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ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2003 1

RULES FOR BUILDING AND CLASSING

STEEL VESSELS 2003

NOTICE NO. 3 – July 2003 (Rev. on 17 July 2003) (Rev. on 30 July 2003) (Rev. on 1 December 2003)

The following Rule Changes are EFFECTIVE AS OF 1 JULY 2003*.

Notes * Except the change to 6-1-2/9, which is effective as of 1 September 2003.

- The effective date with underline means that the Rule becomes effective based on the “keel laying” date or similar stage of construction.

- The effective date without underline means that the Rule becomes effective for new construction based on the contract date for construction.

- The effective date indicated in the Rule Requirements for Survey After Construction, Part 7 is the date that the requirement becomes effective for vessels undergoing survey on or after this date.

PART 3 HULL CONSTRUCTION AND EQUIPMENT

CHAPTER 2 HULL STRUCTURES AND ARRANGEMENTS

SECTION 1 LONGITUDINAL STRENGTH

3 Longitudinal Hull Girder Strength

(Break Paragraph 3-2-1/3.3 into subparagraphs and add new 3.3.1(a) and 3.3.2-3.3.4.)

3.3 Still-water Bending Moment and Shear Force (1 July 2003)

3.3.1 General (1 July 2003) Still-water bending moment and shear force calculations, determining the bending moment and hull girder shear force values along the entire vessel’s length, are to be submitted together with the distribution of lightship weights. 3.3.1(a) (1 July 2003) For bulk carriers with length as defined in 3-1-1/3.1 of 150 m (492 ft) or more, the requirements in 3-2-1/3.3 apply to bulk carriers with notation BC-A, BC-B or BC-C contracted for new construction on or after 1 July 2003. For this category bulk carriers, see also 5-3-A6/4 for harmonized notations, and 5-3-3/3.1 and 5-3-A5a for hold flooded conditions. 3.3.1(b) (1 July 2003) For other ships, the requirements in 3-3-1/3.3 apply to those ships contracted for new construction on or after 1 July 2004. For other ships contracted for new construction before 1 July 2004, the requirements in 3-2-1/3.3 of the Rules for Building and Classing Steel Vessels, 2003 are applicable.

Notice No. 3 – July 2003 (Rev. on 1 December 2003)

2 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2003

3.3.2 Design Cargo and Ballast Loading Conditions (1 July 2003) The calculations are to consider the effect of bunker, fresh water and consumable stores at departure and arrival. Where their amount and disposition at any stage of the voyage are considered more severe, calculations for such intermediate conditions are to be submitted in addition to those for departure and arrival conditions.

Also, where any ballasting/deballasting is intended during voyage, calculations for the intermediate condition just before and just after the ballasting and/or deballasting any ballast tanks are to be submitted and, where approved, included in the loading manual for guidance.

3.3.3 Ballast Tanks in Ballast Loaded Conditions (1 July 2003) Ballast loading conditions involving partially filled ballast tanks (peak tanks and/or other ballast tanks) are not permitted as design conditions unless:

i) Design stress limits are satisfied for all filling levels between empty and full, and

ii) For bulk carriers, the requirements in 5-3-A5a, as applicable, are complied with for all filling levels between empty and full.

For the purpose of compliance with “all filling levels” requirement, calculations for full and empty conditions at each departure and arrival, and where required by 3-2-1/3.3.2, at any intermediate condition, may be accepted. They are in addition to calculations for the condition for the designated filling level and amount and disposition of consumables (intended conditions).

3.3.4 Ballast Tanks in Cargo Loaded Conditions (1 July 2003) Cargo loading conditions involving partially filled peak tanks are not permitted as design conditions unless the conditions indicated in 3-2-1/3.3.3 for partially filled tanks are complied with.



