21 λT 0 2,–( ) λT2+,+( ),=

λTσF

σKiT

---------=

σKiTEIP

--- επ2 Iω 102

a2-------------------------- 0 385IT,+

⎝ ⎠⎛ ⎞ in N/mm2=

ε 1 10 3– a4

34---π4 Iω

bt3---

4hw

3tw3

----------+⎝ ⎠⎛ ⎞

-----------------------------------------+=

Pt B, Ch 9, Sec 7


Table 8 : Moments of inertia

Figure 10 : Dimensions of stiffener

5.3.7 Torsional buckling of transverse ordinary stiffeners

For transverse ordinary stiffeners loaded by compressivestresses and which are not supported by longitudinal stiffen-ers, sufficient torsional buckling strength is to be demon-strated analogously in accordance with [5.3.6].

6 Weathertightness

6.1 Weathertightness

6.1.1 Where the hatchway is exposed, the weathertightnessis to be ensured by gaskets and clamping devices sufficientin number and quality.

Weathertightness may also be ensured means of tarpaulins.

6.1.2 In general, a minimum of two securing devices orequivalent is to be provided on each side of the hatch cover.

6.2 Gaskets

6.2.1 Packing material

The weight of hatch covers and any cargo stowed thereon,together with inertia forces generated by ship motions, areto be transmitted to the ship’s structure through steel to steelcontact.

This may be achieved by continuous steel to steel contact ofthe hatch cover skirt plate with the ship’s structure or bymeans of defined bearing pads.

The sealing is to be obtained by a continuous gasket of rela-tively soft elastic material compressed to achieve the neces-

sary weathertightness. Similar sealing is to be arrangedbetween cross-joint elements.

Where fitted, compression flat bars or angles are to be wellrounded where in contact with the gasket and to be madeof a corrosion-resistant material.

The gasket is to be effectively secured to the hatch cover.

The packing material is to be suitable for all expected serv-ice conditions of the ship and is to be compatible with thecargoes to be transported. The packing material is to beselected with regard to dimensions and elasticity in such away that expected deformations can be carried.

The packings are to be compressed so as to give the neces-sary tightness effect for all expected operating conditions.Special consideration is to be given to the packing arrange-ment in ships with large relative movements between hatchcovers and coamings or between hatch cover sections

If necessary, suitable devices are to be fitted to limit suchmovements.

Coamings and steel parts of hatch covers in contact withgaskets are to have no sharp edges.

Metallic contact is required for an earthing connectionbetween the hatch cover and the hull structures. If neces-sary, this is to be achieved by means of a special connectionfor the purpose.

6.2.2 Dispensation of weathertight gaskets

For hatch covers of cargo holds solely for the transport ofcontainers, upon request by the Owner and subject to com-pliance with the following conditions the fitting of weathertight gaskets according to [6.2.1] may be dispensed with:

• The hatchway coamings are to be not less than 600 mmin height.

• The exposed deck on which the hatch covers arelocated is situated above a depth H(x). H(x), in m, is tobe shown to comply with the following criteria:

H(x) ≥ T + fb + h

where:

fb : Minimum required freeboard, in m, deter-mined according to ICLL Reg.28, asamended

Flat bars Bulb, angle and T profiles

for bulb and angle sections:

for T sections:

IPhw

3 tw

3 104⋅---------------- Awhw

2

3------------- Af ef

2+⎝ ⎠⎛ ⎞ 10 4–

IThw tw

3

3 104⋅---------------- 1 0 63

tw

hw

------,–⎝ ⎠⎛ ⎞ hw tw

3

3 104⋅---------------- 1 0 63

tw

hw

------,–⎝ ⎠⎛ ⎞ bf tf

3

3 104⋅---------------- 1 0 63

tf

bf

----,–⎝ ⎠⎛ ⎞+

Iωhw

3 tw3

36 106⋅--------------------

Af ef2 bf

2

12 106⋅---------------------

Af 2 6Aw,+Af Aw+

----------------------------⎝ ⎠⎛ ⎞

bf3 tf ef

2

12 106⋅--------------------

hw

tw

ef

bf

C C C C

tw tw tw

bf bf tf

b1 b1 b2

ta

Pt B, Ch 9, Sec 7


h : Distance, in m, taken equal to:

• h = 4,6 for x/LLL ≤ 0.75

• h = 6,9 for x/LLL > 0.75

• Labyrinths, gutter bars or equivalents are to be fittedproximate to the edges of each panel in way of thecoamings. The clear profile of these openings is to bekept as small as possible.

• Where a hatch is covered by several hatch cover panelsthe clear opening of the gap in between the panels shallbe not wider than 50 mm.

• The labyrinths and gaps between hatch cover panels areto be considered as unprotected openings with respectto the requirements of intact and damage stability calcu-lations.

• With regard to drainage of cargo holds and the neces-sary fire-fighting system reference is made to applicablerequirements in Pt C.

• Bilge alarms are to be provided in each hold fitted withnon-weathertight covers.

7 Construction details

7.1 Container foundations on hatch covers

7.1.1 Strength requirementsThe substructures of container foundations are to bedesigned for cargo and container loads according to [3.2],applying the permissible stresses according to [4.2.1].

8 Hatch coamings

8.1 Arrangement of hatch coamings

8.1.1 Longitudinal strengthHatch coamings which are part of the longitudinal hullstructure are to comply with the applicable requirements ofPart B, Chapter 6.

For structural members welded to coamings and for cutoutsin the top of coamings fatigue strength calculations may berequired by the Society.

Longitudinal hatch coamings with a length exceeding 0,1⋅Lm are to be provided with tapered brackets or equivalenttransitions and a corresponding substructure at both ends.At the end of the brackets they are to be connected to thedeck by full penetration welds of minimum 300 mm inlength.

8.1.2 Local detailsThe design of local details is to be adequate for the purposeof transferring the loads on the hatch covers to the hatchcoamings and, through them, to the deck structures below.Hatch coamings and supporting structures are to be ade-quately stiffened to accommodate the loading from hatchcovers, in longitudinal, transverse and vertical directions.

8.1.3 StaysOn ships carrying cargo on deck, such as timber, coal orcoke, the stays are to be spaced not more than 1,5 m apart.

8.1.4 Extend of coaming plates

Coaming plates are to extend to the lower edge of the deckbeams. They are to be flanged or fitted with face bars orhalf-round bars. Fig 11 gives an example.

Figure 11 : Example for the extend of coaming plates

8.2 Stiffening

8.2.1 The ordinary stiffeners of the hatch coamings are tobe continuous over the breadth and length of the hatchcoamings.

8.2.2 Coamings are to be stiffened on their upper edgeswith a stiffener suitably shaped to fit the hatch cover closingappliances.

Moreover, when covers are fitted with tarpaulins, an angleor a bulb section is to be fitted all around coamings of morethan 3 m in length or 600 mm in height; this stiffener is tobe fitted at approximately 250 mm below the upper edge.The width of the horizontal flange of the angle is not to beless than 180 mm.

8.2.3 Where hatch covers are fitted with tarpaulins, coam-ings are to be strengthened by brackets or stays with a spac-ing not greater than 3 m.

Where the height of the coaming exceeds 900 mm, addi-tional strengthening may be required.

However, reductions may be granted for transverse coam-ings in protected areas.

8.2.4 When two hatches are close to each other, underdeckstiffeners are to be fitted to connect the longitudinal coam-ings with a view to maintaining the continuity of theirstrength.

Similar stiffening is to be provided over 2-frame spacings atends of hatches exceeding 9-frame spacings in length.

In some cases, the Society may require the continuity ofcoamings to be maintained above the deck.

8.2.5 Where watertight metallic hatch covers are fitted,other arrangements of equivalent strength may be adopted.

Pt B, Ch 9, Sec 7


8.3 Hatch coaming strength criteria

8.3.1 Local net plate thickness of coamingsThe net thickness of weather deck hatch coamings, in mm,is to be not less than the greater of the following values:

8.3.2 Net scantling of ordinary stiffeners of coamings

For stiffeners with both ends constraint the elastic net sec-tion modulus w, in cm3, and net shear area ASh, in cm2, cal-culated on the basis of net thickness, are to be not less than:

where:

l : Ordinary stiffener span, in m, to be taken as thespacing of coaming stays.

For sniped stiffeners at coaming corners, the section modu-lus and shear area at the fixed support are to be increasedby 35%. The gross thickness of the coaming plate, in mm, atthe sniped stiffener end is to be not less than:

Horizontal stiffeners on hatch coamings, which are part ofthe longitudinal hull structure, are to be designed accordingto the applicable requirements in Ch 7, Sec 2

8.3.3 Coaming staysCoaming stays are to be designed for the loads transmittedthrough them and permissible stresses according to [4.2.1].

8.3.4 Coaming stay section modulusThe net section modulus w of coaming stays, in cm3, with aheight of hs < 1,6 m and which are to be designed for theload pA, are to be not less than:

where:e : Spacing of coaming stays in m.Coaming stays of coamings having a height of 1,6 m ormore are to be designed using direct calculations underconsideration of the permissible stresses according to[4.2.1]. The effective breadth of the coaming plate is to benot greater than the effective plate breadth according to[4.5.2].

Coaming stays are to be supported by appropriate substruc-tures. Face plates may only be included in the calculation ifan appropriate substructure is provided and welding pro-vides an adequate joint.

8.3.5 Web thickness of coaming staysWeb gross thickness of coaming stays at the root point, inmm, is to be not less than:

where:

hW : Web height of coaming stay at its lower end, inm

tC : Corrosion addition, in mm, according to [1.4]

Webs are to be connected to the deck by fillet welds onboth sides with a throat thickness of α = 0,44 tW. The size ofwelding for toes of webs at the lower end of coaming staysare to comply with the requirements of Ch 12, Sec 1.

8.3.6 Coaming stays under friction loadFor coaming stays, which transfer friction forces at hatchcover supports, fatigue strength is to be checked (refer alsoto [9.2.2]).

8.3.7 Coamings of small hatchwaysThe coaming gross plate thickness is to be not less than thelesser of the following values:

• the thickness for the deck inside line of openings calcu-lated for that position, assuming as spacing of stiffenersthe lesser of the values of the height of the coaming andthe distance between its stiffeners, if any, or

• 10 mm.

Coamings are to be suitably strengthened where their heightexceeds 0,80 m or their greatest horizontal dimensionexceeds 1,20 m, unless their shape ensures an adequaterigidity.

9 Closing arrangements

9.1 Securing devices

9.1.1 GeneralSecuring devices between cover and coaming and at cross-joints are to be installed to provide weathertightness. Suffi-cient packing line pressure is to be maintained.

Securing devices are to be appropriate to bridge displace-ments between cover and coaming due to hull deforma-tions.

Securing devices are to be of reliable construction andeffectively attached to the hatchway coamings, decks orcovers. Individual securing devices on each cover are tohave approximately the same stiffness characteristics.

Sufficient number of securing devices is to be provided ateach side of the hatch cover considering the requirementsof [4.4.3]. This applies also to hatch covers consisting ofseveral parts.

Panel hatch covers are to be secured by appropriate devices(bolts, wedges or similar) suitably spaced alongside thecoamings and between cover elements.

The securing and stop arrangements are to be fitted usingappropriate means which cannot be easily removed.

In addition to the requirements above, all hatch covers, andin particular those carrying deck cargo, are to be effectivelysecured against horizontal shifting due to the horizontalforces resulting from ship motions.

t 14 2s pA

0 95ReH,---------------------- ,=

tmin 6L3

100----------+=

w 83ReH

--------sl2 pA=

ASh10slpA

ReH

------------------=

t 19 6 pAs l 0 5s,–( )ReH

----------------------------------- ,=

w 526ReH

----------ehs2pA=

tW2

ReH

--------ehSpA

hW

--------------- tc+⎝ ⎠⎛ ⎞=

Pt B, Ch 9, Sec 7


Towards the ends of the ship, vertical acceleration forcesmay exceed the gravity force. The resulting lifting forces areto be considered when dimensioning the securing devicesaccording to [9.1.7]. Lifting forces from cargo secured onthe hatch cover during rolling are also to be taken intoaccount.

Hatch covers provided with special sealing devices, insu-lated hatch covers, flush hatch covers and those havingcoamings of a reduced height (see [2.1]) are considered bythe Society on a case by case basis.

In the case of hatch covers carrying containers, the scant-lings of the closing devices are to take into account the pos-sible upward vertical forces transmitted by the containers.

9.1.2 ArrangementsAt cross-joints of multipanel covers, (male/female) verticalguides are to be fitted to prevent excessive relative verticaldeflections between loaded/unloaded panels.

The location of stoppers is to be compatible with the rela-tive movements between hatch covers and the ship’s struc-ture in order to prevent damage to them. The number ofstoppers is to be as small as possible.

9.1.3 SpacingThe spacing of the securing arrangements is to be generallynot greater than 6 m.

The spacing of securing arrangements of tank hatch coversin ‘tweendecks is to be not greater than 600 mm.

9.1.4 ConstructionSecuring arrangements with reduced scantlings may beaccepted provided it can be demonstrated that the possibil-ity of water reaching the deck is negligible.

Securing devices are to be of reliable construction andsecurely attached to the hatchway coamings, decks or hatchcovers.

Individual securing devices on each hatch cover are to haveapproximately the same stiffness characteristics.

9.1.5 MaterialsThe materials of stoppers, securing devices and their weld-ings are to comply with the applicable requirements of Ch4, Sec 1and Part B, Chapter 12 respectively. Specificationsof the materials are to be shown in the drawings of thehatch covers.

9.1.6 CleatsWhere rod cleats are fitted, resilient washers or cushionsare to be incorporated.

Where hydraulic cleating is adopted, a positive means is tobe provided so that it remains mechanically locked in theclosed position in the event of failure of the hydraulic sys-tem.

9.1.7 Cross-sectional area of the securing devices

The gross cross-sectional area, in cm2, of the securingdevices is not to be less than:

where:

q : Packing line pressure in N/mm, minimum 5N/mm.

sSD : Spacing between securing devices in m, not tobe taken less than 2 m.

ReH : Minimum yield strength of the material, inN/mm2, but not to be taken greater than 0,7Rm

Rm : Tensile strength of the material, in N/mm2

e : Coefiicient taken equal to:

• for ReH > 235 N/mm2 : e = 0,75

• for ReH ≤ 235 N/mm2 : e = 1,00

Rods or bolts are to have a gross diameter not less than 19mm for hatchways exceeding 5 m2 in area.

Securing devices of special design in which significantbending or shear stresses occur may be designed as anti-lift-ing devices according to [9.1.8]. As load, the packing linepressure q multiplied by the spacing between securingdevices sSD is to be applied.

9.1.8 Anti lifting devicesThe securing devices of hatch covers, on which cargo is tobe lashed, are to be designed for the lifting forces resultingfrom loads according to [3.2.3] (see Fig 12). Unsymmetricalloadings, which may occur in practice, are to be consid-ered. Under these loadings the equivalent stress, in N/mm2,in the securing devices is not to exceed:

Figure 12 : Lifting forces at a hatch cover

9.2 Hatch cover supports, stoppers and supporting structures

9.2.1 Horizontal mass forcesFor the design of the securing devices against shifting, thehorizontal mass force to be considered is given by the fol-lowing formula:

Fh = mα

where:

α : Acceleration taken equal to:

• in longitudinal direction: αX = 0,2g

• in transverse direction: αY = 0,5g

m : Sum of mass of cargo lashed on the hatch coverand mass of hatch cover.

A 0 28 qsSDkl,=

kl 235 ReH⁄( )e=

σv 150 kl⁄=

Lifting force

AZ BZAZ BZ

AZ BZAZ BZ

AZ BZ

Pt B, Ch 9, Sec 7


9.2.2 Hatch cover supports

For the transmission of the support forces resulting from theload cases specified in [3] and of the horizontal mass forcesspecified in [9.2.1], supports are to be provided which areto be designed such that the nominal surface pressures, inN/mm2, do not exceed in general the following values:

pn max = d pn

where:

d : Parameter taken equal to:

d = 3,75 - 0,015 L, to be taken not greater than3,0 and not less than dmin

dmin : Parameter taken equal to:

• dmin = 1,0 in general

• dmin = 2,0 for partial loading conditions, see[3.2.4]

pn : Permissible nominal surface pressure, inN/mm2, as defined in Tab 9

For metallic supporting surfaces not subjected to relativedisplacements the nominal surface pressure, in N/mm2, is tobe taken equal to:

pn max = 3 pn

Drawings of the supports are to be submitted. In the draw-ings of supports the permitted maximum pressure given bythe material manufacturer related to long time stress is to bespecified.

Table 9 : Permissible nominal surface pressure pn

Where large relative displacements of the supporting sur-faces are to be expected, the use of material having lowwear and frictional properties is recommended.

If necessary, sufficient abrasive strength may be shown bytests demonstrating an abrasion of support surfaces of notmore than 0,3 mm per year in service at a total distance ofshifting of 15 000 m/year.

The substructures of the supports are to be of such a design,that a uniform pressure distribution is achieved.

Irrespective of the arrangement of stoppers, the supports areto be able to transmit the following force Ph in the longitudi-nal and transverse direction:

where:

PV : Vertical supporting force

μ1 : Frictional coefficient, taken equal generally to0,5

For non-metallic, low-friction support materialson steel, the frictional coefficient may bereduced but not to be less than 0,35.

Supports as well as the adjacent structures and substruc-tures are to be designed such that the permissible stressesaccording to [4.2.1] are not exceeded.

For substructures and adjacent structures of supports sub-jected to horizontal forces Ph, a fatigue strength analysismay be carried out.

9.2.3 Hatch cover stoppers

Hatch covers are to be sufficiently secured against horizon-tal shifting. Stoppers are to be provided for hatch covers onwhich cargo is carried.

The greater of the loads resulting from [3.1.2] and [9.2.1] isto be applied for the dimensioning of the stoppers and theirsubstructures.

The permissible stress in stoppers and their substructures, inthe cover, and of the coamings is to be determined accord-ing to [4.2.1]. In addition, the provisions in [9.2.2] are to beobserved.

9.3 Tarpaulins

9.3.1 Where weathertightness of hatch covers is ensured bymeans of tarpaulins, at least two layers of tarpaulins are tobe fitted.

Tarpaulins are to be free from jute and waterproof and areto have adequate characteristics of strength and resistanceto atmospheric agents and high and low temperatures.

The mass per unit surface of tarpaulins made of vegetablefibres, before the waterproofing treatment, is to be not lessthan:

• 0,65 kg/m2 for waterproofing by tarring

• 0,60 kg/m2 for waterproofing by chemical dressing

• 0,55 kg/m2 for waterproofing by dressing with black oil.

In addition to tarpaulins made of vegetable fibres, those ofsynthetic fabrics or plastic laminates may be accepted bythe Society provided their qualities, as regards strength,waterproofing and resistance to high and low temperatures,are equivalent to those of tarpaulins made of vegetablefibres.

9.4 Wedges, battens and locking bars

9.4.1 Wedges

Wedges are to be of tough wood, generally not more than200 mm in length and 50 mm in width.

They are generally to be tapered not more than 1 in 6 andtheir thickness is to be not less than 13 mm.

Support material pn , in N/mm2, when loaded by

vertical force horizontal force(on stoppers)

Hull structural steel 25 40

Hardened steel 35 50

Plastic materials on steel 50 -

Ph μ1PV

d-------=

Pt B, Ch 9, Sec 7


9.4.2 Battens and locking bars

For all hatchways in exposed positions, battens or transversebars in steel or other equivalent means are to be provided inorder to efficiently secure the portable covers after the tar-paulins are battened down.

Portable covers of more than 1,5 m in length are to besecured by at least two such securing appliances.

10 Drainage

10.1 Drainage arrangement at the coaming

10.1.1 If drain channels are provided inside the line of gas-ket by means of a gutter bar or vertical extension of thehatch side and end coaming, drain openings are to be pro-vided at appropriate positions of the drain channels.

10.1.2 Drain openings in hatch coamings are to bearranged with sufficient distance to areas of stress concen-tration (e.g. hatch corners, transitions to crane posts).

10.1.3 Drain openings are to be arranged at the ends ofdrain channels and are to be provided with non-returnvalves to prevent ingress of water from outside. It is unac-ceptable to connect fire hoses to the drain openings for thispurpose.

10.1.4 Cross-joints of multi-panel covers are to be providedwith efficient drainage arrangements.

10.1.5 If a continuous outer steel contact between coverand ship structure is arranged, drainage from the spacebetween the steel contact and the gasket is also to be pro-vided for.

11 Small hatches fitted on the exposed fore deck

11.1 Application

11.1.1 The requirements in [11] apply to steel covers ofsmall hatches fitted on the exposed fore deck over the for-ward 0,25 L, for ships of equal to or greater than 80 m inlength, where the height of the exposed deck in way of thehatch is less than 0,1 L or 22 m above the summer loadwaterline, whichever is the lesser.

Small hatches are hatches designed for access to spacesbelow the deck and are capable to be closed weather-tightor watertight, as applicable. Their opening is generallyequal to or less than 2,5 m2.

11.1.2 Small hatches designed for emergency escape neednot comply with the requirements in [11.4.1]a) and b),[11.4.3] and [11.5.1].

Securing devices of hatches designed for emergency escapeare to be of a quick-acting type (e.g. one action wheel han-dles are provided as central locking devices for latch-ing/unlatching of hatch cover) operable from both sides ofthe hatch cover.

11.2 Strength

11.2.1 The gross thickness of covers is to be not less thanthat of the adjacent plating based on the same spacing andthe same steel.

11.2.2 For small rectangular steel hatch covers, the grossplate thickness, stiffener arrangement and scantlings are tobe not less than those obtained, in mm, from Tab 10 and Fig13.

Ordinary stiffeners, where fitted, are to be aligned with themetal-to-metal contact points, required in [11.3.1] (see alsoFig 13).

Primary stiffeners are to be continuous.

All stiffeners are to be welded to the inner edge stiffener(see Fig 14).

11.2.3 The upper edge of the hatchway coamings is to besuitably reinforced by a horizontal section, generally notmore than 170 to 190 mm from the upper edge of thecoamings.

11.2.4 For small hatch covers of circular or similar shape,the cover plate thickness and reinforcement are to complywith [4].

11.2.5 For small hatch covers constructed of materialsother than steel, the required scantlings are to provideequivalent strength.

Table 10 : Gross scantlings forsmall steel hatch covers on the fore deck

11.3 Weathertightness

11.3.1 The hatch cover is to be fitted with a gasket of elas-tic material. This is to be designed to allow a metal to metalcontact at a designed compression and to prevent overcompression of the gasket by green sea forces that maycause the securing devices to be loosened or dislodged. Themetal-to-metal contacts are to be arranged close to eachsecuring device in accordance with Fig 13 and a sufficientcapacity to withstand the bearing force.

Nominal size(mm x mm)

Cover plate thickness

(mm)

Primarystiffeners

Ordinary stiffeners

Flat bar (mm x mm); number

630 x 630 8 − −

630 x 830 8 100 x 8; 1 −

830 x 630 8 100 x 8; 1 −

830 x 830 8 100 x 10; 1 −

1030 x 1030 8 120 x 12; 1 80 x 8; 2

1330 x 1330 8 150 x 12; 2 100 x 10; 2

Pt B, Ch 9, Sec 7


Figure 13 : Arrangement of stiffeners

Nominal size 630 x 630 Nominal size 630 x 830

Nominal size 830 x 630Nominal size 830 x 830

Nominal size 1330 x 1330Nominal size 1030 x 1030

Hinge

Securing device / metal to metal contact

Primary supporting member

Ordinary stiffener

Pt B, Ch 9, Sec 7


Figure 14 : Example of a primary securing method

1 : Butterfly nut

2 : Bolt

3 : Pin

4 : Center of pin

5 : Fork (clamp) plate

6 : Hatch cover

7 : Gasket

8 : Hatch coaming

9 : Bearing pad welded on the bracket of a toggle bolt for metal to metal contact

10 : Stiffener

11 : Inner edge stiffener.

11.4 Primary securing devices

11.4.1 Small hatches located on exposed fore deck are tobe fitted with primary securing devices such their hatchcovers can be secured in place and weather-tight by meansof a mechanism employing any one of the following meth-ods:

a) Butterfly nuts tightening onto forks (clamps)

b) Quick acting cleats

c) Central locking device

Dogs (twist tightening handles) with wedges are not accept-able.

11.4.2 The primary securing method is to be designed andmanufactured such that the designed compression pressureis achieved by one person without the need of any tools.

11.4.3 For a primary securing method using butterfly nuts,the forks (clamps) are to be of robust design. They are to bedesigned to minimize the risk of butterfly nuts being dis-lodged while in use; by means of curving the forks upward,a raised surface on the free end, or a similar method. The

plate thickness of unstiffened steel forks is to be not lessthan 16 mm. An example arrangement is shown in Fig 14.

11.4.4 For small hatch covers located on the exposed deckforward of the fore-most cargo hatch, the hinges are to befitted such that the predominant direction of green seas willcause the cover to close, which means that the hinges arenormally to be located on the fore edge.

11.4.5 On small hatches located between the mainhatches, for example between Nos. 1 and 2, the hinges areto be placed on the fore edge or outboard edge, whicheveris practicable for protection from green water in beam seaand bow quartering conditions.

11.5 Secondary securing devices

11.5.1 Small hatches on the fore deck are to be fitted withan independent secondary securing device e.g. by means ofa sliding bolt, a hasp or a backing bar of slack fit, which iscapable of keeping the hatch cover in place, even in theevent that the primary securing device became loosened ordislodged. It is to be fitted on the side opposite to the hatchcover hinges.

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Part B



Replace Table 1 by:

T1 : Table 1 : Movable decks and inner rampsStill water and inertial pressures



1.6.2 Loading cases

The scantlings of the structure are to be verified in both seaand harbour conditions for the following cases:

• loaded movable deck or inner ramp under loadsaccording to the load distribution indicated by theDesigner

• loaded movable deck or inner ramp under uniformlydistributed loads corresponding to a pressure, in kN/m2,equal to p0 + p1

• empty movable deck under uniformly distributedmasses corresponding to a pressure, in kN/m2, equal top0

where:

PP : Mass of the movable deck, in kN

PV : Mass of a vehicle, in kN

nV : Maximum number of vehicles loaded on themovable deck

AP : Effective area of the movable deck, in m2.

Shipcondition

Loadcase

Still water pressure pS andinertial pressure pW, in kN/m2

Still water condition

pS = p0 in harbour condition during lift-ingpS = p0 + p1 in other cases

Upright sea

condition

“a” No inertial pressure

“b”in x direction

in z direction

Inclined sea

condition (negative roll angle)

“c”in y direction

in z direction“d”

Harbour condition

(1)

during lifting

pW,X = 0,035 p0

pW,Y = 0,087 p0

pW,Z = 0,200 p0

in x directionin y directionin z direction

at rest pW,X = 0,035 (p0 + p1)pW,Y = 0,087 (p0 + p1)pW,Z = 0,100 (p0 + p1)

in x directionin y directionin z direction

(1) For harbour conditions, a heel angle of 5° and a trimangle of 2° are taken into account.

Note 1:p0, p1 : Pressures, in kN/m2, to be calculated according

to [1.6.2] for the condition considered.α : Coefficient taken equal to 0,5CFA : Combination factor, to be taken equal to:

• CFA = 0,7 for load case “c”• CFA = 1,0 for load case “d”

pW X,aX1

g------- p0 p1+( )=

pW Z,aZ1

g------- p0 αp1+( )=

pW Y,

CFAaY2

g----------------- p0 p1+( )=

pW Z,

CFAaZ2

g----------------- p0 αp1+( )=

p0PP

AP

------=

p1 nVPV

AP

------=

Part B



Replace the title of requirement [5.3.5] by:

5.3.5 Couplings with key

Delete the third paragraph of requirement [5.3.5].



5.3.6 Keyless couplingsFor cone couplings with hydraulic arrangements for assem-bling and disassembling the coupling, the key may be omit-ted. In this case the designer is to submit to the Societyshrinkage calculations supplying all data necessary for thepush-up length check, according to [5.3.2].

Ch 10, Sec 1, [6.2.4]


In the case of non-metallic supports, the clearances are tobe carefully evaluated on the basis of the thermal and dis-tortion properties of the materials employed. In any case,for non metallic supports, the clearance on support diame-

ter is to be not less than 1,5 mm unless a smaller clearanceis supported by the manufacturer’s recommendation andthere is documented evidence of satisfactory service historywith a reduced clearance.



7.3.9 Rudder nose plate thicknessRudder nose plates are to have a thickness not less than:• 1,25 tF without exceeding 22 mm, for tF < 22 mm

• tF, for tF ≥ 22 mm,

where tF is defined in [7.3.1].

The rudder nose plate thickness may be increased on a caseby case basis to be considered by the Society.



Examples of arrangements for permanently attached closingappliances are such as steel plates with cut-outs to accom-modate chain links or canvas hoods with a lashing arrange-ment that maintains the cover in the secured position.


Replace the service notation “bulk carrier ESP” by “bulk carrier” in the first line of requirement[2.2.2].

Part B




3.1.2 Bulk carriers, ore carriers and combination carriers equal to or greater than 150 m in length

In addition to [3.1.1], for ships with one of the service nota-tions bulk carrier, ore carrier ESP or combination carrierESP, and equal to or greater than 150 m in length, the load-ing manual is also to describe:

• for cargo holds of ships with the service notation bulkcarrier: the envelope results and permissible limits ofstill water bending moments and shear forces in thehold flooded condition

• the cargo hold(s) or combination of cargo holds whichmight be empty at full draught

• hold mass curves for each single hold in the relevantloading conditions listed in Pt D, Ch 4, Sec 3, [3.1],showing the maximum allowable and the minimumrequired masses of cargo and double bottom contents ofeach hold as a function of the draught at mid-hold posi-tion (for determination of permissible mass in cargoholds, refer to Ch 11, App 1)

• hold mass curves for any two adjacent holds in the rele-vant loading conditions listed in Pt D, Ch 4, Sec 3, [3.1],showing the maximum allowable and the minimumrequired masses of cargo and double bottom contents ofany two adjacent holds as a function of the meandraught in way of these holds. This mean draught maybe calculated by averaging the draught of the two mid-hold positions (for determination of permissible mass incargo holds, refer to Ch 11, App 1)

• maximum allowable tank top loading together withspecification of the nature of the cargo for cargoes otherthan bulk cargoes

• maximum allowable load on deck and hatch covers. Ifthe ship is not approved to carry load on deck or hatchcovers, this is to be clearly stated in the loading manual

• the maximum rate of ballast change together with theadvice that a load plan is to be agreed with the terminalon the basis of the achievable rates of change of ballast.



3.2.2 Bulk carriers, ore carriers and combination carriers equal to or greater than 150 m in length

In addition to [3.2.1], for ships with one of the service nota-tions bulk carrier, ore carrier ESP or combination carrierESP, and equal to or greater than 150 m in length, the fol-lowing loading conditions, subdivided into departure andarrival conditions as appropriate, are also to be included inthe loading manual:

• alternate light and heavy cargo loading conditions atmaximum draught, where applicable

• homogeneous light and heavy cargo loading conditionsat maximum draught

• ballast conditions

For ships with ballast holds adjacent to topside wing,hopper and double bottom tanks, it may be acceptablethat the ballast holds are filled when the topside wing,hopper and double bottom tanks are empty

• short voyage conditions where the ship is to be loaded tomaximum draught but with a limited amount of bunkers

• multiple port loading/unloading conditions

• deck cargo conditions, where applicable

• typical loading sequences where the ship is loaded fromcommencement of cargo loading to reaching full dead-weight capacity, for homogeneous conditions, relevantpart load conditions and alternate conditions whereapplicable. Typical unloading sequences for these con-ditions are also to be includedThe typical loading/unloading sequences are also to bedeveloped to not exceed applicable strength limitations.The typical loading sequences are also to be developedpaying due attention to the loading rate and deballastingcapability

• typical sequences for change of ballast at sea, whereapplicable.

Part B


Ch 11, Sec 2, [4]

Insert the following sub-article [4.1]:

4.1 Additional class notations LI4.1.1 The additional class notations LI-HG, LI-S1, LI-S2,LI-S3, LI-HG-S1, LI-HG-S2 and LI-HG-S3 may be assignedin accordance with Pt A, Ch 1, Sec 2, [6.14.26] to shipsequipped with a loading instrument, as defined in [4.1.2].4.1.2 When the ship is equipped with a loading instrumentperforming:• only hull girder calculations, the additional class nota-

tion LI-HG is assigned• only intact stability calculations (when the ship is not

required to meet damage stability requirements), theadditional class notation LI-S1 is assigned

• intact stability calculations and damage stability on abasis of a limit curve, the additional class notation LI-S2is assigned

• intact stability calculations and direct damage stabilitycalculations based on pre-programmed damage cases,the additional class notation LI-S3 is assigned.

When the loading instrument performs hull girder and sta-bility calculations, the additional class notation LI-HG-S1,LI-HG-S2 or LI-HG-S3 is assigned, as applicable.


Replace the service notation “bulk carrier ESP” by “bulk carrier” in the first paragraph introducingthe bulleted lists.


Replace the 3rd paragraph of requirement [4.3.2] by:

When the loading instrument also performs stability calcu-lations, it is to cover all the stability requirements applicableto the ship. The test conditions are to be taken from theship’s approved trim and stability booklet.



2.3.1 GeneralOrdinary fillet welding may be adopted for T connections ofthe various simple and composite structural elements,where they are subjected to low tensile stress or where theyare not critical for fatigue.

Where this is not the case, partial or full T penetration weld-ing according to [2.4] is to be adopted.


Insert the following paragraph after the sentence “In general, staggered welding is not allowed forconnections subjected to high alternate stresses.”:

For connections of longitudinal ordinary stiffeners to deckplating of accommodations in passenger ships, one sidecontinuous welding may be accepted on a case by casebasis, instead of chain and staggered intermittent welding.

Part B




The minimum throat thickness of fillet weld T connectionsis to be obtained, in mm, from the following formula:

Insert the following paragraphs after the sentence “For continuous fillet welds, p/d is to be taken equalto 1.”:

A lower value of the minimum throat thickness may beaccepted on a case by case basis depending on the resultsof structural analyses.

The maximum throat thickness of fillet weld T connectionsis equal to, in mm:

tT = 0,7 t



3.7 Pillars connection3.7.1 For pillars in tension, the maximum allowable tensilestress in welds is 50/k N/mm², where k is the greatest mate-rial factor of the welded elements and the filler metal.


Replace the fourth paragraph of requirement [6.3.3] by:

For ships where B + D ≤ 15 m, only one radiography foreach of the above items is required.


Replace the service notation “bulk carrier ESP” by “bulk carrier or bulk carrier ESP” in the first par-agraph of requirement [2.5.1].


Replace the service notation “bulk carrier ESP” by “bulk carrier or bulk carrier ESP” in the first col-umn of Table 1.

Part C


Amendments to PART C

CHAPTER 1


Replace cross-reference “Ch 1, Sec 3, [2.4]” by “Ch 1, Sec 3, [3.5.1]” at the end of item a).


Replace item f) of the alphanumeric list by:

f) Specific requirements for flexible hoses and expansionjoints intended for cargo pipe lines are given in:• Part D, Chapter 7 for oil tankers• Part D, Chapter 8 for chemical tankers• Part D, Chapter 9 for liquefied gas carriers.


Replace the 5th item in the bulleted list of item e) by:

• tanks shall have a means to indicate visually theamount of its content


Replace item a) of the alphanumeric list by:

a) When air pipes are required to be fitted with automaticclosing devices, they are to comply with the following:

1) Air pipe automatic closing devices are to be sodesigned that they will withstand both ambient andworking conditions, and be suitable for use at incli-nations up to and including ± 40°.

2) Air pipe automatic closing devices are to be con-structed to allow inspection of the closure and theinside of the casing as well as changing the seals.

3) Efficient ball or float seating arrangements are to beprovided for the closures. Bars, cage or otherdevices are to be provided to prevent the ball orfloat from contacting the inner chamber in its nor-mal state and made in such a way that the ball orfloat is not damaged when subjected to waterimpact due to a tank being overfilled.

4) Air pipe automatic closing devices are to be self-draining.

5) The clear area through an air pipe closing device inthe open position is to be at least equal to the area ofthe inlet.

6) An automatic closing device is to:

• prevent the free entry of water into the tanks

• allow the passage of air or liquid to preventexcessive pressure or vacuum coming on thetank.

7) In the case of air pipe closing devices of the floattype, suitable guides are to be provided to ensureunobstructed operation under all working condi-tions of heel and trim.

Part C


8) The maximum allowable tolerances for wall thick-ness of floats is not to exceed ± 10% of thickness.

9) The inner and the outer chambers of an automaticair pipe head is to be of a minimum thickness of6 mm.

10) Casings of air pipe closing devices are to be ofapproved metallic materials adequately protectedagainst corrosion.

11) For galvanised steel air pipe heads, the zinc coatingis to be applied by the hot method and the thicknessis to be 70 to 100 microns.

12) For areas of the head susceptible to erosion (e.g.those parts directly subjected to ballast water impactwhen the tank is being pressed up, for example theinner chamber area above the air pipe, plus an over-lap of 10° or more either side), an additional hardercoating is to be applied. This is to be an aluminiumbearing epoxy, or other equivalent, coating, appliedover the zinc.

13) Closures and seats made of non-metallic materialsare to be compatible with the media intended to becarried in the tank and to seawater and suitable foroperating at ambient temperatures between −25°Cand +85°C.



20.2.2 Type tests of air pipe closing appliances

a) Testing of air pipe automatic closing devices

Each type and size of air pipe automatic closing deviceis to be surveyed and type tested at the manufacturer’sworks or a recognized laboratory accepted by the Soci-ety. The test requirements for an air pipe automatic clos-ing device are to include the following:

1) Determination of the flow characteristics

The flow characteristics of the air pipe closingdevice are to be determined.

Measuring of the pressure drop versus rate of vol-ume flow is to be carried out using water and withany intended flame or insect screens in place.

2) Tightness test during immersion/emerging in water

An automatic closing device is to be subjected to aseries of tightness tests involving not less than twoimmersion cycles under each of the following con-ditions:

• The automatic closing device is to be submergedslightly below the water surface at a velocity ofapproximately 4 m/min. and then returned to theoriginal position immediately. The quantity ofleakage is to be recorded.

• The automatic closing device is to be submergedto a point slightly below the surface of the water.The submerging velocity is to be approximately8 m/min and the air pipe vent head is to remainsubmerged for not less than 5 minutes. Thequantity of leakage is to be recorded.

• Each of the above tightness tests is to be carriedout in the normal position as well as at an incli-nation of 40°.

The maximum allowable leakage per cycle is not toexceed 2 ml/mm of nominal diameter of inlet pipeduring any individual test.

b) Testing of non-metallic floats

Impact and compression loading tests are to be carriedout on the floats before and after pre-conditioning, asper Tab 37.

1) Impact test

The impact test may be conducted on a pendulumtype testing machine. The floats are to be subjectedto 5 impacts of 2,5 Nm each and are not to sufferpermanent deformation, cracking or surface deterio-ration at this impact loading.

Subsequently the floats are to be subjected to5 impacts of 25 Nm each. At this impact energylevel, some localised surface damage at the impactpoint may occur. No permanent deformation orcracking of the floats is to appear.

2) Compression loading test

Compression tests are to be conducted with thefloats mounted on a supporting ring of a diameterand bearing area corresponding to those of the floatseating with which the tested float is intended to beused. For ball type float, loads are to be appliedthrough a concave cap of the same internal radius asthe test float and bearing on an area of the samediameter as the seating. For a disc type float, loadsare to be applied through a disc of equal diameter asthe float.

A load of 350 kg is to be applied over one minuteand maintained for 60 minutes. The deflection is tobe measured at intervals of 10 minutes after attach-ment of the full load. The record of deflectionagainst time is to show no continuing increase indeflection and, after release of the load, there is tobe no permanent deflection.

c) Testing of metallic floats

Tests are to be conducted in accordance with item b) 1)above. The tests are to be carried out at room tempera-ture and in the dry condition.

Part C


Ch 1, Sec 10, Tab 25

Replace the head of Table 25 by:

T1 : Table 25 : Thickness of scupper and discharge pipes led to the shell, according to their location


Replace Table 37 by:

T2 : Table 37 : Pre-conditioning of floats


Delete the 3rd item of the bulleted list.



3.1.1 GeneralIn addition to the provisions of Article [2], ships equippedwith two or more aft rudders are to comply with the provi-sions of the present Article.


Delete the cross-references to requirements of Pt D, Ch 20, Sec 4 in requirements [1.3.9], [2.6.1] a),[2.6.3], [3.1.3], [4.1.1], [4.2.1] and [4.2.2].


Delete cross-reference “and Pt D, Ch 20, Sec 4, [24.4]” at the end of item a).

Applicablerequirement [8.8.1] [8.8.2] [8.9.2] [8.9.3] [8.9.4] [8.9.5]

[8.9.6] with valve

[8.9.6]withoutvalve

[8.9.7]

Pipe location

Test conditionTest temperature

−25°C +20°C +85°C

Dry + + +

After immerging in water + + +

After immerging in fuel oil − + −

Note 1: Immerging in water and fuel oil is to be for at least 48 hours.

Part C


CHAPTER 2


Replace item a) by:

a) Cables being of a fire resistant type complying with IEC60331 are to be installed and run continuous to keepthe fire integrity within the high fire risk area (see Fig 4)

Note 1: The application of this requirement for public spaces con-taining furniture and furnishings of other than restricted fire riskand having a deck area of 50 m2 or more will be considered onthe case by case basis.


Delete the content between brackets at the end of the last item of the bulleted list.


Replace rows 6 and 8 in Table 1 by:

T3 : Table 1 : Tests to be carried out on electrical rotating machines

Delete tablefootnotes (4) and (6) in the foot of Table 1.


Add the following content between brackets at the end of requirement [4.5.1]:

(see indirect methods in Ch 2, App 1 for synchronousmachines and in Ch 2, App 2 for induction machines).


Replace row 3 in Table 2 by:

T4 : Table 2 : Tests to be carried out on transformers

Chapter 2 (Amendments January 2012)

Add the following Appendix 2:

N° Testsa.c. Generators Motors

Type test (1) Routine test (2) Type test (1) Routine test (2)

6 Overload/overcurrent test X X

8 Overspeed test X X X X

N° Tests Type test (1) Routine test (2)

3 Short circuit impedance test X X

Pt C, Ch 2, App 2


APPENDIX 2 INDIRECT TEST METHOD FOR INDUCTION MACHINES (STATIC TORQUE METHOD)

1 General

1.1 Test method

1.1.1 The induction machine is to be subject to the threeseparate tests specified in Tab 1 when it is completelyassembled (with covers, heat exchangers, all controldevices and sensors).

1.1.2 Temperature measurements of the stator winding isbased on the use of embedded temperature sensors. Thestator temperature taken into account for the temperaturerise is the average of all sensors values.The following parameters are recorded, every 1/2 hour: • temperature sensors as well as the stator current and

voltage

• bearing temperatures (embedded sensor or thermome-ter), and the condition of cooling of the bearings, whichare to be compared to those expected on board.

1.1.3 The tests described in Tab 1 allow the determinationof the final temperature rise of stator windings with anacceptable degree of accuracy.

The stator temperature rise Δtstator is the average of embed-ded temperature sensors values minus cooling element tem-perature:

Δtstator = Δθ1 − Δθ2 + Δθ3

where:Δθ1 : Stator temperature rise of Test 1 defined in Tab 1Δθ2 : Stator temperature rise of Test 2 defined in Tab 1

Δθ3 : Stator temperature rise of Test 3 defined in Tab 1.

Table 1 : Tests for induction machines

Figure 1 : Heating Test 1

Test 1 Test 2 Test 3

Rotor locked (see Fig 1), machine ventilated in normal condition with stator supplied by rated current at reduced voltage and frequency

Rotor running at no-load with stator sup-plied at the same voltage and frequency as Test 1

Rotor running at no-load at rated speed with stator supplied at rated voltage and rated frequency

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Part C


CHAPTER 3


Add the following items at the end of the bulleted list:

• Quality plan for software: a plan for software lifecycleactivities is to be produced which defines relevant pro-cedures, responsibilities and system documentation,including configuration management.

• Inspection of components (only hardware) from sub-suppliers: proof that components and/or sub-assembliesconform to specification.

• Quality control in production: evidence of quality assur-ance measures on production.

• Final test reports: reports from testing of the finishedproduct and documentation of the test results.

• Traceability of software: modification of program con-tents and data as well as change of version are to be car-ried out in accordance with a procedure and are to bedocumented.

• Software description: software is to be described, e.g.:- description of the basic and communication soft-

ware installed in each hardware unit- description of application software (not program list-

ings)- description of functions, performance, constraints

and dependencies between modules or other com-ponents.

• Hardware description:- system block diagram, showing the arrangement,

input and output devices and interconnections- connection diagrams- details of input and output devices- details of power supplies.

• Failure analysis for safety related functions only (e.g.FMEA): the analysis is to be carried out using appropri-ate means, e.g.:- fault tree analysis- risk analysis- FMEA or FMECA.The purpose is to demonstrate that for single failures,systems will fail to safety and that systems in operationwill not be lost or degraded beyond acceptable perform-ance criteria when specified by the Society.


Replace Table 2 by:

T1 : Table 2 : Computer based system documentation

N° I/A (1) Documentation (2)

1 I System description, computer software: see [2.3.2]

2 A System description, computer hardware: see [2.3.3]

3 I System reliability analysis: see [2.3.4]

4 I User interface description: see [2.3.5]

5 I Test programs: see [2.3.6]

6 I Method of tests and required tests results (3)

7 A For wireless data communication:

a) details of manufacturers recommended installation and maintenance practices

b) network plan with arrangement and type of antennas and identification of location

c) specification of wireless communication system protocols and management functions; see Ch 3, Sec 3, [4.6.3]

d) details of radio frequency and power levels

e) evidence of type testing in accordance with Ch 3, Sec 6

f) on-board test schedule; see Ch 3, Sec 6, [4].

(1) A = to be submitted for approval I = to be submitted for information.

(2) For the evaluation computer based systems of categories II and III.(3) For systems of category III.

Part C




2.4.2 ModificationsModifications are to be documented by the manufacturer.Subsequent significant modifications to the software andhardware for systems of categories II and III are to be sub-mitted for approval.Note 1: A significant modification is a modification which influ-ences the functionality and/or the safety of the system.


Add the following requirements [1.1.4] and [1.1.5]:

1.1.4 Programmable electronic systems are to fulfil therequirements of the system under control for all normallyanticipated operating conditions, taking into account dan-ger to persons, environmental impact, damage to ship aswell as equipment, usability of programmable electronicsystems and operability of non computer devices and sys-tems, etc.1.1.5 When an alternative design or arrangements deviat-ing from these requirements are proposed, an engineering

analysis is required to be carried out in accordance with arelevant International or National Standard acceptable tothe Society. See also SOLAS Ch II-1/F, Reg. 55.

Note 1: As a failure of a category III system may lead to an acci-dent with catastrophic severity, the use of unconventional technol-ogy for such applications is only to be permitted exceptionally incases where evidence is presented that demonstrates acceptableand reliable system performance to the satisfaction of the Society.



1.7 System categories1.7.1 Programmable electronic systems are to be assignedinto three system categories as shown in Tab 1 according tothe possible extent of the damage caused by a single failurewithin the programmable electronic systems.Consideration is to be given to the extent of the damagedirectly caused by a failure, but not to any consequentialdamage.

Identical redundancy is not to be taken into account for theassignment of a system category.

1.7.2 The assignment of a programmable electronic systemto the appropriate system category is to be made accordingto the greatest likely extent of direct damage. For examples,see Tab 2.Note 1: Where independent effective backup or other means ofaverting danger is provided, the system category III may bedecreased by one category.


Add the following Table 1:

T2 : Table 1 : System categories

Category Effect System functionality

I Those systems, failure of which will not lead to danger-ous situations for human safety, safety of the ship and/orthreat to the environment

• Monitoring function for informational/administrative tasks

II Those systems, failure of which could eventually lead todangerous situations for human safety, safety of the shipand/or threat to the environment

• Alarm and monitoring functions• Control functions which are necessary to maintain the

ship in its normal operational and habitable conditions

III Those systems, failure of which could immediately leadto dangerous situations for human safety, safety of theship and/or threat to the environment

• Control functions for maintaining the ship propulsion and steering

• Safety functions

Part C



Add the following Table 2:

T3 : Table 2 : Examples of assignmentto system categories



4.1 General

4.1.1 These requirements apply to system categories II andIII using shared data communication links to transfer databetween distributed programmable electronic equipment orsystems.

4.1.2 The performance of the network transmissionmedium (transfer rate and time delay) is to be compatiblewith the intended application.

4.1.3 When the master /slave configuration is installed, themaster terminal is to be indicated on the other terminals.

4.1.4 System self-checking capabilities are to be arrangedto initiate transition to the least hazardous state for the com-plete installation in the event of data communication fail-ure.4.1.5 The characteristics of the data communication linkare to be such as to transmit that all necessary informationin adequate time and overloading is prevented.


Replace requirement [4.2.1] by the following requirements [4.2.1], [4.2.2] and [4.2.3]:

4.2.1 Loss of a data communication link is not to affect theability to operate essential services by alternative means.

4.2.2 The data communication link is to be self-checking,detecting failures on the link itself and data communicationfailures on nodes connected to the link. Detected failuresare to initiate an alarm.

The data communication link is to be automatically startedwhen power is turned on, or restarted after loss of power.

4.2.3 Where a single component failure results in loss ofdata communication, means are to be provided to automat-ically restore data communication.

Category Effect

I Maintenance support systemsInformation and diagnostic systems

II Alarm and monitoring equipmentTank capacity measuring equipmentControl systems for auxiliary machineryMain propulsion remote control systemsFire detection systemsFire extinguishing systemsBilge systemsGovernors

III Machinery protection systems / equipmentBurner control systemsElectronic fuel injection for diesel enginesControl systems for propulsion and steeringSynchronising units for switchboards

Note 1: The examples listed are not exhaustive.

Part C




4.3.1 The transmission software is to be so designed thatalarm or control data have priority over any other data, andoverloading is prevented. For control data, the transmissiontime is not to jeopardise efficiency of the functions.


Add the following sub-articles [4.6] and [4.7]:

4.6 Additional requirements for wireless data links

4.6.1 These requirements are in addition to the require-ments of [4.1] to [4.4] and apply to system category II usingwireless data communication links to transfer data betweendistributed programmable electronic equipment or systems.For system category III, the use of wireless data communica-tion links is to be in accordance with [1.1.5].4.6.2 Functions that are required to operate continuouslyto provide essential services dependant on wireless datacommunication links are to have an alternative means ofcontrol that can be brought in action within an acceptableperiod of time.4.6.3 Wireless data communication is to employ recog-nised international wireless communication system proto-cols that incorporate the following:

a) Message integrity: fault prevention, detection, diagnosis,and correction so that the received message is not cor-rupted or altered when compared to the transmittedmessage

b) Configuration and device authentication: shall only per-mit connection of devices that are included in the sys-tem design

c) Message encryption: protection of the confidentialityand or criticality the data content

d) Security management: protection of network assets, pre-vention of unauthorised access to network assets.

4.6.4 The wireless system is to comply with the radio fre-quency and power level requirements of International Tele-communications Union and flag state requirements.

Note 1: Consideration should be given to system operation in theevent of port state and local regulations that pertain to the use ofradio-frequency transmission prohibiting the operation of a wire-less data communication link due to frequency and power levelrestrictions.

4.7 Protection against modifications

4.7.1 Programmable electronic systems of categories IIand III are to be protected against program modification bythe user.

4.7.2 For systems of category III, modifications of parame-ters by the manufacturer are to be approved by the Society.

4.7.3 Any modifications made after performance of thetests witnessed by the Society as per item No. 6. of Ch 3,Sec 6, Tab C are to be documented and traceable.



2.3.1 Software of computer based systems are to beapproved in accordance with the related system category,as defined in Ch 3, Sec 3, [1.7].Type approval consists of an assessment of the developmentquality and verification of test evidences, according toTab C.

2.3.2 Software is to be approved in association with hard-ware. References of software and hardware are to be speci-fied in the type approval certificate.



2.3.4 In case of separate approval of software, an assess-ment certificate may be issued, at the request of the manu-facturer, based on the requirements of the appropriatesystem category.

Part C



Add the following Table C:

T4 : Table C : Tests and evidences according to the system category



3.2 Tests and evidences3.2.1 Tests and evidence are to be in accordance withTab C. Definitions and notes relating to Tab C are given inCh 3, Sec 1, [1.3.1].


Replace the first row of Table 2 by:

No. Tests and evidenceSystem category (1)

I II III

1. Evidence of qualitysystem

Quality plan for software M M

Inspection of components (only hardware) from sub-suppliers M M

Quality control in production M M

Final test reports M M S

Traceability of software M M S

2. Hardware and software description

Software description M S

Hardware description M S

Failure analysis for safety related functions only S

3. Evidences of software testing

Evidences of software testing according to quality plan M S

Analysis regarding existence and fulfilment of programming pro-cedures for safety related functions

S

4. Hardware tests Tests according to Tab 1 M S/W S/W

5. Software tests Module tests M S

Subsystem tests M S

System test M S

6. Performance tests Integration test M W

Fault simulation W W

Factory Acceptance test (FAT) M W W

7. On-Board test Complete system test M W W

Integration test W W

Operation of wireless equipment to demonstrate electromagnetic compatibility

W W*

8. Modifications Tests after modifications M S/W S/W

(1) M : Evidence kept by manufacturer and submitted on requestS : Evidence checked by the SocietyW : To be witnessed by the Society* : The level of witnessing is to be determined during the assessment required by Ch 3, Sec 3, [1.1.5].

Equipment Nature of tests

Electronic equipment

Main hardware and software functionalities with all systems integrated

Part C



Switch requirements [3.2.1] and [3.2.2] in the existing sub-article [3.2].


Replace the existing requirements [3.3.2] and [3.3.3] by the following requirements [3.3.2] to [3.3.8]:

3.3.2 The software modules of the application software areto be tested individually and subsequently subjected to anintegration test. The test results are to be documented and tobe part of the final file. It is to be checked that:• the development work has been carried out in accord-

ance with the plan• the documentation includes the method of testing, the

test programs producing, the simulation, the acceptancecriteria and the result.

Software module tests are to provide evidence that eachmodule performs its intended function and does not per-form unintended functions.

Subsystem testing is to verify that modules interact correctlyto perform the intended functions and do not perform unin-tended functions.

System testing is to verify that subsystems interact correctlyto perform the functions in accordance with specifiedrequirements and do not perform unintended functions.

Repetition tests may be required to verify the consistency oftest results.

3.3.3 Analysis regarding existence and fulfilment of programming procedures for safety related functions

Specific assurance methods are to be planned for verifica-tion and validation of satisfaction of requirements, e.g.:• diverse programs• program analysis and testing to detect formal errors and

discrepancies to the description• simple structure.

3.3.4 The Society may ask for additional tests of systemswhich are part of safety systems or which integrate severalfunctions.

3.3.5 Integration testsProgrammable electronic system integration testing is to becarried out using satisfactorily tested system software and,as far as practicable, intended system components.

3.3.6 Fault simulationFaults are to be simulated as realistically as possible to dem-onstrate appropriate system fault detection and systemresponse. The results of any required failure analysis are tobe observed.

3.3.7 Factory acceptance test (FAT)Factory acceptance testing is be carried out in accordancewith a test program accepted by the Society. Testing is to bebased on demonstrating that the system fulfils the require-ments specified by the Society.

3.3.8 ModificationsModifications to approved systems are to be notified inadvance and carried out to the Society’s satisfaction. Referto Ch 3, Sec 1, [2.4.2].



4.1.1 Testing is to be performed on the completed systemcomprising actual hardware components with the finalapplication software, in accordance with an approved testprogram.


Insert the following paragraph after the first paragraph of the existing requirement [4.1.1]:

On board testing is to verify that correct functionality hasbeen achieved with all systems integrated.

Part C




4.1.2 For wireless data communication equipment, testsduring harbour and sea trials are to be conducted to dem-onstrate that radio-frequency transmission does not causefailure of any equipment and does not itself fail as a result ofelectromagnetic interference during expected operatingconditions.

Note 1: Where electromagnetic interference caused by wirelessdata communication equipment is found to be causing failure ofequipment required for Category II or III systems, the layout and/orequipment are/is to be changed to prevent further failures occur-ring.

CHAPTER 4


Add the following paragraph at the end of item b):

These requirements do not apply to closed recirculatingsystems within a single space.


Add the following paragraph and Note at the end of item b):

Transfer pumps may be placed outside this room.Note 1: Lubricating oil systems part of the main machinery may be

located in the main engine room in location ventilated byextraction.

Ch 4, Sec 14, [4.1.1]

Replace item a) and item b) by:

a) Fire-extinguishing medium

1) Where the quantity of the fire-extinguishing mediumis required to protect more than one space, thequantity of medium available need not be more thanthe largest quantity required for any one space soprotected. The system shall be fitted with normallyclosed control valves arranged to direct the agentinto the appropriate space.

2) The volume of starting air receivers, converted tofree air volume, shall be added to the gross volumeof the machinery space when calculating the neces-sary quantity of the fire-extinguishing medium. Alter-natively, a discharge pipe from the safety valves maybe fitted and led directly to the open air.

3) Means shall be provided for the crew to safely checkthe quantity of the fire-extinguishing medium in thecontainers.

4) Containers for the storage of fire-extinguishingmedium, piping and associated pressure compo-nents shall be designed to pressure codes of practiceto the satisfaction of the Society having regard totheir locations and maximum ambient temperaturesexpected in service.

b) Installation requirements

1) The piping for the distribution of fire-extinguishingmedium shall be arranged and discharge nozzles sopositioned that a uniform distribution of the mediumis obtained. System flow calculations shall be per-formed using a calculation technique acceptable tothe Society.

In large cargo spaces, at least two distribution pipesare to be provided, one on the fore part, the secondat the aft part.

In machinery spaces, the discharge nozzles are to bepositioned in the upper and lower parts of thesespaces.

2) Except as otherwise permitted by the Society, pres-sure containers required for the storage of the fire-extinguishing medium, other than steam, shall belocated outside the protected spaces in accordancewith Ch 4, Sec 6, [3.3].

3) The storage of the fire extinguishing medium is notpermitted within spaces which may contain air/flam-mable gas mixtures.

Part C


4) In piping sections where valve arrangements intro-duce sections of closed piping, such sections shallbe fitted with a pressure relief valve and the outlet ofthe valve shall be led to open deck.

5) All discharge piping, fittings and nozzles in the pro-tected spaces shall be constructed of materials hav-

ing a melting temperature which exceeds 925°C.The piping and associated equipment shall be ade-quately supported.

6) A fitting shall be installed in the discharge piping topermit the air testing as required in [4.1.3], itemg)4).

Replace item c)2) by:

c) System control requirements

2) Means shall be provided for automatically givingaudible and visual warning of the release of fire-extinguishing medium into any ro-ro spaces andother spaces in which personnel normally work or towhich they have access. The audible alarms shall belocated so as to be audible throughout the protectedspace with all machinery operating, and the alarmsshould be distinguished from other audible alarmsby adjustment of sound pressure or sound patterns.The pre-discharge alarm shall be automatically acti-vated (e.g. by opening of the release cabinet door).The alarm shall operate for the length of time neededto evacuate the space, but in no case less than 20seconds before the medium is released. Conven-tional cargo spaces and small spaces (such as com-pressor rooms, paint lockers, etc.) with only a localrelease need not be provided with such an alarm.

Ordinary cargo holds need not comply with theabove. However, ro-ro cargo spaces, holds in con-tainer ships equipped for integrated reefer contain-ers and other spaces where personnel can be

expected to enter and where the access is thereforefacilitated by doors or manway hatches should com-ply with the above requirement.

Where audible alarms are fitted to warn of therelease of fire-extinguishing medium into pumprooms, they may be of the pneumatic or electricaltype:

• Pneumatically operated alarms

Air operated alarms may be used provided theair supply is clean and dry.

• Electrically operated alarms

When electrically operated alarms are used, thearrangements are to be such that the electricalactuating mechanism is located outside thepump room except where the alarms are certi-fied intrinsically safe.

Electrically operated alarms are to be supplied withpower from the main and an emergency source ofpower. They are to differ from other signals transmit-ted to the protected space.

Ch 4, Sec 14, [4.1.2]

Replace item b) by:

b) Controls

1) Carbon dioxide systems shall comply with the fol-lowing requirements:

• two separate controls shall be provided forreleasing carbon dioxide into a protected spaceand to ensure the activation of the alarm. Onecontrol shall be used for opening the valve of thepiping which conveys the gas into the protectedspace and a second control shall be used to dis-charge the gas from its storage containers. Posi-tive means (see [4.1.2], Note 1) shall beprovided so they can only be operated in thatorder; and

• the two controls shall be located inside a releasebox clearly identified for the particular space. Ifthe box containing the controls is to be locked, akey to the box shall be in a break-glass-typeenclosure conspicuously located adjacent to thebox.

2) The pre-discharge alarm may be activated before thetwo separate system release controls are operated(e.g. by a micro-switch that activates the pre-dis-charge alarm upon opening the release cabinet dooras per [4.1.1], item c)2). Therefore, the two separatecontrols for releasing carbon dioxide into the pro-tected space (i.e. one control to open the valve ofthe piping which conveys the gas into the protectedspace and a second control used to discharge thegas from its storage containers) as per item b)1)above can be independent of the control for activat-ing the alarm.

A single control for activation of the alarm is suffi-cient.

Note 1: The “positive means”, referred to for the correct sequentialoperation of the controls, is to be achieved by a mechanicaland/or electrical interlock that does not depend on any opera-tional procedure to achieve the correct sequence of operation.

Part C


Ch 4, Sec 14, [4.1.3]

Replace item g) by:

g) After mounting onboard, and in complement to testsand inspections at the Manufacturer’s workshop, as perrequirements of Part C, Chapter 1, carbon dioxide pipesand their accessories are to undergo the following tests:

1) pipe lengths between bottles and master valves:a hydraulic test, at the workshop or on board, at128 bar. When the hydraulic test is carried out at theworkshop, at least test with inert gas or air, at 7 bar,is to be carried out on board

2) pipe lengths between master valves and nozzles:

a test on board with inert gas or air, at 7 bar

3) master valves:

a hydraulic test at 128 bar

4) a test of the free air flow in all pipes and nozzles;and

5) a functional test of the alarm equipment.

Ch 4, Sec 14, [4]

Add the following sub-articles [4.3] and [4.4]:

4.3 Requirements of steam systems4.3.1 The boiler or boilers available for supplying steamshall have an evaporation of at least 1 kg of steam per hourfor each 0,75 m3 of the gross volume of the largest space soprotected. In addition to complying with the foregoingrequirements, the systems in all respects shall be as deter-mined by, and to the satisfaction of, the Society.

4.4 Systems using gaseous products of fuel combustion

4.4.1 GeneralWhere gas other than carbon dioxide or steam, as permittedin [4.3.1], is produced on the ship and is used as a fire-extin-guishing medium, the system shall comply with the require-ments in [4.4.2].

4.4.2 Requirements of the systemsa) Gaseous products

Gas shall be a gaseous product of fuel combustion inwhich the oxygen content, the carbon monoxide con-tent, the corrosive elements and any solid combustibleelements in a gaseous product shall have been reducedto a permissible minimum.

b) Capacity of fire-extinguishing systems

1) Where such gas is used as the fire-extinguishingmedium in a fixed fire-extinguishing system for theprotection of machinery spaces, it shall afford pro-tection equivalent to that provided by a fixed systemusing carbon dioxide as the medium.

2) Where such gas is used as the fire-extinguishingmedium in a fixed fire-extinguishing system for theprotection of cargo spaces, a sufficient quantity ofsuch gas shall be available to supply hourly a vol-ume of free gas at least equal to 25% of the grossvolume of the largest space protected in this way fora period of 72 h.

Part D


Amendments to PART D

Chapter 4

Modify Sections of Chapter 4 “BULK CARRIERS”:Replace Section 1 of Chapter 4 by the following one.

Replace Section 2 and Section 3 of Chapter 4 by the following ones (Amendments January 2012).

Insert the following Section 4 before Appendix 1.

Pt D, Ch 4, Sec 1


SECTION 1 GENERAL

1 General

1.1 Application

1.1.1 Ships complying with the requirements of this Chap-ter are eligible for the assignment of one of the service nota-tions bulk carrier ESP, bulk carrier CSR ESP, bulk carrierCSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrierCSR BC-C ESP or bulk carrier as defined in Pt A, Ch 1, Sec2, [4.3.2] and Pt A, Ch 1, Sec 2, [4.3.1].

1.1.2 Ships dealt with in this Chapter, which are greaterthan 500 GT and have one of the service notations bulk car-rier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSRBC-B ESP or bulk carrier CSR BC-C ESP, are to comply withthe requirements of:

• Part A, Part B and Part C of the present Rules, as appli-cable

• NR522 Common Structural Rules for Bulk Carriers

• Ch 4, Sec 2, [3], which gives specific access arrange-ment requirements

• Ch 4, Sec 3, [1], which gives specific stability require-ments

• NR216 Materials and Welding.

1.1.3 Ships dealt with in this Chapter, which are greaterthan 500 GT and have the service notation bulk carrier ESPor bulk carrier, are to comply with the requirements of:

• Part A, Part B and Part C of the present Rules, as appli-cable

• the present Chapter


1.1.4 Ships dealt with in this Chapter, which are less than500 GT and have the service notation bulk carrier ESP orbulk carrier are to comply with the requirements of:

• Part A and Part B of the present Rules, as applicable

• NR566 Hull Arrangement, Stability and Systems forShips less than 500 GT, as applicable

• the present Chapter


1.2 Summary table

1.2.1 Requirements applicable to ships having one of theservice notations bulk carrier ESP, bulk carrier CSR ESP,bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP,bulk carrier CSR BC-C ESP or bulk carrier are summarizedin Tab 1.

Table 1 : Applicable requirements

Item Ships greater than 500 GT Ships less than 500 GT

Notations

• bulk carrier CSR ESP• bulk carrier CSR BC-A ESP• bulk carrier CSR BC-B ESP• bulk carrier CSR BC-C ESP

• bulk carrier ESP• bulk carrier

• bulk carrier ESP• bulk carrier

Ship arrangement• NR 522• Ch 4, Sec 2, [3]

• Part B• Ch 4, Sec 2

• NR566• Ch 4, Sec 2

Hull NR 522• Part B• Ch 4, Sec 3• Ch 4, Sec 4 (1)

• Part B• Ch 4, Sec 3• Ch 4, Sec 4 (1)

Stability• Part B• Ch 4, Sec 3, [1]

• Part B• Ch 4, Sec 3, [1]

• NR566• Ch 4, Sec 3, [1]

Machinery and cargo systems Part C Part C NR566

Electrical installations Part C Part C NR566

Automation Part C Part C NR566

Fire protection, detection and extinction Part C Part C NR566

(1) Ch 4, Sec 4 is applicable to hatch covers

Pt D, Ch 4, Sec 2


SECTION 2 SHIP ARRANGEMENT

1 General

1.1 Application

1.1.1 The requirements of Ch 4, Sec 2 and Ch 4, Sec 3apply to ships specially intended for the carriage of drycargo in bulk which have a typical midship section with sin-gle deck, single or double side skin, with a double bottom,hopper tanks and topside tanks as illustrated in Fig 1, or amidship section deemed equivalent by the Society.

A single side skin bulk carrier means a bulk carrier whereone or more cargo holds are bound by the side shell only orby two watertight boundaries, one of which is the side shell,which are less than 1000 mm apart in at least one location.The distance between the watertight boundaries is to bemeasured perpendicular to the side shell.

Figure 1 : Bulk carrierSingle and double side skin construction

2 General arrangement design

2.1 General

2.1.1 Forecastle

Ships with the service notation bulk carrier ESP or bulk car-rier are to be fitted with an enclosed forecastle on the free-board deck, with its aft bulkhead fitted in way or aft of theforward bulkhead of the foremost hold, as shown in Fig 2.

However, if this requirement hinders hatch cover operation,the aft bulkhead of the forecastle may be fitted forward ofthe forward bulkhead of the foremost cargo hold providedthe forecastle length is not less than 7% of ship length abaftthe forward perpendicular where the ship length and for-ward perpendicular are defined in the International Con-vention on Load Lines 1966 and its Protocol 1988.

The forecastle height HF above the main deck is to be notless than:

• the standard height of a superstructure as specified in PtB, Ch 1, Sec 2, [3.19]

• HC + 0,5 m, where HC is the height of the forward trans-verse hatch coming of the foremost cargo hold, i.e.cargo hold No. 1,

whichever is the greater.

All points of the aft edge of the forecastle deck are to belocated at a distance lF:

from the hatch coming plate in order to apply the reducedloading to the No. 1 forward transverse hatch coaming andNo. 1 hatch cover in applying Pt B, Ch 9, Sec 7, [6.2.2] andPt B, Ch 9, Sec 7, [7.3.8].

Figure 2 : Forecastle arrangement

lF 5 HF HC–≤

��

��

��

��

��

��

��

Pt D, Ch 4, Sec 2


A breakwater is not to be fitted on the forecastle deck withthe purpose of protecting the hatch coaming or hatch cov-ers. If fitted for other purposes, it is to be located such thatits upper edge at centre line is not less than HB / tan20° for-ward of the aft edge of the forecastle deck, where HB is theheight of the breakwater above the forecastle (see Fig 2).

3 Access arrangement

3.1 Access arrangement to double bottom and pipe tunnel

3.1.1 Means of access Adequate means of access to the double bottom and thepipe tunnel are to be provided.

3.1.2 Manholes in the inner bottom, floors and girders

Manholes cut in the inner bottom are to be located at aminimum distance of one floor spacing from the lowerstool, or transverse bulkhead if no stool is fitted.

The location and size of manholes in floors and girders areto be determined to facilitate the access to double bottomstructures and their ventilation. However, they are to beavoided in the areas where high shear stresses may occur.

3.2 Access arrangement to and within spaces in, and forward of, the cargo area

3.2.1 Means of accessShips with the service notation bulk carrier CSR ESP, bulkcarrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk car-rier CSR BC-C ESP of 20,000 gross tonnage and over, are tocomply with the relevant requirements of NR 522 CommonStructural Rules for Bulk Carriers.

Ships with the service notation bulk carrier CSR ESP, bulkcarrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk car-rier CSR BC-C ESP of less than 20,000 gross tonnage andships with the service notation bulk carrier ESP or bulk car-rier are to comply with [3.2.2] and [3.2.3]. In addition, as

far as practicable, permanent or movable means of accessstored on board are to be provided to ensure proper surveyand maintenance of cargo holds and, in particular, of thelower part of cargo hold side frames.

3.2.2 Hatches of cargo holds

If separate hatches are used as access to the ladders asrequired in [3.2.3], each hatch is to have a clear opening ofat least 600 mm x 600 mm.

When the access to the cargo hold is arranged through thecargo hatch, the top of the ladder is to be placed as close aspossible to the hatch coaming.

Accesses and ladders are to be so arranged that personnelequipped with self-contained breathing apparatus mayreadily enter and leave the cargo hold.

Access hatch coamings having a height greater than 900mm are also to have steps on the outside in conjunctionwith cargo hold ladders.

3.2.3 Ladders within cargo holds

Each cargo hold is to be provided with at least two laddersas far apart as practicable longitudinally. If possible theseladders are to be arranged diagonally, e.g. one ladder nearthe forward bulkhead on the port side, the other one nearthe aft bulkhead on the starboard side, from the ship's cen-treline.

Ladders are to be so designed and arranged that the risk ofdamage from the cargo handling gear is minimised.

Vertical ladders may be permitted provided they arearranged above each other in line with other ladders towhich they form access and resting positions are providedat not more than 9 metres apart.

Tunnels passing through cargo holds are to be equippedwith ladders or steps at each end of the hold so that person-nel may get across such tunnels.

Where it may be necessary for work to be carried out withina cargo hold preparatory to loading, consideration is to begiven to suitable arrangements for the safe handling of port-able staging or movable platforms.

Pt D, Ch 4, Sec 3


SECTION 3 HULL AND STABILITY

Symbols

D1 : Distance, in m, from the base line to the free-board deck at side amidships (see Fig 13)

hDB : Height, in m, of the double bottom

hLS : Mean height, in m, of the lower stool, measuredfrom the inner bottom

k : Material factor defined in Pt B, Ch 4, Sec 1,[2.3]

tC : Corrosion addition, in mm, defined in Pt B, Ch4, Sec 2, Tab 2

l : Span, in m, of side frames; see [2.2.3]

d : Height, in mm, of side frame web; see [2.2.3]

lC : Span, in m, of the corrugations of vertically cor-rugated transverse watertight bulkheads; see[2.5.2]

sC : Spacing of corrugations, in m; see Fig 5

ReH : Minimum upper yield stress, in N/mm2, of thematerial as defined in Pt B, Ch 4, Sec 1, [2]

E : Young’s modulus, in N/mm2, to be taken equalto:

• E = 2,06.105 N/mm2 for steels in general

• E = 1,95.105 N/mm2 for stainless steels

ρB : Dry bulk cargo density, in t/m3; the followingvalues may generally be taken:

• ρΒ = 3.0 t/m3 for iron ore

• ρΒ = 1.3 t/m3 for cement

ϕ : Angle of repose, in degrees, of the dry bulkcargo carried; in the absence of more preciseevaluation the following values can be taken:

• ϕ = 30° in general

• ϕ = 35° for iron ore

• ϕ = 25° for cement

ρ : Sea water density, in t/m3

hF, zF : Flooding head and distance, respectively, in m,defined in [3.3.3] for transverse bulkheads and[3.4.3] for double bottoms

hB, zB : Level height of the dry bulk cargo and distance,respectively, in m, defined in [3.3.4] for trans-verse bulkheads and [6.2.6] for double bottoms

g : Gravity acceleration, in m/s2, to be taken equalto 9,81.

1 Stability

1.1 Definitions

1.1.1 Grain

The term grain covers wheat, maize (corn), oats, rye, bar-ley, rice, pulses, seeds and processed forms thereof, whosebehaviour is similar to that of grain in its natural state.

1.1.2 Filled compartment trimmed

The term filled compartment trimmed refers to any cargospace in which, after loading and trimming as specified inCh 4, App 1, the bulk grain is at its highest possible level.

1.1.3 Filled compartment untrimmed

The term filled compartment untrimmed refers to a cargospace which is filled to the maximum extent possible in wayof the hatch opening but which has not been trimmed out-side the periphery of the hatch opening.

1.1.4 Partially filled compartment

The term partly filled compartment refers to any cargospace where the bulk grain is not loaded in the manner pre-scribed in [1.1.2] or [1.1.3].

1.1.5 Stowage factor

The term stowage factor, for the purposes of calculating thegrain heeling moment caused by a shift of grain, means thevolume per unit weight of the cargo as attested by the load-ing facility, i.e. no allowance is to be made for lost spacewhen the cargo space is nominally filled.

1.1.6 Specially suitable compartment

The term specially suitable compartment refers to a cargospace which is constructed with at least two vertical or slop-ing, longitudinal, grain-tight divisions which are coincidentwith the hatch side girders or are so positioned as to limitthe effect of any transverse shift of grain. If sloping, the divi-sions are to have an inclination of not less than 30° to thehorizontal.

1.2 Intact stability

1.2.1 General

The stability of the ship for the loading conditions in Pt B,Ch 3, App 2, [1.2.5] is to be in compliance with the require-ments of Pt B, Ch 3, Sec 2. In addition, the requirements in[1.2.2] and [1.2.3] are to be complied with.

Pt D, Ch 4, Sec 3


1.2.2 Grain Loading Manual Information in printed booklet form is to be provided onboard to enable the Master to ensure that the ship complieswith the stability requirements reported in the Rules whencarrying grain in bulk. This booklet is commonly referred toas Grain Loading Manual and is to include the followinginformation:

• ship's particulars

• lightship displacement and the vertical distance fromthe intersection of the moulded base line and midshipsection to the centre of gravity (KG)

• table of liquid free surface corrections

• capacities and centres of gravity

• curve or table of angle of flooding, where less than 40°,at all permissible displacements

• curves or tables of hydrostatic properties suitable for therange of operating drafts

• cross curves of stability which are sufficient for the pur-pose of the requirements in [1.2.3] and which includecurves at 12° and 40°

• curves or tables of volumes, vertical centres of volumes,and assumed volumetric heeling moments for everyhold, filled or partly filled, or combination thereof,including the effects of temporary fittings

• tables or curves of maximum permissible heelingmoments for varying displacements and varying verticalcentres of gravity to allow the Master to demonstratecompliance with the requirements specified in [1.2.3]

• loading instructions in the form of notes summarisingthe requirements of these Rules

• a worked example for the guidance of the Master

• typical loaded service departure and arrival conditionsand, where necessary, intermediate worst service condi-tions.

It is recommended that loading conditions should beprovided for at least three representative stowage factors.

The Grain Loading Manual may be drawn up in the officiallanguage or languages of the Administration of the issuing

country; if the language used is neither English nor French,the text is to include a translation into one of these lan-guages.

1.2.3 Intact stability criteria for grain loading

The intact stability characteristics of any ship carrying bulkgrain are to be shown to meet, throughout the voyage, atleast the following criteria after taking into account in themanner described in Ch 4, App 1 and in Fig 1, the heelingmoments due to grain shift:

• the angle of heel due to the shift of grain is to be notgreater than 12° or the angle at which the deck edge isimmersed, whichever is the lesser

• in the statical stability diagram, the net or residual areabetween the heeling arm curve and the righting armcurve up to the angle of heel of maximum differencebetween the ordinates of the two curves, or 40° or theangle of flooding, whichever is the least, is in all condi-tions of loading to be not less than 0,075 m.rad

• the initial metacentric height, after correction for thefree surface effects of liquids in tanks, as specified in PtB, Ch 3, Sec 2, [4], is to be not less than 0,30 m.

After loading, the Master is to ensure that the ship is uprightbefore proceeding to sea.

1.3 Damage stability requirements for ships where additional class notation SDS is required

1.3.1 General

Ships with the service notation bulk carrier ESP, bulk car-rier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSRBC-B ESP, bulk carrier CSR BC-C ESP or bulk carrier whereadditional class notation SDS is required (see Pt A, Ch 1,Sec 2, [6.14.11]), equal to or greater than 80 m in length,are subjected to the probabilistic approach reported in Pt B,Ch 3, Sec 3, [2.1.3] and are to comply with the require-ments in Pt B, Ch 3, App 3.

Figure 1 : Stability curve

righting arm curve

right

ing

arm

angle of heel dueto grain shift

residual dynamic stability

B

40�

angle of heel (degrees)

heeling arm curve dueto transverse grain shiftwhich may be approxi-mately represented bythe straight line AB

400

0�

A

Pt D, Ch 4, Sec 3


1.3.2 Freeboard reduction

Ships with the service notation bulk carrier CSR ESP, bulkcarrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk car-rier CSR BC-C ESP or bulk carrier greater than 100 m inlength which have been assigned reduced freeboard as per-mitted by Regulation 27 of the International Convention onLoad Lines, 1966, as referenced in Pt B, Ch 3, Sec 3, [2.1.2]are to comply with the requirements specified in Pt B, Ch 3,App 4. Therefore, compliance with the requirements in[1.3.1] is not required.

1.3.3 Additional requirements for single side skin bulk carriers equal to or greater than 150 m in length

The requirements specified in [1.3.4] to [1.3.6] apply to sin-gle side skin bulk carriers, where additional class notationSDS is required, equal to or greater than 150 m in length,intended for the carriage of bulk cargoes having dry bulkdensity of 1.0 t/m3, or above.

Ships complying with the requirements in [1.3.2] are notrequired to comply with those in [1.3.4] to [1.3.6].

1.3.4 Flooding of cargo holds

Bulk carriers specified in [1.3.3], when loaded to the sum-mer load line, are to be able to withstand flooding of anyone cargo hold in all loading conditions and remain afloatin satisfactory condition as specified in [1.3.5].

1.3.5 Flooding criteria

After flooding, the vessel is to comply with the requirementslaid down in Pt B, Ch 3, App 4.

The assumed flooding need only take into account floodingof the cargo hold space, considering the permeability valuesspecified in [1.3.6].

1.3.6 Flooding assumptions

The permeability of a loaded hold is to be assumed as 0,9,unless a permeability relevant to a particular cargo isassumed for the volume of a flooded hold occupied bycargo and a permeability of 0,95 is assumed for the remain-ing empty volume of the hold. In the latter case, the perme-abilities and the corresponding cargo densities specified in[3.2.2] are to be assumed.

The permeability of an empty hold is to be assumed as 0,95.

2 Structure design principles

2.1 Double bottom structure

2.1.1 Longitudinally framed double bottom

In ships greater than 120 m in length, the double bottomand the sloped bulkheads of hopper tanks are to be longitu-dinally framed.

The girder spacing is to be not greater than 4 times the spac-ing of bottom or inner bottom ordinary stiffeners and thefloor spacing is to be not greater than 3 frame spaces.

Greater spacing may be accepted by the Society, dependingon the results of the analysis carried out according to Pt B,Ch 7, App 1 for the primary supporting members in thecargo holds.

2.1.2 Transversely framed double bottom

The double bottom and the sloped bulkheads of hoppertanks may be transversely framed in ships equal to or lessthan 120 m in length, when this is deemed acceptable bythe Society on a case-by-case basis. In this case, however,the floor spacing is to be not greater than 2 frame spaces.

2.1.3 Floors in way of transverse bulkheads

The thickness and material properties of the supportingfloors and pipe tunnel beams are to be not less than thoserequired for the bulkhead plating or, when a stool is fitted,of the stool side plating.

2.2 Single side structure

2.2.1 General

The side within the hopper and topside tanks is, in general,to be longitudinally framed. It may be transversely framedwhen this is accepted for the double bottom and the deckaccording to [2.1.2] and [2.4.1], respectively.

2.2.2 Frame spacing

In general, the frame spacing in cargo holds bounded by theside shell only is to be not greater than the values obtained,in m, from the following formulae:

2.2.3 Frame span and web height

Frame span l and web height d are to be measured as indi-cated in Fig 2.

2.2.4 Symmetrical frame sections

Frames are to be fabricated symmetrical sections with inte-gral upper and lower brackets and are to be arranged withsoft toes.

The web depth to thickness ratio is to be not greater than60 k0,5. The outstanding flange is to be not greater than10 k0,5 times the flange thickness. The end of the flange is tobe sniped.

The frame flange is to be curved (not knuckled) at the con-nection with the end brackets. The radius of curvature (seeFig 2) is to be not less than the value obtained, in mm, fromthe following formula:

where bf and tf are, in mm, the flange width and thickness,respectively.

s 0 6, L320----------+= for L 90m<

s 0 9, 1 25 L100----------

⎝ ⎠⎛ ⎞

0 25,

,+= for L 90m≥

r0 4bf

2,tf

---------------=

Pt D, Ch 4, Sec 3


Figure 2 : Frame and end bracket geometry

2.2.5 Asymmetrical frame sections

In ships less than 190 m in length, mild steel frames may beasymmetrical and fitted with overlapped welded brackets.The face plate or flange of the bracket is to be sniped atboth ends. Brackets are to be arranged with soft toes.

The web to thickness ratio is to be not greater than 50 k0,5.The outstanding flange is to be not greater than 10 k0,5 timesthe flange thickness.

2.2.6 Lower and upper end brackets

The section modulus of the frame end bracket or integralbracket, calculated, with an attached side plating accordingto Pt B, Ch 4, Sec 3, [3.3], at the end sections of the span l(sections AA and BB in Fig 2), is to be not less than twicethe section modulus required for the frame midspan areaaccording to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as appli-cable.

The dimensions of the lower and upper end brackets are tobe not less than those shown in Fig 2.

2.2.7 Connecting brackets within hopper and topside tanks

Structural continuity with the upper and lower end connec-tions of side frames is to be ensured within hopper and top-side tanks by connecting brackets as shown in Fig 3.

2.2.8 Tripping brackets

In way of the foremost cargo hold, side frames of asymmet-rical section are to be fitted with sloped tripping bracketsevery two frames, as shown in Fig 4.

In way of the other holds, side frames of asymmetrical sec-tions are to be fitted with sloped tripping brackets every twoframes where the web height d is greater than 600 mm orthe span l is greater than 6 m.

Figure 3 : Connection with bracketwithin hopper and topside tanks

Figure 4 : Tripping brackets

2.3 Double side structure

2.3.1 General

The side within the hopper and topside tanks is, in general,to be longitudinally framed. It may be transversely framedwhen this is accepted for the double bottom and the deckaccording to [2.1.2] and [2.4.1], respectively.

2.3.2 Side primary supporting members

The spacing of transverse side primary supporting membersis to be not greater than 3 frame spaces.

Greater spacing may be accepted by the Society, on a case-by-case basis, depending on the results of the analysis car-ried out according to Pt B, Ch 7, App 1 for the primary sup-porting members in the cargo holds.

In any case, transverse side primary supporting membersare to be fitted in line with web frames in hopper and top-side tanks.

2.4 Deck structure

2.4.1 Deck outside the line of hatches and topside tank sloping plates

In ships greater than 120 m in length, the deck outside theline of hatches and the topside tank sloping plates are to belongitudinally framed.

0,5d

0,125�

Topside tank

Section BBZBB

0,25�r

dZ

rZAA

�

0,25�Section AA

Hoppertank

SOFT TOE

Pt D, Ch 4, Sec 3


The spacing of web frames in topside tanks is to be notgreater than 6 frame spaces.

Greater spacing may be accepted by the Society, on a case-by-case basis, depending on the results of the analysis car-ried out according to Pt B, Ch 7, App 1 for the primary sup-porting members in the cargo holds.

2.4.2 Deck between hatches

The cross decks between hatches are generally to be trans-versely framed.

Connection of the strength deck at side with the deckbetween hatches is to be ensured by a plate of intermediatethickness.

2.4.3 Connection of hatch end beams with deck structures

The connection of hatch end beams with deck structures isto be properly ensured by fitting inside the topside tanksadditional web frames or brackets.

2.4.4 Topside tank structure

Topside tank structures are to extend as far as possiblewithin the machinery space and are to be adequatelytapered.

2.5 Transverse vertically corrugated water-tight bulkheads

2.5.1 General

For ships equal to or greater than 190 m in length, trans-verse vertically corrugated watertight bulkheads are to befitted with a lower stool and, in general, with an upper stoolbelow the deck. In smaller ships, corrugations may extendfrom the inner bottom to the deck. If the stool is fitted, it isto comply with [2.5.1] to [2.5.5]

Figure 5 : Corrugation geometry

The corrugation angle ϕ shown in Fig 5 is to be not less than55°.

The thickness of the lower part of corrugations consideredin the application of [2.5.9] and [6.1.3] is to be maintainedfor a distance from the inner bottom (if no lower stool is fit-ted) or the top of the lower stool not less than 0,15lC.

The thickness of the middle part of corrugations consideredin the application of [2.5.10] and [6.1.3] is to be main-tained for a distance from the deck (if no upper stool is fit-ted) or the bottom of the upper stool not greater than 0,3lC.