APPENDIX 3 LOADING MANUALS AND LOADING INSTRUMENTS: ADDITIONAL REQUIREMENTS FOR BULK CARRIERS, ORE CARRIERS AND COMBINATION CARRIERS 150 METERS (492 FEET) AND ABOVE IN LENGTH

TABLE 1 Loading Conditions in the Loading Manual For Bulk Carriers, Ore Carriers and Combination Carriers 150 Meters (492 Feet)

and above in Length (Lf)

(Revise Note 3 as follows. The Table and the remainder of the Notes are unchanged.) 3 (1 July 2003) Heaviest cargo loaded in all cargo holds at the same filling ratio (cargo volume/hold cubic capacity)

and at the draft corresponding to the summer load water line. All loaded holds may not be filled up with cargo.





SECTION 9 WATERTIGHT BULKHEADS AND DOORS

3 Arrangement of Watertight Bulkheads

(Revise Paragraph 3-2-9/3.9 and add new text as follows:)

3.9 Chain Lockers (1 July 2003)

Chain lockers and chain pipes are to be made watertight up to the weather deck. The arrangements are to be such that accidental flooding of the chain locker cannot result in damage to auxiliaries or equipment necessary for the proper operation of the vessel nor in successive flooding into other spaces.

Where means of access into chain locker are provided, they are to be closed by a substantial cover secured by closely spaced bolts. Doors are not permitted.

For closure of chain pipes, see 3-2-15/21.11.

The arrangement on vessels that are not subject to International Convention on Load Lines or its Protocol may be specially considered.



SECTION 15 PROTECTION OF DECK OPENINGS

21 Miscellaneous Openings in Freeboard and Superstructure Decks

(Add new Paragraph 3-2-15/21.11 as follows:)

21.11 Chain Pipe Opening (1 July 2003) Chain pipes through which anchor cables are led are to be provided with permanently attached closing appliances to minimize ingress of water. A canvas cover with appropriate lashing arrangement will be acceptable for this purpose. Cement and wire mesh arrangement is not permitted.

The arrangement on vessels that are not subject to International Convention on Load Lines or its Protocol may be specially considered.




CHAPTER 7 TESTING, TRIALS AND SURVEYS DURING CONSTRUCTION – HULL

SECTION 1 TANK, BULKHEAD AND RUDDER TIGHTNESS TESTING

TABLE 1 (continued) Testing Requirements for Tanks and Boundaries (1998)

(Modify line 14 as follow. Remainder of Table and Notes are unchanged.)

Structures to be Tested

Type of Testing

Hydrostatic Testing Head or Pressure

Remarks

14 (1 July 2003) Chain Locker and Chain Pipe

Structural (1 July 2003) To the top of chain pipe

PART 4 VESSEL SYSTEMS AND MACHINERY

CHAPTER 4 BOILERS, PRESSURE VESSELS AND FIRED EQUIPMENT

SECTION 1 BOILERS AND PRESSURE VESSELS AND FIRED EQUIPMENT

7 Fabrication, Testing and Certification

(Revise Paragraph 4-4-1/7.11 and break it into Subparagraphs and add new 4-4-1/7.11.2.)

7.11 Hydrostatic Tests (1 July 2003)

7.11.1 Boilers The Surveyor is to witness hydrostatic tests on all boilers. The test pressure is not to be less than 1.5 times the maximum allowable working pressure or at such pressures as specified by the standard or code of compliance.

7.11.2 Pressure Vessels The Surveyor is to witness hydrostatic tests on all pressure vessels. The test pressure is not to be less than 1.3 times the maximum allowable working pressure or at such pressures as specified by the standard or code of compliance. Where hydrostatic tests are impracticable, alternative methods of pressure tests, such as pneumatic pressure test, may be considered for pressure vessels, subject to such test procedures being submitted for consideration in each case.




CHAPTER 4 BOILERS, PRESSURE VESSELS AND FIRED EQUIPMENT

SECTION 1 APPENDIX 1 - RULES FOR DESIGN

(Revise Subsection 4-4-1A1/21 and break it into Paragraphs and add new 4-4-1A1/21.3.)

21 Hydrostatic Tests (1 July 2003)

21.1 Boilers All completed boilers (after all required nondestructive examination and after postweld heat treatment) are to be subjected to a hydrostatic test at not less than 1.5 times the design pressure or the maximum allowable pressure (the pressure to be stamped on the nameplate is to be used) in the presence of a Surveyor. The pressure gauge used in the test is to have a maximum scale of about twice the test pressure, but in no case is the maximum scale to be less than 1.5 times the test pressure. Following the hydrostatic test, the test pressure may be reduced to the design or the maximum allowable working pressure, and an inspection is to be made by the Surveyor of all joints and connections.