The section modulus of the corrugations in the remainingupper part of the bulkhead is to be not less than 75% of thatrequired for the middle part, corrected for different mini-mum yield stresses.

2.5.2 Span of corrugations

The span lC of the corrugations is to be taken as the dis-tance shown in Fig 6. For the definition of lC, the internalend of the upper stool may not be taken at a distance fromthe deck at centreline greater than:

• 3 times the depth of corrugations, in general

• twice the depth of corrugations, for rectangular upperstools.

Figure 6 : Span of the corrugations

(*) See [2.5.2].

t�S�

� �55˚

A��

C

t�

�c

n

n

n=neutral axis of the corrugations

(*)

�c

�c�c�c�c�c

Pt D, Ch 4, Sec 3


2.5.3 Lower stoolThe lower stool, when fitted, is to have a height in generalnot less than 3 times the depth of the corrugations.

The thickness and material of the stool top plate are to benot less than those required for the bulkhead plating above.The thickness and material properties of the upper portionof vertical or sloping stool side plating within the depthequal to the corrugation flange width from the stool top areto be not less than the required flange plate thickness andmaterial to meet the bulkhead stiffness requirement at thelower end of the corrugation.

The ends of stool side ordinary stiffeners are to be attachedto brackets at the upper and lower ends of the stool.

The distance from the edge of the stool top plate to the sur-face of the corrugation flange is to be in accordance withFig 7.

The stool bottom is to be installed in line with double bot-tom floors and is to have a width not less than 2,5 times themean depth of the corrugation.

The stool is to be fitted with diaphragms in line with the lon-gitudinal double bottom girders for effective support of thecorrugated bulkhead. Scallops in the brackets and dia-phragms in way of the connections to the stool top plate areto be avoided.

Where corrugations are cut at the lower stool, the weldconnections of corrugations and stool side plating to thestool top plate are to be in accordance with [8.1]. The weldconnections of stool side plating and supporting floors tothe inner bottom plating are to be in accordance with [8.1].

2.5.4 Upper stool

The upper stool, when fitted, is to have a height in generalbetween 2 and 3 times the depth of corrugations. Rectangu-lar stools are to have a height in general equal to twice thedepth of corrugations, measured from the deck level and atthe hatch side girder.

The upper stool is to be properly supported by deck girdersor deep brackets between the adjacent hatch end beams.

The width of the upper stool bottom plate is generally to bethe same as that of the lower stool top plate. The stool top ofnon-rectangular stools is to have a width not less than twicethe depth of corrugations.

The thickness and material of the stool bottom plate are tobe the same as those of the bulkhead plating below. Thethickness of the lower portion of stool side plating is to benot less than 80% of that required for the upper part of thebulkhead plating where the same material is used.

The ends of stool side ordinary stiffeners are to be attachedto brackets at the upper and lower end of the stool.

The stool is to be fitted with diaphragms in line with andeffectively attached to longitudinal deck girders extendingto the hatch end coaming girders for effective support of thecorrugated bulkhead. Scallops in the brackets and dia-phragms in way of the connection to the stool bottom plateare to be avoided.

2.5.5 Alignment

At deck, if no upper stool is fitted, two transverse reinforcedbeams are to be fitted in line with the corrugation flanges.

At bottom, if no lower stool is fitted, the corrugation flangesare to be in line with the supporting floors. The weld con-nections of corrugations and floors to the inner bottom plat-ing are to be in accordance with [8.1]. The thickness andmaterial properties of the supporting floors are to be not lessthan those of the corrugation flanges. Moreover, the cut-outs for connections of the inner bottom longitudinals todouble bottom floors are to be closed by collar plates. Thesupporting floors are to be connected to each other by suit-ably designed shear plates.

Stool side plating is to align with the corrugation flanges;lower stool side vertical stiffeners and their brackets in thestool are to align with the inner bottom longitudinals to pro-vide appropriate load transmission between these stiffeningmembers. Lower stool side plating may not be knuckledanywhere between the inner bottom plating and the stooltop plate.

Figure 7 : Permitted distance, d, from the edge of the stool top plate to the surface of the corrugation flange

��

��

�

�

�

��

��

��

��

� ≥ ��

��

��

Pt D, Ch 4, Sec 3


2.5.6 Effective width of the compression flange

The effective width of the corrugation flange to be consid-ered for the strength check of the bulkhead is to beobtained, in m, from the following formula:

where:

CE : Coefficient to be taken equal to:

β : Coefficient to be taken equal to:

A : Width, in m, of the corrugation flange (see Fig5)

tf : Net flange thickness, in mm.

2.5.7 Effective shedder plates

Effective shedder plates are those which:

• are not knuckled

• are welded to the corrugations and the lower stool topplate according to [8.1]

• are fitted with a minimum slope of 45°, their lower edgebeing in line with the lower stool side plating

• have thickness not less than 75% of that required for thecorrugation flanges

• have material properties not less than those required forthe flanges.

2.5.8 Effective gusset plates

Effective gusset plates are those which:

• are in combination with shedder plates having thick-ness, material properties and welded connectionsaccording to [2.5.7]

• have a height not less than half of the flange width

• are fitted in line with the lower stool side plating

• are welded to the lower stool plate, corrugations andshedder plates according to [8.1]

• have thickness and material properties not less thanthose required for the flanges.

2.5.9 Section modulus at the lower end of corrugations

a) The section modulus at the lower end of corrugations(sections 1 in Fig 8 to Fig 12) is to be calculated with thecompression flange having an effective flange width bef

not larger than that indicated in [2.5.6].

b) Webs not supported by local brackets

Except in case e), if the corrugation webs are not sup-ported by local brackets below the stool top plate (orbelow the inner bottom) in the lower part, the sectionmodulus of the corrugations is to be calculated consid-ering the corrugation webs 30% effective.

c) Effective shedder platesProvided that effective shedder plates, as defined in[2.5.7], are fitted (see Fig 8 and Fig 9), when calculatingthe section modulus of corrugations at the lower end(sections 1 in Fig 8 and Fig 9), the area of flange platesmay be increased by the value obtained, in cm2, fromthe following formula:

without being taken greater than 2,5AtF,

where:

A : Width, in m, of the corrugation flange (seeFig 5)

tSH : Net shedder plate thickness, in mmtF : Net flange thickness, in mm.

Figure 8 : Symmetrical shedder plates

Figure 9 : Asymmetrical shedder plates

bEF CEA=

CE2 25,

β------------- 1 25,

β2-------------– for β > 1,25=

CE 1 0 for β 1 25,≤,=

β 103 Atf

---- ReH

E--------=

ISH 2 5A tF tSH,=

1

lowerstool

shedderplate

gh

1

gh

lowerstool

shedderplate

Pt D, Ch 4, Sec 3


d) Effective gusset plates

Provided that effective gusset plates, as defined in[2.5.8], are fitted (see Fig 10 to Fig 12), when calculat-ing the section modulus of corrugations at the lower end(cross-sections 1 in Fig 10 to Fig 12), the area of flangeplates may be increased by the value obtained, in cm2,from the following formula:

IG = 7 hG tF

where:

hG : Height, in m, of gusset plates (see Fig 10 toFig 12), to be taken not greater than(10/7)SGU

SGU : Width, in m, of gusset plates

tF : Net flange thickness, in mm, based on theas-built condition.

Figure 10 : Symmetrical gusset/shedder plates

Figure 11 : Asymmetrical gusset/shedder plates

Figure 12 : Asymmetrical gusset/shedder platesSloping stool top plate

e) Sloping stool top plate

If the corrugation webs are welded to a sloping stool topplate which has an angle not less than 45° with the hor-izontal plane, the section modulus of the corrugationsmay be calculated considering the corrugation websfully effective. For angles less than 45°, the effectivenessof the web may be obtained by linear interpolationbetween 30% for 0° and 100% for 45°.

Where effective gusset plates are fitted, when calculat-ing the section modulus of corrugations the area offlange plates may be increased as specified in d) above.No credit may be given to shedder plates only.

2.5.10 Section modulus at sections other than the lower end of corrugations

The section modulus is to be calculated with the corruga-tion webs considered effective and the compression flangehaving an effective flange width, bEF, not larger than thatobtained in [2.5.6].

2.5.11 Shear area

The shear area is to be reduced in order to account for pos-sible non-perpendicularity between the corrugation websand flanges. In general, the reduced shear area may beobtained by multiplying the web sectional area by (sin ϕ), ϕbeing the angle between the web and the flange (see Fig 5).

3 Design loads

3.1 General design loading conditions

3.1.1 Application

In addition to the requirements in Pt B, Ch 5, Sec 2, [2.1.2],still water loads are to be calculated for the following load-ing conditions, subdivided into departure and arrival condi-tions as appropriate. These still water loads are to be usedfor hull girder strength and local strength.

1

lowerstool

gussetplate

gh

gh

1

lowerstool

gussetplate

gh

=

=

gussetplate

lowerstool

1

Pt D, Ch 4, Sec 3


3.1.2 Still water loads• Alternate light and heavy cargo loading conditions at

maximum draught, for ships whose service notation iscompleted by the additional service feature nonhom-load

• homogeneous light and heavy cargo loading conditionsat maximum draught

• ballast conditions. For ships having ballast holds adja-cent to topside, hopper and double bottom tanks, it maybe acceptable in terms of strength that the ballast holdsare filled when the topside, hopper and double bottomtanks are empty. Partial filling of the peak tanks is notacceptable in the design ballast conditions, unless effec-tive means are provided to prevent accidental overfilling

• short voyage conditions where the ship is to be loaded tomaximum draught but with a limited amount of bunkers

• multiple port loading/unloading conditions.

• deck cargo conditions, where applicable

• typical loading sequences where the ship is loaded fromcommencement of cargo loading to reaching full dead-weight capacity, for homogeneous conditions, relevantpart load conditions and alternate conditions whereapplicable. Typical unloading sequences for these con-ditions are also to be included. The typical loading/unloading sequences are also to be developed so as notto exceed applicable strength limitations. The typicalloading sequences are also to be developed paying dueattention to the loading rate and deballasting capability

• typical sequences for change of ballast at sea, whereapplicable.

3.2 Hull girder loads in flooded conditions of bulk carriers of length greater than or equal to 150 m

3.2.1 Application

These requirements apply to ships having the service nota-tion bulk carrier, of length greater than or equal to 150 m,intended for the carriage of bulk cargoes having dry bulkcargo density 1.0 t/m3 or above.

Each cargo hold is to be considered individually flooded upto the equilibrium waterline.

3.2.2 Flooding assumptions

Appropriate permeabilities and bulk densities are to be usedfor any cargo carried. For iron ore, a minimum permeabilityof 0,3 with a corresponding bulk density of 3.0 t/m3 is to beused. For cement, a minimum permeability of 0,3 with acorresponding bulk density of 1.3 t/m3 is to be used. In thisrespect, “permeability” for dry bulk cargo means the ratio ofthe floodable volume between the particles, granules or anylarger pieces of the cargo, to the gross volume of the bulkcargo.

The permeability of empty cargo spaces and volume left inloaded cargo spaces above any cargo is to be taken equal to0,95.

For packed cargo conditions (such as in the case of steelmill products), the actual density of the cargo is to be usedwith a permeability of zero.

3.2.3 Still water hull girder loadsThe still water loads in flooded conditions are to be calcu-lated for each of the cargo and ballast conditions consid-ered in the intact longitudinal strength calculations, asspecified in [3.1] except that harbour conditions, dockingcondition afloat, loading and unloading transitory condi-tions in port and loading conditions encountered duringballast water exchange need not be considered.

3.2.4 Wave hull girder loadsThe wave loads in flooded conditions are to be assumed tobe equal to 80% of those defined in Pt B, Ch 5, Sec 2, [3.1].

3.3 Local loads in flooding conditions on transverse vertically corrugated water-tight bulkheads of bulk carriers of length greater than or equal to 150 m

3.3.1 ApplicationThese requirements apply, in lieu of those in Pt B, Ch 5, Sec 6,[9], to ships with transverse vertically corrugated watertightbulkheads, having the service notation bulk carrier, of lengthgreater than or equal to 150 m, intended for the carriage ofbulk cargoes having dry bulk cargo density 1.0 t/m3 or above.

Each cargo hold is to be considered individually flooded.

3.3.2 GeneralThe loads to be considered as acting on each bulkhead arethose given by the combination of those induced by cargoloads with those induced by the flooding of one hold adja-cent to the bulkhead under examination. In any case, thepressure due to the flooding water alone is to be considered.

The most severe combinations of cargo induced loads andflooding loads are to be used for the check of the scantlingsof each bulkhead, depending on the loading conditionsincluded in the loading manual:• homogeneous loading conditions• non-homogeneous loading conditions,

considering the individual flooding of both loaded andempty holds.

For the purpose of this item, homogeneous loading condi-tion means a loading condition in which the ratio betweenthe highest and the lowest filling ratio, evaluated for eachhold, does not exceed 1,20, to be corrected for differentcargo densities.

Non-homogeneous part loading conditions associated withmultiport loading and unloading operations for homogene-ous loading conditions need not be considered according tothese requirements.

The specified design load limits for the cargo holds are to berepresented by loading conditions defined by the Designerin the loading manual.

For the purpose of this item, holds carrying packed cargoesare to be considered as empty holds for this application.

Unless the ship is intended to carry, in non-homogeneousconditions, only iron ore or cargo having bulk density equalto or greater than 1.78 t/m3, the maximum mass of cargowhich may be carried in the hold is also to be considered tofill that hold up to the upper deck level at centreline.

Pt D, Ch 4, Sec 3


Figure 13 : Transverse bulkheads - Flooding head and level height of the dry bulk cargo

3.3.3 Flooding head

The flooding head hF (see Fig 13) is the distance, in m,measured vertically with the ship in the upright position,from the calculation point to a level located at a distance zF,in m, from the base line equal to:

• In general:

- D1 for the foremost transverse corrugated bulkhead

- 0,9 D1 for other bulkheads.

Where the ship is to carry cargoes having bulk densityless than 1.78 t/m3 in non-homogeneous loading condi-tions, the following values may be assumed:

- 0,95 D1 for the foremost transverse corrugated bulk-head


• For ships less than 50000 t deadweight with type B free-board:



Where the ship is to carry cargoes having bulk densityless than 1.78 t/m3 in non-homogeneous loading condi-tions, the following values may be assumed:



3.3.4 Level height of the dry bulk cargo

The level height of the dry bulk cargo hB, is the vertical dis-tance, in m, from the calculation point to the horizontalplane corresponding to the level height of the cargo,located at a distance zB (see Fig 13), from the base line.

In the absence of more precise information, zB may beobtained according to Pt B, Ch 5, Sec 6, [3.1.2].

3.3.5 Pressures and forces on a corrugation in non-flooded bulk cargo loaded holds

At each point of the bulkhead, the pressure is to beobtained, in kN/m2, from the following formula:

The force acting on a corrugation is to be obtained, in kN,from the following formula:

3.3.6 Pressures and forces on a corrugation in flooded bulk cargo loaded holds

Two cases are to be considered, depending on the values ofzF and zB (see [3.3.3] and [3.3.4]):

• zF ≥ zB

At each point of the bulkhead located at a distancebetween zB and zF from the base line, the pressure, inkN/m2, is to be obtained from the following formula:

pB, F = ρ g hF

At each point of the bulkhead located at a distancelower than zB from the base line, the pressure, in kN/m2,is to be obtained from the following formula:

where perm is the permeability of cargo, to be taken as0,3 for iron ore, coal cargoes and cement.

The force acting on a corrugation is to be obtained, inkN, from the following formula:

where (pB,F)LE is the pressure pB,F, in kN/m2, calculated atthe lower edge of the corrugation.

P = Calculation point

V = Volume of cargo

Fz

Bz

Bz

V

Fh

Bh

Bh

P

1D

pB ρB g hB 45 ϕ2---–

⎝ ⎠⎛ ⎞

2

tan=

FB ρB g sC zB hDB– hLS–( )2

2---------------------------------------- 45 ϕ

2---–

⎝ ⎠⎛ ⎞

2

tan=

pB F, ρ g hF ρB ρ 1 perm–( )–[ ]g hB 45 ϕ2---–

⎝ ⎠⎛ ⎞

2

tan+=

FB F, =sC ρgzF-zB( )2

2-------------------- +

ρg zF-zB( )+ pB F,( )LE

2----------------------------------------------- zB-hDB -hLS( )

Pt D, Ch 4, Sec 3


• zF < zB

At each point of the bulkhead located at a distancebetween zF and zB from the base line, the pressure is tobe obtained, in kN/m2, from the following formula:

At each point of the bulkhead located at a distancelower than zF from the base line, the pressure is to beobtained, in kN/m2, from the following formula:

where perm is the permeability of cargo, to be taken as0,3 for iron ore, coal cargoes and cement.

The force acting on a corrugation is to be obtained, inkN, from the following formula:

where (pB,F)LE is the pressure pB,F, in kN/m2, calculated atthe lower edge of the corrugation.

3.3.7 Pressures and forces on a corrugation in flooded empty holds

At each point of the bulkhead, the still water pressureinduced by the flooding head hF to be considered is to beobtained, in kN/m2, from the following formula:

pF = ρ g hF

The force acting on a corrugation is to be obtained, in kN,from the following formula:

3.3.8 Resultant pressures and forces

Resultant pressures and forces to be calculated for homoge-neous and non-homogeneous loading conditions are to beobtained according to the following formulae:

• Homogeneous loading conditions

At each point of the bulkhead structures, the resultantpressure to be considered for the scantlings of the bulk-head is to be obtained, in kN/m2, from the following for-mula:

p = pB,F − 0,8 pB

The resultant force acting on a corrugation is to beobtained, in kN, from the following formula:

F= FB,F − 0,8 FB

where:

pB : Pressure in the non-flooded holds, in kN/m2,to be obtained as specified in [3.3.5]

pB,F : Pressure in the flooded holds, in kN/m2, tobe obtained as specified in [3.3.6]

FB,F : Force acting on a corrugation in the floodedholds, in kN, to be obtained as specified in[3.3.6].

• Non-homogeneous loading conditions

At each point of the bulkhead structures, the resultantpressure to be considered for the scantlings of the bulk-head is to be obtained, in kN/m2, by the following for-mula:

p = pB,F

The resultant force acting on a corrugation is to beobtained, in kN, by the following formula:

F = FB,F

where:

pB,F : Pressure in the flooded holds, to beobtained as specified in [3.3.6]

FB,F : Force acting on a corrugation in the floodedholds, to be obtained as specified in [3.3.6].

3.3.9 Bending moment, shear force and shear stresses in a corrugation

The design bending moment in a corrugation is to beobtained, in kN.m, from the following formula:

where F is the resultant force, in kN, to be calculatedaccording to [3.3.8].

The design shear force in a corrugation is to be obtained, inkN, from the following formula:

Q = 0,8 F

The shear stresses in a corrugation are to be obtained, inN/mm2, from the following formula:

where ASH is the shear area, in cm2, to be calculatedaccording to [2.5.11].

3.4 Local loads in flooding conditions on the double bottom of bulk carriers of length greater than or equal to 150 m

3.4.1 Application

These requirements apply, in lieu of those in Pt B, Ch 5, Sec6, [9], to ships having the service notation bulk carrier, oflength greater than or equal to 150 m, intended for the car-riage of bulk cargoes having dry bulk cargo density 1.0 t/m3

or above.

Each cargo hold is to be considered individually flooded.

pB F, ρB g hB 45 ϕ2---–

⎝ ⎠⎛ ⎞

2

tan=

pB F, =ρ g hF ρB hB ρ 1-perm( ) hF–[ ] g 45 ϕ2---–

⎝ ⎠⎛ ⎞

2

tan+

FB F, sC ρB g zB zF–( )2

2----------------------- 45

ϕ2---–

⎝ ⎠⎛ ⎞

2

tan=

+sC

ρBg zB-zF( ) 45 ϕ2---–

⎝ ⎠⎛ ⎞

2

tan + pB F,( )LE

2----------------------------------------------------------------------------------- zF-hDB-hLS( )

FF sC ρ g zF hDB– hLS–( )

2-------------------------------------

2

=

MFlC

8--------=

τ 10Q

ASH

---------=

Pt D, Ch 4, Sec 3


Figure 14 : Double bottom - Flooding head and level height of the dry bulk cargo

3.4.2 General

The loads to be considered as acting on the double bottomare those given by the external sea pressures and the combi-nation of the cargo loads with those induced by the flood-ing of the hold which the double bottom belongs to.

The most severe combinations of cargo induced loads andflooding loads are to be used, depending on the loadingconditions included in the loading manual:

• homogeneous loading conditions

• non-homogeneous loading conditions

• packed cargo conditions (such as in the case of steelmill products).

For each loading condition, the maximum dry bulk cargodensity to be carried is to be considered in calculating theallowable hold loading.

3.4.3 Flooding head

The flooding head hF (see Fig 14) is the distance, in m,measured vertically with the ship in the upright position,from the inner bottom to a level located at a distance zF, inm, from the base line equal to:

• in general:

- D1 for the foremost hold

- 0,9 D1 for other holds.

• for ships less than 50000 t deadweight with type B free-board:

- 0,95 D1 for the foremost hold

- 0,85 D1 for other holds.

3.5 Additional requirements on local loads for ships with the additional service fea-ture heavycargo

3.5.1 Application

For ships with a service notation completed by the addi-tional service feature heavycargo [AREA1, X1 kN/m2 -AREA2, X2 kN/m2 - ...] (see Pt A, Ch 1, Sec 2, [4.2.2]) the

values of pS, in kN/m2, are to be specified by the Designerfor each AREAi, according to Pt B, Ch 5, Sec 6, [4.1.1], andintroduced as Xi values in the above service feature.

3.6 Loading conditions for primary struc-ture analysis

3.6.1 The following loading conditions are to be consid-ered in the analysis of the primary structure:

• homogeneous loading and scantling draught T

• for ships with additional service feature nonhomload,alternate loading, the loaded hold being completelyfilled with cargo and scantling draught T

• for ships with additional service feature nonhomload,alternate loading, the cargo density being the maximumobtained from the Loading booklet, but taken not lessthan 3.0 t/m3 and scantling draught T.Side frames, topside tanks plating and upper stool oftransverse bulkheads, where fitted, are not loaded bythe cargo

• heavy ballast, the ballast hold being full and for theactual draught T1 corresponding to this condition in theloading manual.

Unless otherwise specified, these loading conditions are tobe associated with the ship in upright conditions (load cases“a” and “b”).

3.6.2 Additional non-homogeneous loading conditionsgiven in the Loading Manual (see Pt B, Ch 11, Sec 2,[3.1.2]) may have to be considered in addition to thosementioned in [3.6.1].

This includes:

• heavy cargo in two adjacent cargo holds at reduceddraught

• two adjacent cargo holds being empty at a draughtexceeding 0,9 T.

V = Volume of cargo

h h

D1

B F

ZFVhB

Pt D, Ch 4, Sec 3


4 Hull girder strength

4.1 Hull girder loads in flooded conditions of bulk carriers of length greater than or equal to 150 m

4.1.1 ApplicationThese requirements apply to ships having the service nota-tion bulk carrier, of length greater than or equal to 150 m,intended for the carriage of bulk cargoes having dry bulkcargo density 1.0 t/m3 or above.

Such ships are also to have their hull girder strengthchecked for the flooded conditions specified in [3.2].

The damaged structure is assumed to remain fully effectivein resisting the applied loads.

4.1.2 StressesThe normal stresses σ1F at any point are to be obtained, inN/mm2, from the following formula:

where:MSW,F : Still water bending moment, in kNm, in flooded

conditions, at the hull transverse section underconsideration, to be calculated according to[3.2]

MWV,F : Vertical wave bending moment, in kNm, inflooded conditions, at the hull transverse sec-tion under consideration, to be taken, accordingto [3.2], equal to:• in hogging conditions:

MWV,F = 0,8 MWV,H

• in sagging conditions:MWV,F = 0,8 MWV,S

MWV,H, MWV,S : Vertical wave bending moments, in kN.m, inhogging and sagging conditions, at the hulltransverse section under consideration, definedin Pt B, Ch 5, Sec 2, [3.1]

ZA : Section modulus, in cm3, at the consideredpoint of the hull girder.

The shear stresses τ1F of the side shell and the inner hull(longitudinal bulkhead) if any, at any point, are to beobtained, in N/mm2, according to the requirements given inPt B, Ch 6, Sec 2, [2.3], in which QSW and QWV are to bereplaced respectively by QSW,F and QWV,F,

where:QSW,F : Still water shear force, in kN, in flooded condi-

tions, at the hull transverse section under con-sideration, to be calculated according to [3.2]

QWV,F : Vertical wave shear force, in kN, in floodedconditions, at the hull transverse section underconsideration, to be taken, according to [3.2],equal to:QWV,F = 0,8 QWV

QWV : Vertical wave shear force, in kN, at the hulltransverse section under consideration, definedin Pt B, Ch 5, Sec 2, [3.4].

4.1.3 Checking criteriaIt is to be checked that the stresses σ1F and τ1F calculatedaccording to [4.1.2] are in compliance with the followingformulae:

σ1F ≤ σ1,ALL

τ1F ≤ τ1,ALL

where σ1,ALL and τ1,ALL are the allowable normal and shearstresses defined in Pt B, Ch 6, Sec 2, [3.1] and Pt B, Ch 6,Sec 2, [3.2], respectively.

5 Hull scantlings of bulk carriers

5.1 Plating

5.1.1 Minimum net thickness of side plating The net thickness of the side plating located between hop-per and topside tanks is to be not less than the valueobtained, in mm, from the following formula:

tMIN = L0,5 − tC

5.1.2 Buckling check for bulk carriers of length greater than or equal to 150 m

This requirement applies to ships having the service nota-tion bulk carrier, of length greater than or equal to 150 m,intended for the carriage of bulk cargoes having dry bulkcargo density 1.0 t/m3 or above.

For such ships, the buckling strength of plating contributingto the hull girder longitudinal strength is also to be checkedin the flooded conditions specified in [3.2]. This check is tobe carried out according to Pt B, Ch 7, Sec 1, [5.4.1] and PtB, Ch 7, Sec 1, [5.4.2], where the compression stress is tobe calculated according to the following formula:

σX1,F = γS1 σS1,F + γW1 σWV1,F

where:

γS1, γW1 : Partial safety factors, defined in Pt B, Ch 7, Sec 1,[1.2] for buckling checks

σS1,F, σWV1,F : Hull girder normal stresses, in N/mm2, definedin Tab 1.

Table 1 : Hull girder normal compression stressesin flooded conditions

σ1FMSW F, MW V F,+

ZA

------------------------------------103=

Condition σS1,F in N/mm2 σWV1,F in N/mm2

z ≥ N

z < N

Note 1:MSW,FS, MSW,FH : Still water bending moment, in kN.m, in

flooded conditions, in sagging and hogging con-ditions, respectively, at the hull transverse sec-tion under consideration, to be calculatedaccording to [3.2]

MWV,S, MWV,H : Vertical wave bending moments, in kN.m, insagging and hogging conditions, respectively, atthe hull transverse section under consideration,defined in Pt B, Ch 5, Sec 2, [3.1].

MSW FS,

IY

---------------- z N–( ) 10 3– 0 5M, W V S,

IY

------------------------ z N–( ) 10 3–

MSW FH,

IY

----------------- z N–( ) 10 3– 0 5M, W V H,

IY

------------------------- z N–( ) 10 3–

Pt D, Ch 4, Sec 3


5.2 Ordinary stiffeners

5.2.1 Minimum net thicknesses of side frames

The net thicknesses of side frames and their brackets, in wayof cargo holds, are to be not less than the values given inTab 2.

Table 2 : Minimum net thicknesses of side frames

5.2.2 Scantlings of side frames adjacent to the collision bulkhead

The net scantlings of side frames in way of the foremostcargo hold and immediately adjacent to the collision bulk-head are to be increased by 25% with respect to thosedetermined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec4, as applicable, in order to prevent excessive imposeddeformation on the side shell plating.

As an alternative, supporting structures are to be fittedwhich maintain the continuity of fore peak girders withinthe foremost cargo hold.

5.2.3 Hopper and topside tank ordinary stiffeners

These requirements apply to the ordinary stiffeners of sideand sloped longitudinal bulkheads, within hopper and top-side tanks, which support the connecting brackets fitted inway of the side frame brackets, according to [2.2.7].

The scantlings of these ordinary stiffeners are to be deter-mined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, asapplicable, with their span measured according to Pt B, Ch4, Sec 3, [3.2] between hopper or topside tank primary sup-porting members.

Alternative arrangements may be considered by the Societyon a case-by-case basis. In these cases, the scantlings of theabove ordinary stiffeners are to be determined for the pur-pose of effectively supporting the connecting brackets.

5.2.4 Buckling check for bulk carriers equal to or greater than 150 m in length

This requirement applies to ships having the service nota-tion bulk carrier, of length greater than or equal to 150 m ,intended for the carriage of bulk cargoes having dry bulkdensity of 1.0 t/m3 or above.

For such ships, the buckling strength of ordinary stiffenerscontributing to the hull girder longitudinal strength is also tobe checked in the flooded conditions specified in [3.2]. Thischeck is to be carried out according to Pt B, Ch 7, Sec 2,[4.4.1], where the compression stress is to be calculatedaccording to the following formula:

σX1,F = γS1 σS1,F + γW1 σWV1,F

where:

γS1, γW1 : Partial safety factors, defined in Pt B, Ch 7, Sec2, [1.2] for buckling checks

σS1,F, σWV1,F : Hull girder normal stresses, in N/mm2, definedin Tab 1.

6 Scantlings of transverse vertically corrugated watertight bulkheads and double bottom of bulk carriers with length greater than or equal to 150 m

6.1 Evaluation of scantlings of transverse vertically corrugated watertight bulk-heads in flooding conditions

6.1.1 Application

These requirements apply to the transverse vertically corru-gated watertight bulkheads of ships having the service nota-tion bulk carrier, of length greater than or equal to 150 m,intended for the carriage of bulk cargoes having dry bulkdensity of 1.0 t/m3 or above, which are bounded by at leastone cargo hold that is to be considered individually floodedaccording to [3.3.1].

6.1.2 Plating

The bulkhead local net plate thickness t, in mm, is to be notless than that obtained from the following formula:

where:

p : Resultant pressure, in kN/m2, as defined in[3.3.8]

sW : Plate width, in m, to be taken equal to the widthof the corrugation flange or web, whichever isthe greater (see Fig 5).

For built-up corrugation bulkheads, when the thicknesses ofthe flange and web are different:

• the net thickness of the narrower plating is to be not lessthan that obtained, in mm, from the following formula:

Item Minimum net thickness, in mm

Side frame webs CL (7,0 + 0,03L1) − tC

Lower end bracket

The greater of:• CL (7,0 + 0,03L1) + 2 − tC

• as fitted net thickness of side frame web

Upper end bracket

The greater of:• CL (7,0 + 0,03L1) − tC

• as fitted net thickness of side frame web

Note 1:CL : Coefficient equal to:

• 1,15 for side frames in way of the foremostcargo hold

• 1,0 for side frames in way of other cargo holds L1 : Ship‘s length, in m, defined in Pt B, Ch 1, Sec 2,

[2].

t 14 9sW1 05p,

ReH

---------------,=

tN 14 9sN1 05p,

ReH

---------------,=

Pt D, Ch 4, Sec 3


• the net thickness of the wider plating is not to be lessthan the greater of those obtained, in mm, from the fol-lowing formulae:

where:

tNP : Actual net thickness of the narrower plating,in mm, to be not taken greater than:

6.1.3 Bending capacity of corrugations

The bending capacity of the corrugations is to comply withthe following formula:

where:

M : Bending moment in a corrugation, to be calcu-lated according to [3.3.9]

F : Resultant force, in kN, to be calculated accord-ing to [3.3.8]

WLE : Net section modulus, in cm3, of one half pitchcorrugation, to be calculated at the lower end ofthe corrugations according to [2.5.9], withoutbeing taken greater than the value obtainedfrom the following formula:

WG : Net section modulus, in cm3, of one half pitchcorrugation, to be calculated in way of theupper end of shedder or gusset plates, as appli-cable, according to [2.5.10]

Q : Shear force in a corrugation, to be calculatedaccording to [3.3.9]

hG : Height, in m, of shedders or gusset plates, asapplicable (see Fig 8 to Fig 12)

pG : Resultant pressure, in kN/m2, to be calculated inway of the middle of the shedders or gussetplates, as applicable, according to [3.3.8]

WM : Net section modulus, in cm3, of one half pitchcorrugation, to be calculated at the mid-span ofcorrugations according to [2.5.10], withoutbeing taken greater than 1,15WLE

6.1.4 Shear yielding check of the bulkhead corrugations

The shear stress τ, calculated according to [3.3.9], is tocomply with the following formula:

6.1.5 Shear buckling check of the bulkhead corrugation webs

The shear stress τ, calculated according to [3.3.9], is tocomply with the following formula:

τ ≤ τC

where:

τC : Critical shear buckling stress to be obtained, inN/mm2, from the following formulae:

τE : Euler shear buckling stress to be obtained, inN/mm2, from the following formula:

kt : Coefficient to be taken equal to 6,34

tW : Net thickness, in mm, of the corrugation webs

C : width, in m of the corrugation webs (see Fig 5).

6.1.6 Lower and upper stool side plating and ordinary stiffeners

When lower or upper stools are fitted, according to [2.5.3]and [2.5.4] respectively, the net thickness of their side plat-ing and the section modulus of their ordinary stiffeners areto be not less than those required in Pt B, Ch 7, Sec 1, [3.5]and Pt B, Ch 7, Sec 2, [3.8] for flooding conditions, consid-ering the load model in [3.3].

6.2 Evaluation of double bottom capacity and allowable hold loading in flooding conditions

6.2.1 Application

These requirements apply to ships having the service nota-tion bulk carrier, of length greater than or equal to 150 m,intended for the carriage of bulk cargoes having dry bulkdensity of 1.0 t/m3 or above.

These requirements apply to the double bottoms whichbelong to cargo holds that are to be considered individuallyflooded according to [3.4.1].

The requirements of [6.2.2] to [6.2.6] apply to double bot-tom construction with hopper tanks. Other double bottomconstruction is to be considered on a case by case basis.

6.2.2 Shear capacity of the double bottom

The shear capacity of the double bottom is to be calculatedas the sum of the shear strength at each end of:

• all floors adjacent to both hopper tanks less one half of theshear strength of the two floors adjacent to each stool, ortransverse bulkhead if no stool is fitted (see Fig 15); thefloor shear strength is to be calculated according to [6.2.4]

• all double bottom girders adjacent to both stools, ortransverse bulkheads if no stool is fitted; the girder shearstrength is to be calculated according to [6.2.5].

tW 14 9sW1 05p,

ReH

---------------,=

tW462sW

2 pReH

-------------------- tNP2–=

tNP 14 9sW1 05p,

ReH

---------------,=

103 M0 5WLE WM+,( )ReH

------------------------------------------------ 0 95,≤

WLE M, WG 103 QhG 0 5hG2 sCpG,–

ReH

---------------------------------------------⎝ ⎠⎛ ⎞+=

τReH

2--------≤

τc τE for τEReH

2 3-----------≤=

τcReH

3-------- 1

ReH

4 3τE

----------------–⎝ ⎠⎛ ⎞ for τE

ReH

2 3----------->=

τE 0 9ktEtW

103C-------------

⎝ ⎠⎛ ⎞

2

,=

Pt D, Ch 4, Sec 3


Figure 15 : Double bottom structure

Where in the end holds, girders or floors run out and are notdirectly attached to the boundary stool or hopper tankgirder their strength is to be evaluated for the one end only.

The floors and girders to be considered in calculating theshear capacity of the double bottom are those inside thehold boundaries formed by the hopper tanks and stools (ortransverse bulkheads if no stool is fitted). The hopper tankside girders and the floors directly below the connection ofthe stools (or transverse bulkheads if no stool is fitted) to theinner bottom may not be included.

When the geometry and/or the structural arrangement of thedouble bottom is/are such as to make the above assump-tions inadequate, the shear capacity of the double bottom isto be calculated by means of direct calculations to be car-ried out according to Pt B, Ch 7, App 1, as far as applicable.

6.2.3 Net thicknessesThe floor and girder shear strength is to be calculated usingthe net thickness of floor and girder webs, to be obtained, inmm, from the following formula:

tN = t − 2,5

where:

t : Actual gross thickness, in mm, of floor andgirder webs.

6.2.4 Floor shear strengthThe floor shear strength, in kN, is to be obtained from thefollowing formulae:

• in way of the floor panel adjacent to the hopper tank:

• in way of the openings in the outermost bay (i.e. thatbay which is closer to the hopper tank):

where:

AF : Net sectional area, in mm2, of the floor paneladjacent to the hopper tank

AF,H : Net sectional area, in mm2, of the floor panelsin way of the openings in the outermost bay (i.e.that bay which is closer to the hopper tank)

τA : Allowable shear stress, in N/mm2, equal to thelesser of:

tN : Floor web net thickness, in mm, defined in[6.2.3]

s : Spacing, in m, of stiffening members of thepanel considered

η1 : Coefficient to be taken equal to 1,1

η2 : Coefficient generally to be taken equal to 1,2; itmay be reduced to 1,1 where appropriate rein-forcements are fitted in way of the openings inthe outermost bay, to be examined by the Soci-ety on a case-by-case basis.

6.2.5 Girder shear strength

The girder shear strength, in kN, is to be obtained from thefollowing formulae:

• in way of the girder panel adjacent to the stool (or trans-verse bulkhead, if no stool is fitted):

• in way of the largest opening in the outermost bay (i.e.that bay which is closer to the stool, or transverse bulk-head, if no stool is fitted):

Lower stool

Floor adjacentto the stool

Transverse bulkhead

Floor adjacent to thetransverse bulkhead

Girders

Floors

CL

SF1 AFτA

η1

-----10 3–=

SF2 AF H,τA

η2

-----10 3–=

τA 0 645ReH

0 6,

s tN⁄( )0 8,--------------------- and τA

ReH

3--------=,=

SG1 AGτA

η1

-----10 3–=

SG2 AG H,τA

η2

-----10 3–=

Pt D, Ch 4, Sec 3


AG : Sectional area, in mm2, of the girder panel adja-cent to the stool (or transverse bulkhead, if nostool is fitted)

AG,H : Net sectional area, in mm2, of the girder panelin way of the largest opening in the outermostbay (i.e. that bay which is closer to the stool, ortransverse bulkhead, if no stool is fitted)

τA : Allowable shear stress, in N/mm2, defined in[6.2.4], where tN is the girder web net thickness

η1 : Coefficient to be taken equal to 1,1

η2 : Coefficient generally to be taken equal to 1,15;it may be reduced to 1,1 where appropriatereinforcements are fitted in way of the largestopening in the outermost bay, to be examinedby the Society on a case-by-case basis.

6.2.6 Allowable hold loading

The allowable hold loading is to be obtained, in t, from thefollowing formula:

where:

F : Coefficient to be taken equal to:

• F = 1,1 in general

• F = 1,05 for steel mill products

V : Volume, in m3, occupied by cargo at a level hB

(see Fig 14)

hB : Level of cargo, in m, to be obtained from thefollowing formula:

X : Pressure, in kN/m2, to be obtained from the fol-lowing formulae:

• for dry bulk cargoes, the lesser of:

• for steel mill products:

perm : Permeability of cargo, which need not be takengreater than 0,3

Z : Pressure, in kN/m2, to be taken as the lesser of:

CH : Shear capacity of the double bottom, in kN, tobe calculated according to [6.2.2], considering,for each floor, the lesser of the shear strengthsSF1 and SF2 (see [6.2.4]) and, for each girder, the

lesser of the shear strengths SG1 and SG2 (see[6.2.5])

CE : Shear capacity of the double bottom, in kN, tobe calculated according to [6.2.2], considering,for each floor, the shear strength SF1 (see [6.2.4])and, for each girder, the lesser of the shearstrengths SG1 and SG2 (see [6.2.5])

n : Number of floors between stools (or transversebulkheads, if no stool is fitted)

Si : Space of ith-floor, in m

BDB,i : Length, in m, to be taken equal to:

• BDB,i = BDB − s for floors for which SF1 < SF2

(see [6.2.4])

• BDB,i = BDB,h for floors for which SF1 ≥ SF2

(see [6.2.4])

BDB : Breadth, in m, of double bottom between thehopper tanks (see Fig 16)

BDB,h : Distance, in m, between the two openings con-sidered (see Fig 16)

s : Spacing, in m, of inner bottom longitudinalordinary stiffeners adjacent to the hopper tanks.

Figure 16 : Dimensions BDB and BDB,h

7 Protection of hull metallic structures

7.1 Protection of cargo holds

7.1.1 Coating

It is the responsibility of the shipbuilder and of the Ownerto choose coatings suitable for the intended cargoes, in par-ticular for the compatibility with the cargo, and to see thatthey are applied in accordance with the Manufacturer'srequirements.

7.1.2 Application

All internal and external surfaces of hatch coamings andhatch covers and all internal surfaces of cargo holds (sideand transverse bulkheads) are to have an efficient protectivecoating, of an epoxy type or equivalent, applied in accord-ance with the Manufacturer’s recommendations.

The side (single and double skin) and transverse bulkheadareas to be coated are specified in [7.1.3] to [7.1.5].

W ρBV1F---=

hBX

ρBg---------=

XZ ρg zF 0 1D1 hF–,–( )+

1ρρB

----- perm 1–( )+----------------------------------------------------------=

X Z ρg zF 0 1D1 hFperm–,–( )+=

XZ ρg zF 0 1D1 hF–,–( )+

1 ρρB

-----–----------------------------------------------------------=

ZCH

ADB H,

-------------=

ZCE

ADB E,

------------=

ADB H, SiBDB i,

i 1=

n

∑=

ADB E, Si BDB s–( )i 1=

n

∑=

BDB,h

BDB

Pt D, Ch 4, Sec 3


Figure 17 : Single side - Areas to be coated Figure 18 : Double side - Areas to be coated

Figure 19 : Transverse bulkheads - Areas to be coated

7.1.3 Single side areas to be coated

The areas to be coated are:

• the internal surfaces of the side plating

• the side frames with end brackets

• the internal surfaces of the topside tank sloping platesand, for a distance of 300 mm below, of the hopper tanksloping plates.

These areas are shown in Fig 17.

7.1.4 Double side areas to be coated

The areas to be coated are the internal surfaces of:

• the inner side plating

• the internal surfaces of the topside tank sloping platesand the hopper tank sloping plates for a distance of 300mm below their upper ends.


7.1.5 Transverse bulkhead areas to be coatedThe areas to be coated are the upper parts down to 300 mmbelow the top of the lower stool. Where there is no lowerstool, the area to be coated is the whole transverse bulkhead.


8 Construction and testing

8.1 Welding and weld connections

8.1.1 The welding factors for some hull structural connec-tions are specified in Tab 3. These welding factors are to beused, in lieu of the corresponding factors specified in Pt B,Ch 12, Sec 1, Tab 2, to calculate the throat thickness of filletweld T connections according to Pt B, Ch 12, Sec 1, [2.3].For the connections in Tab 3, continuous fillet welding is tobe adopted.

8.2 Special structural details

8.2.1 The specific requirements in Pt B, Ch 12, Sec 2, [2.5]for ships with the service notation bulk carrier ESP or bulkcarrier are to be complied with.