21.3 Pressure Vessels All completed pressure vessels (after all required non-destructive examination and after postweld heat treatment) are to be subjected to a hydrostatic test at not less than 1.3 times the design pressure or the maximum allowable pressure (the pressure to be stamped on the nameplate is to be used) in the presence of a Surveyor. The pressure gauge used in the test is to have a maximum scale of about twice the test pressure, but in no case is the maximum scale to be less than 1.3 times the test pressure. Following the hydrostatic test, the test pressure may be reduced to the design or the maximum allowable working pressure, and an inspection is to be made by the Surveyor of all joints and connections.


CHAPTER 6 PIPING SYSTEMS

SECTION 4 SHIP PIPING SYSTEMS AND TANKS

(Add new Subsection 4-6-4/17.)

17 Additional Measures for Oil Pollution Prevention (1 July 2003)

17.1 General

17.1.1 Application The provisions of 4-6-4/17 apply to the additional protection to be provided for fuel oil and lubricating oil tanks for the optional Class notation, POT – Protection of Fuel and Lubricating Oil Tanks. They are to be applied in addition to the requirements of 4-6-4/13 and 4-6-4/15 and are applicable to all types of vessels classed with the Bureau.



17.1.2 MARPOL 73/78 Compliance The oil pollution prevention measures for oil contaminated water and sludge from the tanks are to comply with the requirements of 4-6-4/5.7.

17.1.3 Submission of Plans Plans showing compliance with the applicable requirements in 4-6-4/17 are to be submitted for review.

17.3 Tank Protection Requirements

17.3.1 General The provisions for protective location apply to fuel oil tanks, lubricating oil tanks, overflow tanks and sludge tanks with a minimum capacity of 20 m3 (700 ft3). Such tanks are to be located away from the vessel's side or bottom shell plating for a distance as specified in 4-6-4/17.7.3 below. Small suction wells may extend below fuel oil tanks bottoms, if they are as small as possible and the distance between vessel’s bottom plate and the suction well bottom is not reduced by more than half of the distance required by 4-6-4/17.3.3. Fuel oil and lubricating oil tanks of any volume are not to be used for ballast water.

17.3.2 Exemption Tanks used as main engine lubricating oil drain tanks need not be located in a protected location away from the vessel’s side or bottom plates.

17.7.3 Tanks Protective Location The protective locations for the tanks specified in 4-6-4/17.3.1above, are to be as follows:

i) All tanks are to be arranged within inner bottom at least B/15 or 2 meters, whichever is less, above the vessel’s baseline. In no case is the distance to be less than 1 meter. B is the breadth of the vessel, as defined in 3-1-1/5; m (ft)

ii) Tanks with a volume less than 700 m3 (24700 ft3) are to be located at least 0.76 m (2.5 ft) from the vessel’s side plating;

iii) Tanks with a volume of 2000 m3 (70600 ft3) and above are to be located at least 2.0 m (6.7 ft) from the vessel’s side plating

iv) The distance from the vessel’s side plating for intermediate tank volumes may be obtained by interpolation.



PART 5 SPECIFIC VESSEL TYPES

CHAPTER 3 VESSELS INTENDED TO CARYY ORE OR BULK CARGOES (150 METERS (492 FEET) OR MORE IN LENGTH)

SECTION 1 INTRODUCTION

1 General

(Revise Paragraph 5-3-1/1.1 as follows:)

1.1 Classification (1 July 2003)

In accordance with 1-1-3/3 and 1-1-3/21, the classification notation À A1 Bulk Carrier, BC-A, (or BC-B or BC-C), SH, SHCM; À A1 Ore Carrier, SH, SHCM; À A1 Ore or Oil Carrier, SH, SHCM; or À A1 Oil or Bulk/Ore (OBO) Carrier, SH, SHCM is to be assigned to vessels designed for the carriage of bulk cargoes, or ore cargoes, and built to the requirements of this Chapter and other relevant Parts/Chapters of the Rules. The bulk carrier notation, BC-A or BC-B denotes that a vessel has been designed for the carriage of dry bulk cargoes of cargo density of 1.0 tonne/m3 (62.4 lbs/ft3) and above and may or may not have special loading arrangements. Where BC-A or BC-B bulk carrier is not designed to carry 3.0 tonnes/m3 (187 lbs/ft3) or higher density cargoes, it will be distinguished by the maximum cargo density in tonnes/m3 following the bulk carrier notation, e.g. BC-B (maximum cargo density: 1.90 tonnes/m3). A BC-A bulk carrier designed to carry heavy cargo with specified holds empty will be distinguished by a supplementary note, “(holds, x, y,… may be empty)” followed by (maximum cargo density: ρ tonnes/m3), e.g. BC-A (holds 2, 4, 6 and 8 may be empty with maximum cargo density: 2.50 tonnes/m3) The bulk carrier notation, BC-C denotes that a vessel has been designed for carriage of cargo density less than 1.0 tonne/m3 (62.4 lbs/ft3). Additionally, the above bulk carrier notations will be followed by the (no MP) notation where a bulk carrier has not been designed for loading and unloading in multiple ports, e.g. BC-B (maximum cargo density: 1.70 tonnes/m3)(no MP). Full particulars of the loading conditions and the maximum density of the cargoes to be carried, are to be identified on the basic design drawings.

1.3 Application (1996)

(Add new subparagraph 5-3-1/1.3.5 as follows:)

1.3.5 Additional Design Loading Conditions for Bulk Carrier Notation, BC-A, BC-B or BC-C (1 July 2003) The corresponding design loading conditions in respect to strength and stability for a harmonized system of bulk carrier notations, BC-A, BC-B or BC-C, are to comply with the requirements of 5-3-A6.

1.5 Definitions (2001)

(Add new second paragraph as follows:)

1.5.1 Bulk Carrier (1 July 2003)

The class notation Bulk Carrier indicates a sea going self propelled single deck vessel with a double bottom, lower and upper wing tanks, (hopper and topside tanks) intended for carriage of dry cargoes in bulk. Typical midship sections are shown in 5-3-1/Figure 1. The bulk carrier notations as introduced in 5-3-1/1.1 are as follows:



BC-A: Bulk carriers designed to carry dry bulk cargoes of cargo density 1.0 tonne/m3 (62.4 lbs/ft3) and above with specified holds empty in addition to BC-B conditions.

BC-B: Bulk carriers designed to carry dry bulk cargoes of cargo density of 1.0 tonne/m3 (62.4 lbs/ft3) and above with all cargo holds loaded in addition to BC-C conditions.

BC-C: Bulk carriers designed to carry dry bulk cargoes of cargo density less than 1.0 tonne/m3 (62.4 lbs/ft3).

(Items 1.5.1(a) through 1.5.1(d) remain unchanged.)


CHAPTER 3 VESSELS INTENDED TO CARYY ORE OR BULK CARGOES (150 METERS (492 FEET) OR MORE IN LENGTH)

APPENDIX 5a LONGITUDINAL STRENGTH OF BULK CARRIERS IN FLOODED CONDITION (1 JULY 2003)

(Replace entire existing Appendix 5-3-A5a with the following:)

1 General

1.1 Application

This Appendix is to be complied with in respect of the flooding of any floodable cargo hold (see 5-3-A5a/3.1) of bulk carriers with notation BC-A, BC-B as defined in 5-3-A6 that are contracted for construction on or after 1 July 2003.

1.3 Loading Conditions

Such vessels are to have their hull girder strength checked for specified flooded conditions, in each of the cargo and ballast loading conditions defined in 3-2-1/3.3 and in every other condition considered in the intact longitudinal strength calculations, including those in 3-2-1/Table 1 and 3-2-1/Table 2, except that harbor conditions, docking condition afloat, loading and unloading transitory conditions in port and loading conditions encountered during ballast water exchange need not be considered.