Topsidetank

Area to becoated

Hopper tank

300 mm

Topsidetank

Area to becoated

Hopper tank

300 mm

300 mm

Area to becoated

300 mm300 mm

300 mm

300 mm

300 mm

Area to becoated

Pt D, Ch 4, Sec 3


Table 3 : Welding factor wF

Figure 20 : Zones “a” and “b” of weld connectionsof side frames

Hull areaConnection

Welding factor wFof toDouble

bottom in way of cargo holds

girders bottom and inner bottom plating 0,35floors (interrupted girders) 0,35

floors

bottom and inner bottom plating 0,35inner bottom in way of bulkheads or their lower stools, in general 0,45inner bottom in way of corrugated watertight bulkheads or their lower stools

Full penetration welding, in general

girders (interrupted floors) 0,35Bulkheads structures of tank and

watertight bulkheadslower stool top plate or, if no lower stool is fitted, inner bottom and hopper tank sloping plates

plating and ordinary stiffeners (plane bulkheads)

0,45

vertical corrugations (corrugated bulk-heads)

Full penetration welding, in general (1)

upper stool bottom plate or, if no upper stool is fitted, deck structures and topside tank sloping plates

0,45

side structures 0,35lower stool structures boundaries plating of lower stools, in general 0,45

plating of lower stools supporting corru-gated watertight bulkheads

Full penetration welding, in general (2)

ordinary stiffeners and diaphragms 0,45upper stool structures boundaries 0,45effective shedder plates (see [2.5.7])

vertical corrugations and lower stool top plate One side penetration welding or equivalent

effective gusset plates (see [2.5.8])

lower stool top plate Full penetration welding, in general

vertical corrugations and shedder plates One side penetration welding or equivalent

Side web of side frames and brackets

side plating, hopper and topside tank sloping plates, face plates

in zone “a” (3) 0,45 (4)in zone “b” (3) 0,40 (4)

(1) Corrugated bulkhead plating is to be connected to the inner bottom plating by full penetration welds.(2) Where corrugations are cut at the bottom stool, corrugated bulkhead plating is to be connected to the stool top plate by full

penetration welds.(3) Zones “a” and “b” are defined in Fig 20.(4) Where the hull form is such as to prohibit an effective fillet weld, the Society may require edge preparation of the web of side

frame and bracket to be carried out in order to ensure the same efficiency as the required weld connections.

Topside tank

Zone "a"

Zone "b"

Hopper tank

0,25�

�

0,25�Zone "a"

Pt D, Ch 4, Sec 4


SECTION 4 HATCH COVERS

Symbols

pS : Still water pressure, in kN/m2 (see [4.1] Pt B, Ch9, Sec 7, [3.1])

pW : Wave pressure, in kN/m2 (see [4.1])

s : Length, in m, of the shorter side of the platepanel

l : Length, in m, of the longer side of the platepanel

bP : Width, in m, of the plating attached to the ordi-nary stiffener or primary supporting member,defined in [3]

w : Net section modulus, in cm3, of the ordinarystiffener or primary supporting member, with anattached plating of width bp

ASh : Net shear sectional area, in cm2, of the ordinarystiffener or primary supporting member, to becalculated as specified in Pt B, Ch 4, Sec 3,[3.4] for ordinary stiffeners, and in Pt B, Ch 4,Sec 3, [4.3] for primary supporting members

m : Boundary coefficient for ordinary stiffeners andprimary supporting members, taken equal to:

• m = 8 in the case of ordinary stiffeners andprimary supporting members simply sup-ported at both ends or supported at one endand clamped at the other end

• m = 12 in the case of ordinary stiffeners andprimary supporting members clamped atboth ends

1 General

1.1 Application

1.1.1 The requirements of this section apply to steel hatchcovers in positions 1 and 2 on weather decks, as defined inCh 4, Sec 1, [1].

1.1.2 In addition when hatch covers are also loaded withuniform cargoes, containers, wheeled loads or special car-goes the relevant requirements of Pt B, Ch 9, Sec 7 are to becomplied with.

1.1.3 The scantling of steel hatch covers of small hatchesfitted on the exposed fore deck over the forward 0,25 L is tocomply with the appicable requirements in Pt B, Ch 9, Sec7, [11].

1.2 Materials

1.2.1 Steel

The formulae for scantlings given in the requirements ofArticle [5] are applicable to steel hatch covers.

Materials used for the construction of steel hatch covers areto comply with the applicable requirements of NR216Materials and Welding, Chapter 2.

1.2.2 Other materials

The use of materials other than steel is considered by theSociety on a case by case basis, by checking that criteriaadopted for scantlings are such as to ensure strength andstiffness equivalent to those of steel hatch covers.

1.3 Net scantlings

1.3.1 As specified in Pt B, Ch 4, Sec 2, [1], all scantlingsreferred to in this Section, unless otherwise specified, arenet, i.e. they do not include any margin for corrosion.

The gross scantlings are obtained as specified in Pt B, Ch 4,Sec 2.

The corrosion additions are given in [1.5].

1.4 Partial safety factors

1.4.1 The partial safety factors to be considered for check-ing plating, ordinary stiffeners and primary supportingmembers of hatch cover are to be taken equal to:.

• partial safety factor covering uncertainties regardingmaterial:

γm = 1,02

• partial safety factor covering uncertainties regardingresistance:

γR = 1,22

1.5 Corrosion additions

1.5.1 Corrosion additions for steel other than stainless steel

The corrosion addition to be considered for the plating andinternal members of hatch covers, hatch coamings andcoaming stays is given in Tab 1 for the total thickness of themember under consideration.

1.5.2 Corrosion additions for aluminium alloys

For structural members made of aluminium alloys, the cor-rosion addition tc is to be taken equal to 0.

Pt D, Ch 4, Sec 4


Table 1 : Corrosion additions tc

for steel hatch covers and hatch coamings

2 Arrangements

2.1 Height of hatch coamings

2.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [2.1] are tobe complied with.

2.2 Hatch covers

2.2.1 The specific requirements in Pt B, Ch 9, Sec 7, [2.2]are to be complied with.

2.3 Hatch coamings


2.4 Small hatchways


3 Width of attached plating


3.1.1 The width of the attached plating to be considered forthe check of ordinary stiffeners is to be obtained, in m, fromthe following formulae:

• where the attached plating extends on both sides of thestiffener:

bP = s

• where the attached plating extends on one side of thestiffener:

bP = 0,5 s

3.2 Primary supporting members

3.2.1 The width of the attached plating to be considered forthe yielding and buckling checks of primary supportingmembers analysed through isolated beam or grillage modelis to be obtained, in m, from the following formulae:

• Where the plating extends on both sides of the primarysupporting member:

bp = bp,1 + bp,2

• Where the plating extends on one side of the primarysupporting member:

bp = bp,1

with:

bp,1 = min (0,165 lp, Sp,1)

bp,2 = min (0,165 lp, Sp,2)

lp : Span, in m, of the considered primary support-ing member

Sp,1, Sp,2 : Half distance, in m, between the consideredprimary supporting member and the adjacentones, Sp,1 for one side, Sp,2 for the other side.

4 Load model

4.1 Sea pressures

4.1.1 The still water and wave lateral pressures to be con-sidered as acting on hatch covers located on exposed decksare to be taken equal to:

• still water pressure: pS = 0

• wave pressure pW , as defined inPt B, Ch 9, Sec 7, Tab 2.

4.1.2 Where two or more panels are connected by hinges,each individual panel is to be considered separately.

4.2 Load point

4.2.1 The wave lateral pressure to be considered as actingon each hatch cover is to be calculated at a point located:

• longitudinally, at the hatch cover mid-length

• transversely, on the longitudinal plane of symmetry ofthe ship

• vertically, at the top of the hatch coaming.

5 Strength check

5.1 General

5.1.1 Application

The strength check is applicable to rectangular hatch coverssubjected to a uniform pressure, designed with primary sup-porting members arranged in one direction or as a grillageof longitudinal and transverse primary supporting members.

In the latter case, the stresses in the primary supportingmembers are to be determined by a grillage or a finite ele-ment analysis.

5.2 Plating

5.2.1 Net thickness

The net thickness of steel hatch cover top plating, in mm, isto be not less than the greater of:

•

• 1% of the spacing of the stiffener or 6 mm if that begreater.

where:

Corrosion addition tc , in mm

Plating and stiffeners of single skin hatch cover 2,0

Top and bottom plating of double skin hatch cover 2,0

Internal structures of double skin hatch cover 1,5

Hatch coamings structures and coaming stays 1,5

t 15 8Fpsps pw+

0 95ReH,-----------------------,=

Pt D, Ch 4, Sec 4


Fp : Factor for combined membrane and bendingresponse, equal to:• Fp = 1,5, in general

• Fp = 1,9 σ/σa, for the attached plating of pri-mary supporting members and for σ ≥ 0,8 σa

σ : Normal stress, in N/mm2, in the attached platingof primary supporting members, calculatedaccording to [5.3.4] b) or determined through agrillage analysis or a finite element analysis, asthe case may be

σa : Allowable normal stress, in N/mm2, equal to:σa= 0,8 ReH

5.2.2 Critical buckling stress checkThe compressive stress σ in the hatch cover plating,induced by the bending of primary supporting members,either parallel or perpendicular to the direction of ordinarystiffeners, calculated according to [5.3.4] or determinedthrough a grillage analysis or a finite element analysis, asthe case may be, is to comply with the following formula:

where σCp is the critical buckling stress, defined in Pt B, Ch7, Sec 1, [5.3.1].

When determining σCp , c is to be taken equal to 1,30 incase of plating stiffened by ordinary stiffeners of U type.However, a higher c value, not greater than 2,0, may betaken if it is verified by buckling strength check of panelusing non-linear finite element analysis and deemed appro-priate by the Society. An averaged value of c is to be usedfor plate panels having different edge stiffeners.

In addition, the bi-axial compression stress in the hatchcover plating, when calculated by means of finite elementanalysis, is to comply with the requirements in Pt B, Ch 7,Sec 1, [5.4.5].

5.3 Ordinary stiffeners and primary supporting members

5.3.1 The flange outstand of the primary supporting mem-bers is to be not greater than 15 times the flange thickness.

5.3.2 For flat bar ordinary stiffeners and buckling stiffenerson webs of primary supporting members, the ratio hw / tw isto be in compliance with the following formula:

where:hw : Web height, in mm, of the ordinary stiffenertw : Net thickness, in mm, of the ordinary stiffener.

5.3.3 ApplicationThe requirements in [5.3.4] to [5.3.8] apply to:• ordinary stiffeners• primary supporting members which may be analysed

through isolated beam models.

Primary supporting members whose arrangement is of agrillage type and which cannot be analysed through iso-

lated beam models are to be checked by direct calculations,using the checking criteria in [5.3.5].

5.3.4 Normal and shear stress

a) In case that grillage analysis or finite element analysisare not carried out, according to the requirements in[5.1.1], the maximum normal stress σ and shear stress τin the ordinary stiffeners are to be obtained, in N/mm2,from the following formulae:

where:

ls : Ordinary stiffener span, in m, to be taken asthe spacing, in m, of primary supportingmembers or the distance between a primarysupporting member and the edge support,as applicable. When brackets are fitted atboth ends of all ordinary stiffener spans, theordinary stiffener span may be reduced byan amount equal to 2/3 of the minimumbrackets arm length, but not greater than10% of the gross span, for each bracket.

b) In case that grillage analysis or finite element analysisare not carried out, according to the requirements in[5.1.1], the maximum normal stress σ and shear stress τin the primary supporting members are to be obtained,in N/mm2, from the following formulae:

where:

lm : Span of the primary supporting member.

5.3.5 Checking criteria

a) Strength check

The normal stress σ and the shear stress τ, calculatedaccording to [5.3.4] or determined through a grillageanalysis or finite element analysis, as the case may be,are to comply with the following formulae:

b) Critical buckling stress check of the ordinary stiffeners

The compressive stress σ in the top flange of ordinarystiffeners, induced by the bending of primary supportingmembers, parallel to the direction of ordinary stiffeners,calculated according to [5.3.4]or determined through agrillage analysis or a finite element analysis, as the casemay be, is to comply with the following formula:

where:

σcs = σES for σES ≤ ReH / 2

σCp

γRγm

---------- σ≥

hw

tw

------ 15 235ReH

----------≤

σ s ps pw+( )ls2103

mW---------------------------------------=

τ5s ps pw+( ) ls

Ash

--------------------------------=

σ s ps pw+( )lm2 103

mW----------------------------------------=

τ 5s ps pw+( ) lm

Ash

----------------------------------=

ReH

γR γm

---------- σ≥

0 57ReH

γRγm

----------, τ≥

σCs

γR γm

---------- σ≥

Pt D, Ch 4, Sec 4


σcs = σES [1 − ReH / (4 σES)] for σES > ReH / 2

σES = min (σE1, σE2)

σE1 : Euler column buckling stress, defined in PtB, Ch 7, Sec 2, [4.3.2]

σE2 : Euler torsional buckling stress, defined in PtB, Ch 7, Sec 2, [4.3.3], with Co is to be takenequal to:

tp : Net thickness, in mm, of the attached plating

hw : Height, in mm, of the ordinary stiffenertw : Thickness, in mm, of the ordinary stiffener

kp : Coefficient taken equal to 1 − ηp , to betaken not less than zero. For flanged ordi-nary stiffeners, kp need not be taken lessthan 0,1

σ is calculated according to [5.3.4] or deter-mined through a grillage analysis

c) Critical buckling stress check of the web panels of theprimary supporting members.

The shear stress τ in the web panels of the primary sup-porting members, calculated according to [5.3.4] ordetermined through a grillage analysis or a finite ele-ment analysis, as the case may be, is to comply with thefollowing formula:

where:τc : Critical shear buckling stress, defined in Pt

B, Ch 7, Sec 1, [5.3.2].For primary supporting members parallel to the direc-tion of ordinary stiffeners, τc is to be calculated by con-sidering the actual dimensions of the panels.

For primary supporting members perpendicular to thedirection of ordinary stiffeners or for hatch covers builtwithout ordinary stiffeners, a presumed square panel ofdimension d is to be taken for the determination of thestress τc, where d is the smaller dimension, in m, of webpanel of the primary supporting member. In such a case,the average shear stress τ between the values calculatedat the ends of this panel is to be considered.

d) Deflection limitThe vertical deflection of primary supporting memberssubjected to wave pressure defined in [4.1] is to be notmore than 0,0056lmax, where lmax is the greatest span, inm, of primary supporting members

5.3.6 Net section modulus and net shear sectional area

This requirement provides the minimum net section modu-lus and net shear sectional area of an ordinary stiffener or a

primary supporting member subjected to lateral pressure,complying with the checking criteria indicated in [5.3.5].

The net section modulus w, in cm3, and the net shear sec-tional area Ash, in cm2, of an ordinary stiffener subject to lat-eral pressure are to be not less than the values obtainedfrom the following formulae:

The net section modulus w, in cm3, and the net shear sec-tional area Ash, in cm2, of a primary supporting membersubject to lateral pressure are to be not less than the valuesobtained from the following formulae:

5.3.7 Minimum net thickness of webThe net thickness, in mm, is to be not less than the follow-ing values:

• 4 mm for web of ordinary stiffeners

• 6 mm for web of primary supporting members.

5.3.8 Ordinary stiffeners and primary supporting members of variable cross-section

The net section modulus of ordinary stiffeners and primarysupporting members with a variable cross-section is to benot less than the greater of the values obtained, in cm3, fromthe following formulae:

where:

wCS : Net section modulus, in cm3, for a constantcross-section, obtained according to [5.3.6]

l1 : Length of the variable section part, in m (see Fig1)

l0 : Span measured, in m, between end supports(see Fig 1)

w1 : Net section modulus at end, in cm3 (see Fig 1)

w0 : Net section modulus at mid-span, in cm3 (seeFig 1).

Moreover, the net moment of inertia of ordinary stiffenersand primary supporting members with a variable cross-sec-tion is to be not less than the greater of the values obtained,in cm4, from the following formulae:

I = ICS

CokpEtp

3

3s 11 33kp hwtp

3,1000stw

3-----------------------------+

⎝ ⎠⎛ ⎞

---------------------------------------------------10 3–=

ηpσ

σEp

-------=

σEp 3 6Etp

1000s----------------

⎝ ⎠⎛ ⎞

2

,=

τc

γRγm

---------- τ≥

w γR γms ps pw+( )

mReH

------------------------- ls2 103=

Ash γR γm5s ps pw+( )

0 57ReH,----------------------------- ls=

w γR γms ps pw+( )

mReH

------------------------- lm2 103=

Ash γR γm5s ps pw+( )

0 57ReH,----------------------------- lm=

w wCS=

w 1 3 2α ψ– 0 8,–,7ψ 0 4,+

-------------------------------------+⎝ ⎠⎛ ⎞ wCS=

αl1

l0

----=

ψ w1

w0

------=

I 1 8α3 1 ϕ–

0 2 3 ϕ+,--------------------------

⎝ ⎠⎛ ⎞+ ICS=

Pt D, Ch 4, Sec 4


where:

ICS : Net moment of inertia with a constant cross-section, in cm4, calculated with wave pressure,as given in [4.1]. It is to be such that the deflec-tion does not exceed 0,0056l.

Ι1 : Net moment of inertia at end, in cm4 (see Fig 1)

Ι0 : Net moment of inertia at mid-span, in cm4 (seeFig 1).

The use of these formulae are limited to the determinationof the strength of ordinary stiffeners and primary supportingmembers in which abrupt changes in the cross-section donot occur along their length.

Figure 1 : Variable cross-section stiffener

6 Hatch coamings

6.1 Stiffening


6.2 Load model

6.2.1 The wave lateral pressure pwc, in kN/m2 to be consid-ered as acting on the hatch coamings is given as follows:

a) the wave lateral pressure pwc, in kN/m2, on the No.1 for-ward transverse hatch coaming is to be taken equal to:

• pwc = 220, when a forecastle is fitted in accordancewith Ch 4, Sec 2, [3], Ch 5, Sec 2, [3] and Ch 6, Sec2, [2] depending on the service notation.

• pwc = 290, in the other cases.

b) The wave lateral pressure pwc, in kN/m2, on the hatchcoamings other than the No. 1 forward transverse hatchcoaming is to be taken equal to:

• pwc = 220

6.3 Scantlings

6.3.1 Plating

The net thickness of the hatch coaming plate, in mm, is tobe not less than the greater of:

•

• t = 9,5

6.3.2 Ordinary stiffeners

The net section modulus w of the longitudinal or transverseordinary stiffeners of hatch coamings is to be not less thanthe value obtained, in cm3, from the following formula:

where:

m1 : Boundary coefficient for ordinary stiffeners,taken equal to:

• m1 = 16 in general

• m1 = 12 for the end span of stiffeners snipedat the coaming corners

cp : Ratio of the plastic section modulus to the elas-tic section modulus of the ordinary stiffenerswith an attached plate breadth, in mm, equal to40 t, where t is the plate net thickness.

cp = 1,16 in the absence of more precise evalua-tion.

6.3.3 Coaming stays

The net section modulus w, in cm3, and the net thickness tw,in mm, of the coaming stays designed as beams with flangeconnected to the deck or sniped and fitted with a bracket(examples shown in Fig 2 and Fig 3 are to be not less thanthe values obtained from the following formulae:

where:

Hc : Stay height, in m

sc : Stay spacing, in m

h : Stay depth, in mm, at the connection with deck.

For calculating the section modulus of coaming stays, theirface plate area is to be taken into account only when it iswelded with full penetration welds to the deck plating andadequate underdeck structure is fitted to support the stressestransmitted by it.

For other designs of coaming stays, such as, for example,those shown in Fig 4 and Fig 5, the stress levels given in[5.3.5] apply and are to be checked at the highest stressedlocations.

ϕ I1

I0

---=

�1

�0

w0

w1

�0

�1

t 14 7s, γRγmpwc

ReH

--------=

w γRγm0 97, spwcl

2103

m1 cpReH

--------------------------------------=

w γRγm0 85, scpwc Hc

2103

2ReH

-------------------------------------------=

tw γR γm1000Hcscpwc

0 62, hReH

----------------------------------=

Pt D, Ch 4, Sec 4


Figure 2 : Coaming stay: example 1




6.3.4 Local details

The design of local details is to comply with the require-ments in this section for the purpose of transferring the pres-sures on the hatch covers to the hatch coamings and,through them, to the deck structures below.

Hatch coamings and supporting structures are to be ade-quately stiffened to accommodate the loading from hatchcovers, in longitudinal, transverse and vertical directions.

The normal stress σ and the shear stress τ, in N/mm2,induced in the underdeck structures by the loads transmit-ted by stays are to comply with the following formulae:

σ ≤ σALL

τ ≤ τALL

where:

σALL : Allowable normal stress, in N/mm2, equal to0,95 ReH

τALL : Allowable shear stress, in N/mm2, equal to0,50 ReH.

Unless otherwise stated, weld connections and materialsare to be dimensioned and selected in accordance with therequirements in Pt B, Ch 12, Sec 1 and Part D, respectively.

Double continuous fillet welding is to be adopted for theconnections of stay webs with deck plating and the weldthroat thickness is to be not less than 0,44 tw, where tw is thegross thickness of the stay web.

Toes of stay webs are to be connected to the deck platingwith full penetration double bevel welds extending over adistance not less than 15% of the stay width.

7 Weathertightness, closing arrangement, securing devices and stoppers

7.1 General

7.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [6] areto be complied with.

Pt D, Ch 4, Sec 4


7.2 Closing arrangement, securing devices and stoppers

7.2.1 The specific requirements in are to be complied withPt B, Ch 9, Sec 7, [9].

7.2.2 Area of securing devicesThe gross cross area of each securing device is to be not lessthan the value obtained, in cm2, from the following formula:

where:

SS : Spacing, in m, of securing devices

f : Coefficient taken equal to:

• f = 0,75 for ReH > 235 N/mm2

• f = 1,00 for ReH ≤ 235 N/mm2.

In the above calculations, ReH may not be taken greater than0,7 Rm.

Between hatch cover and coaming and at cross-joints, apacking line pressure sufficient to obtain weathertightness isto be maintained by securing devices. For packing line pres-sures exceeding 5 N/mm, the gross cross area A is to beincreased in direct proportion. The packing line pressure isto be specified.

In the case of securing arrangements which are particularlystressed due to the unusual width of the hatchway, the grosscross area A of the above securing arrangements is to bedetermined through direct calculations.

7.2.3 Inertia of edges elementsThe hatch cover edge stiffness is to be sufficient to maintainadequate sealing pressure between securing devices.

The moment of inertia of edge elements is to be not lessthan the value obtained, in cm4, from the following formula:

I = 6 pL SS4

where:

pL : Packing line pressure, in N/mm, to be taken notless than 5 N/mm

SS : Spacing, in m, of securing devices.

7.2.4 Diameter of rods or boltsRods or bolts are to have a gross diameter not less than 19mm for hatchways exceeding 5 m2 in area.

7.2.5 StoppersHatch covers are to be effectively secured, by means ofstoppers, against the transverse forces arising from a pres-sure of 175 kN/m2.

With the exclusion of No. 1 hatch cover, hatch covers are tobe effectively secured, by means of stoppers, against thelongitudinal forces acting on the forward end arising from apressure of 175 kN/m2.

No. 1 hatch cover is to be effectively secured, by means ofstoppers, against the longitudinal forces acting on the for-ward end arising from a pressure of 230 kN/m2. This pres-sure may be reduced to 175 kN/m2 if a forecastle is fitted inaccordance with the applicable requirements of:• Ch 4, Sec 2, [2] for ships with service notations bulk

carrier or bulk carrier ESP• Ch 5, Sec 2, [2] for ships with service notation ore car-

rier ESP• Ch 6, Sec 2, [2] for ships with service notations combi-

nation carrier/OBO ESP or combination carrier/OOCESP.

The equivalent stress in stoppers, their supporting structuresand calculated in the throat of the stopper welds is to beequal to or less than the allowable value, equal to 0,8 ReH.

8 Drainage

8.1 Arrangement

8.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [10]are to be complied with.

A 1 4SS235ReH

----------⎝ ⎠⎛ ⎞

f

,=

Part D


Ch 5, Sec 3

Insert the following Article [6]:

6 Other structures

6.1 Hatch covers6.1.1 The requirements in Ch 4, Sec 4 apply to hatch cov-ers of ships having the service notation ore carrier.

Ch 6, Sec 3, [7]


7.3 Hatch covers7.3.1 The requirements in Ch 4, Sec 4 apply to hatch cov-ers of ships having the service notation combination carrier.


Replace the last item of the bulleted list in requirement [2.3.8] by:

• the access to the fore peak tank is direct from opendeck. Alternatively, indirect access from the open deckto the fore peak tank through an enclosed space may beaccepted provided that:

- in case the enclosed space is separated from thecargo tanks by cofferdams, the access is through agas tight bolted manhole located in the enclosedspace and a warning sign is to be provided at the

manhole stating that the fore peak tank may only beopened after:• it has been proven to be gas free; • or any electrical equipment which is not certi-

fied safe in the enclosed space is isolated.- in case the enclosed space has a common boundary

with the cargo tanks and is therefore hazardous, theenclosed space can be well ventilated.


Replace Table title and row “Methane (LNG)” in Table 1 by:

T1 : Table 1 : Additional information on products

Ch 11, Sec 1, [1.1]


1.1.3 For ships having to comply with the provisions ofSOLAS Ch II-1 reg 8-1 and SOLAS Ch II-2 reg 21 and 22,the service notation passenger ship is to be completed by

the additional service feature SRTP according to require-ments of NR598 “Implementation of Safe Return to Port andOrderly Evacuation”.


Replace the formula of required subdivision index R by:

Product name Boiling temperature (°C) Specific gravity at boiling point (kg/m3) Ratio vapour/air densityMethane (LNG) − 161,5 420 0,55

R 1 5000Ls 2 5N, 15225+ +------------------------------------------------–=

Part D


Ch 12, Sec 1, [1.1]


1.1.3 For ships having to comply with the provisions ofSOLAS Ch II-1 reg 8-1 and SOLAS Ch II-2 reg 21 and 22,the service notation ro-ro passenger ship is to be completed

by the additional service feature SRTP according to require-ments of NR598 “Implementation of Safe Return to Port andOrderly Evacuation”.


Replace the formula of required subdivision index R by:


Replace row 3 in Table 1 by:

T2 : Table 1 : Electrical equipment permitted in special category spaces above the bulkhead deck

Chapter 15

Replace Sections of Chapter 15 “SUPPLY VESSELS” by the followingSections:

SECTION 1 GENERAL


SECTION 3 MACHINERY AND CARGO SYSTEMS

SECTION 4 ELECTRICAL INSTALLATIONS

SECTION 5 FIRE PREVENTION, PROTECTION AND EXTINCTION

R 1 5000Ls 2 5N, 15225+ +------------------------------------------------–=

N° Description of spaces Electrical equipmentHazardous

area

3 • areas above a height of 450 mmfrom the deck

• areas above a height of 450 mmfrom each platform for vehicles,if fitted, without openings of suf-ficient size permitting penetra-tion of petrol gases downward

• areas above platforms for vehi-cles, if fitted, with openings ofsufficient size permitting pene-tration of petrol gases downward

a) any type that may be considered for zone 1

b) tested specially for zone 2 (e.g. type “n” protection)

c) pressurised, and acceptable to the appropriate authority

d) encapsulated, and acceptable to the appropriate authority

e) the type which ensures the absence of sparks and arcs and of “hotspots” during its normal operation. For installation, in compliancewith Pt C, Ch 4, Sec 12, [2.2.2], a minimum class of protection IP55 isacceptable as an alternative

f) cables sheathed with at least a non-metallic external impervious sheath

Zone 2

Pt D, Ch 15, Sec 1


SECTION 1 GENERAL

1 General

1.1 Application

1.1.1 Service notation supply vessel

Ships complying with the requirements of this Chapter areeligible for the assignment of the service notation supplyvessel, as defined in Pt A, Ch 1, Sec 2, [4.7.3].

The provisions in this Chapter do not regulate the transportof dangerous goods and marine pollutants in packagedform, including transport of dangerous goods in portabletanks.

1.1.2 Additional service feature oil product

For ships intended to carry oil products with any flashpointin bulk in its cargo spaces and having a maximum cargotank capacity as required in [1.2.1], the service notationsupply vessel is to be completed by the additional servicefeature oil product.

The additional service feature oil product may be com-pleted by the additional service feature FP>60°C when thesupply vessel is intended to carry only oil products having aflashpoint exceeding 60°C (closed cup test). This additionalservice feature is not to be assigned to units intended tocarry oil products heated within 15°C of their flash point.

Note 1: Supply vessels intended to carry less than 200m3 of oilproducts having a flashpoint exceeding 60°C need not have theadditional service feature oil product.

Note 2: The present Chapter is in compliance with MARPOLAnnex I, Regulation 2.2.

1.1.3 Additional service feature LHNS

For supply vessels, other than well stimulation vessels, car-rying amounts of hazardous and noxious liquid substancesin bulk not exceeding the maximum specified in [1.2.2], theservice notation supply vessel is to be completed by theadditional service feature LHNS.

The products which may be carried are hazardous and nox-ious liquids listed in Tab 1 and those other products whichmay be assigned to Tab 1 based on the following criteria:

a) products which for safety reasons may be assigned forcarriage on a type 3 ship as defined by the IBC Codeand which are not required to meet all the requirementsfor toxic products in section 15.12 of that Code, and

b) noxious liquid substances which would be permitted forcarriage on a type 3 ship.

1.1.4 Additional service feature WS

For well stimulation vessels, the service notation supply ves-sel may be completed by the additional service feature WS.

1.1.5 Supply vessels dealt with in this Chapter and whichare greater than 500 GT are to comply with the require-ments of:

• Part A, Part B and Part C of the Rules, as applicable• this Chapter, which is specific to units having the service

notation supply vessel


1.1.6 Supply vessels dealt with in this Chapter and whichare less than 500 GT are to comply with the requirementsof:

• Part A and Part D, Chapter 21 of the Rules, as applica-ble


• this Chapter, which is specific to units having the servicenotation supply vessel


1.1.7 Assignment of different additional service features

A supply vessel may be assigned a combination of the addi-tional service features described above. In such a case, thespecific rule requirements applicable to each additionalservice feature are to be complied with.

1.1.8 Supply vessels intended to carry heated cargoes

For supply vessels intended to carry cargoes heated at atemperature of 90°C or more, design of the cargo tanks is tobe subjected to special consideration.

1.2 Maximum bulk liquid cargo capacity

1.2.1 Supply vessels with additional service feature oil product

The total capacity of cargo tanks designed to carry oil prod-uct having any flashpoint is to be less than 1000 m3.

1.2.2 Supply vessels with additional service feature LHNS

The aggregate quantity of bulk liquids identified in [1.1.3] isto be less than 800m3 and not to exceed a volume, in m3,equal to 40% of the unit’s deadweight calculated at a cargodensity of 1,0.

The Society may permit carriage of more than the maximumamount specified above, provided that the survival capabil-ity requirements of Chapter 2 of the IBC Code or IGC Codeare complied with.

1.2.3 Supply vessels with additional service feature WS

Well stimulation vessels are allowed to carry more than themaximum amount specified in [1.2.2].

Pt D, Ch 15, Sec 1


Table 1 : Hazardous and noxious permitted products

1.3 Definitions

1.3.1 Flashpoint

Flashpoint is the temperature in degrees Celsius (closed cuptest) at which a product will give off enough flammablevapour to be ignited, as determined by an approved flash-point apparatus.

1.3.2 Flammable liquid

A flammable liquid is any liquid having a flashpoint (closedcup test) not exceeding 60°C determined by an approvedflashpoint apparatus.

1.3.3 Oil product

Oil product means petroleum in any form including crudeoil, sludge, oil refuse and refined products (other than thepetrochemicals which are subject to the provisions ofAnnex II of MARPOL 73/78, as amended) and excludes fueloil as defined in [1.3.4].

1.3.4 Fuel oil

Fuel oil means any oil used as fuel in connection with thepropulsion and auxiliary machinery of the ship on whichsuch oil is carried.

Name Flammability

Oil based mud containing mixtures of products listed in Chapters 17 and 18 of the IBC Code and the MEPC.2/Circular and permitted to be carried under [1.1.3]

No

Water based mud containing mixtures of products listed in Chapters 17 and 18 of the IBC Code and the MEPC.2/Circular and permitted to be carried under [1.1.3]

No

Drilling brines, including:• Sodium chloride solution• Calcium bromide solution• Calcium chloride solution

No

Calcium nitrate / Magnesium nitrate / Potassium chloride solution No

Calcium nitrate solution (50% or less) No

Drilling brines (containing zinc salts) No

Potassium formate solution No

Potassium chloride solution No

Ethyl alcohol Yes

Ethylene glycol No

Ethylene glycol monoalkyl ether Yes

Methyl alcohol Yes

Acetic acid Yes

Formic acid Yes

Hydrochloric acid No

Hydrochloric-hydrofluoric mixtures containing 3% or less Hydrofluoric acid No

Sodium silicate solution No

Sulfuric acid No

Triethylene Glycol No

Toluene Yes

Xylene Yes

Liquid carbon dioxide No

Liquid nitrogen No

Noxious liquid, NF, (7) n.o.s (trade name ..., contains ...) ST3, Cat. Y No

Noxious liquid, F, (8) n.o.s (trade name ..., contains ...) ST3, Cat. Y Yes

Noxious liquid, NF, (9) n.o.s (trade name ..., contains ...) ST3, Cat. Z No

Noxious liquid, F, (10) n.o.s (trade name ..., contains ...) ST3, Cat. Z Yes

Noxious liquid, F, (11) n.o.s (trade name ..., contains ...) Cat. Z No

Non-noxious liquid, F, (12) n.o.s (trade name ..., contains ...) Cat. OS No

Pt D, Ch 15, Sec 1


1.3.5 Safety hazard substances

The safety hazard substances are those where "S" or "S/P"is assigned to column d) in Chapter 17 of the IBC Code.

1.3.6 Pollution hazard substances

The pollution hazard substances are those where "P" or"S/P" is assigned to column d) in Chapter 17 of the IBCCode and substances of pollution category Z listed in Chap-ter 18 of the IBC Code.

1.3.7 Pollution hazard only substances

The pollution hazard only substances are those where "P"only is assigned to column d) in Chapter 17 of the IBC Codeand substances of pollution category Z listed in Chapter 18of the IBC Code.

1.3.8 Well stimulation vessel

A well stimulation vessel is a ship designed and equippedfor the stimulation of wells for production of oil and/or gas.

1.3.9 Cargo tank

Cargo tank is the envelope designed to contain the cargo.

1.3.10 Integral tank

Integral tank means a cargo containment envelope whichforms part of the ship's hull and which may be stressed inthe same manner and by the same loads which stress thecontiguous hull structure and which is normally essential tothe structural completeness of the ship's hull.

1.3.11 Independent tank

Independent tank means a cargo containment envelopewhich is not contiguous with, or part of, the hull structure.

An independent tank is built and installed so as to eliminatewhenever possible (or in any event to minimize) its stressingas a result of stressing or motion of the adjacent hull struc-ture. An independent tank is not essential to the structuralcompleteness of the ship’s hull.

1.3.12 Hold space

Hold space is the space enclosed by the ship's structure inwhich an independent cargo tank is situated.

1.3.13 Hazardous area

Hazardous area is an area in which an explosive atmos-phere is or may be expected to be present in quantities suchas to require special precautions for the construction, instal-lation and use of electrical apparatus.

1.3.14 Gas-safe area

Gas-safe area is an area which is not defined as hazardous.

1.3.15 Cargo area

Cargo area is that part of the ship where cargo and cargovapours are likely to be present and includes cargo tanks,cargo pump-rooms, hold spaces in which independenttanks are located, cofferdams, ballast or void spaces sur-rounding integral cargo tanks and the following deck areas:

• within 3 m of a cargo tank installed on deck

• within 3 m of a cargo tank outlet in case of independenttanks installed below deck

• within 3 m of a cargo tank outlet in case of integral tanksinstalled below deck and separated from the weatherdeck by a cofferdam

• the deck area above an integral tank without an overlay-ing cofferdam plus the deck area extending transverselyand longitudinally for a distance of 3 m beyond eachside of the tank

• within 3 m of any cargo liquid or vapour pipe, flange,cargo valve, gas or vapour outlet, or entrance or ventila-tion opening to a cargo pump-room.

Note 1: Cargo area definition is not applicable for supply vesselsintended to carry substances with FP>60°C.

1.3.16 Propeller shaft tunnel

Propeller shaft tunnel is a compartment where the sterntube bulkhead seal is exposed to open sea.

A propeller shaft tunnel is defined as a narrow enclosedspace/room with the primary purpose of containing the pro-peller shaft with associated equipment, but it could alsocontain limited amounts of other equipment. A full sizeroom, e.g. where the propeller shaft is carried below thefloor but above the top of the tank, is not regarded as a pro-peller shaft tunnel. In case of open sea water lubricatedstern tube, the compartment containing the stern tube bulk-head seal should also be considered as a propeller shafttunnel.

1.3.17 Independent

Independent means that a piping or venting system, forexample, is in no way connected to another system and thatthere are not provisions available for the potential connec-tion to other systems.

1.3.18 Separate

Separate means that a cargo piping system or cargo ventsystem, for example, is not connected to another cargo pip-ing or cargo vent system. The separation may be achievedby the use of design or operational methods. Operationalmethods are not to be used within a cargo tank and are toconsist of one of the following types:

• removing of spool pieces or valves and blanking of pipeends

• arrangement of two spectacle flanges in series, with pro-visions of detecting leakage into the pipe between thetwo spectacle flanges.

1.4 Summary table

1.4.1 Requirements applicable to units having the servicenotation supply vessel are summarized in Tab 2.

Pt D, Ch 15, Sec 1



Item Supply vessels greater than 500 GT Supply vessels less than 500 GT

Ship arrangement • Part B• Ch 15, Sec 2

• NR566• Ch 15, Sec 2

Hull • Part B• Ch 15, Sec 2

• Part B• Ch 15, Sec 2

Stability • Part B• Ch 15, Sec 2

• NR566• Ch 15, Sec 2

Machinery and cargo systems • Part C• Ch 15, Sec 3

• NR566• Ch 15, Sec 3

Electrical installations • Part C• Ch 15, Sec 4

• NR566• Ch 15, Sec 4

Automation • Part C • NR566

Fire protection, detection and extinction • Ch 15, Sec 5 • Ch 15, Sec 5

Pt D, Ch 15, Sec 2



Symbols

k : Material factor for steel, defined in Pt B, Ch 4,Sec 1, [2.3]

s : Length, in m, of the shorter side of the platepanel.

1 General

1.1 Application

1.1.1 This Section applies to ships having the followingservice notation and additional service features:• supply vessel• supply vessel oil product• supply vessel oil product FP>60°C• supply vessel LHNS• supply vessel WS

1.2 Documents to be submitted

1.2.1 The documents listed in Tab 1 are to be submitted.

Table 1 : Documents to be submitted

2 General arrangement design

2.1 Compartment arrangement for all supply vessels

2.1.1 Watertight integrityThe machinery spaces and other working and living spacesin the hull should be separated from the other compart-ments by watertight bulkheads.

2.1.2 Afterpeak bulkheadAn afterpeak bulkhead should be fitted and made watertightup to the freebord deck. The afterpeak bulkhead may, how-ever, be stepped below the freebord deck, provided thedegree of safety of the supply vessel as regards subdivisionis not thereby diminished.

2.1.3 Location of cargo tanksAll cargo tanks are to be located aft of the collision bulk-head and forward of the aft peak.

2.1.4 Location of accommodation, service and machinery spaces and control stations

a) Accommodation, service and machinery spaces of cate-gory A and control stations should not be located withinthe cargo area except machinery spaces dedicated toWS equipment.

b) Unless they are spaced at least 7 m away from the cargoarea containing flammable products, entrances, airinlets and openings to accommodation, service andmachinery spaces and control stations should not facethe cargo area. Doors to spaces not having access toaccommodation, service and machinery spaces andcontrol stations, such as cargo control stations andstorerooms, may be permitted by the Society within the7 m zone specified above, provided the boundaries ofthe spaces are insulated to A-60 standard. Whenarranged within the 7 m zone specified above, windowsand sidescuttles facing the cargo area are to be of a fixedtype. Such sidescuttles in the first tier on the main deckare to be fitted with inside covers of steel or equivalentmaterial.

c) In order to guard against the danger of hazardousvapours, due consideration is to be given to the locationof air intakes and openings into accommodation, serv-ice and machinery spaces and control stations in rela-tion to cargo piping and cargo vent systems.

d) For supply vessels intended to carry pollution hazardonly substances having a flashpoint exceeding 60°C oroil products having a flashpoint exceeding 60°C, thearrangements referred to in a) to c) may be disregarded.

2.2 Compartment arrangement for supply vessels with additional service feature oil product

2.2.1 Cargo segregation

a) Cargo tanks or tanks containing residues of cargo are tobe segregated from machinery spaces, propeller shafttunnels, if fitted, dry cargo spaces, accommodation andservice spaces and from drinking water and stores forhuman consumption, by means of a cofferdam, voidspace, cargo pump-room, fuel oil tank, or other similarspace. On-deck stowage of independent tanks or instal-lation of independent tanks in otherwise empty holdspaces is to be considered as satisfactory.

Note 1: A cargo tank exclusively dedicated to the transport of pol-lution hazard only substances having a flashpoint exceeding60°C (closed cup test) may be considered as a "similar space".

Item N°

Description of the documentStatus of

the review

1 General arrangement I

2 Access arrangement A

3Arrangement of entrances, air inlets and openings to accommodation service, machinery spaces and control stations

A

Pt D, Ch 15, Sec 2


b) when the additional service feature FP>60°C isassigned, the supply vessel need not comply with itema), provided that:

• the boundary bulkheads are fitted continuouslythrough joining structure to the top of the tank,where full penetration welding is to be carried out

• the boundary bulkheads are accessible for inspec-tion.

2.2.2 Length of cargo tanksThe length of each cargo tank may not exceed 10 metres orone of the values of Tab 2, as applicable, whichever is thegreater.

2.3 Compartment arrangement for supply vessels with additional service feature LHNS or WS

2.3.1 Location of cargo tanksCargo tanks containing products as listed in Ch 15, Sec 1,[1.1.3] are to be located at least 760 mm measured inboardfrom the side of the vessel perpendicular to the centreline atthe level of the summer load waterline.

2.3.2 Cargo segregation

a) Tanks containing cargo or residues of cargo listed in Ch15, Sec 1, [1.1.3] are to be segregated from machineryspaces, propeller shaft tunnels, if fitted, dry cargospaces, accommodation and service spaces and fromdrinking water and stores for human consumption, bymeans of a cofferdam, void space, cargo pump-room,fuel oil tank, or other similar space. On-deck stowage ofindependent tanks or installation of independent tanksin otherwise empty hold spaces is to be considered assatisfactory.

Note 1: A cargo tank only dedicated to the transport of oil productshaving a flashpoint exceeding 60°C (closed cup test) may beconsidered as a "similar space".

b) Cargoes which react in a hazardous manner with othercargoes or fuel oils are to be segregated from such othercargoes or fuel oils by means of a cofferdam, voidspace, cargo pump-room, pump-room, empty tank, ortank containing a mutually compatible cargo.

c) Except for cargo tanks intended to carry pollution haz-ard only substances having a flashpoint exceeding60°C, where not bounded by bottom shell plating, fueloil tanks, a cargo pump-room or a pump-room, thecargo tanks are to be surrounded by cofferdams. Tanksfor other purposes (except fresh water and lubricatingoils) may be accepted as cofferdams for these tanks.

d) Cargo tanks may extend to the deck plating, provideddry cargo is not handled in that area. Where dry cargo ishandled on the deck area above a cargo tank, the cargotank may not extend to the deck plating unless a contin-uous, permanent deck sheathing of wood or other suita-ble material of appropriate thickness and construction isfitted to the satisfaction of the Society.

e) For pollution hazard only substances having a flashpointexceeding 60°C (closed cup test), the Society maywaive the arrangements referred to in a), provided that:

- the segregation requirements for accommodationspaces, drinking water and stores for human con-sumption are observed

- the boundary bulkheads are fitted continuouslythrough joining structure to the top of the tank,where full penetration welding is to be carried out

- the boundary bulkheads are accessible for inspec-tion

Additionally, item c) need not be applied.