3 Flooding Conditions

3.1 Floodable Holds

Each cargo hold is to be considered individually flooded up to the equilibrium waterline, except that cargo holds of double side skin construction with any of its part not less than 1000 mm away from side shell measured perpendicular to the side shell at any location within the hold length, need not be considered flooded.

3.3 Loads

The still water loads in flooded conditions are to be calculated for the above cargo and ballast loading conditions.

The wave loads in the flooded conditions are assumed to be equal to 80% of those given in 3-2-1/3.5.



3.5 Flooding Criteria To calculate the weight of flooded water, the following assumptions are to be made:

i) The permeability of empty cargo spaces and volume left in loaded cargo spaces above any cargo is to be taken as 0.95.

ii) For the space below the top surface of bulk cargo in the loaded hold, appropriate permeabilities and bulk cargo densities are to be used for any cargo carried. For iron ore, a permeability of 0.3 with a corresponding bulk density of 3.0 t/m3 (187 lb/ft3) is to be used. For cement, a permeability of 0.3 with a corresponding bulk density of 1.3 t/m3 (81 lb/ft3) is to be used. In this respect, ‘‘permeability’’ for bulk cargo means the ratio of the floodable volume between the particles, granules or any larger piece of the bulk cargo, to the gross volume occupied by the bulk cargo.

For packed cargoes (such as steel mill products), permeability is to be based on the actual floodable volume.

5 Strength Assessment

5.1 Stress Calculation For strength evaluation the hull structure is assumed to remain fully effective in resisting the applied loading. The actual hull girder bending stress σbf in kN/cm2, (tf/cm2, Ltf/in2) at any location is given by:

σbf = (Mswf + 0.8Mw)/SM

where

Mswf = still water bending moment, in kN-m (tf-m, Ltf-ft), in the flooded conditions for the section under consideration

MW = wave bending moment, in kN-m (tf-m, Ltf-ft), as given in 3-2-1/3.5.2 for the section under consideration

SM = gross hull girder section modulus, in cm2-m (in2-ft) for the section under consideration.

The actual hull girder shear stress, τsf, in kN/cm2 (tf/cm2, Ltf/in2), at any location is given by:

τsf = (Fswf + 0.8Fw)m/2tsI

where

Fswf = still water shear force, in kN (tf, Ltf), in the flooded conditions for the section under consideration corrected as per 3-2-1/3.9.3

FW = wave shear force, in kN (tf, Ltf), as given in 3-2-1/3.5.3 for the section under consideration

I, m = as defined in 3-2-1/3.5.2

ts = thickness of side shell plating, in cm (in.)



5.3 Strength Criteria

The calculated hull girder bending and shear stresses are not to exceed the values given below:

in bending: fbf = 17.5/Q kN/cm2 (1.784/Q tf/cm2, 11.33/Q Ltf/in2)

in shear: fsf = 11.0/Q kN/cm2 (1.122/Q tf/cm2, 7.122/Q Ltf/in2)

where Q is as defined in 3-2-1/5.5.

5.5 Buckling Strength

The buckling strength of the effective members of the longitudinal hull girder at the deck (from the deck to the bottom of the upper wing tank) and bottom (from the bottom to the top of the lower wing tank) are to be verified using the procedures given in 3-2-A4/1, 3-2-A4/3, 3-2-A4/5, and 3-2-A4/9


CHAPTER 3 VESSELS INTENDED TO CARRY ORE OR BULK CARGOES (150 METERS (492 FEET) OR MORE IN LENGTH)

APPENDIX 6 HARMONIZED SYSTEM OF NOTATIONS AND CORRESPONDING DESIGN LOADING CONDITIONS FOR BULK CARRIERS (1 JULY 2003)

(Add new Appendix 5-3-A6 as follows:)

1 General

1.1 This Appendix is intended to improve the transparency of the rules regarding cargo carrying capabilities of bulk carriers by applying a harmonized system of notations for corresponding design loading conditions in respect to the strength and stability. This Appendix is an integral part of the ABS Rules.