3 Access arrangement

3.1 Access arrangement for supply vessels with additional service feature oil product

3.1.1 Access to spaces

For access to all spaces, the minimum spacing betweencargo tank boundaries and adjacent ship's structures, otherthan the side shell, is to be 600 mm.

Note 1: For supply vessels intended to carry oil products having aflashpoint exceeding 60°C, this requirement need not be applied.

Table 2 : Length of cargo tanks

Longitudinal bulkhead Type of cargo tank bi /B (1) Centreline bulkhead Length (m)

No bulkhead − − − (0,5 bi /B + 0,1) L (2)

Centreline bulkhead − − − (0,25 bi /B + 0,15) L

Two or more bulkheads

Wing cargo tank − − 0,2 L

Centre cargo tank

if bi /B > 1/5 − 0,2 L

if bi /B < 1/5No (0,5 bi /B + 0,1) L

Yes (0,25 bi /B + 0,15) L

(1) Where bi is the minimum distance from the side of the supply vessel to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard.

(2) Not to exceed 0,2 L.

Pt D, Ch 15, Sec 2


3.1.2 Access to spaces in the cargo area

a) Access to cofferdams, ballast tanks, cargo tanks (includ-ing double-bottom cargo tanks) and other spaces in thecargo area should be direct from the open deck andsuch as to ensure their complete inspection.

b) Access to double-bottom spaces (other than cargo tanks)may be through a cargo pump-room, pump-room, deepcofferdam, pipe tunnel or similar dry compartments,provided that the ventilation of these spaces complieswith Ch 15, Sec 3, [7.1.2].

c) For supply vessels intended to carry oil products havinga flashpoint exceeding 60°C, the following require-ments may apply instead of items a) and b):

• Access to cargo tanks should be direct from theopen deck and such as to ensure their completeinspection except for access to cargo tanks in dou-ble-bottoms that may be through a cargo pump-room, pump-room, deep cofferdam, pipe tunnel orsimilar dry compartments, provided that the ventila-tion of these spaces complies with Ch 15, Sec 3,[7.1.2].

• Access to cargo pumps does not need to be from theopen deck provided that the access is independentof watertight doors.

d) For access through horizontal openings, hatches ormanholes, the dimensions should be sufficient to allowa person wearing a self-contained air-breathing appara-tus and protective equipment to ascend or descend anyladder without obstruction and also to provide a clearopening to facilitate the hoisting of an injured personfrom the bottom of the space. The minimum clear open-ing should be not less than 600 mm by 600 mm.

e) For access through vertical openings, or manholes pro-viding passage through the length and breath of thespace, the minimum clear opening should be not lessthan 600 mm by 800 mm at a height of not more than600 mm from the bottom shell plating unless gratings orother footholds are provided.

f) Smaller dimensions may be approved by the Society inspecial circumstances, if the ability to traverse suchopenings or to remove an injured person can be provedto the satisfaction of the Society.

3.2 Access arrangement for supply vessels with additional service feature LHNS or WS

3.2.1 Access to spaces

For access to all spaces, the minimum spacing betweencargo tank boundaries and adjacent ship's structures, otherthan the side shell, is to be 600 mm.

Note 1: For supply vessels intended to carry pollution hazard onlysubstances having a flashpoint exceeding 60°C, this requirementneed not be applied.

3.2.2 Access to spaces in the cargo area

a) Access to cofferdams, ballast tanks, cargo tanks and otherspaces in the cargo area should be direct from the opendeck and such as to ensure their complete inspection.

Access to double-bottom spaces may be through acargo pump-room, pump-room, deep cofferdam, pipetunnel or similar compartments, subject to considerationof ventilation aspects.

Note 1: In case of access to double-bottom spaces through pump-rooms or cofferdam or pipe tunnel or similar spaces, thesespaces are to be capable of being ventilated as requested inCh 12.3 of the IBC Code.

b) For access through horizontal openings, hatches ormanholes, the dimensions should be sufficient to allow aperson wearing a self-contained air-breathing apparatusand protective equipment to ascend or descend any lad-der without obstruction and also to provide a clearopening to facilitate the hoisting of an injured personfrom the bottom of the space. The minimum clear open-ing should be not less than 600 mm by 600 mm.

c) For access through vertical openings, or manholes pro-viding passage through the length and breath of thespace, the minimum clear opening should be not lessthan 600 mm by 800 mm at a height of not more than600 mm from the bottom shell plating unless gratings orother footholds are provided.

d) Smaller dimensions may be approved by the Society inspecial circumstances, if the ability to traverse suchopenings or to remove an injured person can be provedto the satisfaction of the Society.

4 Stability

4.1 General

4.1.1 Application

Every decked offshore supply vessel of 24 metres and overbut not more than 100 metres in length is to comply withthe provisions of [4.2] and [4.4]. The intact and damage sta-bility of a supply vessel of more than 100 metres in lengthshould be to the satisfaction of the Society.

4.1.2 Relaxation

Relaxation in the requirements of [4.2] and [4.4] may bepermitted by the Society for supply vessels granted withnavigation notation coastal area provided the operatingconditions are such as to render compliance with [4.2] and[4.4] unreasonable or unnecessary.

4.2 Intact stability for all supply vessels

4.2.1 General stability criteria

The stability of the supply vessels, for the loading conditionsdefined in Pt B, Ch 3, App 2, [1.2.1] and Pt B, Ch 3, App 2,[1.2.12] with the assumptions in [4.2.5], is to be in compli-ance with the requirements of Pt B, Ch 3, Sec 2, [2.1] or, asan alternative, with the requirements of [4.2.2]. The addi-tional criteria of [4.2.3] are also to be complied with.

Pt D, Ch 15, Sec 2


4.2.2 Alternative stability criteria

The following equivalent criteria are recommended where asupply vessel's characteristics render compliance with Pt B,Ch 3, Sec 2, [2.1] impracticable:

• the area, in m⋅rad, under the curve of righting levers(GZ curve) may not be less than 0,070 up to an angle of15° when the maximum righting lever (GZ) occurs at15° and 0,055 up to an angle of 30° when the maxi-mum righting lever (GZ) occurs at 30° or above. Wherethe maximum righting lever (GZ) occurs at angles ofbetween 15° and 30°, the corresponding area “A”, inm⋅rad, under the righting lever curve is to be:

where θmax is the angle of heel, in degrees, at which therighting lever curve reaches its maximum

• the area, in m⋅rad, under the righting lever curve (GZcurve) between the angles of heel of 30° and 40°, orbetween 30° and θf if this angle is less than 40°, may notbe less than 0,03, where θf is defined in Pt B, Ch 3, Sec2, [2.1.2]

• the righting lever (GZ), in m, is to be at least 0,20 at anangle of heel equal to or greater than 30°

• the maximum righting lever (GZ) is to occur at an angleof heel not less than 15°

• the initial transverse metacentric height (GM), in m,may not be less than 0,15 m.

4.2.3 Additional criteria

A minimum freeboard at the stern of at least 0,005 L is to bemaintained in all operating conditions.

4.2.4 Factors of influence

The stability criteria mentioned in [4.2.1] and [4.2.2] are min-imum values; no maximum values are recommended. It isadvisable to avoid excessive values, since these might lead toacceleration forces which could be prejudicial to the vessel,its complement, its equipment and the safe carriage of cargo.

Where anti-rolling devices are installed, the stability criteriaindicated in [4.2.1] and [4.2.2] are to be maintained whenthe devices are in operation.

4.2.5 Assumptions for calculating loading conditions

If a vessel is fitted with cargo tanks, the fully loaded condi-tions of Pt B, Ch 3, App 2, [1.2.12] are to be modified,assuming first the cargo tanks full and then the cargo tanksempty.

If in any loading condition water ballast is necessary, addi-tional diagrams are to be calculated, taking into account thewater ballast, the quantity and disposition of which are tobe stated in the stability information.

In all cases when deck cargo is carried, a realistic stowageweight is to be assumed and stated in the stability informa-tion, including the height of the cargo and its centre of grav-ity.

Where pipes are carried on deck, a quantity of trappedwater equal to a certain percentage of the net volume of thepipe deck cargoes is to be assumed in and around thepipes. The net volume is to be taken as the internal volumeof the pipes, plus the volume between the pipes. This per-centage is 30 if the freeboard amidships is equal to or lessthan 0,015 L and 10 if the freeboard amidships is equal toor greater than 0,03 L. For intermediate values of the free-board amidships, the percentage may be obtained by linearinterpolation. In assessing the quantity of trapped water, theSociety may take into account positive or negative sheer aft,actual trim and area of operation.

If a vessel operates in zones where ice accretion is likely tooccur, allowance for icing should be made in accordancewith the provisions of Pt B, Ch 3, Sec 2, [6].

A vessel, when engaged in towing operations, may not carrydeck cargo, except that a limited amount, properly secured,which would neither endanger the safe working of the crewnor impede the proper functioning of the towing equip-ment, may be accepted.

4.3 Damage stability for all supply vessels where the additional class notation SDS has been requested

4.3.1 General

Taking into account, as initial conditions before flooding,the standard loading conditions as referred to in Pt B, Ch 3,App 2, [1.2.1] and Pt B, Ch 3, App 2, [1.2.12], the vessel isto comply with the damage stability criteria as specified in[4.3.8].

4.3.2 Damage dimensions

The assumed extent of damage of supply vessels is to be asindicated in Tab 3.

Table 3 : Extent of damage

A 0 055, 0 001, 30° θmax–( )⋅+=

Longitudinalextent

Transverseextent

Verticalextent

3L/100 + 3 for L>43 m 760 mm (1)

Full depth (2) L/10 for L≤43 m

(1) Measured inboard from the side of the vessel perpen-dicularly to the centreline at the level of the summerload waterline.

(2) From the underside of the cargo deck, or the continua-tion thereof.

Note 1: Anywhere in the vessel’s length between any trans-verse watertight bulkhead.

Pt D, Ch 15, Sec 2


4.3.3 Consideration of transverse watertight bulkheads for flooding

A transverse watertight bulkhead extending from the ves-sel's side to a distance inboard of 760 mm or more at thelevel of the summer load line joining longitudinal watertightbulkheads may be considered as a transverse watertightbulkhead for the purpose of the damage calculations.

Where a transverse watertight bulkhead is located withinthe transverse extent of assumed damage and is stepped inway of a double bottom or side tank by more than 3,05 m,the double bottom or side tank adjacent to the stepped por-tion of the bulkhead is to be considered as flooded simulta-neously.

If the distance between adjacent transverse watertight bulk-heads or the distance between the transverse planes passingthrough the nearest stepped portions of the bulkheads isless than the longitudinal extent of damage given in [4.3.2],only one of these bulkheads should be regarded as effectivefor the purpose of the damage assumptions described inTab 3, Note 1.

4.3.4 Progressive flooding

If pipes, ducts or tunnels are situated within the assumedextent of damage, arrangements are to be made to ensurethat progressive flooding cannot thereby extend to compart-ments other than those assumed to be floodable for eachcase of damage. The progressive flooding is to be consid-ered in accordance with Pt B, Ch 3, Sec 3, [3.3].

4.3.5 Minor damage

If damage of a lesser extent than that specified in [4.3.2]results in a more severe condition, such lesser extent is to beassumed.

4.3.6 Permeability

The permeability of spaces assumed to be damaged is to beas indicated in Tab 4.

Table 4 : Values of permeability

4.3.7 Survival requirements

Compliance with the requirements of [4.3.8] is to be con-firmed by calculations which take into consideration thedesign characteristics of the vessel, the arrangements, con-figuration and permeability of the damaged compartmentsand the distribution, specific gravities and free surface effectof liquids.

4.3.8 Damage stability criteria

a) The final waterline, taking into account sinkage, heeland trim, is to be below the lower edge of any openingthrough which progressive flooding may take place. Theprogressive flooding is to be considered in accordancewith Pt B, Ch 3, Sec 3, [3.3].

b) In the final stage of flooding, the angle of heel due tounsymmetrical flooding may not exceed 15°. This anglemay be increased up to 17° if no deck immersion occurs.

c) The stability in the final stage of flooding is to be investi-gated and may be regarded as sufficient if the rightinglever curve has at least a range of 20° beyond the posi-tion of equilibrium in association with a maximum resid-ual righting lever of at least 100 mm within this range.Unprotected openings may not become immersed at anangle of heel within the prescribed minimum range ofresidual stability unless the space in question has beenincluded as a floodable space in calculations for damagestability. Within this range, immersion of any of the open-ings referred to in item a) and any other openings capa-ble of being closed weathertight may be authorized.

d) The stability is to be sufficient during intermediate stagesof flooding. In this regard, the Society applies the samecriteria relevant to the final stage of flooding also duringthe intermediate stages of flooding.

4.4 Damage stability for supply vessels with additional service feature WS where the additional class notation SDS has been requested

4.4.1 GeneralSupply vessels with additional service feature WS carryingsubstances listed in Ch 15, Sec 1, [1.1.3] more than themaximum amounts specified in Ch 15, Sec 1, [1.2.2] are tocomply with the requirements of [4.3] considering the dam-age dimensions as specified in Tab 5.

Table 5 : Extent of damage

5 Structure design principles

5.1 General

5.1.1 For supply vessels greater than 24 m in length, it isrecommended that a double skin is provided to reinforcethe protection of the main compartments in the event ofcontact with pontoons or platform piles.

Spaces Permeability

Appropriated for stores 0,60

Occupied by accommodation 0,95

Occupied by machinery 0,85

Void spaces, empty tanks 0,95

Intended for dry cargo 0,95

Intended for liquids (1)

(1) The permeability of tanks is to be consistent with theamount of liquid carried.

Longitudinalextent

Transverse extent

Verticalextent

3L/100 + 3 for L>43 m (1) L/10 for L≤43 m (1)

760 mm (2)

Full depth (3)

(1) Anywhere in the vessel’s length at any transverse water-tight bulkhead.

(2) Measured inboard from the side of the vessel perpen-dicularly to the centreline at the level of the summerload waterline.

(3) From the underside of the cargo deck, or the continua-tion thereof.

Pt D, Ch 15, Sec 2


5.2 Side structure exposed to bumping

5.2.1 Longitudinally framed side

In the whole area where the side of the supply vessel isexposed to bumping, distribution frames are to be providedat mid-span, consisting of an intercostal web of the sameheight as the ordinary stiffeners, with a continuous faceplate.

Within reinforced areas, scallop welding for all side ordi-nary stiffeners is forbidden.

5.2.2 Transversely framed side

In the whole area where the side of the supply vessel isexposed to bumping, a distribution stringer is to be fitted atmid-span, consisting of an intercostal web of the sameheight as the ordinary stiffeners, with a continuous faceplate.

Side frames are to be fitted with brackets at ends.

Within reinforced areas, scallop welding for all side ordi-nary stiffeners is forbidden.

5.2.3 Fenders

Efficient fenders, adequately supported by structural mem-bers, are to be fitted on the side, including the forecastle, onthe full length of the areas exposed to contact.

5.3 Deck structure

5.3.1 Local reinforcements are to be fitted in way of spe-cific areas which are subject to concentrated loads.

5.3.2 Exposed decks carrying heavy cargoes or pipes are toprovide protection and means of fastening for the cargo,e.g. inside bulwarks, guide members, lashing points, etc.

5.4 Structure of cement tanks and mud compartments

5.4.1 Cargo tanks and hoppers intended to carry mud orcement are to be supported by structures which distributethe acting forces as evenly as possible on several primarysupporting members.

5.5 Acid spill protection for supply vessels with additional service feature LHNS or WS

5.5.1 Floors and decks under acid storage tanks and pumpsand piping for acid should have a lining or coating of corro-sion-resistant material extending up to a minimum height of500 mm on the bounding bulkheads or coamings. Hatchesor other openings in such floors or decks should be raised toa minimum height of 500 mm; where the Society deter-mines that this height is not practicable, a lesser height maybe required.

6 Design loads

6.1 Dry uniform cargoes

6.1.1 Still water and inertial pressuresThe still water and inertial pressures transmitted to the struc-ture of the upper deck intended to carry loads are to beobtained, in kN/m2, as specified in Pt B, Ch 5, Sec 6, [4],where the value of pS is to be taken not less than 24 kN/m2.

7 Hull scantlings

7.1 Plating

7.1.1 Minimum net thicknessesThe net thickness of the side and upper deck plating is to benot less than the values given in Tab 6.

Table 6 : Minimum net thickness ofthe side and upper deck plating

7.1.2 Strength deck platingWithin the cargo area, the net thickness of strength deckplating is to be increased by 1,5 mm with respect to thatdetermined according to Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec3, as applicable.


7.2.1 Longitudinally framed side exposed to bumpingIn the whole area where the side of the supply vessel isexposed to bumping, the net section modulus of ordinarystiffeners is to be increased by 15% with respect to thatdetermined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec4, as applicable.

7.2.2 Transversely framed side exposed to bumpingIn the whole area where the side of the supply vessel isexposed to bumping, the net section modulus of ordinarystiffeners, i.e. side, ‘tweendeck and superstructure frames, isto be increased by 25% with respect to that determinedaccording to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as appli-cable.

7.3 Primary supporting members

7.3.1 Distribution stringers The net section modulus of the distribution stringer requiredin [5.2.2] is to be at least twice that calculated in [7.2.2] forordinary stiffeners.

Plating Minimum net thickness, in mm

Side below freeboard deck

The greater of:• 2,1 + 0,031 L k0,5 + 4,5 s• 8 k0,5

Side between freeboard deck and strength deck

The greater of:• 2,1 + 0,013 L k0,5 + 4,5 s• 8 k0,5

Upper deck 7,0

Pt D, Ch 15, Sec 2


7.3.2 Cement tanks and mud compartmentsThe net scantlings of the primary supporting members ofcement tanks and mud compartments are to be calculatedtaking into account high stresses resulting from vertical andhorizontal accelerations due to rolling and pitching.

Secondary moments due to the tendency of materials to tipover are to be considered by the Society on a case-by-casebasis.

8 Other structure

8.1 Aft part

8.1.1 RollersAt the transom, local reinforcements are to be fitted in wayof rollers and other special equipment intended for cargohandling.

8.1.2 Structures in way of rollersThe structures in way of the stern rollers and those of theadjacent deck are considered by the Society on a case-by-case basis, taking into account the relevant loads which areto be specified by the Designer.

8.1.3 Propeller protection

It is recommended that devices should be fitted to protectthe propellers from submerged cables.

8.2 Superstructures and deckhouses

8.2.1 ForecastleThe forecastle length may not exceed 0,3 to 0,4 times thelength L.

8.2.2 Deckhouses Due to their location at the forward end of the supply ves-sel, deckhouses are to be reduced to essentials and specialcare is to be taken so that their scantlings and connectionsare sufficient to support wave loads.

8.2.3 Minimum net thicknesses

The net thickness of forecastle aft end plating and of platingof deckhouses located on the forecastle deck is to be notless than the values given in Tab 7.

Table 7 : Plating of forecastle aft end andof deckhouses located on the forecastle deck

8.2.4 Ordinary stiffeners

The net section modulus of ordinary stiffeners of the fore-castle aft end and of deckhouses located on the forecastledeck is to be not less than the values obtained from Tab 8.

Table 8 : Ordinary stiffeners of forecastle aft end and of deckhouses located on the forecastle deck

Ordinary stiffeners of the front of deckhouses located on theforecastle deck are to be fitted with brackets at their ends.Those of side and aft end bulkheads of deckhouses locatedon the forecastle deck are to be welded to decks at theirends.

8.3 Arrangement for hull and forecastle openings

8.3.1 Sidescuttles and windowsSidescuttles and windows of opening type are, in general,accepted only in unexposed areas of the deckhouseslocated immediately above the forecastle and the areasabove.

8.3.2 Sidescuttles of gas-safe areas facing hazardous areas

Sidescuttles of gas-safe areas facing hazardous areas,excluding those of non-opening type, are to be capable ofensuring an efficient gas-tight closure.

Warning plates are to be fitted on access doors to accom-modation and service spaces facing the cargo area indicat-ing that the doors and sidescuttles mentioned above are tobe kept closed during cargo handling operations.

8.3.3 Freeing portsThe area of freeing ports is to be increased by 50% withrespect to that determined according to Pt B, Ch 9, Sec 9,[5].

Shutters may not be fitted.

8.3.4 Freeing ports through box-bulwarksWhere box-bulwarks the upper level of which extends tothe forecastle deck are fitted in way of the loading area, thefreeing ports are to pass through these box-bulwarks andtheir area is to be increased to take account of the height ofthe bulwarks.

8.3.5 MiscellaneousAir pipes, ventilators, small hatchways, fans and controlvalves are to be located outside the loading area and pro-tected from possible shifting of the deck cargo.

8.4 Structure of cargo tanks

8.4.1 Scantling of cargo tanks is to be in compliance withthe provisions of Pt B, Ch 5, Sec 6 and Part B, Chapter 7.

Refer to Ch 15, Sec 3, [4] to Ch 15, Sec 3, [7] for designdetails.

Structure PlatingMinimum net thickness,

in mm

Forecastle aft end 1,04 (5 + 0,01 L)

Deckhouses locatedon the forecastledeck

front 1,44 (4 + 0,01 L)

sides 1,31 (4 + 0,01 L)

aft end 1,22 (4 + 0,01 L)

StructureOrdinary

stiffeners onNet section modulus,

in cm3

Forecastle aft end plating 3 times the value cal-culated according to Pt B, Ch 9, Sec 4, [4]

Deckhouses located on the forecastle deck

front plating

sides plating 0,75 times that of the forecastle ‘tweendeck framesaft end plating

Pt D, Ch 15, Sec 2


9 Hull outfitting

9.1 Rudders

9.1.1 Rudder stock scantlingsThe rudder stock diameter is to be increased by 5% withrespect to that determined according to Pt B, Ch 10, Sec 1,[4].

9.2 Bulwarks

9.2.1 Plating In the case of a high bulwark, fitted with a face plate oflarge cross-sectional area, which contributes to the longitu-dinal strength, the net thickness of the plating contributingto the longitudinal strength is to be not less than the valueobtained according to Pt B, Ch 7, Sec 1 or Pt B, Ch 8, Sec 3,as applicable.

9.2.2 Stays The bulwark stays are to be strongly built with an attach-ment to the deck reinforced to take account of accidentalshifting of deck cargo (e.g. pipes).

9.3 Equipment

9.3.1 Mooring lines

The mooring lines are given as a guidance, but are notrequired as a condition of classification.

The length of mooring lines may be calculated according toPt B, Ch 10, Sec 4, [5.2].

However, in the case of supply vessels provided withdevices enabling ample manoeuvring characteristics (e.g.supply vessels provided with two or more propellers,athwartship thrust propellers, etc.), the length of mooringlines, in m, may be reduced to (L + 20).

9.3.2 Chain locker

Chain lockers are to be arranged as gas-safe areas. Hullpenetrations for chain cables and mooring lines are to bearranged outside the hazardous areas specified in Ch 15,Sec 1, [1.3.13].

Pt D, Ch 15, Sec 3


SECTION 3 MACHINERY AND CARGO SYSTEMS

1 General

1.1 Application

1.1.1 This Section provides, for ships having the servicenotation supply vessel, requirements for:

• machinery systems

• cargo tanks and piping systems, in particular where theadditional service features oil product, LHNS or WS areassigned.


1.2.1 The documents listed in Tab 1 are to be submitted forapproval.

2 Machinery systems for supply vessels with additional service feature oil product, LHNS or WS

2.1 Bilge system

2.1.1 Bilge system serving spaces within the cargo area areto be independent from systems serving spaces outside thecargo area and are to be entirely situated within the cargoarea. Bilge systems serving spaces outside the cargo areaare to be located outside the cargo area.

For supply vessels intended to carry pollution hazard onlysubstances having a flashpoint above 60°C or oil productshaving a flashpoint above 60°C this requirement does notneed to be applied.

2.2 Ballast system

2.2.1 Pumps, ballast lines, vent lines and other similarequipment serving permanent ballast tanks shall be inde-pendent of similar equipment serving cargo tanks and ofcargo tanks themselves.

2.2.2 Discharge arrangement for permanent ballast tankssited immediately adjacent to cargo tanks shall be outsidemachinery spaces and accommodation spaces. Fillingarrangements may be in the machinery spaces provided thatsuch arrangements ensure filling from the tank deck leveland non-return valves are fitted.

2.2.3 Filling of ballast in cargo tanks may be arranged fromdeck level by pumps serving permanent ballast tanks, pro-vided that the filling line has no permanent connection tocargo tanks or piping and that non-return valves are fitted.

2.2.4 For ships intended to carry pollution hazard only sub-stances having a flashpoint above 60°C or oil products hav-ing a flashpoint above 60°C, the requirements [2.2.1],[2.2.2] and [2.2.3] do not need to be applied.


Item N°

Description of the document (1)Status of

the review

1 Capacity plan where the following tanks need to be clearly indicated as such:• cargo tanks (for oil products and/or for LHNS) • fuel oil tanks

I

2 Diagram of cargo piping system A

3 Diagram of cargo tank venting system A

4 Diagram of the cargo tank level gauging with overfill safety arrangement A

5 Diagram of the bilge and ballast system serving spaces within the cargo area A

6 Diagram of the bilge and ballast system serving spaces outside the cargo area A

7 General layout of the cargo pump room with details of:• Bulkhead penetrations• Flammable vapors detections system• Bilge level monitoring devices• Ventilation

A

8 Diagram of the cargo heating system, if any A

9 Diagram of inert gas system with details of the inert gas plant, if any A

(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems.

Pt D, Ch 15, Sec 3


2.3 Cargo heating systems

2.3.1 When provided, any cargo tank heating system is tocomply with the following provisions:

• for supply vessels having the additional service featureoil product FP>60°C: Ch 7, Sec 4, [2.6]

• for supply vessels having the additional service featureLHNS or WS: Ch 8, Sec 7 and Chapter 7 of the IBCCode.

With reference to Ch 15, Sec 1, [1.1.2], particular attentionto be provided to the maximum heating temperature ofcargo tanks on supply vessels having the additional servicefeature oil product FP>60°C.

2.4 Exhaust pipes

2.4.1 Exhaust outlets from diesel engines are to be pro-vided with spark arresters.

Exhaust outlets from engines are to be fitted as high as prac-ticable above the upper deck, except for supply vesselsintended to carry pollution hazard only substances having aflashpoint above 60°C or oil products having a flashpointabove 60°C.

2.5 Inert gas system

2.5.1 When provided, nitrogen/inert gas systems fitted on asupply vessel are to comply with the provision of Ch 7, Sec6, [5.5.1], except items a) to c) and g).

Where connections to the cargo tanks, to the hold spaces orto the cargo piping are not permanent, the non-returndevices required by item l) of Ch 7, Sec 6, [5.5.1] may bereplaced by two non-return valves.

2.6 Other machinery systems

2.6.1 Fuel oil, lubricating oil tanks, foam forming liquidtanks, oil dispersant tanks and similar tanks which arelocated inside the cargo area may be served by pumpslocated outside the cargo area, provided that the piping isdirectly connected to the associated pump and does not runthrough cargo tanks.

3 Cargo piping design for supply vessels with additional service feature oil product, LHNS or WS

3.1 Cargo separation

3.1.1 For cargo handling, a pumping and piping systemindependent from the other pumping and piping systems onboard is to be provided.

3.1.2 For supply vessels having the additional service fea-ture oil product FP>60°C, the piping system serving the oilproduct cargo tanks may be connected to the fuel oil pump-ing system in engine room, provided that:

• there are suitable means of separation between thebranches serving the tanks dedicated for the cargo oilproduct tanks and the branches serving the fuel oil tanks

• mixing the two different kinds of oils does not jeopard-ize the intended use of neither the fuel oil nor the cargo.

3.1.3 When carrying cargoes which react in a hazardousmanner with other cargoes, supply vessels having the addi-tional service feature LHNS or WS are to have separatepumping and piping systems which may not pass throughother cargo tanks containing such cargoes, unless encasedin a tunnel.

3.2 Design and Materials

3.2.1 Unless otherwise specified, materials for construction oftanks, piping, fittings and pumps are to be in accordance with:

• for supply vessels having the additional service featureoil product: Ch 7, Sec 4, [3.3.2]

• for supply vessels having the additional service featureLHNS or WS:

• Ch 8, Sec 5 and Chapter 6 of the IBC Code, or

• Ch 9, Sec 6 and Chapter 6 of the IGC Code,

as applicable.

3.2.2 Unless otherwise specified, cargo piping is to bedesigned and constructed according to:

• for supply vessels having the additional service featureoil product: Ch 7, Sec 4, [3.3.1]

• for supply vessels having the additional service featureLHNS or WS:

• Ch 8, Sec 5, [1.2.1] and Chapter 5 of the IBC Code,or

• Ch 9, Sec 5, [2.1.1] and Chapter 6 of the IGC Code,

as applicable.

3.3 Piping arrangement

3.3.1

a) Except for the tank connections to cargo pump-rooms,all tank openings and connections to the tank are to ter-minate above the weather deck and are to be located inthe tops of the tanks. Where cofferdams are providedover integral tanks, small trunks may be used to pene-trate the cofferdam.

Note 1: This requirement need not be applied for supply vesselsintended to carry pollution hazard only substances having aflashpoint above 60°C or oil products having a flashpointabove 60°C.

b) Cargo piping is to be located entirely within the cargo areaexcept cargo piping conveying pollution hazard only sub-stances having a flashpoint above 60°C or oil productshaving a flashpoint above 60°C provided that the separa-tion requirements for accommodation spaces, drinkingwater and stores for human consumption are observed.

c) Where cargo piping necessarily has to run outside acargo area in order to be connected to a cargo manifold,a shut-off valve is to be provided in the piping leaving thecargo area, except cargo piping conveying pollution haz-ard only substances having a flashpoint above 60°C or oilproducts having a flashpoint above 60°C.

Pt D, Ch 15, Sec 3


d) Cargo piping may run from the tank it serves and pene-trate cargo tanks, ballast tanks, void spaces, pump-rooms or cargo pump-rooms provided that inside thetank it serves it is fitted with a stop-valve operable fromabove the weather deck. As an exception, where acargo tank is adjacent to the cargo pump-room, thestop-valve operable from above the weather deck maybe situated on the tank bulkhead on the cargo pump-room side, provided an additional valve is fittedbetween the bulkhead valve and the cargo pump.

e) Where a cargo pump serves more than one tank, a stop-valve is to be fitted in the line of each tank.

f) Where necessary, cargo piping is to be provided withjoints or expansion bends.

g) In order to prevent any generation of static electricity,the outlets of filling lines are to be led as low as possiblein the tanks, except for supply vessels intended to carrypollution hazard only substances having a flashpointabove 60°C or oil products having a flashpoint above60°C.

4 Cargo tanks

4.1 Supply vessels with additional service feature LHNS or WS

4.1.1 Generala) Cargo tanks are to be of the type required by the IBC

Code or IGC Code, as applicable.

b) The design of the tanks is to comply with standardsacceptable to the Society taking into account the car-riage temperature and relative density of cargo. Dueconsideration is also to be given to dynamic forces andany vacuum pressure to which the tanks may be sub-jected.

4.1.2 Independent tanksa) The greatest of the following design pressures (gauge) is

to be used for determining scantlings of independentpressure tanks:• 0,7 bar• the vapour pressure of the cargo at 45°C• the vapour pressure of the cargo at 15°C above the

temperature at which it is normally carried, or• the pressure which occurs in the tank during the

loading or unloading.

b) When independent tanks are fitted on the weather deck:

• they are to be securely fastened to the hull structure

• in the zone on the weather deck where these tanksare arranged, a suitable possibly removable contain-ment coaming is to be fitted such as to prevent anyspillage and/or leakages from flowing to gas-safeareas

• a space is to be left between tanks and ship sides,sufficient to allow easy passage of ship personneland transfer of fire-fighting arrangements

• the cargo handling system serving these tanks is tobe such that liquid heads higher than those allowa-ble for cargo tanks, if any, served by the same systemcannot occur

• they are to be provided with appropriate accesshatches allowing the use of portable gas-freeingequipment

• provisions are to be made such that any of thesetanks is easily identifiable by means of markings orsuitable plates.

c) Scantling of independent cargo tanks is to be in compli-ance with the provisions of Pt B, Ch 5, Sec 6 and Part B,Chapter 7, except that the thickness is not to be lessthan 5 mm.

4.2 Supply vessels with additional service feature oil product

4.2.1 Integral and independent gravity tanks are to be con-structed and tested according to recognised standards tak-ing into account the carriage temperature and the cargorelative density.

5 Cargo pumping system

5.1

5.1.1 The delivery side of cargo pumps is to be fitted withrelief valves discharging back to the suction side of thepumps (bypass) in closed circuit. Such relief valves may beomitted in the case of centrifugal pumps with a maximumdelivery pressure not exceeding the design pressure of thepiping, with the delivery valve closed.

5.1.2 Cargo pumps are to be monitored as required in Tab 2.

Table 2 : Monitoring of cargo pumps

Equipment - parameter Alarm Indication Comments

Pump - discharge pressure L Local • on the pump (1), or• next to the unloading control station

Pump casing - temperature (2) H visual and audible, in cargo control room or pump control station

Bearings - temperature (2) H visual and audible, in cargo control room or pump control station

Bulkhead shaft gland - temperature (2) H visual and audible, in cargo control room or pump control station

(1) and next to the driving machine if located in a separate compartment.(2) not required for supply vessels intended to carry pollution hazard only substances having a flashpoint above 60°C or oil prod-

ucts having a flashpoint above 60°C.

Pt D, Ch 15, Sec 3


6 Cargo tank fittings for supply vessels with additional service feature oil product, LHNS or WS

6.1 Level gauging systems and overflow control

6.1.1 Supply vessels with additional service feature LHNS or WS

a) Each cargo tank is to have a level gauging system. Typesof gauging for individual products are shown in columnj in the table of IBC Code chapter 17.

b) For tanks intended to carry individual products wherespecific reference is made in column o in the table ofIBC Code Chapter 17, an overflow control system com-plying with IBC Code chapter 15.19 is to be fitted.

Note 1: Requirement 15.19.6 of the IBC Code for a visual andaudible high-level alarm may be waived by the Society takinginto account the cargo carriage arrangements and cargo load-

ing procedures.

c) Provision shall be made to ensure that the liquid head inany tank does not exceed the design head of the tank.Suitable high-level alarms, overflow control systems orspill valves, together with gauging and tank filling pro-cedures, may be accepted for this purpose. Where themeans of limiting cargo tank overpressure includes anautomatic closing valve, the valve shall comply with theappropriate provision of IBC Code, 15.19

d) Level gauging systems for process tanks on board ofsupply vessels having the additional service feature WSare to be to the satisfaction of the Society.


Each cargo tank is to be fitted with a level gauging system incompliance with Ch 7, Sec 4, [4.4] and an overflow controlsystem in compliance with with Ch 7, Sec 4, [4.5].

For the cargo tanks intendedto carry oil products having aflash point above 60°C, the gauging systems may be of theopen type provided that the relevant provisions of Pt C, Ch 1,Sec 10, [9] and Pt C, Ch 1 Sec 10, [11] are complied with.

6.2 Cargo tank venting systems

6.2.1 General

Cargo tanks are to be provided with a venting system appro-priate to the cargo being carried and these systems shall beindependent of the air pipes and venting systems of all othercompartments of the ship.


a) Independent pressure tanks are to be fitted with pres-sure relief devices which are so designed as to direct thedischarge away from personnel and have a set pressureand capacity which is in accordance with standardsacceptable to the Society taking into account the designpressure referred to in [4.1.2].

b) Cargo tank vent systems of integral or independent grav-ity tanks are to meet the requirements of the IBC Code,except that the height specified in 8.3.4 of the IBC Codemay be reduced to 2 m.

c) Cargoes which react in a hazardous manner with othercargoes are to have separate tank venting systems.

d) The location of cargo tank vent outlets for independentpressure tanks and for cargo tanks used to carry pollu-tion hazard only substances with a flashpoint exceeding60°C (closed cup test) is to be to the satisfaction of theSociety.

e) Cargo tank vent systems of independent tanks allowedunder [4.1.2] are to be to the satisfaction of the Society,taking into account the provisions of this requirement.


• Except for supply vessels with additional service featureoil product FP>60°C, cargo tanks are to be fitted withcargo tank venting systems complying with the provi-sions of Ch 7, Sec 4, [4.2], except that the height speci-fied in Ch 7, Sec 4, [4.2.7], item c) may be reduced to 2m.

• For supply vessels with additional service feature oilproduct FP>60°C, the following requirements mayapply:

• general provisions of Pt C, Ch 1, Sec 10, [9] and Pt C,Ch 1, Sec 10, [11] are to be complied with

• tank venting systems are to open to the atmosphereat a height of at least 760 mm above the weatherdeck

• tanks may be fitted with venting systems of the opentype provided with a flame screen.

6.3 Cargo tank purging and/or gas freeing


Where considered appropriate by the Society, the provi-sions of Chapter 8 of the IBC Code related to cargo tankpurging and/or gas freeing are to be applied.


At least portable means are to be provided onboard for gasfreeing. Such arrangement should comply with the require-ments of Ch 7, Sec 4, [4.3].

This requirement is not applicable to supply vessels withadditional service feature oil product FP>60°C.

Pt D, Ch 15, Sec 3


7 Arrangement of cargo pump-rooms

7.1 Cargo pump-room ventilation


a) The requirements of Chapter 12 of the IBC Code apply.The Society may, however, grant relaxation concerningthe distances required in Section 12.1.5 of the IBC Code.

b) For certain products where the specific reference ismade in column o (in the table of IBC Code Ch 17) to15.17, the ventilation system shall have a minimumcapacity of at least 45 changes of air per hour, basedupon the total volume of the space.


a) Cargo pump rooms are to be mechanically ventilated.The number of changes of air is to be at least 20 perhour, based upon the gross volume of the space.

b) Ventilation exhaust ducts are to discharge upwards inlocations at least 3 m from the ventilation intakes andopenings to gas-safe spaces.

c) Ventilation intakes are to be so arranged as to minimizethe possibility of recycling hazardous vapours from ven-tilation discharge openings.

d) Ventilation ducts are not to be led through gas-safespaces, cargo tanks or slop tanks.

Note 1: Supply vessels assigned with the additional service featureFP>60°C need not comply with item b).

7.2 Measures to prevent explosions

7.2.1

a) Lighting in the cargo pump-room is to be interlockedwith the ventilation system so the ventilation is to be inoperation to energize the lighting.

b) A system for continuously monitoring the concentrationof flammable vapors shall be fitted in the cargo pumprooms except for ships intended to carry pollution haz-ard only substances having a flashpoint above 60°C oroil products having a flashpoint above 60°C. Samplingpoints or detector heads shall be located in suitablepositions in order that potentially dangerous leakagesare readily detected. When the flammable gas concen-tration reaches a preset level, which shall not be higherthan 10% of the lower flammable limit, a continuousaudible and visual alarm signal shall be automaticallyeffected in the cargo pump room, engine control room,cargo control room and navigation bridge to alert thepersonnel to the potential hazard.

c) Cargo pumps rooms shall be provided with bilge levelmonitoring devices together with appropriately locatedalarms.

d) Surface temperatures shall not exceed those required forthe temperature class of the electrical equipment.

8 Cargo transfer system for supply vessels with additional service feature oil product, LHNS or WS

8.1

8.1.1

a) The cargo transfer system is to comply with the require-ments of Chapter 5 of the IBC Code or Chapter 5 of theIGC Code, when applicable.

b) The remote shutdown devices for all cargo pumps andsimilar equipment, required by 5.6.1.3 of the IBC Code,are to be capable of being activated from a dedicatedcargo control location which is manned at the time ofcargo transfer and from at least one other location out-side the cargo area and at a safe distance from it.

c) In the case of transfer operations involving pressures inexcess of 50 bar gauge, arrangements for emergencydepressurizing and disconnection of the transfer hoseare to be provided. The controls for activating emer-gency depressurization and disconnection of the trans-fer hose are to meet the provisions of item b) above.

9 Special requirements for supply vessels with additional service feature LHNS or WS

9.1 Prevention of pollution

9.1.1 Discharge into the sea of residues of noxious liquidsubstances permitted for carriage in Ship Type 3, or prod-ucts listed in Ch 15, Sec 1, Tab 1 or ballast water, tankwashings, or other residues or mixtures containing suchsubstances, is prohibited. Any discharges of residues andmixtures containing noxious liquid substances should be tothe reception facilities in port.

9.2 Special requirements for acids

9.2.1 Piping systems intended for acids are to comply withthe following provisions:

a) Flanges and other detachable connections are to becovered by spray shields.

b) Portable shield covers protecting the connecting flangesof the loading manifold are to be provided. Drip trays ofcorrosion-resistant material are to be provided underloading manifolds for acids.

9.2.2 Spaces for acid storage tanks and acid pumping andpiping are to be provided with drainage arrangements ofcorrosion-resistant materials.

9.2.3 Deck spills should be kept away from accommoda-tion and service spaces by mean of a permanent coamingheight and extension.

Pt D, Ch 15, Sec 3


9.3 Special requirements for the carriage of liquefied gases

9.3.1 a) Each enclosed space used for handling or storage of a liq-

uefied gas should be fitted with a sensor continuouslymonitoring the oxygen content of the space and an alarmindicating low oxygen concentration. For semi-enclosedspaces, portable equipment may be also acceptable.

b) Drip trays resistant to cryogenic temperatures should beprovided at manifolds transferring liquefied gases or atother flanged connections in the liquefied gas system.

c) For the carriage of liquid nitrogen the requirements of17.19 of the IGC Code should apply.

d) The construction of cargo tanks and cargo piping sys-tems for liquefied nitrogen and liquid carbon dioxideshould be to the satisfaction of the Society.

e) Emergency shutoff valves should be provided in liquidoutlet lines from each liquefied gas tank. The controlsfor the emergency shutoff valves should meet therequirements given in [8.1.1], item b).

Pt D, Ch 15, Sec 4



1 General

1.1 Application

1.1.1 This Section applies to ships having the followingservice notation and additional service features:

• supply vessel oil product

• supply vessel oil product FP>60°C

• supply vessel LHNS

• supply vessel WS

1.2 Documentation to be submitted

1.2.1 In addition to the documentation requested in Pt C,Ch 2, Sec 1, Tab 1, the following are to be submitted:

a) plan of hazardous area including location of all electri-cal equipment

b) document giving details of types of cables and safetycharacteristics of the electrical equipment installed inhazardous area.

2 Hazardous location and types of equipment

2.1 Supply vessels with additional service feature oil product

2.1.1 Supply vessels having the additional service featureoil product are to comply with the requirements of Ch 7,Sec 5. For supply vessels having the additional service fea-ture oil product FP>60°C, Ch 7, Sec 5, [2.2] applies insteadof Ch 7, Sec 5, [2.1].

2.1.2 Electrical equipment, cables and wiring shall not beinstalled in the hazardous location unless it conforms to IEC60095-502:1999

2.2 Supply vessels with additional service feature LHNS or WS

2.2.1 Supply vessels having the additional service featureLHNS or WS are to comply with the requirements of:• Ch 8, Sec 10• IBC Code, Chapter 10.

2.2.2 Electrical equipment, cables and wiring shall not beinstalled in the hazardous location unless it conforms to IEC60095-502:1999

Pt D, Ch 15, Sec 5


SECTION 5 FIRE PREVENTION, PROTECTION AND EXTINCTION

1 General

1.1 Application

1.1.1 Unless otherwise specified, this Section applies, irre-spective of their tonnage, to supply vessels having the fol-lowing additional service features:

• oil product

• LHNS, except for ships intended to carry substanceshaving a flashpoint exceeding 60°C

• WS, except for ships intended to carry substances hav-ing a flashpoint exceeding 60°C.

1.1.2 For vessels intended to carry only liquid identified asnon-flammable, the fire-fighting requirements are to be tothe satisfaction of the Society.




2 Fire prevention and protection

2.1 Structure, bulkheads within accommodation and service spaces and details of construction

2.1.1 The method of protection adopted in accommoda-tion and service spaces is to be method IC (see Pt C, Ch 4,Sec 5, [1.4.1]). The Society may permit use of anothermethod where considered appropriate.

2.1.2 Skylights to cargo pump-rooms are to be made ofsteel and are to be capable of being closed from outside thepump-room.

2.2 Fire integrity of bulkheads and decks

2.2.1 Fire integrity of bulkheads and decks is to complywith the requirements of Pt C, Ch 4, Sec 5, [1.5.2] or, whereconsidered appropriate by the Society, with the require-ments of Pt C, Ch 4, Sec 5, [1.4.3].

2.3 Vapour detection system


a) Vapour detection for the cargoes carried is to be pro-vided in accordance with the requirements contained inthe IBC Code.

b) For certain products where compliance to IBC Code,15.11.7 is required, enclosed and semi-enclosed spacescontaining installations for acid are to be fitted withfixed vapour detection and alarm systems which providevisual and audible indication. The vapour detection sys-tems are to be capable of detecting hydrogen exceptthat, in the case where only hydrochloric acid is carried,a hydrogen chloride vapour detection system is to beprovided.

c) At least two portable instruments for detecting flamma-ble vapour concentrations are to be provided.

d) At least two portable instruments suitable for measuringthe concentration of oxygen in atmospheric air are to beprovided.


Every supply vessel having the additional service feature oilproduct is to be provided with at least two portable gasdetectors capable of measuring flammable vapour concen-trations in air and at least two portable O2 analysers. Forsupply vessels fitted with inert gas system, at least two port-able gas detectors are to be capable of measuring concen-trations of flammable vapours in inerted atmosphere.

3 Fire fighting

3.1 General

3.1.1 Irrespective of their tonnage, the requirements in PartC, Chapter 4 are to be complied with except that the fol-lowing requirements• Pt C, Ch 4, Sec 6, [1]• Pt C, Ch 4, Sec 6, [3.4]• Pt C, Ch 4, Sec 6, [4.2] to Pt C, Ch 4, Sec 6, [4.5],

apply as they would apply to cargo ships of 2000 tons grosstonnage and over.

3.2 Protection of the deck area


A fixed deck foam system complying with the requirementsof Ch 7, Sec 6, [3] shall be provided.

Item N°

Description of the documentStatus of

the review

1 Fire extinguishing system in cargo area A

2 Specification of fixed and/or portable means of vapor detection

A

Pt D, Ch 15, Sec 5

140 Bureau Veritas July 2011 with January 2012 amendments


a) Either a fixed deck foam system or a fixed fire-extinguish-ing system of the dry chemical type complying with thefollowing is to be provided:

1) the system is to be located to protect the deck withinthe cargo area

2) the system is to be capable of covering the deckwithin the cargo area without being moved

3) when a fixed deck foam system is provided, it is tocomply with the requirements of 11.3.3 to 11.3.12of the IBC Code. Only foam suitable for the productscarried is to be used

4) the Society may approve a fixed fire-extinguishingsystem, provided that:

• on a deck area of 45 m2 or less, there are two ormore dry chemical extinguishers whose totalcapacity is not less than 135 kg

• on a deck area of more than 45 m2, there arethree or more dry chemical extinguishers whosetotal capacity of extinguishing agent is not lessthan:

C = 3⋅A kg

where A is the deck area, in m2

• the minimum rate of supply of the extinguishingagent is not less than 3 kg/min per m2.

b) An alternative to the systems required in item a) may beallowed, provided the Society is satisfied that such sys-tem is not less effective.

3.3 Special requirements for supply vessels with additional service feature LHNS or WS

3.3.1 Fire main and fire hosesa) During cargo transfer, water pressure is to be main-

tained on the fire main system.

b) Fire hoses, fitted with approved dual-purpose nozzles(i.e. spray/jet type with a shut-off), are to be attached toeach fire hydrant in the vicinity of the flammable liquidto be carried.

3.4 Fire-extinguishing systems for cargo pump-rooms


The cargo pump-room is to be provided with a fixed fire-extinguishing system in accordance with Ch 7, Sec 6,[4.2.2].


The cargo pump-room where flammable liquids are han-dled is to be provided with a fixed fire-extinguishing systemin accordance with 11.2 of the IBC Code.

4 Personnel protection for supply vessels with the additional service feature LHNS or WS

4.1 Decontamination showers and eyewashes

4.1.1 Except in the case of pollution hazard only sub-stances, a suitable marked decontamination shower andeyewash should be available on deck in a convenient loca-tion. The shower and eyewash should be operable in allambient conditions.

4.2 Protective and safety equipment

4.2.1 Protective and safety equipment should be kept onboard in suitable locations as required by Chapter 14 of theIBC Code or the IGC Code for products to be carried.

Part D


Chapter 17

Replace Sections of Chapter 17 “OIL RECOVERY SHIPS” by the follow-ing Sections:

SECTION 1 GENERAL


SECTION 3 MACHINERY AND SYSTEMS


SECTION 5 FIRE PROTECTION, DETECTION AND EXTINCTION

Pt D, Ch 17, Sec 1


SECTION 1 GENERAL

1 General

1.1 Application

1.1.1 Ships complying with the requirements of this RuleNote are eligible for the assignment of service notation oilrecovery ship as defined in NR467 Rules for Steel Ships, PtA, Ch 1, Sec 2, [4.7.5].

1.1.2 Ships dealt with in this Rule Note and which aregreater than 500 GT are to comply with the requirementsof:

• Part A, Part B and Part C of NR467 Rules for Steel Ships,as applicable

• this Rule Note, which is specific to ships having servicenotation oil recovery ship


1.1.3 Ships dealt with in this Rule Note and which are lessthan 500 GT are to comply with the requirements of:

• Part A and Part D, Chapter 21 of NR467 Rules for SteelShips, as applicable


• this Rule Note, which is specific to ships having servicenotation oil recovery ship


1.1.4 Additional service feature OILTREATThe additional service feature OILTREAT may be assignedto the ships designed and equipped to recover pollutedwater which is subjected to a chemical and/or a physicaltreatment, in order to separate the oil from the pollutedwater. The separated oil is to be stored and transported indedicated tanks.

1.1.5 Additional service feature SECOND-LINEThe additional service feature SECOND-LINE may beassigned to the ships designed and equipped to recover pol-luted water in the event of spills of oils which have, at thetime of recovery, a flash point exceeding 60°C (closed cuptest).This service feature is not to be assigned to oil recoveryships carrying heated recovered oils within 15°C of theirflash point.

1.2 Summary table

1.2.1 The requirements applicable to the ships having serv-ice notation oil recovery ship are summarized in Tab 1.

1.3 Definitions

1.3.1 Oil recovery shipAn oil recovery ship is a ship specially equipped with afixed installation and/or a mobile equipment for theremoval of oil from the sea surface and its retention onboard, carriage and subsequent unloading.

1.3.2 Recovered oilRecovered oil is the top layers of polluted water collectedby means of skimmers, rotating disk, floating pumps orequivalent systems together with sweeping arms, booms orsimilar devices.


Item Ships greater than 500 GT Ships less than 500 GT

Ship arrangement • NR467, Part B • NR566

Hull• NR467, Part B• Sec 2

• NR467, Part D, Chapter 21• Sec 2

Stability• NR467, Part B• Sec 2

• NR566• Sec 2

Machinery and cargo systems• NR467, Part C• Sec 3

• NR566• Sec 3

Electrical installations• NR467, Part C• Sec 4

• NR566• Sec 4

Automation • NR467, Part C • NR566

Fire protection, detection and extinction• NR467, Part C• Sec 5

• NR566• Sec 5

Pt D, Ch 17, Sec 1


1.3.3 Oil recovery tank

An oil recovery tank is a tank intended for the retention andthe transportation of recovered oil.

For ships assigned with the additional service feature OIL-TREAT, the oil recovery tanks may be classified in two dif-ferent categories:

• those intended for the retention of oil removed and sep-arated from sea water, also named accumulation tanks

• those intended for the retention of polluted water only,also named settling tanks.

1.3.4 Oil recovery pump room

An oil recovery pump room is a space containing thepumps and their accessories for the handling of recoveredoil.

1.3.5 Oil recovery areaThe oil recovery area is the part of the ship that contains theoil recovery tanks, oil recovery pumps rooms, cofferdams,ballast or void spaces surrounding the integral tanks andhold spaces in which independent tanks are located, andthe following deck areas:• the deck area above the oil recovery tanks• the deck area extending transversely and longitudinally

from the oil recovery tanks over a distance of 3 m, whenthe rule length is greater than 50 m.

1.3.6 Hazardous areasThe hazardous areas are the areas in which an explosiveatmosphere is, or may be, expected to be present in quanti-ties such as to require special precautions for the construc-tion, installation and use of electrical apparatus.

1.3.7 Gas-safe areasThe gas-safe areas are the gas areas which are not definedas hazardous.

Pt D, Ch 17, Sec 2



1 General



1.2 General arrangement

1.2.1 Tank arrangement

a) Oil recovery tanks are to be separated from machineryspaces category A, propeller shaft tunnels, dry cargospaces, accommodations, control stations and servicespaces and from drinking water and stores for humanconsumption by means of a cofferdam or equivalentspace. Fuel oil tanks, tanks for ballast water, tanks forliquids used for oil treatment, tanks for anti-pollutionliquids, storerooms for oil removal equipment andpump-rooms are considered as spaces equivalent to acofferdam.

When this cofferdam is impracticable, oil recoverytanks adjacent to the engine room may be accepted pro-vided that:

• boundary bulkheads are accessible for inspection

• the boundary bulkheads are fitted continuouslythrough joining structure to the top of the tank,where full penetration welding is to be carried out

• the tanks are to be pressure tested at each renewalsurvey.

b) Oil recovery tanks are to be located abaft the collisionbulkhead.

c) For ships non-exclusively dedicated to oil recoveryoperations, the ship may use the following tanks as oilrecovery tanks:

• tanks covered by the service notation supply vesselwith additional service feature oil product, LHNS orWS, if designed for a cargo mass density of, at least,1,025 t/m3

• water ballast tanks

• fuel oil tanks

• hoppers spaces.

In all cases, the tanks and their associated equipmentand piping are to comply with all the requirements foroil recovery tanks.

Fresh water tanks and tanks with a complex inner struc-ture that can lead to obstruction can not be part of theoil recovery tanks.

d) Oil recovery ships assigned with the additional servicefeature SECOND-LINE do no need to comply with thearrangements referred to in item a), provided that thesegregation requirements for accommodations, controlstations, drinking water and stores for human consump-tion are observed.

1.2.2 Accommodation, control station, service and machinery spaces

a) Accommodation or service spaces, control stations ormachinery spaces category A are to be located outsidethe oil recovery area.

b) Unless they are spaced at least 7 m away from the oilrecovery area entrances, air inlets and openings toaccommodation, service and machinery spaces cate-gory A and control stations should not face the oilrecovery area. Doors to spaces not having access toaccommodation, service and machinery spaces andcontrol stations, such as oil recovery control stations,storerooms or equipment rooms, may be permitted bythe Society within the 7 m zone specified above, pro-vided the boundaries of the spaces are insulated to A-60standard.

1.2.3 Access to spaces in oil recovery area

Access hatches (at least 600 mm x 600 mm of clear open-ing) within the oil recovery area are to be direct from theopen deck. Such access should be suitable for cleaning andgas-freeing.


Item N° Description of the document Status of the review (1)

1 General arrangement A

2 General arrangement of access and openings A

3 Procedure and limiting conditions for recovering oil, oil recovery transfer, tank cleaning, gas freeing and ballasting

I

4 Specification of the oil removal operational test I

(1) A = for approval, I = for information.

Pt D, Ch 17, Sec 2


1.2.4 Oil recovery tank construction

a) A cargo density of 1,025 t/m3 is to be considered for cal-culating the internal pressures and forces in cargo tanksaccording to Pt B, Ch 5, Sec 6.

b) All tank openings and connections to the tank are to ter-minate above the weather deck and should be locatedin the tops of the tanks.

c) The structural design of the tanks should take intoaccount the carriage temperature, and additionalstrength calculation may be required in case of risk ofsloshing induced loads.

2 Stability

2.1 Intact stability

2.1.1 GeneralIn addition to the standard loading conditions specified inPt B, Ch 3, App 2, [1.2.1], the following loading cases are tobe included in the trim and stability booklet for shipsassigned with the service notation oil recovery ship:

• ship in the fully loaded departure to the oil recoveryspot having all the oil recovery equipment installed onboard

• ship in the worst anticipated operating during oil recov-ery operation; the worst operating condition regardingfree surface effects when the equipment is fitted in themost unfavourable condition (for example, swiping armextended).

3 Hull scantlings

3.1 Additional loads

3.1.1 For the checking of structures supporting oil recoveryequipment, the reactions induced by this equipment duringoil recovery operations may be calculated assuming that theoil recovery operations take place in moderate sea condi-tions (accelerations reduced by 10%).

3.1.2 If cranes are used during oil recovery operations, thescantling of their supporting structures is to be checkedaccording to NR526 Rules for the Certification of LiftingAppliances, Sec 3 and Sec 4. Environmental conditionsdefined in NR526, Sec 3, [3.3] may be based on curve 5.

3.1.3 In case of oil collected in movable tanks fitted on theweather deck, the resulting reactions to be considered fordeck scantling are to be calculated, as a rule, according toPt B, Ch 5, Sec 6.

4 Construction and testing

4.1 Testing

4.1.1 Oil removal equipmentTests are to be carried out according to a specification sub-mitted by the interested Party, in order to check the properoperation of the oil recovery equipment.

These tests may be performed during dock and sea trials.

Pt D, Ch 17, Sec 3


SECTION 3 MACHINERY AND SYSTEMS

1 General



2 Machinery installation and piping system other than oil recovery system

2.1 Sea water cooling system

2.1.1 One of the suctions serving the sea water cooling sys-tem (see NR467, Pt C, Ch 1, Sec 10, [10.7.1]) is to belocated in the lower part of the hull.

2.2 Water fire-extinguishing system

2.2.1 Sea suctions serving the fire water pumps are to belocated as low as possible.

2.3 Exhaust gas systems

2.3.1

a) Exhaust lines from engines, gas turbines, boilers andincinerators are to be led outside any hazardous area (asdefined in Section 4) above the deck and are to be fittedwith a spark arrester. The spark arrester is not required ifthe ship is assigned with the additional service featureSECOND-LINE.

b) Where the distance between the exhaust lines ofengines and the hazardous areas is less than 3 m, theducts are to be fitted in a position:

• near the waterline, if cooled by water injection, or

• below the waterline, in the other cases.

3 Pumping system, piping system and pump-rooms intended for recovered oil

3.1 Design of pumping and piping systems

3.1.1 General

The provisions of NR467, Pt D, Ch 7, Sec 4, [3] and NR467,Pt C, Ch 1, Sec 10 are to be complied with, as far as appli-cable.

3.2 Arrangement of piping systems

3.2.1

a) Piping systems for handling recovered oil are not to passthrough:• accommodation spaces• service spaces• control stations• machinery spaces of category A.

b) Pumping and piping systems intended for recovered oilare to be independent from the other pumping and pip-ing systems of the ship, except in the following cases:• If sections of the cargo system covered by the serv-

ice notation supply vessel (with the additional serv-ice feature oil product, LHNS or WS) or if fuel oiltanks are used, means are to be provided to isolatethe oil recovery system from any other system fromwhich it may be connected. The connectionbetween the cargo system and the recovered oiltransfer piping may consist of movable pipe sec-tions.

• If water ballast tanks are used as oil recovery tankswhen the ship is in oil recovery mode, the water bal-last piping is to be blanked-off at the nearest posi-tion at the tank before starting the oil recoveryoperation. The connection between the oil recoverypiping and the water ballast tanks is to be done bymeans of detachable spool pieces.

c) Piping intended for recovered oil and located below themain deck may run from the tank it serves and penetratetank bulkheads or boundaries common to longitudinallyor transversely adjacent oil recovery tanks, ballast tanks,empty tanks, pump-rooms or oil recovery pump-rooms,provided that inside the tank it serves it is fitted with astop-valve operable from the weather deck.As an alternative, where an oil recovery tank is adjacentto an oil recovery pump-room, the stop valve operablefrom the weather deck may be situated on the tank bulk-head on the oil recovery pump-room side, provided anadditional valve is fitted between the bulkhead valveand the oil recovery pump.A totally enclosed hydraulically operated valve locatedoutside the oil recovery tank may also be accepted, pro-vided that the valve is:- fitted on the bulkhead of the oil recovery tank it serves- suitably protected against mechanical damage- fitted at a distance from the shell as required for

damage protection, and- operable from the weather deck.

d) Transfer of recovered oil through hatches (by means of flex-ible hoses or movable piping) is not permitted except if theadditional service feature SECOND-LINE is assigned.

Pt D, Ch 17, Sec 3



3.3 Oil recovery pumps

3.3.1

a) Oil recovery pumps are to comply with the require-ments of cargo pumps for oil tanker, flash point > 60°C(see NR467, Pt D, Ch 7, Sec 4, [3.2]).

b) Oil recovery pumps are to be capable of being remotelyshutdown from a location which is manned during oilrecovery operations and from at least one other locationoutside the oil recovery area.

c) If an oil recovery pump serves more than one tank, astop valve is to be fitted in the line of each tank.

d) For ships non exclusively dedicated to oil recoveryoperation, the use of portable pumps or pumps servingcargo systems may be permitted, subject to special con-sideration by the Society.

3.4 Oil recovery pump-rooms

3.4.1

a) Pump-rooms containing the pumps for handling therecovered oil are to be provided with a fixed fire-extin-guishing system suitable for machinery spaces of cate-gory A except if the ship is assigned with the additionalservice feature SECOND-LINE.

b) Means are to be provided to deal with drainage and anypossible leakage from oil recovery pumps and valves inthe oil recovery pump-room. Bilge pumping arrange-ment is to be situated entirely within the oil recoveryarea. The bilge system is to be operable from outside theoil recovery pump-room. Oil recovery pumps may alsobe used provided they are connected to the oil recoverypump-room bilge piping through a shut-off valve and anon-return valve arranged in series.

c) For ventilation of oil recovery transfer pump-rooms, seeCh 17, Sec 5, [2].

d) Oil recovery pump-rooms are to have no direct commu-nication with machinery spaces of category A.

4 Oil recovery tank fittings

4.1 Vent pipes

4.1.1

a) Vent pipes of oil recovery tanks are to lead to the openat least 2,4 m above the weather deck.

b) Vent pipes are to be located at a distance of at least5,0 m measured horizontally from the nearest air intakeor opening to accommodations, control stations, serviceand machinery spaces of category A and other gas-safespaces and from ignition sources.

c) Openings of vent pipes are to be so arranged as to allowa direct flow upwards and fitted with:

• flameproof wire gauze made of corrosion resistantmaterial easily removable for cleaning, and

• closing appliances complying with the provisions ofNR467, Pt C, Ch 1, Sec 10, [9.1].

d) For ships non exclusively dedicated to oil recoveryoperations, portable vent pipes may be accepted.

4.2 Level gauging and overfilling control

4.2.1 Level gauging

Oil recovery tanks are to be fitted with sounding pipes orother level gauging devices of a type approved by the Soci-ety.

4.2.2 Overfilling control

a) Oil recovery tanks are to be fitted with a high levelalarm or an overflow control system except if the oilrecovery tank is an open hopper space.

b) The high level alarm is to be of a type approved by theSociety and is to give an audible and visual alarm.

Item N° Description of the document (1)Status of the review (2)

1 General plan of the system for oil recovery and specification of all relevant apparatuses I

2 Schematic arrangement of recovered oil piping and pumping systems A

3 Tank venting arrangement A

4 Diagram of the bilge and ballast systems serving the spaces located in the oil recovery area A

5 Specification of the anti-explosion devices (crankcase explosion relief valves, spark arresters) provided for diesel engines

A

6 Location and arrangement of sea chests for engine cooling and fire-fighting purposes A

7 Diagram of the oil recovery cargo tank level gauging system with overfilling safety arrangement A

8 Diagram of the cargo heating system, where applicable A

(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems.(2) A = for approval, I = for information.

Pt D, Ch 17, Sec 3


5 Heating systems

5.1

5.1.1 Heating systems fitted to oil recovery tanks are tocomply with the provisions of NR467, Ch 7, Sec 4, [2.6].

6 Additional requirements

6.1 Ships assigned with the additional service feature OILTREAT

6.1.1 When the separating system designed to reduce theoil content in the water being discharged into the sea is of agravity type (single or in series):

• means for locating the oil/water interface in the oilrecovery tanks are to be provided

• discharges of processed water from the separating proc-ess are to take place above waterline for visual control

• if chemical additives are added, the coating of the oilrecovery tanks is to be compatible. The Shipyard isresponsible for providing compatibility information tothe ship operator and/or the master

• adequate means are to be provided for cleaning the oilrecovery tanks.

6.1.2 Other types of separating system (e.g. gravity typecoalescing, centrifugal separator, …) are to be reviewed ona case-by-case basis.

Pt D, Ch 17, Sec 4



1 General

1.1 Application

1.1.1 The requirements in this Section apply, in addition tothose contained in Part C, Chapter 2.


1.2.1 In addition to the documentation requested in Pt C,Ch 2, Sec 1, [2.1.1], the documents listed in Tab 1 are to besubmitted.

2 Design requirements

2.1 System of supply

2.1.1 The following systems of generation and distributionof electrical energy are acceptable:

a) direct current:

• two-wire insulated

b) alternating current:

• single-phase, two-wire insulated

• three-phase, three-wire insulated.

2.1.2 Earthed systems with hull return are not permitted,with the following exceptions to the satisfaction of the Soci-ety:

a) impressed current cathodic protective systems

b) limited and locally earthed systems, such as starting andignition systems of internal combustion engines, pro-vided that any possible resulting current does not flowdirectly through any hazardous area

c) insulation level monitoring devices, provided that thecirculation current of the devices does not exceed30 mA under the most unfavourable conditions.

2.1.3 Earthed systems without hull return are not permitted,with the following exceptions:

a) earthed intrinsically safe circuits and the following othersystems to the satisfaction of the Society;

b) power supplies, control circuits and instrumentation cir-cuits in non-hazardous areas where technical or safetyreasons preclude the use of a system with no connec-tion to earth, provided the current in the hull is limitedto not more than 5 A in both normal and fault condi-tions; or

c) earthed systems, provided that any possible resultinghull current does not flow directly through any hazard-ous area; or

d) isolating transformers or other adequate means, to beprovided if the distribution system is extended to areasremote from the machinery space.

2.1.4 In insulated distribution systems, no current carryingpart is to be earthed, other than:

a) through an insulation level monitoring device

b) through components used for the suppression of inter-ference in radio circuits.

2.2 Earth detection

2.2.1 The devices intended to continuously monitor theinsulation level of all distribution systems are also to moni-tor all circuits, other than intrinsically safe circuits, con-nected to apparatus in hazardous areas or passing throughsuch areas. An audible and visual alarm is to be given, at amanned position, in the event of an abnormally low level ofinsulation.

3 Hazardous locations and types of equipment

3.1 Electrical equipment permitted in hazardous areas

3.1.1 In order to facilitate the selection of appropriate elec-trical apparatus and the design of suitable electrical installa-tion, hazardous areas are classified in zones (zone 0, zone 1and zone 2), according to Pt C, Ch 2, Sec 1, [3.24.3]. Thedifferent spaces are to be classified according to Tab 2 orTab 3, as applicable.The types of electrical equipment permitted, depending onthe zone where they are installed, are specified in Pt C, Ch2, Sec 3, [10].


Item N° Description of the document Status of the review (1)

1 Plan of hazardous areas and location of electrical equipment A

2 Document giving details of types of cables and safety characteristics of the equipment installed in hazardous areas

A

(1) A = for approval, I = for information.

Pt D, Ch 17, Sec 4


3.1.2 The explosion group and temperature class of electri-cal equipment of a certified safe type are to be at least IIAand T3.

3.2 Additional requirements for machinery installations in hazardous areas

3.2.1 Hazardous areas are not to contain:

• internal combustion engines

• steam turbines and steam piping with a steam tempera-ture in excess of 200°C

• other piping systems and heat exchangers with a surfacetemperature exceeding 200°

• any other source of ignition.

3.3 Openings, access and ventilation conditions affecting the extent of hazardous areas

3.3.1 There are normally not to be access doors or otheropenings between a safe space, such as accommodation or

service spaces, machinery spaces, control stations and simi-lar spaces, and a hazardous area.

Access (other than access between oil recovery pump-rooms and machinery spaces category A) may, however, beaccepted between such spaces and hazardous areas, pro-vided that:

a) safe spaces are fitted with forced ventilation in order tomaintain an overpressure therein

b) access doors are:

1) of a self-closing type and arranged to swing into thesafer space, so that they are kept closed by the over-pressure, with the self-closing device capable ofshutting the doors against an inclination of 3,5°opposing closure, without hold-back hooks keepingthem in an open position, or

2) gas-tight, kept closed during oil recovery operationuntil gas freeing is carried out, and provided with awarning plate (suitable instructions are given in theoil recovery manual).

Table 2 : Oil recovery ships - Space descriptions and hazardous area zones

Table 3 : Oil recovery ships, second-line - Space descriptions and hazardous area zones

Hazardous areaSpaces

N° Description

Zone 0 1 Oil recovery tanks, pipes and equipment containing the recovered oil

Zone 1 2 Areas on open deck or semi-enclosed spaces on open deck within 3 m of any oil recovery tankoutlet, oil recovery manifold valve, oil recovery valve, oil recovery pipe flange, oil recoveryhatches

Zone 1 3 Cofferdams and enclosed or semi-enclosed spaces adjacent to or immediately above oil recoverytank which do not contain pipes, valves or other equipment for the handling of recovered oil unlessseparated by gas-tight boundaries and fitted with forced ventilation capable of giving at least 20 airchanges per hour. An alarm on the navigation bridge is to be provided to indicate any loss of therequired ventilation capacity. The alarm is to be initiated by fall-out of starter relay fan motor

Zone 1 4 For open hopper dredgers operating as oil recovery ships: the area above the hopper extended tothe maximum breath of the ship with an unlimited height

Zone 1 5 Oil recovery pump-rooms

Zone 2 6 Enclosed or semi-enclosed spaces for the storage of floating pumps, associated hoses and equip-ment for the handling of recovered oil unless acceptable means are provided to drain or emptythe equipment after completion of oil recovery operation

Zone 2 7 Double bottoms or duct keels located under oil recovery tanks unless separated by gas-tightboundaries and fitted with forced ventilation capable of giving at least 20 air changes per hour.An alarm on the navigation bridge is be provided to indicate any loss of the required ventilationcapacity. The alarm is to be initiated by fall-out of starter relay fan motor

Zone 2 8 Enclosed or semi-enclosed spaces containing pipes, valves or other equipment for the handling ofrecovered oil unless made of entirely welded construction except for necessary flanged connec-tions to valves, expansion joints, spool pieces and similar fittings or where required for coating,lining, fabrication, inspection or maintenance

Zone 2 9 Areas on open deck over all oil recovery tanks up to a height of 2,4 m above the deck

Hazardous areaSpaces

N° Description

Zone 2 1 Oil recovery tanks, any pipe work of pressure relief or other venting system for oil recovery tanks, pipes and equipment containing recovered oil

Pt D, Ch 17, Sec 5


SECTION 5 FIRE PROTECTION, DETECTION AND EXTINCTION

1 General


1.1.1 The documents listed in Tab 1 are to be submitted forapproval.

2 Mechanical ventilation in the oil recovery area

2.1 General

2.1.1 Spaces considered as hazardous are to have a ventila-tion system independent from those serving gas-safe spaces.

2.2 Ventilation of recovered oil pump rooms

2.2.1 Oil recovery pump rooms are to be provided with amechanical ventilation system of the extraction type capa-ble of giving at least 20 air changes per hour.

2.2.2 Ventilation intakes are to be so arranged as to mini-mise the possibility of recycling hazardous vapours fromventilation discharge openings.

2.2.3 Ventilation exhaust ducts are to discharge upwards toa gas-safe area on the weather deck in locations at least3,0 m from any ventilation intake and opening to accom-modations, service and machinery spaces, control stationsand other spaces outside the oil recovery area.

2.2.4 Protection screens of not more than 13 mm squaremesh are to be fitted on ventilation duct intakes and outlets.

2.2.5 Ventilation fans are to be of non-sparking construc-tion as per NR467, Ch 7, Sec 1, [1.3.10].

2.2.6 The ventilation system is to be capable of being con-trolled from outside the oil recovery pump-room.

2.2.7 Provision is to be made to ventilate such spaces priorto entering the compartment and operating the equipmentand a warning notice requiring the use of such a ventilationis to be placed outside the compartment.

2.2.8 Ventilation ducts are not to lead through accommo-dations, service and machinery spaces or other similarspaces.

2.3 Ventilation of enclosed spaces normally entered during oil recovery operation other than recovery oil pump rooms

2.3.1 Enclosed spaces normally entered within the oilrecovery area are to be provided with a mechanical ventila-tion system of the extraction type capable of giving at least8 air changes per hour.

2.3.2 Ventilation intakes are to be located at a distance ofnot less than 3,0 m from the ventilation outlets of oil recov-ery pump-rooms.

3 Fire protection and fighting

3.1 Vapor detector

3.1.1 At least one portable gas detection instrument capa-ble of measuring flammable vapour concentrations in airand an equipment for oil flashpoint measurements are to beprovided on board.

Alternatively, instead of a portable gas detection instrument,a fixed system may be accepted provided that the sample isdrawn from a point within 6,0 m from the waterline.


Item N° Description of the document (1)Status of the

review

1 Diagram of mechanical and natural ventilation with indication of inlets and outlets serving:• spaces within the oil recovery area• machinery spaces• accommodation spaces

A

2 Specification of flammable gas detectors and flash point measurement equipment A

3 Drawing and specification of the fixed, if any, or movable fire-fighting system A

(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems.

Pt D, Ch 17, Sec 5


3.2 Structural fire protection

3.2.1 Unless they are located at least 7,0 m from the near-est oil recovery area, exterior boundaries of the superstruc-tures and deckhouses enclosing accommodations andincluding any overhanging decks which support suchaccommodations are to be insulated to A-60 standard forthe whole of the portions which face the oil recovery areasup to the underside of the navigation bridge deck and for adistance of 3,0 m aft or forward of such areas.Alternatively to A-60 insulation, a fixed water-spraying sys-tem capable of delivering water at a rate of 10 l/m2/min maybe accepted. This system is to comply with the require-ments listed in NR467, Pt D, Ch 16, Sec 4, [3], except thatthe only protected area is to be the exterior boundaries ofthe superstructures and deckhouses enclosing accommoda-tions and including any overhanging decks which supportsuch accommodations facing the oil recovery area.

3.2.2 Windows and sidescuttles fitted within 7,0 m fromthe nearest oil recovery area are to have the same fire integ-rity as the bulkhead in which they are fitted. If they have a

lower fire rating because they are protected by the fixedwater-spraying system mentioned in [3.2.1], windows andsidescuttles are to be fitted with inside covers of steel orother equivalent material having a thickness equal to thebulkhead in which they are fitted. Where they are not of thefixed type, they are to be such as to ensure an efficient gas-tight closure.

3.2.3 Ships assigned with the additional service featureSECOND-LINE do not need to comply with [3.2.1] and[3.2.2].

3.3 Fire-fighting

3.3.1 For the protection of the oil recovery area, the follow-ing fire-fighting equipment is to be provided near the work-ing area:

• two dry powder fire extinguishers, each with a capacityof at least 50 kg or equivalent

• at least one portable foam extinguishing applicatorcomplying with NR467, Pt C, Ch 4, Sec 14, [3.2.2].

Part D


Ch 20, Sec 3, [3.4.5]


• for cargo tweendeck:

pLD = 7 hTD , to be taken not less than 10 kN/m2

Part E


Amendments to PART E

Ch 1, Sec 1, [2.1.2]


• items (such as a plating panels, ordinary stiffeners or pri-mary supporting members) for which the structural anal-ysis carried out at the design stage showed that the ratiobetween the stresses from applied loads and the allowa-ble limits exceeded 0,975

Ch 1, Sec 2, [1.2.1]


• the Society reviews the Inspection and MaintenancePlan, taking into account the results of the structuralanalysis, as well as the information concerning the shipdatabase.


Replace, in requirement [3.3.1], the rule reference “Ch 2, Sec 2, [1.2.1]” by “[2.2.1]”.



1.1.4 For ships not covered by SOLAS, the followingrequirements are applicable:• piping and arrangements of fuel oil and lubricating oil

systems: Pt C, Ch 1, Sec 10• control of electrical installations: Pt C, Ch 2, Sec 3,

[2.2.7], Pt C, Ch 2, Sec 3, [2.2.8] and Pt C, Ch 2, Sec 3,[2.2.9]

• arrangements of remote stop: Pt C, Ch 4, Sec 2, [2.1]• arrangements of machinery spaces: Pt C, Ch 4, Sec 6,

[4.1.2].



Part E



Replace the 13th item in the bulleted list of item g) by:

• performance standards for electronic chart displayand information systems (Resolution MSC.191 (79),MSC.232 (82))

Insert the following item between the 20th and 21st items in the bulleted list of item g):

• adoption of the revised performance standards forintegrated, navigation systems (INS) (ResolutionMSC.252 (83))


Delete the 18th and 19th items (OMBO) and the 24th and 25th items (Vigilance system and Watchalarm) of the bulleted list.


Delete row N°8 and replace row N°10 by:

Table 1 : Documentation to be submitted


Delete the 11th row (Call system) in Table 2.


Delete sub-article [6.1].


Replace the 7th, 9th, 13th and 15th items of the bulleted list by:

• IMO A.1021 (26): 2009, Code on alerts and indicators• IMO SN.1/Circ.288: 2010, Guidelines for bridge equip-

ment and systems, their arrangement and integration(BES)

• IMO MSC.252 (83): performance standards for an inte-grated navigation system (INS)

• IMO MSC.191 (79), MSC.232 (82): performance stand-ards for electronic chart display and information systems


Delete the 13th row (Call system) and replace the first and the 12th rows of Table 1 by:

T2 : Table 1 : List of mandatory equipment

N° I/A (1) Documentation

10 A Diagram of the BNWAS (2)

EquipmentAdditional class notation

SYS-IBS SYS-IBS-1

Integrated Navigation System (INS) optional INS

Bridge Navigation Watch Alarm System (BNWAS) yes yes

Part E



Delete requirements [1.3.17] and [1.3.18].


1.3.19 Passage execution: the function of passage execu-tion in an Integrated Bridge System (IBS), as defined byIEC 61209, may be performed by an INS.



Software is to be developed in accordance with Pt C, Ch 3,Sec 3.


Delete row N°10 and replace row N°12 by:

T3 : Table 2 : Documentation to be submitted


Replace reference “IEC 1162” by “IEC 61162” in item a).


Replace the 1st item in the bulleted list of item a) by:

• collect IMO requirements referring generally to SYS-IBS (e.g. SOLAS Chapter V and Code on Alerts andIndicators (IMO A.1021 (26))


Replace reference “IEC 1161” by “IEC 61162” in the 14th item of the bulleted list.

Replace reference “IEC 1162-1” by “IEC 61162-1” in the 17th item of the bulleted list.


Replace reference “IEC 1162” by “IEC 61162” in the 1st item of the bulleted list.

Replace references “IMO A.686 and A.830” by “IMO A.1021 (26)” in the 2nd item of the bulleted list.

N° I/A (1) Documentation

12 A Diagram of the BNWAS (2)

Part E


Ch 6, Sec 1, [1.1.1]

Replace the sentence introducing the first bulleted list by:

The additional class notations COMF-NOISE and COMF-VIBare assigned, in accordance with Pt A, Ch 1, Sec 2, [6.7], tothe following ships:

Replace the sentence introducing the second bulleted list by:

The notations COMF-NOISE and COMF-VIB are to be com-pleted as follows:

Ch 6, Sec 1, [1.2.1]

Delete ”, or under supervision of” in requirement [1.2.1].

Ch 6, Sec 1, [1.3.1]

Replace the sentence introducing the bulleted list by:

The present Chapter refers to the following standards appli-cable to noise:

Delete “Part 13, "Guidelines"“ in the 7th item of the bulleted list.

Add the following item at the end of the bulleted list:

• ISO 1996, "Acoustics - Description, measurements andassessment of environmental noise", namely:- Part 1, "Basic quantities and assessment procedure"- Part 2, "Determination of environmental noise levels".

Ch 6, Sec 1, [1.3.2]

Replace the sentence introducing the bulleted list by:

The present Chapter refers to the following standards appli-cable to vibration:

Ch 6, Sec 1, [2.1.2]


a) General:

Measurement and calibration equipments are to meetthe requirements of ISO 2923, IEC 61672-1, IEC 61260and IEC 60942 for noise, and ISO 6954 and ISO 8041for vibration.

Sound insulation measurement is to be carried outaccording to ISO 140-4 and ISO 140-14.

Impact measurement is to be carried out according toISO 140-7 and ISO 140-14.

Noise and vibration calibrators are to be verified at leastevery year. Measuring equipments are to be verified atleast every two year. This verification is to be done by anational standard laboratory or a competent laboratoryaccredited according to ISO 17025 (2005) as correctedby (Cor 1:2006).

Part E


Ch 6, Sec 1, [2.1.3]


a) For noise level:The nominal noise level is evaluated with LAeq,T value.LAeq,T (dB (A) re. 20µPa) is the equivalent continuous Aweighted sound pressure level, T greater than 20 sec-onds.Results are to be given on a table in global values(dB (A)).

Delete items c) and d).

Ch 6, Sec 1, [2.1.4]

Delete ”, or under the supervision of” in the first paragraph of requirement [2.1.4].

Ch 6, Sec 1, [2.2]


Ch 6, Sec 1, [2.2.3]

Replace the first item of the first bulleted list by:

• 3 dB (A) for 18% of all measured cabins and 5 dB (A) for2% of all measured cabins (with a minimum of 1 cabin)

Ch 6, Sec 1, [2.3.1]

Delete the last sentence of requirement [2.3.1].

Ch 6, Sec 1, [3.2]


3.2.1 Part of the noise measurement tests is to be con-ducted at quay or at anchorage (impact noises, determina-tion of insulation indexes between rooms). For thesespecific tests, no particular condition concerning output,loading conditions, water depth, weather conditions arerequired.

Ch 6, Sec 1, [3.3]


3.3.1 During the sea trials, propeller output is to corre-spond to the operating conditions specification of the shipand not less than 80% of the maximum continuous rating(MCR).

In particular, ships which are frequently operated by meansof a Dynamic Positioning system (DP system) shall requireadditional measurements to be performed in DP mode. The

Owner, Shipyard and Society shall agree on a process tosimulate the operation of the DP thruster system under con-ditions which would approximate station-holding at, orabove, 40 per cent of maximum thruster power for designenvironmental conditions that the ship operates in.

The list of machine and equipment to be run during the testsis, at least, to include (if present) the following:

Part E


• generating sets• air conditioning and machinery ventilation

• evaporators

• anti rolling devices• compressors and chillers

• cold rooms

• waste treatment units

• swimming pool with pumps

• jacuzzi and thalassotherapy equipment

• laundry with the entire equipment running.

3.3.2 Any other frequently used equipment (more than 1/3of the time at sea) is to be run at its normal operating condi-tions (if practicable).

Ch 6, Sec 2, [2.3]


2.3.1 Between two adjacent accommodation spaces,acoustic insulation is to be greater than the requirementsgiven in Tab 2 and Tab 3. Measurements are to be per-formed in situ, ship at quay or at anchorage.

Ch 6, Sec 2

Replace Table 1 by:

T4 : Table 1 : Noise level requirements

Replace Table 2 and Table 3 by:

T5 : Table 2 : Apparent weighted sound reduction indexes R’w in dB for passenger areas

T6 : Table 3 : Apparent weighted sound reduction indexes R’w in dB for crew areas

LocationsLAeq,T in dB (A)

grade = 1 grade = 2 grade = 3

Wheelhouse 63 64 65

Passenger cabins 50 54 58

Crew cabins 55 58 60

Offices 60 63 65

Galleys 72 73 75

Public spaces (type B), mess rooms (1) 60 63 65

Passages and type D spaces (1) 65 68 70

Engine control room 75 75 75

Open public areas 70 73 75

Other workspaces IMO resolution A 468 (XII)

(1) For the definition of type A to type D public spaces, refer to Ch 6, Sec 1, [1.4.1].

Locations grade = 1 grade = 2 grade = 3

Cabin to cabin 40 38 36

Corridor to cabin 38 36 34

Stairs to cabin 50 50 50

Public spaces to cabin 53 50 48

Note 1: When the area of the tested partition is less than10 m2, a minimum value of 10 m2 is to be considered for thecalculation of index R'w.







Part E



Replace the head of Table 4 and insert the rows “Offices” and “Galleys” as follows:





Ch 6, Sec 3, [2.1.2]

Replace the first sentence in item a) of the alphanumeric list by:

Measurements are to be taken at a height between 1,2and 1,6 m from the deck and at a distance above 1,0 mfrom any boundary surface of the room.

Ch 6, Sec 3, [2.3]


2.3.1 Between two adjacent accommodation spaces,acoustic insulation is to be greater than the requirementsgiven in Tab 1. Measurements are to be performed in situ,ship at quay or at anchorage.

LocationsVibration velocity (mm/s) values from 1 Hz to 80 Hz


Offices 3 4 5

Galleys 5 5,5 6

LocationsVibration velocity (mm/s peak) values from 5 Hz to 100 Hz

grade = 1PK grade = 2PK grade = 3PK

Offices 3 3,5 4

Galleys 5 5,5 6

LocationsAcceleration (mm/s2 peak) values from 1 Hz to 5 Hz

grade = 1PK grade = 2PK grade = 3PK

Offices 96 111 125

Galleys 157 172 188

Part E


Ch 6, Sec 3

Replace Table 1 by:


Replace Table 2 by:


Ch 6, Sec 4, [2.1.2]

Add the following sentence at the end of item c):

These measurements are dedicated to passenger cabinsonly.

Ch 6, Sec 4, [2.3]


2.3.1 Between two adjacent accommodation spaces,acoustic insulation is to be greater than the requirementsgiven in Tab 1 and Tab 2. Measurements are to be per-formed in situ, ship at quay or at anchorage.









Wheelhouse 60 63 65

Radio room (1) 55 57 60

Cabins 52 55 60

Offices 57 60 65

Public spaces, mess rooms 57 60 65

Hospital 55 58 60

Engine control room (2) 70 73 75

Open recreation areas (3) 70 73 75

Galleys (2) 72 72 75

Workshops (2) 85 85 85

Alleyways, staircases and passages in crew areas 70 73 75

(1) Equipment switched on but not emitting.(2) Equipment switched on but not processing.(3) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection.

Part E


Ch 6, Sec 4

Replace Table 1 and Table 2 by:



Replace Table 3 by:



Cabin to cabin (top level)

45 42 40

Cabin to cabin (standard)

41 38 36

Cabin to cabin with communication door (standard)

40 37 35

Corridor to cabin (top level)

42 40 37




Discotheques and show rooms to cabin

64 62 60






Public spaces and mess to cabin

45 45 45




Passenger top level cabins 45 47 50

Passenger standard cabins 49 53 56

Restaurants, cafeterias and type B spaces (1) 55 58 62

Public shop, passages (type D) (1) 60 63 65

Passenger spaces (type A) (1) 65 68 72

Passenger spaces (type C) (1) 53 56 59

Outside installations (swimming pools, sport decks, ...) (2) (4) 65 70 75

Wheelhouse 60 63 65

Radio room (3) 55 57 60

Crew cabins 52 55 60

Offices 57 60 63

Crew public spaces, mess rooms 57 60 63

Hospital 55 57 60

Engine control room (3) 70 73 75

Crew open recreation areas (2) 70 73 75

Galleys (2) 72 72 75

Workshops (2) 85 85 85

Alleyways, staircases and passages in crew areas 70 73 75

(1) For the definition of type A to type D public spaces, refer to Ch 6, Sec 1, [1.4.1].(2) A tolerance of 5 dB (A) may be accepted for measurements at less than 3 m from ventilation inlet/outlet. (3) Equipment switched on but not processing.(4) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection.

Part E


Ch 6, Sec 4, [3.1.2]

Replace the bulleted list by:

• From the aft part of the ship to the front bulkhead of thecasing:- minimum of 20% of cabins- all public spaces and open decks.For large public rooms (lounges, restaurants, …) meas-urements are to be carried out in different locations,each measuring point covering less than 80 m2.

• From the front bulkhead of the casing to the fore end ofthe ship:- minimum of 10% of cabins- all public spaces and open decks.For large public rooms (lounges, restaurants, …) meas-urements are to be carried out in different locations,each measuring point covering less than 150 m2.

Ch 6, Sec 4, Tab 4, Ch 6, Sec 4, Tab 5 and Ch 6, Sec 4, Tab 6

Replace note (1) in the foot of Table 4, Table 5 and Table 6 by:

T12 :

Ch 6, Sec 5, [2.1.2]

Add the following sentence at the end of item c):

These measurements are dedicated to passenger cabinsonly.

Ch 6, Sec 5, [2.2.1]

Replace reference “Ch 6, Sec 1, [1.3]” by “Ch 6, Sec 1, [1.4]”.

Ch 6, Sec 5, [2.3]


2.3.1 Between two adjacent accommodation spaces,acoustic insulation is to be greater than the requirementsgiven in Tab 1 and Tab F. Measurements are to be per-formed in situ, ship at quay or at anchorage.

Ch 6, Sec 5

Replace Table 1 and insert Table F as follows:


T14 : Table F : Apparent weighted sound reduction indexes R’w in dB for crew areas







Public spaces designed for loud music to cabin

64 62 60








Part E


Replace Table 2 by:


Replace Table 3, Table 4 and Table 5 by:

T16 : Table 3 : Overall frequency weighted r.m.s vibration levels

T17 : Table 4 : Single amplitude peak vibration levels from 5 Hz to 100 Hz

Locations

LAeq,T in dB (A)

Harbour Sea

grade = 1 grade = 2 grade = 3 grade = 1 grade = 2 grade = 3

Wheelhouse − − − 65 65 65

Passengers cabins 40 45 50 50 54 58

Lounges 45 50 55 55 58 62

Open recreation areas (1) 55 60 65 75 80 85

Crew cabins 45 50 55 55 58 60

Public spaces (type B), mess rooms (2) 55 58 60 60 63 65

Passages and type D spaces (2) 60 63 65 65 68 72

Other workspaces IMO resolution A 468 (XII)

(1) Measurement carried out with 3 Beaufort or less, with a windscreen microphone protection.(2) For the definition of type A to type D public spaces, refer to Ch 6, Sec 1, [1.4.1].

Locations

Vibration velocity (mm/s) values from 1 Hz to 80 Hz

Harbour Sea

grade = 1 grade = 2 grade = 3 grade = 1 grade = 2 grade = 3

Wheelhouse − − − 2,5 3,5 4,5

Passengers cabins 1,0 1,5 2,0 2,0 2,5 3,0

Lounges 1,0 1,5 2,0 2,0 2,5 3,0

Open recreation areas 2,0 2,5 3,0 3,0 4,0 4,5

Crew cabins 2,0 2,5 3,0 2,5 3,0 3,5

Public spaces (type B), mess rooms (1) 2,0 2,5 3,0 3,0 3,5 4,0

Passages and type D spaces (1) 2,0 3,0 4,0 3,0 4,0 5,0


Locations

Vibration velocity (mm/s peak) values from 5 Hz to 100 Hz

Harbour Sea

grade = 1PK grade = 2PK grade = 3PK grade = 1PK grade = 2PK grade = 3PK

Wheelhouse − − − 2,5 3,5 5,0

Passengers cabins 1,0 1,5 2,5 2,0 2,5 3,0

Lounges 1,0 1,5 2,5 3,0 3,5 4,0

Open recreation areas 2,0 3,0 4,0 3,5 4,5 5,0

Crew cabins 1,5 2,0 2,5 2,0 2,5 3,0

Public spaces (type B), mess rooms (1) 2,0 2,5 3,0 3,0 3,5 4,0

Passages and type D spaces (1) 2,0 3,0 4,0 3,0 4,0 5,0


Part E


T18 : Table 5 : Single amplitude peak vibration levels from 1 Hz to 5 Hz

Replace Table 6 by:

T19 : Table 6 : Sound insulation indexes R'w+C

Ch 6, Sec 5, [4.6]


4.6.1 When the noise level contains audible annoyingtonal components, an objective assessment should be car-ried out as described in ISO 1996-2:2007 Annex D.

A prominent tone in one-third-octave band is establishedwhen its level exceeds the time-average sound pressure lev-els of both adjacent one-third-octave bands by some con-stant level difference.

The constant level difference varies with the frequency asfollows:

• 15 dB in the low-frequency one-third-octave bands(25 Hz to 125 Hz)

• 8 dB in middle-frequency bands (160 Hz to 400 Hz)

• 5 dB in high-frequency bands (500 Hz to 10 000 Hz).

In case emergence is verified at one measuring point, a con-stant value of 5 dB (A) is to be added to the LAeq,T meas-ured at that point before to be compared to the values givenin Tab 2.



2.1.3 Ice beltThe ice belt is that portion of the side shell which is to bestrengthened. Its vertical extension is defined in Sec 2, Tab 1.


Replace the definition of T by:

T : Actual ice class draught of the ship, in m,according to [3.1.3]

Locations

Acceleration (mm/s2 peak) values from 1 Hz to 5 Hz

Harbour Sea

grade = 1PK grade = 2PK grade = 3PK grade = 1PK grade = 2PK grade = 3PK

Wheelhouse − − − 80 111 144

Passengers cabins 32 48 80 64 80 96

Lounges 32 48 80 96 111 125

Open recreation areas 64 96 125 111 144 157

Crew cabins 48 64 78 64 80 96

Public spaces (type B), mess rooms (1) 64 80 96 96 111 128

Passages and type D spaces (1) 64 96 125 96 125 157



Discotheques and show rooms to cabin

64 62 59

Part E



Replace the title of Table 1 by:

T20 : Table 1 : Vertical extension of ice strengthened area for plating (ice belt)

Ch 8, Sec 2, [4.1.2]

Replace the second formula by:



4.3.1 Ice stringersThe section modulus w, in cm3 and the effective sectionarea ASh, in cm2, of an ice stringer are to be not less than thevalues obtained from the following formulae:

where:h : Height, in m, of load area defined in [3.2.1], with-

out the product ph being taken less than 0,15mS : Boundary condition coefficient for the ordinary

stiffener considered, to be taken equal to 13,3for a continuous beam; where the boundaryconditions deviate significantly from those of acontinuous beam, e.g. in an end field, a smallerboundary condition coefficient may berequired. In such a case, for girders withoutbrackets, a value of m = 11,0 is to be used

F6 : Factor that takes into account the distribution ofload to the transverse frames, to be taken equal to:• for ice stringers within the ice belt, F6=0,90

• for ice stringers outside the ice belt,F6=0,80(hS/lS)

F7 : Factor that takes into account the design pointof girders to be taken equal to 1,8

F8 : Factor that takes into account the maximumshear force versus load location and the shearstress distribution to be taken equal to 1,20

hS : Distance to the ice belt as defined in Tab 1, in m

lS : Distance to the adjacent ice stringer, in m

4.3.2 Vertical primary supporting member checked through simplified model

For vertical primary supporting members which may be rep-resented by the structure model represented in Fig 4, thesection modulus w, in cm3, and the effective shear area ASh,in cm2, are to be not less than the values obtained from thefollowing formulae:

where:F : Load transferred to a vertical primary supporting

member from a stringer or from longitudinalordinary stiffeners, to be obtained, in kN, fromthe following formula:

F = F10 p h s 103

F10 : Factor that takes into the design point of girdersto be taken equal to:• for vertical primary supporting members

within the ice belt, F10 = 1,80

• for vertical primary supporting membersoutside the ice belt,

F10 = 1,80 (1 − hS / lS), where hS and lS are tobe taken as defined in [4.3.1]

F9 : Factor that takes into account the shear forcedistribution to be taken equal to 1,1

Q : Maximum calculated shear force, in kN, underthe ice load F

M : Maximum calculated bending moment, inkN.m, under the ice load F to be taken equal toM = 0,193 Fl

ν : Coefficient defined in Tab 8 α : Coefficient defined in Tab 8 p : Design ice pressure, in N/mm2, defined in

[3.2.2], where the value of ca is to be calculatedassuming la equal to 2S

S : Distance between web frames, in mh : Height, in m, of load area defined in [3.2.1], with-

out the product ph being taken less than 0,15ASh1 : Required shear area, in cm2

Aa : Actual cross-sectional area, in cm2 of the verti-cal primary supporting member, to be takenequal to AF + AW

t 667s pF2ReH

-------------- tc+=

wF6F7phl

2

mSReH

-----------------------106=

ASh3F6F7F8 phl

2ReH

-----------------------------------104=

w MReH

-------- 11 νASh1 Aa⁄( )2–----------------------------------------

⎝ ⎠⎛ ⎞

12---

103=

ASh 10 3F9αQReH

----------------------=

Part E



Replace Table 8 by:

T21 : Table 8 : Coefficients α,ν

Replace Figure 4 by:

Figure 4 : Reference structure model

Ch 8, Sec 3, [1.4.2]

Replace the definition of n, at the end of item a), by:

n : Rotational propeller speed in bollard condi-tion. If not known, n is to be taken equal tothe values given in Tab 7

Ch 8, Sec 3, [1.4.4]

Replace the title of item d) by:

d) Design torque along propulsion shaft line

AF/AW α ν

0,20 1,23 0,44

0,40 1,16 0,62

0,60 1,11 0,71

0,80 1,09 0,76

1,00 1,07 0,80

1,20 1,06 0,83

1,40 1,05 0,85

1,60 1,05 0,87

1,80 1,04 0,88

2,00 1,04 0,89

Note 1:AF : Cross-sectional area of the face plate,AW : Cross-sectional area of the web.

�

Part E


Ch 8, Sec 3, [1]

Replace sub-articles [1.5] and [1.6] by the following sub-articles [1.5] to [1.12]:

1.5 Propeller blade design

1.5.1 Calculation of blade stressesThe blade stresses are to be calculated for the design loadsgiven in [1.4.2]. Finite element analysis is to be used forstress analysis for final approval for all propellers. The fol-lowing simplified formulae can be used in estimating theblade stresses for all propellers at the root area (r/R < 0,5).

The root area dimensions based on the following formulacan be accepted even if the FEM analysis shows greaterstresses at the root area:

where:

C1 : Constant equal to:

If the actual value is not available, C1 is to betaken as 1,6.

MBL : For relative radius r/R < 0,5:

MBL = (0,75 − r/R) R ⋅ F

where F is the maximum of Fb and Ff , which-ever is greater.

1.5.2 Acceptability criterionThe following criterion for calculated blade stresses is to befulfilled:

where:

σst : Calculated stress for the design loads.

If FEM analysis is used in estimating the stresses,von Mises stresses are to be used.

1.5.3 Fatigue design of propeller bladeThe fatigue design of the propeller blade is based on an esti-mated load distribution for the service life of the ship andon the S-N curve for the blade material. An equivalent stressthat produces the same fatigue damage as the expectedload distribution is to be calculated and the acceptabilitycriterion for fatigue is to be fulfilled as given in [1.5.4]. Theequivalent stress is normalised for 100 million cycles.

If the following criterion is fulfilled, fatigue calculationsaccording to this sub-article are not required:

where:

B1, B2, B3 : Coefficients for open and ducted propellers:

• for open propellers:

B1 = 0,00270

B2 = 1,007

B3 = 2,101

• for ducted propellers:

B1 = 0,00184

B2 = 1,007

B3 = 2,470

For calculation of equivalent stress, two types of S-N curvesare available:

• two-slope S-N curve (slopes 4,5 and 10), see Fig 6

• one-slope S-N curve (the slope can be chosen), see Fig7.

The type of the S-N curve is to be selected to correspond tothe material properties of the blade. If the S-N curve is notknown, the two-slope S-N curve is to be used.

a) Equivalent fatigue stress

The equivalent fatigue stress σfat for 100 million stresscycles, which produces the same fatigue damage as theload distribution, is given by the following formula:

σfat = ρ (σice)max

where:

(σice)max : Mean value of the principal stress ampli-tudes resulting from design forward andbackward blade forces at the location beingstudied and defined by:

(σice)max = 0,5 [(σice)f max − (σice)b max]

(σice)f max : Principal stress resulting from forward load

(σice)b max : Principal stress resulting from backwardload.

In calculation of (σice)max, case 1 and case 3 (or case 2and case 4) are considered as a pair for (σice)f max and(σice)b max calculations. Case 5 is excluded from thefatigue analysis.

b) Calculation of parameter ρ for two-slope S-N curve

The parameter ρ relates the maximum ice load to thedistribution of ice loads according to the regression for-mula:

where:

C1, C2, C3, C4 : Coefficients given in Tab 10

σfl = γε ⋅ γv ⋅ γm ⋅ σexp

with:

γε : Reduction factor for scatter and test speci-men size effect

γv : Reduction factor for variable amplitudeloading

γm : Reduction factor for mean stress.

The following values may be used for the reduction fac-tors if the actual values are not available:

γε = 0,67

γv = 0,75

γm = 0,75

σst C1MBL

100ct2-----------------=

C1actual stress

stress obtained with beam equation-------------------------------------------------------------------------------------------=

σref2

σs t

---------- 1 5,≥

σexp B1 σref2

B2 Nice( )B3log⋅ ⋅≥

ρ C1 σ ice( )max

C2 σ⋅ fl

C3Nice( )

C4log⋅ ⋅=

Part E


c) Calculation of parameter ρ for constant-slope S-N curve

For materials with a constant-slope S-N curve (see Fig7), parameter ρ is to be calculated from the followingformula:

where:

k : Shape parameter of the Weibull distribution:

• for ducted propellers: k = 1,0

• for open propellers: k = 0,75

NR : Reference number of load cycles (equal to100 million)

G : Parameter defined in Tab 11. Linear interpo-lation may be used to calculate the value ofG for other m/k ratios than those given inTab 11.

1.5.4 Acceptability criterion for fatigue

The equivalent fatigue stress at all locations on the blade isto fulfil the following acceptability criterion:

where:

σfl : As defined in [1.5.3], item b).

1.6 Controllable pitch propeller

1.6.1 Spindle torque due to blade failure

Spindle torque Qspex around the spindle axis of the blade fit-ting is to be calculated for the load case described in [1.4.5]for Fex.

Qspex , in kN⋅m, is to be such that:

where:

Lex : Maximum distance, in m, from the spindle axisto the leading or trailing edge, whichever isgreater, at 0,8R radius.

The spindle arm may be reduced to 1/3 Lex , provided plasticFEM analysis is performed to evaluate the blade failureloads and the corresponding spindle torque values.

1.6.2 Design of blade flange and bolts, propeller hub and controllable pitch mechanism

The blade bolts, the controllable pitch mechanism, the pro-peller boss and the fitting of the propeller to the propellershaft are to be designed to withstand the design loadsdefined in [1.4]. The safety factor against yielding is to begreater than 1,3 and the safety factor against fatigue greaterthan 1,5. In addition, the safety factor against yielding forloads resulting from loss of the propeller blade throughplastic bending as defined in [1.4.5] is to be greater than1,0.

1.6.3 Blade bolts and flangesBlade bolts and flanges are to withstand the bendingmoment Mbolt , in kN⋅m, considered about the bolt pitch cir-cle axis, or another relevant axis for not circular flanges,parallel to the considered root section:

where:

rbolt : Radius from the shaft centreline to the bladebolt plan, in m.

Blade bolt pre-tension is to be sufficient to avoid separationbetween the mating surfaces, applying the maximum for-ward and backward ice loads defined in [1.4.2].

The maximum stresses of blade flange, crank carrier andhub due to the load induced by Mbolt are to remain belowthe corresponding yield strengths.

Separate means, e.g. dowel pins, are to be provided inorder to withstand a spindle torque resulting from bladefailure (Qspex) or ice interaction (Qsmax), whichever is greater.

The rule diameter ddp of the dowel pins, in m, is given bythe following formula:

where:

PCD : Pitch circle diameter of the dowel pins, in mm

i : Number of pins

Qs : Spindle torque, in kN⋅m, equal to:

Qs = max (1,3 Qsmax ; Qspex) − QfrR − Qfr2

with:

QfrR : Friction torque in blade bearing, inkN⋅m, caused by the reaction forcesdue to Fex

Qfr2 : Friction torque between connectedsurfaces resulting from blade boltpretension forces, in kN⋅m.

Friction coefficient of 0,15 is to be applied forcalculation of QfrR and Qfr2, unless otherwisejustified.

1.6.4 Components of the pitch control systemComponents of controllable pitch mechanisms are to bedesigned to withstand the blade failure spindle torque Qspex

and the maximum blade spindle torque Qsmax.

The blade failure spindle torque Qspex is not to lead to anyconsequential damages.

Fatigue strength is to be considered for the parts transmittingthe spindle torque Qs from the blades to a servo system,considering Qs acting on one blade.

The maximum spindle torque amplitude Qsamax is definedby:

where:

ρ GNice

NR

---------⎝ ⎠⎛ ⎞

1m-----

In Nice( )[ ]1–k

------

=

σf l

σf at

-------- 1 5,≥

Qsp ex23---Lex Fex⋅≥

Mbolt Fex 0 8D2---- rbo lt–,

⎝ ⎠⎛ ⎞=

ddp 103 8 3Qs

PCD i π Re⋅ ⋅ ⋅------------------------------------=

QsamaxQsb Qsf+

2-----------------------=

Part E


Qsb , Qsf : Spindle torques due, respectively, to ice back-ward and forward forces.

The formula given in [1.4.2] item g) may beused to determine Qsb and Qsf.

1.6.5 Servo oil pressure

Design pressure for servo oil system is to be taken as themaximum working pressure, taking into account the loadcaused by Qsmax or Qspex when not protected by relief valves,reduced by relevant friction losses in bearings caused by therespective ice loads. Design pressure is, in any case, not tobe less than the relief valve set pressure.

1.7 Propulsion line design

1.7.1 Design principle

The strength of the propulsion line is to be designed accord-ing to the pyramid strength principle. This means that theloss of the propeller blade is not to cause any significantdamage to other propeller shaft line components.

The shafts and shafting components, such as the thrust andstem tube bearings, couplings, flanges and sealings, are tobe designed to withstand the propeller/ice interaction loadsas given in [1.4]. The safety factor is to be at least 1,3.

The ultimate load resulting from total blade failure asdefined in [1.4.5] is not to cause yielding in shafts and shaftcomponents. The loading is to consist of the combinedaxial, bending, and torsion loads, wherever this is signifi-cant. The minimum safety factor against yielding is to be1,0 for bending and torsional stresses.

1.7.2 Materials

In addition to the requirements of [1.3.1], the shaft materialis to comply with Pt C, Ch 1, Sec 7, [2.1.2].

1.7.3 Scantling of propeller, intermediate and thrust shafts

The minimum rule diameter dice , in mm, of propeller, inter-mediate and thrust shafts with ice strengthening is equal to:

where:

Kice-s = Qr / Qn ≥ 1

d : Rule shaft diameter, defined in Pt C, Ch 1, Sec7, [2.2.3].

1.7.4 Scantling of gear shaft

This requirement applies to parts of pinions and wheelshafts between bearings. The other parts of the gear shaftmay be considered as intermediate shaft parts.

The minimum rule diameter dice , in mm, of gear shaft withice strengthening is equal to:

where:

Kice-s = Qr / Qn ≥ 1

d : Rule shaft diameter, defined in Pt C, Ch 1, Sec6, [4.4.2].

1.7.5 Calculation of propeller blade failure

The calculation of load due to blade failure is to take intoaccount compression, flexion and torque on shaft inducedby the force Fex . The corresponding calculated von Misesstress is to remain below the shaft material yield strength.

The propeller shaft diameter in way of the aft stern tubebearing is to be at least equal to the minimum rule diameterdice calculated according to [1.7.3], without being less thanthe rule diameter dex given by the following formula:

where:

Re : Yield strength of propeller shaft material, in MPa

Q : Factor equal to di / do, as defined in Pt C, Ch 1,Sec 7, [2.2.3].

Forward of the aft stern tube bearing, the propeller shaftdiameter may be reduced based on direct calculation of theactual bending moments or on the assumption that thebending moment caused by Fex is linearly reduced to 50%at the next bearing, down to zero at the third bearing.

The shaft diameter of the corresponding section is, in anycase, not to be less than the minimum rule diameter dice cal-culated according to [1.7.3].

1.7.6 Alternative design procedure

Alternative calculation methods to determine design loadsof the propulsion components may be considered by theSociety. Any alternative calculation method is to include allthe relevant loads on the complete dynamic shafting systemunder all permissible operating conditions. The peak oper-ating torque is therefore to be calculated by means of tor-sional vibration analysis of the propulsion line, includingice loads and main engine excitations in accordance withthe requirements of [1.4.4].

Moreover, an alternative calculation method is to take intoaccount continuous and transient operating loads (dimen-sioning for fatigue strength) and peak operating loads(dimensioning for yield strength). The ratio of yield strengthwith respect to corresponding maximum stress is to be atleast 1,3 in plain shaft section and 1,0 in stress concentra-tions sections. The fatigue strength is to be determined withconsideration of the dimensions and arrangements of all theshaft connections, and the safety factor is to be at least 1,5.

1.8 Coupling

1.8.1 Flange couplings

The dimensions of coupling flanges are to comply with therequirements of Pt C, Ch 1, Sec 7, [2.5.1].

When the bolts are not fitted, the minimum transmittedtorque is equal to the nominal torque Qn multiplied by theflange coupling ice factor Kice-cp given by:

where:

dice d Kice-s

13---

⋅=

dice d Kice-s

13---

⋅=

dex 160FexD

Re 1 Q4–( )---------------------------

13---

=

Kice-cpQpeak

Qn

------------ 1≥=

Part E


Qpeak : Maximum peak torque, in kN⋅m, to be deter-mined from the results of torsional vibrationanalysis due to ice impact.

As an alternative, the following estimation maybe used:

• for main propulsion systems powered bydiesel engines fitted with slip type or highelasticity couplings, by turbines or by elec-tric motors:

Qpeak = Qemax + Qmax ⋅ I / It

• for main propulsion systems powered bydiesel engines fitted with couplings otherthan those mentioned above:

Qpeak = 1,2 Qemax + Qmax ⋅ I / It

In case of fitted bolts, the requirements of Pt C, Ch 1, Sec 7,[2.5.1] apply, using the rule shaft diameter defined in[1.7.3].

The safety factors to be applied are indicated in Pt C, Ch 1,Sec 7, [2.5.1]. With respect to torque transmission, areduced safety factor of 1,3 may be applied, provided that1,3 Qpeak > 2,5 Qn .

Moreover, the bolts are to be designed so that the blade fail-ure load in forward or backward directions does not causeyielding.

1.8.2 Shrunk couplings

Non-integral couplings which are shrunk on the shaft bymeans of the oil pressure injection method or by othermeans may be accepted, provided that the design complieswith Pt C, Ch 1, Sec 7, [2.5.2]. The minimum transmittedtorque is the nominal torque multiplied by the ice factorKice-cp defined in [1.8.1].

The safety factors to be applied are indicated in Pt C, Ch 1,Sec 7, [2.5.2]. With respect to torque transmission, areduced safety factor of 1,3 may be applied, provided that1,3 Qpeak > 2,5 Qn .

1.8.3 Keyed couplings

Keyed couplings are, in general, not to be used in installa-tions with ice class notation.

Keyed couplings may be accepted, provided that the princi-pal mean of torque transmission is ensured by friction inaccordance with [1.8.2]. Moreover, the keyway is to com-ply with the requirements of Pt C, Ch 1, Sec 7, [2.5.5].

1.8.4 Flexible couplings

The flexible couplings are to comply with Pt C, Ch 1, Sec 7,[2.5.4]. In addition, the stiff parts of flexible couplings sub-jected to torque are to be designed to withstand the loadsdefined in [1.4.4], item d).

The maximum peak torque Qpeak in the flexible componentsis not to exceed the relevant limits specified by the manu-facturer. This is to be verified with a torsional vibration anal-ysis of the propulsion line, including ice loads inaccordance with the requirements of [1.4.4].

1.8.5 Clutches

Clutches are to have a static friction torque of at least 1,3times the peak torque Qpeak and a dynamic friction torque ofat least 2/3 of the static friction torque.

Emergency operation of clutch after failure of, e.g., operat-ing pressure is to be made possible within a reasonablyshort time. When arranged with bolts, the coupling is to beon the engine side of the clutch in order to ensure access toany bolt by turning the engine.

1.9 Gear

1.9.1 General

The load capacity of gearings is to comply with the require-ments of Pt C, Ch 1, Sec 6, provided that the parametersdefined in [1.9.2] to [1.9.4] are used in the detailedmethod.

1.9.2 Application factor

For the calculation of gearing including ice requirements,the application factor KA defined in Pt C, Ch 1, Sec 6, Tab 5is to be replaced by the application factor KA-ice equal to:

with:

Qeq : Equivalent ice torque calculated in accordancewith ISO 6336 Pt.6 A.3.

The following load spectrum is to be applied to the defini-tion of the ice torque on the propeller Qmax , in accordancewith the Weibull distribution:

where:

N : Number of cycles

Qmax : Maximum ice torque on the propeller, asdefined in [1.4.4]

Nice : Number of ice cycles, as defined in [1.4.2].

The load spectrum is to be divided into 10 load blocks min-imum and the effective number of cycles for each loadblock is calculated with the following formula:

where:

i : Index of each load block (starting at 1 for thehighest load value)

ni : Number of cycles for the load Qi defined by:

Qi = Qmax [1 – (i − 1) / imax]

with:

imax : Total number of blocks, taken notless than 10.

KA-ice KA

QeqIIt

--⋅

Qn

----------------+=

Qice N( ) Qmax 1Nlog

ZNice( )log---------------------------–=

ni ZNice( )i

imax--------------

nj 1–

j 2=

i

∑–=

Part E


1.9.3 Inertia ratio

The inertia ratio to be used is I / It .

Engine inertia is not to be neglected unless the peak torqueQpeak is calculated from the torsional vibration analysis asdefined in [1.4.4].

1.9.4 Safety factors

The safety factors SH and SF to be applied are those indi-cated in Pt C, Ch 1, Sec 6, [2.4.14] and Pt C, Ch 1, Sec 6,[2.5.15].

1.10 Chockfast calculation

1.10.1 The calculation of gearbox chockfast is to be car-ried out taking into consideration the load due to the trans-mitted torque and using the application factor KA-Ice.

1.11 Azimuthing main propulsors

1.11.1 Loading cases

In addition to the above requirements, special considerationis to be given to those loading cases which are extraordi-nary for propulsion units when compared with conven-tional propellers. The estimation of loading cases is toreflect the way of operation of the ship and the propulsor. Inthis respect, the following loads, for example, and if appli-cable, are to be considered:

• loads caused by the impacts of ice blocks on the propel-ler hub of a pulling propeller

• loads resulting from the thrusters operating at anoblique angle to the flow.

1.11.2 Design

The steering mechanism, the fitting of the unit and the bodyof the propulsor are to be designed to withstand the loss of ablade without damage. The loss of a blade is to be consid-ered for the propeller blade orientation which causes themaximum load on the component being studied, as, forexample, the top-down blade orientation in case of a pro-pulsor body.

Azimuth propulsor is also to be designed for estimatedloads caused by the propulsor body/ice interaction. Thepropulsor body is to stand the loads obtained when themaximum ice blocks, as defined in [1.2], strike the propul-sor body when the ship is at a typical ice operating speed.

In addition, the design situation where an ice sheet glidesalong the ship's hull and presses against the propulsor bodyis to be considered. The thickness of the sheet to be taken isthe thickness of the maximum ice block entering the propel-ler (see [1.2]).

1.12 Vibrations

1.12.1 The propulsion system is to be designed in such away that the complete dynamic system is free from harmfultorsional, axial, and bending resonances at a I-order bladefrequency within the designed running speed range,extended by 20% above and below the maximum and min-imum operating rotational speeds. If this condition cannotbe fulfilled, a detailed vibration analysis is to be carried outin order to determine that the strength of the componentsremains in the permissible range.

Ch 8, Sec 3, [2]

Delete sub-article [2.1].

Ch 8, Sec 3, [2.2.1]

Replace the first paragraph of [2.2.1] by:

2.2.1 For the scantlings of propellers and shafting, theeffect of the impact of the propeller blades against ice isalso to be taken into account.

Ch 8, Sec 3, [2.3]


2.3.1 MaterialThe percentage elongation after fracture, measured with aproportional type tensile specimen, of materials used forpropellers is to be not less than 15%. Materials other thancopper alloys are to be Charpy V-notch impact tested at atemperature of −10°C with a minimum average energy notless than 20 J.

Part E


Ch 8, Sec 3, [2.3.2]

Replace the first paragraph of [2.3.2] by:

When the notation ICE CLASS ID is requested, the width land the maximum thickness t of the cylindrical sections ofthe propeller blades are to be such as to satisfy the condi-tions stated in items a), b) and c) below.

Replace the definition of MG by:

MG : Value of the ice torque, in N⋅m, calculatedaccording to the formula given in [2.2.1].

Ch 8, Sec 3, [3]


3.1 Starting arrangements3.1.1 The capacity of the air receivers is to be sufficient toprovide without reloading not less than 12 consecutivestarts of the propulsion engine, if this one is to be reversedfor going astern, or 6 consecutive starts if the propulsionengine is not to be reversed for going astern.

If the air receivers serve any other purposes than starting thepropulsion engine, they are to have additional capacity suf-ficient for these purposes.

The capacity of the air compressors is to be sufficient forcharging the air receivers from atmospheric to full pressurein one hour, except for a ship having the notation ICECLASS IA SUPER and its propulsion engine reserved forgoing astern, in which case the compressor is to be able tocharge the receivers in half an hour.

Ch 9, Sec 1, Tab 2

Replace the rows for notations BWE and BWT by:

T22 : Table 2 : Required certificates


Delete Table 2.


Delete the third paragraph containing a bullet list.

Notations Certificate Applicable Rules and Regulations

BWE IBWM certificate (or Statement of compliance tothe BWM Convention before its entry into force)

International Convention on the Control and Managementof Ships’ Ballast Water and Sediments, Appendix 1

BWT Type approval certificate of the ballast watermanagement system

IMO Resolution MEPC.174(58), Appendix

Type approval certificate of the ballast watertreatment plant

IMO Resolution MEPC.169(57)

Part E




2.3.2 Design and arrangement of the sewage system

The ship is to be equipped with one of the following sewagesystems:• a sewage treatment plant, or• a sewage comminuting and disinfecting system fitted

with facilities for temporary storage of sewage when the

ship is less than 3 nautical miles from the nearest land,or

• a holding tank of the capacity to the satisfaction of theSociety for the retention of all sewage, having regard tothe operation of the ship, the number of persons onboard and other relevant factors.



2.3.3 Holding tanksThe holding tanks are to be efficiently protected against cor-rosion and fitted with a level indicator and a high levelalarm.

2.3.4 Sewage treatment plants and pipingSewage treatment plants are to be of a type approved inaccordance with the provisions of IMO ResolutionMEPC.159(55).Provisions are to be made in the design for easy accesspoints for the purpose of obtaining representative influentand effluent samples.


2.3.6 Discharge recordsProvisions are to be made to record the following parame-ters related to the sewage discharge:• date and time of discharge• position of the ship (latitude and longitude)• quantity of sewage discharged.



Delete the last paragraph of requirement [2.4.6].


Replace the paragraph after the first bulleted list by:

The deck container or area is to be fitted with a closeddrainage system.

Delete the end of requirement [2.6.3], from “A seven-barrel spill kit”.



Part E



Add the following Table D:

T23 : Table D : Minimum capacity of the bilge waterholding tank according to main engine rating


Insert the following sub-articles [3.2], [3.3], [3.4] and [3.5]:

3.2 Oily wastes3.2.1 The bilge water holding tank is to have a capacitythat provides to the ship the flexibility of operation in ports,costal waters and special areas, without the need to dis-charge de-oiled water overboard. The minimum capacity ofthe bilge water holding tank is not to be less than the greaterof the two following values (in m3):

• 0,075 S, where S is the surface of the vertical projection,in m2, of the largest machinery space drained into thebilge holding tank

• the value calculated from Tab D.

3.3 Wastewaters3.3.1 Design and arrangement of the sewage and

grey water systemsThe ship is to be fitted with a sewage system and a greywater system designed and arranged as follows:

• An approved sewage treatment plant or sewage commi-nuting and disinfecting system is to be provided.

• A tank is to be provided for the storage of untreated ortreated sewage with a capacity complying with [3.3.2].

• A tank is to be provided for the storage of grey waterswith a capacity complying with [3.3.2].

• Grey waters from galleys are to be collected separatelyfrom other grey waters and led through a grease trapprior to additional treatment, storage or discharge.

Note 1: Treated sewage and grey water holding tanks may be com-bined together.

Note 2: Plastic garbage is to be separated from sewage and/or greywaters before entering the treatment unit.

3.3.2 Holding tanksHolding tanks for sewage and grey water are to have acapacity sufficient for 24 hours operation of the ship, havingregard to the maximum number of persons on board, thedaily production of wastewater given in Tab 1 and other rel-evant factors.

3.3.3 Sewage sludges

Sludges from sewage treatment are to be collected andstored then discharged ashore or, where permitted, inciner-ated onboard.

Where provided, incineration devices are to completelyburn the sludges to a dry and inert ash and not to dischargefly ash, malodors or toxic substances.

The capacity of the sewage sludge tanks is to be calculatedtaking into consideration:

• the maximum period of voyage between ports wheresludge can be discharged ashore, or

• the incinerator capacity and whether incineration is per-mitted in the areas where the ship is intended to oper-ate.

In the absence of precise data, a figure of 30 days is to beused.

Ashes from sludge incineration are be disposed ashoreexcept where permitted under [2.4.7].

3.3.4 Discharge records

Provisions are to be made to record the following parame-ters related to the sewage and grey water discharges:

• date and time of discharge

• position of the ship (latitude and longitude)

• quantity of sewage and/or grey water discharged

• quantity of sludges incinerated or discharged ashore.

3.4 Food wastes

3.4.1 Food wastes and wastes contaminated with food areto be stored in high integrity sealed packaging and refriger-ated to 5°C.

Main engine rating (kW) (1) Capacity (m3)

up to 1000 1,5

above 1000 up to 20000 1,5 + (P − 1000) / 1500

above 20000 14,2 + 0,2 (P − 20000) / 1500

(1) For diesel-electric propulsions, the main engine ratingis to be substituted with the aggregate power of theelectric power motors.

Part E


3.5 Prevention of pollution by oil spillage and leakage

3.5.1 Containment systemsA seven-barrel spill kit containing the following is to beavailable on board, ready to be used during bunkeringoperation:• sorbents sufficient to absorb seven barrels of oil• non-sparking hand scoops, shovels and buckets• portable containers suitable for holding seven barrels of

recovered solid waste and seven barrels of recoveredliquid waste

• a minimum of 60 litres of a deck cleaning agent

• appropriate protective clothing to protect personnelfrom inhalation hazards, eye exposure and skin contact

• non-sparking portable pumps with appropriate hoses.

3.5.2 Oil detection in cooling water circuits

Hydrocarbon detectors are to be provided in sea water andfresh water cooling systems comprising fuel oil or lubricat-ing oil heat exchangers in order to detect any contamina-tion of the water.

Chapter 10

Replace Section 11 by the following Section 11:

Chapter 10 (Amendments January 2012)

Add the following Section 17 and Section 18:

Pt E, Ch 10, Sec 11


Chapter 10

Replace Section 11 by:

SECTION 11 COLD WEATHER CONDITIONS

1 General

1.1 Application

1.1.1 The additional class notations COLD DI and COLD(H tDH, E tDE) are assigned, in accordance with Pt A, Ch 1,Sec 2, [6.14.12], to ships intended for service in cold cli-mate environments.

The additional class notation COLD DI is assigned to shipsoperating in cold climate environments for shorter periods,not necessarily including ice covered waters and fitted withsystems and equipment for de-icing complying with therequirements of [2] to [4].

The additional class notation COLD (H tDH, E tDE) isassigned to ships operating in cold weather conditions, asdefined in [1.1.2], built and fitted with systems and equip-ment for de-icing complying with the requirements of [2] to[6], where tDH and tDE are defined in [1.1.2] for, respectively,hull and equipment exposed to low air temperature.

1.1.2 Cold weather conditionsThe requirements of this Section apply to ships intended tooperate with the following conditions:

• tDH : Lowest mean daily average air temperaturein the area of operation, in °C, to be consid-ered for the hull exposed to low air tempera-ture, provided by the ship designer

• tDE : Lowest design external air temperature inthe area of operation, in °C, to be consid-ered for the equipment exposed to low airtemperature, provided by the ship designer.This temperature can be set to 20°C belowthe lowest mean daily average air tempera-ture if information for the relevant trade areais not available

• Sea water temperature : not below −2°C

• Wind speed : not higher than 30 knots.

1.1.3 The requirements for the additional class notationCOLD DI concern mainly the following functions of theship and its equipment under cold weather conditions:

• decks and superstructures

• propulsion

• machinery installations

• electricity installations

• navigation

• crew protection

• elimination of ice where necessary for safe access.

The requirements for the additional class notation COLD(H tDH, E tDE) cover also:

• hull• stability• material.


1.2.1 Plans and documents to be submitted for approval

When the additional class notation COLD DI is assigned,the plans and documents listed in Tab 1 are to be submittedto the Society for approval.

Table 1 : Documents to be submitted for approvalCOLD DI and COLD (H tDH, E tDE)

Table 2 : Documents to be submitted for approvalCOLD (H tDH, E tDE) only

Plan or document

De-icing systems including heating systems:• diagrams of the steam, hot water, thermal oil piping or

other systems used for de-icing purposes• arrangement of the heat tracing systems• de-icing arrangements of ballast tanks, sea chests,

overboard discharges• de-icing arrangements for air intakes

De-icing devices distribution board

Wheelhouse and cargo control room de-icing systemarrangement

Plan or document

Distribution of steel qualities in structures exposed to low airtemperatures

Trim and stability booklet including the additional loadingconditions with ice accretion

Damage stability calculations when applicable for theloading conditions with ice accretion

Compartments containing internal combustion engines, aux-iliary systems, HVAC systems:• heat balance for ventilation / air supply to engine

turbo-blowers• heat balance for sea water / fresh water cooling circuits• minimum temperatures required for ambient air to ensure

satisfactory operation of the concerned equipment

Deck machinery arrangement (windlasses, winches and deckcranes) including their remote control system

Pt E, Ch 10, Sec 11


When the additional class notation COLD (H tDH, E tDE) isassigned, the plans and documents listed in Tab 2 are to besubmitted, in addition to those listed in Tab 1, to the Societyfor approval.

1.2.2 Plans and documents to be submitted for information

When the additional class notation COLD DI is assigned,the plans and documents listed in Tab 3 are to be submittedto the Society for information.

Table 3 : Documents to be submitted for informationCOLD DI and COLD (H tDH, E tDE)

When the additional class notation COLD (H tDH, E tDE) isassigned, the plans and documents listed in Tab 4 are to besubmitted, in addition to those listed in Tab 3, to the Societyfor information.

Table 4 : Documents to be submitted for informationCOLD (H tDH, E tDE) only

1.2.3 Plans and documents to be kept on board

The Owner is to keep on board the ship the following plansand documents and they are to be made available to theSurveyor:

• when the additional class notation COLD DI isassigned:


• when the additional class notation COLD (H tDH, E tDE)is assigned:


- stability manual including loading conditions withice accretion.

1.3 Testing

1.3.1 Following installation on board, the systems are to besubjected to operational tests to the satisfaction of the Sur-veyor.

2 Machinery installations

2.1 General

2.1.1 Application

The requirements contained in the present Article cover:

• the ship propulsion system and other essential systems,

• the prevention of ice formation which could be detri-mental to the safety of the ship or of the passengers andcrew.

2.1.2 Thermal barriers are to be considered for all pipe orduct penetrations from exposed decks or bulkheads.

2.2 Principles

2.2.1 Operation of the propulsion system and other essential systems

a) As a general rule, the temperature inside the machinerycompartments is to be kept above a minimum valueallowing the equipment located in those compartmentsto operate without restrictions. This applies in particularto the propulsion plant, the electricity generation plant,the emergency generating set, the emergency fire pumpand auxiliary systems (such as fuel oil transfer, supplyand return piping systems, lubricating oil systems, cool-ing systems, sewage systems, etc.) and to other essentialsystems as defined in Pt C, Ch 2, Sec 1.

b) The ventilation capacity can be adjusted so as to limitthe heat losses. It should however satisfy the engineneeds of combustion air while avoiding excessive vac-uum in the compartment.

Note 1: The attention is drawn to any requirements which mayimpose a minimum number of air changes in the compartment,in particular to avoid flammable oil or gas accumulation.

2.2.2 Prevention of ice build-up inside pipes and associated fittings

a) Arrangements are to be made to avoid the build-up ofice inside air pipes (in particular those connected to seachests, cooling water recirculation tanks and ballasttanks) and inside their automatic closing devices, wherefitted.

b) It also applies to:

• sounding pipes and overflow pipes serving coolingwater recirculation tanks and water ballast tanks

• piping systems located in exposed areas, includingro-ro spaces, such as compressed air lines, steamlines or steam drain lines when not in use

• spray water lines

• exposed deck scuppers, washing lines and dischargelines.

Note 1: The above mentioned systems are to be drained when notin use.

Plan or document

De-icing arrangements for gangways, access, working areas,etc.

List of tools for ice removal

Electrical load balance, including "de-icing case"

De-icing system layout (electrical heat tracing)

Procedure for de-icing the sea chests

Plan or document

Plan showing the detail of the location of the ice accretion,the detail of the area calculation and the total weight of icefor each area

Pt E, Ch 10, Sec 11


2.2.3 Prevention of ice build-up in air intakes

Arrangements are to be made to avoid ice accretion on thefresh air intake components (ventilators, louvers, casings,scuppers, etc.), in particular on those serving the machineryspaces, emergency generating set room and HVAC rooms.This may be accomplished by means of closed-circuit venti-lation sequences or by electric or steam tracing of the saidcomponents.

2.3 Design requirements

2.3.1 Arrangement of pipes subject to ice build-up

a) The pipes subject to ice build-up (see [2.2.2]) are to beplaced in unexposed locations, or protected by screen-ing, heat tracing or other suitable arrangement.

b) Where provided, the insulation material is to be pro-tected by a suitable sheath so designed as to withstandpossible sea impacts.

c) Exposed scuppers and discharge pipes are to bearranged with heat tracing.

2.3.2 Instrumentation

a) Provisions are to be made to ensure a satisfactory opera-tion of the level sensors and remote gauging indicatorsin ballast tanks.

b) Temperature sensors are to be provided in each ballasttank, giving an alarm in case of low temperature in thetank.

Note 1: The temperature alarms are to be inhibited when the bal-last capacities are not used.

c) Temperature and pressure sensors are to be fitted in seabay, so as to generate an alarm.

d) Ballast pumps are to be fitted with alarm and shutdown,in case of low pressure at the pump suction.

2.3.3 P/V valves

Specific heating is to be provided for the cargo P/V valves, ifany, so as to maintain their proper operation.

3 Electrical installations

3.1 General

3.1.1 The permanent electrical de-icing devices are tocomply with the rules indicated in Part C, Chapter 2.

3.1.2 Thermal barriers are to be considered for all cables orcable duct penetrations from exposed decks or bulkheads.

3.2 System design

3.2.1 Electrical power for de-icing devices

The electrical power necessary to supply the de-icingdevices is to be considered as a permanent load. A specificcase of load balance taking into account the load of thesede-icing devices is to be submitted to the Society.

3.2.2 Services to be considered for de-icing arrangement

The following services are to be considered for de-icingarrangement:

• heated bridge windows and heated cargo control roomwindows, including arrangement for heating/isolatingthe windows washing water system, which avoid forma-tion of ice, or mist reducing the visibility through thewindows

• installation of electrical de-icing system for all escapedoors and all main doors giving access to the deck area.The system is to be arranged so as to avoid formation ofice, which may block the door

• heating of bunker lines on deck, when electrical heattracing is provided together with insulation

• heating of scupper lines when electrical heat tracing isprovided

• sequence of ventilation in loop in the air inlet compart-ment so as to avoid ice formation on air intakes forHVAC, machinery room, and emergency generatorroom

• heating of wistle

• heating of antennas and similar equipment

• a socket outlet is to be provided close to each lifeboat soas to supply the heating system of lifeboat engine.

3.2.3 The electrical services as indicated in [3.2.2] are con-sidered as essential services. They may be activated manu-ally, when the outside temperature alarm is activated.

3.2.4 The heating power capacity for sizing the de-icingsystem is to be based on a minimum of 10 |tDE| W/m2, or300 W/m2, whichever is the larger.

3.2.5 When the outside temperature is below −10°C duringmore than 5 hours, an alarm is to be triggered, so as toinform the personnel that the de-icing system is to be putinto service.

3.3 Protection

3.3.1 The heating cables or electrical heating system are tobe protected against overload and short circuit.

3.3.2 When heating cables are of the self regulated type,the overload protection may be omitted.

3.3.3 The distribution boards dedicated to the de-icingdevices are to be arranged with indication of the devices inservice.

3.3.4 The distribution boards dedicated to the de-icingdevices are to be arranged with insulation monitoring. Aspecific alarm dedicated to this service is to be provided.

3.3.5 Where electrical heat tracing is provided in danger-ous area, the temperature surface of the cable is not toexceed the maximum temperature allowed for the type ofcargo, the ship is entitled to carry.

Pt E, Ch 10, Sec 11


4 Additional requirements

4.1 De-icing of deck areas

4.1.1 A steam, high pressure hot water, or electrical heatingsystem is to be provided on the exposed deck to allow thede-icing of the ship areas to which the crew may haveaccess during the normal operation of the ship, in particu-lar:

• manoeuvring area

• loading / unloading area

• area around the access to the deckhouses

• passageways, gangways, walkways.

4.1.2 The circulation on exposed decks is to be facilitatedby the use of appropriate gratings and stairs (includingescapes, access to lifeboats, to winching areas). Where nec-essary, safety lines are to be provided on the exposed deck.

4.1.3 Manual de-icing may be accepted as an alternativemethod to a limited extent, where such a method is foundappropriate and practical.

4.2 De-icing tools

4.2.1 De-icing tools, such as scrapers, lances, showels,etc., are to be provided on board to allow manual de-icing.

They are to be kept in stores of the main deck and at loca-tions protected from ice accretion.

The quantity of equipment is to be sufficient for manual de-icing operation.

4.3 Protection of deck machinery

4.3.1 Specific arrangement for protection of deck machin-ery (foam monitors, davits, lifeboats, lifejackets lockers,winches, windlasses, cranes), helideck and its access, sup-pressing the risk of ice formation, such as machinerylocated in protected spaces, or specific protection arrange-ment is to be provided.

4.4 HVAC

4.4.1 The HVAC plant is to be designed so as to ensureadequate temperature in the accommodation with outsideair temperature. Arrangement is made to control humidity.

4.5 Other protections

4.5.1 Specific protection, such as tarpaulins is to be fittedfor cargo valves and associated instrumentation.

5 Specific requirements for COLD (H tDH, E tDE)

5.1 Hull

5.1.1 Grades of steelThe grades of steel for structures exposed to low air temper-atures are given in Pt B, Ch 4, Sec 1.

5.1.2 Any fitting or construction lugs in the bow area are tobe removed. The bow area is to be of good well fared con-struction to reduce the possibility of spray production.

The selection and method of fitting of bow anchors withregard to potential spray formation is to be carefully consid-ered. Recessed anchors or anchors in pockets are to be con-sidered.

5.1.3 Shell plating and bow area are to be as smooth aspossible to prevent the formation of spray.

5.1.4 Bow anchors are to be recessed as far as possible orin pockets, with provision to ensure that they cannot freezein place.

5.1.5 Anchors and chain cables are to be of low tempera-ture steel suitable for the conditions defined in [1.1.2].

5.1.6 Material used in external structures above the water-line is to be appropriate for the lowest mean daily averageair temperature given in the class notation.

External structure is defined as the plating with stiffening toa distance of 0,6 meter inwards from the shell plating,exposed decks and sides of superstructure and deckhouses.

In general deckhouses and superstructures are of materialclass I. Deckhouses or superstructures exposed to longitudi-nal stresses within 0,6 L amidships are of material class II.

5.2 Stability

5.2.1 General

The requirements of Pt B, Ch 3, Sec 2, [2] and Pt B, Ch 3,Sec 2, [3] and the applicable requirements of Part E for shipswith the additional class notation SDS are to be compliedwith for the loading conditions described in Pt B, Ch 3, App2, taking into account the additional weight of ice indicatedin [5.2.2].

5.2.2 Weight of ice accretion

The weight distribution of the ice accretion is to be consid-ered as follows:

• 140 kg/m2 for the horizontal exposed areas

• 70 kg/m2 for the vertical or oblique exposed areas.

6 Additional requirements for machinery installations for COLD (H tDH, E tDE)

6.1 General

6.1.1 Application

The requirements contained in the present Article cover theship propulsion system and other essential systems, whichare to remain in operation in the temperature conditionsdefined in [1.1.2].

Pt E, Ch 10, Sec 11


6.1.2 Materials

The materials of pipes and other equipment located onopen deck and not insulated are to be suitable for the tem-perature tDH. The materials of pipes are to comply with rec-ognized standards such as EN10216-4, EN10217-6, etc.

The use of cast iron and other brittle materials are not per-mitted in areas exposed to low temperature.

Gaskets, jointing materials and seals are to be suitable forthe temperature tDH.

6.2 Principles

6.2.1 Operation of the propulsion system and other essential systems

a) Arrangements are to be made to ensure that the machin-ery can be brought into operation from the dead shipcondition assuming an air temperature of tDE.

b) A partial reduction in propulsion capability may beaccepted in cold weather conditions provided that thesafety of the ship is not impaired.

Note 1: The reduced power is not to be lower than the minimumpower required by the ice class notation, where applicable.

6.2.2 Sea inlet and overboard discharge de-icing

Arrangements are to be made to avoid any blockage by iceof:

• the sea inlets

• the overboard discharges situated above the water lineas well as up to 1 m below the ballast water line.

6.2.3 Ballast tank de-icing

a) Arrangements are to be provided to prevent water bal-last freezing in tanks adjacent to the shell and locatedtotally or partly above the ballast water line.

b) The following systems will be accepted to prevent waterballast freezing:

• heating systems

• internal circulating / pumping systems

• bubbling systems

• steam injection systems.

c) This also applies to other tanks subject to freezing (suchas fresh water, fuel oil).

6.2.4 Fire main and air vents heads

At least one of the fire pumps is to be connected to the seainlet referred to in [3.3.1].

Refer also to Pt C, Ch 4, Sec 6, [1.2.1].

Air vents heads are to be fitted with de-icing device.

6.3 Design requirements

6.3.1 Design of the sea inlets

a) The ship is to be provided with at least one sea bay fromwhich pumps supplying cooling water to essentialmachinery draw.

b) The sea bay is to:

• be supplied with water from at least two sea chests,and

• be connected to the sea chests by pipes, valves andstrainers with a cross sectional area equal to the totalarea of the suctions served by the sea bay.

c) The sea chests are to:

• be fitted on each side of the ship

• be as deeply submerged as possible

• have an open area to the sea of at least five times thetotal area of the pump suctions served by the sea bay

• be fitted with a strainer plate at the ship's side hav-ing perforations approximately 20 mm diameter toprevent ingestion of large ice particles

• be fitted with a steam or compressed air connectionfor clearing the strainer complying with Pt C, Ch 1,Sec 10, [2.8.4], item e).

d) Diversion valves and piping are to be provided at over-board cooling water discharges to permit warm water tobe returned to the sea chests to prevent blockage.

e) Suction pipes are to be connected as low as possible tothe sea chest.

Note 1: Other arrangements affording equivalent availability of thecooling water supply can also be considered. Engine cooling sys-tems served by water ballasts may be accepted subject to specialconsideration.

6.3.2 Design of heating systems intended for ballast tanks

a) Onboard ships where flammable cargo vapours mayenter the ballast tanks in case of structural damage, thetemperature of any part of the heating system is not toexceed the maximum temperature allowed for thecargo.

b) The heating lines including the return lines are to beindependent from those serving the cargo tanks.

c) Heating coils which are not in use are to be drained.

6.3.3 Bubbling systems

a) Bubbling systems are to be so designed as to avoid anyice formation in the tank which may be detrimental tothe tank structure.

b) The bubbling system is to include a sufficient number ofair nozzles distributed throughout the tank bottom.

c) The maximum pressure induced in the tank by the airsupply system is not to exceed the design pressure of thetank.

d) The bubbling system may be served:

• either by a dedicated compressed air plant, or

• by the general service air system provided its capac-ity takes into account the air consumption of thebubbling system.

6.3.4 Prevention of tank over-pressurisationProvisions are to be made to prevent over-pressurizing thetanks and sea chests when the air or steam injection systemis operating. Pressure reduction devices are to be fittedwhere deemed necessary.

Pt E, Ch 10, Sec 11


6.3.5 Supporting of pipesThe design and arrangement of the pipe supports and col-lars are to take into account the weight of ice accretion,which is calculated in accordance with the provisions of[5.2.2].

7 Additional requirements for electrical installations, navigation and communication equipment for COLD (H tDH, E tDE)

7.1 General

7.1.1 Electrical equipment fitted in open decks are to besuitable for operation at the temperature tDE.

7.2 Cableways supports

7.2.1 Cableways supports are to be designed so as to takeinto consideration the ice load.

7.3 Navigation and communication equipment

7.3.1 Attention is to be paid ensuring that navigation andcommunication equipment is suitable for the temperaturetDE.

7.4 Others protections

7.4.1 Personal protection and evacuation equipment are tobe suitable for the temperature tDE.

7.4.2 Personal protection for chemical tankers and gas carriers

The protective, safety and emergency equipment for person-nel protection (as required by IBC Code, as amended,Chapter 14 or IGC Code, as amended, Chapter 14) is to besuitable for the temperature tDE. The possibility for repeatedoperation of decontamination showers and an eyewash ondeck at the temperature tDE is to be carefully considered.

Pt E, Ch 10, Sec 17


Chapter 10 (Amendments January 2012)Add the following Section 17:

SECTION 17 BOW AND STERN LOADING / UNLOADING SYSTEMS

1 General

1.1 Application

1.1.1 The requirements of the present Section are applica-ble for oil tankers fitted with bow or stern loading/unload-ing systems and intended to be granted class notationsdefined in [1.2].

1.1.2 The requirements of the present Section are to beconsidered in addition to the applicable requirements ofPart D, Chapter 7.

1.2 Class notations

1.2.1 Additional class notation BLUSOil tankers equipped with bow loading/unloading systemsand complying with the requirements of the present Sectionmay be granted the additional class notation BLUS.

1.2.2 Additional class notation SLUSOil tankers equipped with stern loading/unloading systemsand complying with the requirements of the present Sectionmay be granted the additional class notation SLUS.

1.3 Scope of classification

1.3.1 Additional class notations BLUS and SLUS, asdefined in [1.2], cover classification requirements relatingto the following equipment and items:

• general arrangement of bow or stern loading/unloadingsystems

• cargo transfer piping for bow or stern loading/unloadingsystems

• relevant mooring arrangements

• traction winches and storage reel• bow and stern control stations• fire protection of areas relating to bow or stern load-

ing/unloading systems

• ventilation of spaces in relevant bow or stern areas.• electrical equipment for bow or stern loading/unloading

systems• instrumentation and automation for bow or stern load-

ing/unloading systems.

1.3.2 All equipment covered by additional class notationsBLUS and SLUS is to be function tested.

1.4 Definitions

1.4.1 Oil tankerFor the purpose of the present Note, oil tanker means a shipwith service notation oil tanker, as defined in Pt A, Ch 1,Sec 2, [4].

1.4.2 Hazardous areasHazardous areas are areas where flammable or explosivegases are normally present or likely to be present. Hazard-ous areas are categorized as Zone 0, Zone 1 and Zone 2, asdefined in Pt C, Ch 2, Sec 1, [3.24].

Detailed definitions of hazardous areas are given as followsin Pt D, Ch 7, Sec 5.

1.4.3 Cargo areaThe cargo area is that part of the ship that contains cargotanks as well as slop tanks, cargo pump rooms includingpump rooms, cofferdams, ballast or void spaces adjacent tocargo tanks or slop tanks as well as deck areas throughoutthe entire length and breadth of the part of the ship abovethese spaces.

When independent tanks are installed in hold spaces, thecofferdams, ballast or void spaces at the after end of theaftermost hold space or at the forward end of the forward-most hold space are excluded from the cargo area.


1.5.1 GeneralIn addition to the documentation requested by the ShipRules, the following documents are to be submitted:

• general arrangement of bow or stern loading/unloadingsystems and mooring arrangements, including load-ing/unloading manifold, traction winch, storage reel,fairleads and chain stoppers, relevant control stations

• hazardous area plan and electrical equipment data

• plans showing fire protection and fire extinguishingarrangements for the bow or stern loading/unloadingareas

• ventilation of spaces in bow or stern areas

• spill containment arrangements

• details of cargo piping from the cargo area to load-ing/unloading manifold, including standard construc-tion details

• operating manual.

Pt E, Ch 10, Sec 17


1.6 Operating Manual

1.6.1 An Operating Manual is to be submitted to the Soci-ety, for approval, as requested in [1.5.1].

1.6.2 The Operating Manual is to provide, at least, the fol-lowing information relating to ship operation:

• mooring procedure including specific operation ofmooring related equipment

• connection / disconnection of hose coupling

• emergency disconnection procedure

• cargo transfer

• specific loading conditions including cargo load distri-bution

• cleaning and gas-freeing

• provisions for avoiding overfilling of cargo tanks.

1.6.3 The Operating Manual is to provide references todrawings relating to relevant arrangements, equipment,safety installations, emergency escape routes.

2 Materials

2.1 General

2.1.1 Material for construction are to comply with therequirements of NR216 Material and Welding.

2.1.2 Unless otherwise specified, materials for cargo pipingare to comply with the requirements of Pt C, Ch 1, Sec 10applicable to piping systems of class III.

The requirements of Pt D, Ch 7, Sec 4, [3.3.2] are also to betaken into account.

3 General design

3.1 Mooring system

3.1.1 Mooring equipment are to be designed in accordancewith relevant requirements given in Pt B, Ch 10, Sec 4.

3.1.2 Mooring system is to be provided with a device indi-cating continuously the tension in lines during load-ing/unloading operations.

3.1.3 The requirement of [3.1.2] may be waived for shipsfitted with a dynamic positioning system for operations andintended to be assigned the additional class notationDYNAPOS, as defined in Pt A, Ch 1, Sec 2, [6].

3.1.4 Mooring system instrumentation is to include chainstopper control and mooring lines control.

3.2 Cargo piping system

3.2.1 Cargo piping outside cargo area is to be fitted with ashut-off valve at its connection with the piping systemwithin the cargo area and separating means such as blankflanges or removable spool pieces are to be provided whenthe piping is not in use, irrespective of the number and typeof valves in the line.

3.2.2 Connection with shore or offshore unit is to be fittedwith a shut-off valve and a blank flange. The blank flangemay be omitted when a patent hose coupling is fitted.

3.2.3 Cargo lines outside the cargo area are to be installedoutside accommodation spaces, service spaces, machineryspaces and control stations.

3.2.4 Pipe connections outside the cargo area are to be ofwelded type only, except for connections with manifold orloading/unloading equipment.

3.2.5 Spray shields are to be provided at the connectionstation, except where the loading/unloading manifold islocated outboard. Spill containment arrangements with suf-ficient capacity are to be provided under the load-ing/unloading manifold.

3.2.6 Cargo lines outside cargo area are to be providedwith arrangements for easy draining to the cargo area, in acargo tank.

3.2.7 Loading/unloading lines are to be fitted with meansto be purged by inert gas after use and maintained gas freewhen not in use. Due consideration is to be given to isola-tion between cargo and the inert gas system.

3.3 Ventilation

3.3.1 Air inlets, entrances and openings to machineryspaces, service spaces and control stations are to be locatedat least 10 m from the coupling and are not to be locatedfacing the cargo hose connection.

3.3.2 For ships intended to be assigned the additional nota-tion SLUS, due consideration is to be given to the locationof ventilation inlets and outlets of machinery spaces andopenings of deckhouses and superstructure boundaries.

3.4 Hazardous areas and electrical installations

3.4.1 Spaces used for housing loading/unloading hoses,cargo lines and loading/unloading manifold are to be con-sidered as hazardous area Zone 1.

3.4.2 Spaces within 3 m from the boundary of spill con-tainment arrangements are to be considered as hazardous,Zone 1.

3.4.3 Electrical equipment and cables located in hazardousareas are to be of a certified safe-type and are to complywith the requirements of Pt D, Ch 7, Sec 5.

3.5 Positioning

3.5.1 Ship positioning and manoeuvring during loading/unloading operations is to be ensured by:

• controllable pitch propeller

• side thrusters of adequate power.

3.5.2 For ships fitted with dynamic positioning system, therequirements given under the scope of additional classnotation DYNAPOS are to be complied with.

Pt E, Ch 10, Sec 17


3.6 Emergency Disconnection System (EDS)

3.6.1 Bow or stern loading/unloading systems are to beprovided with an automatic EDS and a back-up EDS.

3.6.2 Functions of automatic EDS are to be performed insequence and are to include:• tripping of transfer pumps• emergency closing of valves• coupler disconnection• mooring system release.

3.6.3 The back-up EDS is to be manually operated, allow-ing the individual operation of coupler and mooring system.

3.7 Control station

3.7.1 A control station from which are performed all opera-tions relating to ship positioning and monitoring of mooringand loading/unloading parameters is to be arranged in therelevant bow or stern area or on the navigation bridge.

3.7.2 Boundaries of the control station, including windowsand side scuttles, are to be of A-60 insulated.

3.7.3 Adequate emergency escape routes are to be pro-vided for the control station.

3.8 Communications

3.8.1 Means of communication, such as telephones, two-way portable radios, etc, are to be provided onboardbetween the control station and shore or offshore unit.Means of emergency communication are also to be pro-vided.

3.8.2 Means of communication are to be such that thecommunication can be maintained in the eventuality of anyequipment failure or incidents during loading/unloadingoperations.

3.8.3 Means of communication in hazardous areas are tobe of a certified safe-type.

3.8.4 A communication sequence is to be established forall phases of loading/unloading operation.

3.9 Safety features

3.9.1 The layout of bow or stern loading/unloading systemis to be based on the principle of the minimization of riskand consequences of relevant fire and explosion eventsrelating to bow or stern areas.

3.9.2 The following additional safety equipment is to beprovided, as a minimum:

• protection of mooring elements against shocks and con-tact with hull elements

• protection of hose coupling against shocks and contactwith hull elements

• additional water jets and foam monitors for bow or sternarea, at the satisfaction of the Society

• a fixed foam fire extinguishing system, at the satisfactionof the Society, covering loading/unloading areas

• a fixed water spray system covering the area of mooringelements, hose couplings and control station area.

3.9.3 Bow or stern loading/unloading system is not to inter-fere with the safe launching of survival craft. Provisions areto be made to protect launching stations from sprays in caseof hose and pipe bursting.

Pt E, Ch 10, Sec 18


Chapter 10 (Amendments January 2012)Add the following Section 18:

SECTION 18 SUPPLY AT SEA (SAS)

1 General

1.1 Application

1.1.1 The additional class notation SAS is assigned inaccordance with Pt A, Ch 1, Sec 2, [6.14.24], to ships hav-ing the service notation supply vessel fitted with installa-tions for underway ship-to-ship supply at sea of liquid andsolid supplies, complying with the requirements of this Sec-tion.

Specific operation may be added if relevant (e.g. SAS - seis-mic support).

1.1.2 The requirements of this Section apply in addition tothe requirements of Part D, Chapter 15.

1.1.3 Application to other types of ship may be consideredon a case-by-case basis.


1.2.1 The plans and documents to be submitted to the Soci-ety are listed in Tab 1.

1.3 Definitions

1.3.1 Supply At Sea (SAS)SAS means refuelling at sea or underway provisioning at seaof solid and liquid supplies.

1.3.2 SAS stationSAS station is the deck area fitted with SAS equipment pro-viding the capability to carry out underway provisioning ofliquid and/or solid cargo.

1.3.3 SAS control stationSAS control station is a station from which it is possible tooperate SAS equipment and observe the SAS operationsperformed at SAS station(s).

Table 1 : Documentation to be submitted

Documents to be submitted I/A (1)

Description and operation manuals of the ship's SAS systems and equipments, including limiting conditions for SASoperations

I

Plans showing each proposed combination of equipment, fully rigged A

Details of solid cargo to be transferred: maximum weight and dimensions I

Details of liquid cargo to be transferred and diagram of the fluid transfer system A

Details of maximum sea state and environmental conditions under which SAS operations are permitted I

General arrangement showing:• relative disposition of SAS stations and associated clearances• location of SAS control stations• arrangement of solid cargo transfer routes

I

Lifting appliances: plans and construction drawings of all lifting appliances, masts, derricks, rigs A

Mooring plan, including details and SWL of lines, bitts, fairleads and winches to be used I

Details of equipment identified for SAS operations. Design and installation loads on the equipment together withdetails of securing and holding down arrangements. Details of the access required for maintenance and to operatethe equipment

A

Description of safety devices (emergency breakaway, antislack devices, alarms, limit switches…) I

Drawings of the foundations of lifting appliances and winches, including footprint and reaction forces A

National or international regulations, standards or specifications used for type testing of equipment requiring typetesting according to Tab 3

I

SWL of all components of SAS installation I

Test and inspection programme for the test onboard: static load test, checking verifications, dynamic overload tests A

Details of structural reinforcement under SAS stations dump areas A

(1) I : To be submitted for information.A : To be submitted for approval.

Pt E, Ch 10, Sec 18


2 Design and construction

2.1 SAS equipment

2.1.1 Typical arrangementSolid supply installations are generally made of:

• support line and inhaul line with their necessary associ-ated items (hooks, derricks, mast...) to run the travellerblock manually or by means of winches between deliv-ery ship and receiving ship, or

• on-board cranes.

Liquids supply installations are generally made of:

• hose lengths secured by saddles to the support line withtheir necessary associated items (hooks, derricks,mast...) and run between both ships by means ofwinches, or

• floating hoses running between both ships (stern trans-fer).

Other types of SAS installations may be used and are to besubmitted to the Society for special examination.

2.1.2 GeneralSAS pieces of equipment onboard supply vessels are tocomply with the following requirements:

• they are to be type approved according to [4.1]

• certificates of inspection of materials and equipment areto be provided as indicated in [4.2]

• fitting onboard of the SAS equipment is to be witnessedby a Surveyor of the Society and the relevant certificateis to be issued

• demonstration of the strength, structural integrity andgood working of SAS equipment is to be effected foreach ship through shipboard testing as mentioned in[4.4] and this is to be reported in the above certificate.

2.1.3 Emergency breakawayAll SAS equipment and facilities are to be designed to per-mit the application of emergency breakaway proceduresthat are normally to be complete within one minute of thecommencement of initiation. Use may be made of quickrelease couplings and/or breakable couplings. Attention isto be given to the attachment of wires and ropes to winchdrums and the selection of emergency breakaway equip-ment (wire cutters, axes, etc.).

2.1.4 Prevention measuresFenders are to be provided to protect the ship from ship-to-ship contact during SAS operations.

Measurements are to be taken to prevent electrostatic haz-ards during liquids transfer operation.

2.1.5 Survey of elements within the scope of ship classification

The fixed parts of the SAS equipment and connections to shipstructure (masts, crane pedestals, winches and equipmentfoundations, local reinforcements under the dump area andtransfer lanes) are to be surveyed at the yard by a Surveyor ofthe Society within the scope of the ship classification.

2.1.6 Safe Working Load (SWL) of SAS equipment

The safe working load of SAS components is to be sufficientto withstand the maximum load to which such componentmay be subjected during the SAS operation. The safe work-ing load is to be indicated by the designer.

For tensioned spanwire, the SWL of the rigging componentsis the maximum design tension of the spanwire given by thedesigner.

As a rule, the SWL of the components which are not part ofthe tensioned line (i.e. riding and retrieving lines) is not tobe less than 35 kN.

2.1.7 Winches

Winches are to incorporate safety features that permit safeSAS operations and cater for the unique loading conditionsthat may arise during SAS operations. The following func-tions are to be fulfilled:

a) Quick and efficient engagement and disengagement ofthe service brake by both automatic and manual means

b) Long term locking of the winch drum having manualengagement and disengagement

c) For spanwire and retrieving winches:

• an overload protection preventing the wire/ropebeing overstressed during SAS operations (e.g. whenships move or roll apart)

• slack rope prevention that maintains tension in thewire when the winch is operating under no load

d) Proper spooling of the wire onto the drum

e) Winches are to be fed by an alternative power supplyeither from the emergency source or from an indepen-dent source of power.

Combined stress resulting from application in the mostunfavourable conditions of a tension in the cable equal thebreaking load of this cable is not to be higher than 80% ofthe comparison elastic limit of the material of whichstrength elements such as frame, drum, drum axles, assem-bly welds, etc. are made.

Minimum braking force of service brakes is not to be lessthan 1,5 times the safe working force on the brake.

Diagram of internal ship communication system A

Diagram of ship to ship communication system I

Arrangement plan of low intensity lightning of SAS stations and transfer routes I

Documents to be submitted I/A (1)

(1) I : To be submitted for information.A : To be submitted for approval.

Pt E, Ch 10, Sec 18


2.1.8 Steel wire ropes

Steel wire ropes used for SAS operations are to be in com-pliance with requirements of NR216 Materials and Weld-ing, Ch 4, Sec 1, [4].

The ratio of the specified breaking load of the cable to itsSWL is not to be taken less than 3,5.

2.1.9 Hoses and fittings

Hoses for transferring liquids are to be in accordance withstandards applicable to the intended application.

2.1.10 Masts

Masts, cranes, derricks and rigs used for SAS operations andfenders positioning are to comply with the relevant require-ments of NR526 Rules for Lifting Appliances, consideringthe most unfavourable combination of all safe workingloads applied to the mast.

2.1.11 Shipboard fittings and supporting hull structures associated with mooring

Mooring lines are only to be led through class approvedclosed fairleads.

Additional lines are to be readily available to supplementmoorings if necessary or in the event of a line failure.

It is recommended to use all available fairleads and bitts toavoid concentration of loads.

The requirements of Pt B, Ch 10, Sec 4, [5.3] are applicable.

2.2 Steering capability

2.2.1 General

The steering gear system is to fulfil the requirements definedin Pt C, Ch 1, Sec 11.

2.2.2 Electrical power supply

An alternative power supply either from the emergencysource of electrical power or from an independent source ofpower located in the steering gear compartment is to beprovided, sufficient at least to supply the steering gearpower unit such that the latter is able to perform the dutiesof auxiliary steering gear.

This power source is to be activated automatically, within45 seconds, in the event of failure of the main source(s) ofelectrical power.

The independent source is to be used only for this purpose.

The alternative power source is also to supply the steeringgear control system, the remote control of the power unitand the rudder angle indicator.

2.2.3 Steering control systems

Any single failure in the steering control system includingits interfaces to the navigation system is not to impair thesteering capability which is to be continuously maintained.

Such single failure may affect any active component asdefined in Pt E, Ch 2, Sec 1, [1.2.5] from interfaces to thenavigation system to interfaces to the mechanical steeringactuators.

Compliance with the above is to be demonstrated by a riskanalysis performed in compliance with Pt E, Ch 2, App 1,Procedures for Failure Modes and Effect Analysis.

A dynamic positioning system, with Dynapos AM/AT Rnotation, could be considered as an alternative regardingthe availability of the steering system.

3 Arrangement and installation

3.1 General

3.1.1 SAS systems are to be designed and installed suchthat degradation or failure of any SAS system will not renderanother ship system inoperable.

3.2 Arrangement of SAS stations

3.2.1 Location of SAS stations

The distance separating two alongside SAS stations, if any, isrecommended not to be less than 20 m and not to exceed40 m.

As far as practicable, one side SAS station is to be locatedamidships to maximise crew protection during SAS opera-tions in heavy weather conditions.

3.2.2 Clearance requirements

A clearance of at least 30° aft and forward of each side SASstation is to be provided.

For the stern station, if any, sufficient clearance is to be pro-vided for safe deployment of refuelling equipment withregard to deck and stern equipment.

3.2.3 Protection of personnel

a) Bulwarks, guard rails or other equivalent arrangementare to be provided in exposed upper deck positions withregard to personnel protection, in accordance with Pt B,Ch 10, Sec 2.

b) In general, SAS operations are to be carried out withguard rails in position. Where, for operational reasons,this is not practicable, alternative equivalent arrange-ments are to be provided.

c) Slip-free surfaces are to be provided in the areas whereSAS operations are conducted, and tripping hazards areto be minimized.

d) A minimum distance of at least 3 m between any SASstation superstructure and the edge of the weather deckis to be provided.

In case this distance is practically not achievable, spe-cific measures are to be described in order to provideprotection to personnel (individual protection, maxi-mum size of solid loads transferred, marks on SAS area,procedures used, limitation of operations according toweather conditions ...)

e) Authorised personnel only is allowed at the SAS station.During liquid transfer operation, authorised personnel isto be equipped with protective clothing

Pt E, Ch 10, Sec 18


3.2.4 Access

The rigging securing points are to be arranged so that safeaccess is provided to authorised personnel, including lad-ders and walkways on the masts.

3.2.5 SAS equipment stores

SAS equipments and fittings are to be stored in dedicatedstores, readily accessible from authorised personnel SASstation. The stores are to have direct access to the weatherdeck.

3.2.6 Sources of high intensity noise

SAS stations are to be arranged so that exposure to highintensity noise (above 85 dB) is as low as practicable duringSAS operations.

3.3 SAS control station arrangement

3.3.1

a) A SAS control station is to be provided for control andmonitoring of all equipment involved in SAS operations.

b) The controls for SAS equipment are to be situated at onecontrol position or grouped in as few positions as possi-ble, to the satisfaction of the Society.

c) For liquid transfer, the SAS control station is to belocated at a safe distance from the filling connection.

d) The SAS control station is to be located so that it pro-vides a clear view of all SAS stations and associatedequipment.

e) The SAS control station is to be permanently mannedduring transfer operations.

3.4 Communication

3.4.1 Bridge conning position

A conning position for the officer in charge of the SAS oper-ations is to be provided on the navigating bridge with aduplicated position on both bridge wings.

From this conning position, it is to be possible to observethe ship heading and relative motion of the ships conduct-ing SAS operations. In addition, a gyro compass readoutand rudder angle indicator are to be readily visible from theconning position.

3.4.2 Ship internal communication systems

Means of communication are to be provided between eachSAS station and the SAS control station.

Such communication system is to be such that communica-tion between SAS stations and SAS control station can bemaintained in case of equipment single failure.

As a minimum, means of effective ship internal communi-cations are to be provided in accordance with Tab 2.

3.4.3 Ship to ship communications

a) Means are to be provided to allow continuous ship toship distance measurement during side by side SASoperations.

b) Visual and aural means of communication are to be pro-vided between the ships conducting SAS operations.

c) If some equipment, such as distance line, is to be trans-ferred from one ship to another in order to conduct theSAS operations, the distance line securing points are tobe clear of all SAS stations and arranged so that the dis-tance line is visible from the bridge conning position.This requirement may be waived for stern replenish-ment.

3.5 Fluid transfer

3.5.1 General

a) The filling connections for liquid transfer operations areto be located within the SAS station and are to be fittedwith a quick closing valves operable from the SAS con-trol station.

b) Filling connections are to be designed to allow an emer-gency breakaway as per [2.1.3]. In particular, they are tobe provided with quick release coupling

c) Filling connections are to be provided with pressuresensors monitored from the SAS control station.

3.5.2 Quick release system

When transferring flammable liquids, adequate means areto be provided to rapidly stop the liquid transfer operation ifabnormal situation occurs. This system is to operate at twolevels:

• stage 1: shut down of cargo pumps and shutting of quickclosing valves. Emergency stop is to be provided at SAScontrol station and at bridge conning position.

• stage 2: release of the quick release couplings.

The quick release system may be connected to the shipsautomatic emergency breakway system (if any) but, in allcases, is also to be capable of manual activation.

The means of control of the quick release system are to belocated at the SAS control station together with the controlsfor any safety system that may provided additional protec-tion to the ship in the event of a quick release (e.g. deckfoam system ...).

In the event of activation of the quick release hose cou-plings, the hoses are to be adequately supported and pro-tected to prevent potential damage or rupture.

3.5.3 Fire extinguishing arrangement

A SAS station is to be provided with:

• two dry powder fire-extinguishers, each of at least 50 kg

• at least one portable low expansion foam applicator.

Pt E, Ch 10, Sec 18


Table 2 : Internal communications

3.6 Solid transfer

3.6.1 General

To prevent ingress of water into the ship, sills or alternativeequivalent arrangements are to be provided at the entrancesto the interior of the ship from each SAS station.

3.6.2 Ship structure

a) Each SAS station intended for solid transfer operations isto be provided with a designated dump area.

The dump area is to be suitably reinforced to withstandthe impact loads that may arise due to landing of storesand equipment on board during SAS operations.

b) The dump area is to extend over at least 1 m outside ofthe largest expected solid cargo foot print. A factor ofsafety of not less than 3,5 times the maximum load to betransferred is to be used in the design of the structure.

3.7 Electrical installation

3.7.1 The following additional hazardous areas are to beconsidered when transferring flammable liquids having aflash point not exceeding 60°C or flammable liquids heatedto a temperature within 15°C of their flash point:

• Zone 1: Enclosed or semi-enclosed spaces containingSAS equipment unless:

- fitted with forced ventilation capable of giving atleast 20 air changes per hour and having character-istics such as to maintain the effectiveness of suchventilation, or

- acceptable means are provided to drain or emptythe hoses or rigid arms on completion of transferoperations, prior to or after disconnection

• Zone 2: Areas in open deck within 3 m from SAS equip-ment unless acceptable means are provided to drain orempty the hoses or rigid arms on completion of transferoperations and after disconnection.

Types of electrical equipment allowed within these areasare specified in Pt C, Ch 2, Sec 3, [10].

3.7.2 All the deck mounted electrical equipment andenclosures are to be designed with IP56 ingress protectionrating.

3.7.3 Night operation

In order to carry out SAS operation at night in safe condi-tions, sufficient lighting, including emergency lighting, is tobe provided on SAS areas and at control station.

4 Certification, inspection and testing

4.1 Type approval procedure

4.1.1 SAS components are to be type approved accordingto the following procedure:

• the design is to comply with the requirements of thisSection and either national or international standards, orrecognized codes or specifications, which are to beindicated

• each component of the SAS equipment is to be testedand its manufacturing is to be witnessed and certified bya Surveyor according to [4.3]

• types tests are to be carried out as specified under [4.4].

4.2 Inspection at works of the SAS equipment

4.2.1 The materials and equipment are to be inspected andcertified as specified in Tab 3.

4.3 Prototype tests

4.3.1 Prototype tests are to be witnessed by a Surveyorfrom the Society and to include load test of the SAS equip-ment under a proof load at least equal to 2 times the safeworking load defined in [2.1.6].

4.4 Tests on board

4.4.1 General

The SAS arrangements are to undergo the following testsand inspections after their installation on board:

• static load test demonstrating the strength of the com-plete rigging of SAS equipment under a load conditionlarger than the operational one;

• after static load test, a visual inspection and functionaltest to demonstrate that the system is operational andhas not suffered damages from the static load tests;

• overload tests to demonstrate proper functioning of theequipment on overload.

These tests are to be carried out according to a test pro-gramme submitted to the Society.

Testing and marking of the SAS equipment is to be in accor-dance with the relevant requirements of NR526 Rules forLifting Appliances, Sec 10.

Position Conning position SAS station SAS control station Remarks

Conning position X X

SAS station X XEach SAS station is to be able to com-municate with the conning positionand the SAS control station

SAS control station X X

Pt E, Ch 10, Sec 18


Tabl

e 3

: M

ater

ials

an

d e

qu

ipm

ent

cert

ifica

tio

n

Item

Materialcertification

Prod

uct c

ertif

icat

ion

Rem

arks

Designassessmentindex

Exam

inat

ions

and

test

s

Certification

Dur

ing

fabr

ica-

tion

Afte

rco

m-

plet

ion

Run

ning

te

sts

Lifti

ng a

pplia

nces

: mas

ts, c

rane

s, d

erri

cks

C (1

)D

AX

(2)

X (2

)X

(3)

C(1

)(2

)(3

)

As

per

NR

216

As

per

rele

vant

pro

visi

ons

of N

R52

6Sh

op te

sts

and

runn

ing

test

s on

boar

d as

per

[4.

4]

Win

ches

, ant

i-sl

ack

devi

ces,

Ram

tens

ione

rC

(1)

TA (2

)X

XX

(3)

C(1

)(2

)

(3)

As

per

NR

216

As

a ru

le, n

o in

divi

dual

des

ign

asse

ssm

ent o

f win

ches

and

RA

S eq

uipm

ent

Onb

oard

test

s as

per

[4.

4]

Elec

tric

mot

ors

and

elec

tric

al e

quip

men

t use

d fo

r SA

S op

erat

ions

(1)

WD

A o

r TA

X (2

)X

(2)

W(1

)(2

)C

onsi

dere

d as

inte

nded

for

seco

ndar

y es

sent

ial s

ervi

ces

Test

ing

of e

lect

ric

mot

ors

incl

udes

type

test

s an

d ro

utin

e te

sts

as p

er P

t C, C

h 2,

Sec

4, [

3]

Hyd

raul

ic c

ylin

ders

, pip

ing

of c

lass

I an

d eq

uipm

ent

esse

ntia

l for

SA

S op

erat

ion

(win

ches

, Ram

tens

ione

r)C

X s

X h

C

Con

trol

sys

tem

s of

win

ches

and

ess

entia

l sys

tem

s fo

r SA

S op

erat

ion

(Ram

tens

ione

r)D

AX

(1)

C(1

)A

ccor

ding

to a

n ag

reed

pro

gram

me

for

onbo

ard

test

s as

per

[4

.4]

Car

go tr

ansf

er h

oses

and

pip

es c

oupl

ings

, inc

ludi

ng

brea

kaw

ay c

oupl

ings

C (1

)TA

X s

h

(2)

X (3

)C

(1)

(2)

(3)

Onl

y fo

r m

etal

lic p

iece

s an

d co

uplin

gsN

on-d

estr

uctiv

e an

d hy

drau

lic te

sts

as p

er re

cogn

ized

sta

ndar

ds

or s

peci

ficat

ion

to b

e sp

ecifi

ed b

y th

e m

anuf

actu

rer

Emer

genc

y br

eaka

way

cap

abili

ties

to b

e de

mon

stra

ted

onbo

ard

Loos

e ge

ar a

nd a

cces

sori

es, i

nclu

ding

blo

cks,

hoo

ks,

shac

kles

, sw

ivel

s …

WD

A (1

)X

(2)

C(1

)

(2)

Onl

y fo

r el

emen

ts n

ot c

ompl

ying

with

a n

atio

nal o

r in

tern

a-tio

nal s

tand

ard

Proo

f loa

d as

per

[4.

3]

Stee

l wir

e ro

pes

WX

(1)

C(1

)A

s pe

r re

quir

emen

t of N

R21

6 or

in c

ompl

ianc

e w

ith a

nat

iona

l or

inte

rnat

iona

l sta

ndar

d (IS

O 3

178

for

inst

ance

)

Not

e 1:

"C"

indi

cate

s th

at a

pro

duct

cer

tific

ate

of th

e So

ciet

y is

req

uire

d w

ith in

vita

tion

of th

e So

ciet

y su

rvey

or to

atte

nd th

e te

sts

unle

ss o

ther

wis

e ag

reed

."W

" in

dica

tes

that

a m

anuf

actu

rer'

s ce

rtifi

cate

is r

equi

red.

inde

x "h

" m

eans

that

an

hydr

aulic

pre

ssur

e te

st is

req

uire

d.in

dex

"s"

mea

ns th

at n

on d

estr

uctiv

e te

sts

are

requ

ired

, as

per

Rul

es, s

tand

ard

or s

peci

ficat

ion.

"TA

" m

eans

a ty

pe a

ppro

val i

s re

quir

ed.

"DA

" m

eans

a d

esig

n ap

prov

al o

f the

pro

duct

is r

equi

red,

eith

er fo

r th

e sp

ecifi

c un

it pr

oduc

ed, o

r us

ing

the

type

app

rova

l pro

cedu

re.

Not

e 2:

Whe

re n

othi

ng is

men

tione

d in

the

desi

gn in

dex

asse

ssm

ent c

olum

n, a

des

ign

asse

ssm

ent o

f the

spe

cific

uni

t is

not r

equi

red.

Pt E, Ch 10, Sec 18


4.4.2 Static load testsStatic load tests are to be performed using dedicated testwire rope, different from the ship wire rope used onboard.

The test loads are to be greater than twice the rated SWL ofthe rigging to be tested. In addition, for tensioned spanwireor highline systems, the test load is not to be less than 20%of the breaking strength of the spanwire or highline.

4.4.3 Overload testsRepeated load cycles specific to each type of equipment areto be performed according to a test programme submittedto the Society. As a rule, the test load is to be 1,5 times therated operating load corresponding to the SWL.

On winches with adjustable clutches, the clutch need tem-porary readjustment in order to perform the overload tests.After completion of the test, the clutch or limiting devicesare to be readjusted to the normal value and retested.

Achevé d’imprimer sur les presses d’Ediprint 53940 Saint Berthevin (France)

Juin 2012

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Marine Division 92571 Neuilly sur Seine Cedex - France

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