1.3 This Appendix is not intended to prevent any other loading conditions from being included in the loading manual for which calculations are to be submitted as required by the Rules, nor is it intended to replace in any way the required loading manual/instrument.

1.5 The assigned notations and corresponding design loading conditions are to be included in the loading manual for each vessel and are to be identified as such. It is to be noted that these design loading conditions are developed to allow maximum flexibility in the operation and are not intended as operating conditions.

A bulk carrier may in actual operation be loaded differently from the design loading conditions provided the limitations for longitudinal and local strength and stability as defined in the loading manual and loading instrument onboard are not exceeded.



1.7 Heavy ballast condition as required by 5-3-A6/7.1.4 is to be used while the vessel is operated in heavy weather.

3 Application

3.1 This Appendix is applicable to bulk carriers as defined in 5-3-1/1.5.1 with length as defined in 3-1-1/3.1 of 150 meters (492 feet) or more and are contracted for new construction on or after 1 July 2003.

3.3 The loading conditions listed under 5-3-A6/7.1 are to be used, as may be indicated in the respective paragraph, for the longitudinal strength, local strength and stability criteria in the Rules. The loading conditions listed under 5-3-A6/7.3 are to be used for local strength. See Table 1 in 5-3-A6/7.1.6.

5 Harmonized Notations

5.1 Mandatory Notations and Notes

5.1.1 Mandatory Notations One of the following notations will be assigned to any given ship in association with the design loading conditions in 5-3-A6/7.1.

BC-A: for bulk carriers designed to carry dry bulk cargoes of cargo density 1.0 tonne/m3 and above with specified holds empty at the summer load line, in addition to in all holds

BC-B: for bulk carriers designed to carry dry bulk cargoes of cargo density of 1.0 tonne/m3 and above in all cargo holds, without any hold being specified empty

BC-C: for bulk carriers designed to carry dry bulk cargoes of cargo density less than 1.0 tonne/m3

5.1.2 Supplementary Notes For all BC-A ships, a supplementary note describing all approved combinations of specified empty holds are to be entered in the Record:

(all approved combinations of specified empty holds) This supplementary note will be placed immediately after the mandatory notation in 5-3-A6/5.1.1.

5.3 Additional Notations Additional notations will be entered in the Record to identify the particular loading condition wherever it is chosen for the design

This supplementary note will be placed immediately after the mandatory notation in 5-3-A6/5.1.1 or, where applicable, the supplementary notation in 5-3-A6/5.1.2.



(maximum cargo density (in tonnes/m3)) – for BC-A and BC-B if the maximum cargo density is less than 3.0 tonne/m3 ;

(no MP) – for all notations when the vessel has not been designed for loading and unloading in multiple ports. See 5-3-A6/7.3.3.

7 Design Loading Conditions for Harmonized Notations

7.1 General Loading Conditions The following loading conditions are to be applied in association with the harmonized system of bulk carrier notations in 5-3-A6/5.1.

7.1.1 BC-C Fully homogeneous cargo condition with all cargo holds, including hatchways, 100% full at the summer load line with all ballast tanks empty.

7.1.2 BC-B The design loading conditions are:

7.1.2(a) As required for BC-C in 5-3-A6/7.1.1, plus:

7.1.2(b) Heavy cargo condition wherein cargoes having a density of 3.0 tonnes/m3 (187 lb/ft3) are loaded in all cargo holds at the same filling rate (cargo volume/hold cubic capacity) at the summer load line with all ballast tanks empty.

7.1.2(c) Where the vessel is not intended to carry 3.0 tonnes/m3 (187 lb/ft3) or higher density cargoes, the design may be based on the maximum density of the cargo the vessel is intended to carry. In such cases, the maximum density of the cargo that the vessel is allowed to carry will be distinguished by an additional notation (maximum cargo density (in tonnes/m3)) following a bulk carrier notation. See 5-3-A6/5.3 and 5-3-1/1.1.

7.1.3 BC-A The design loading conditions are:

7.1.3(a) As required for BC-B in 5-3-A6/7.1.2, plus:

7.1.3(b) At least one cargo loaded condition with specified holds empty, with cargo density 3.0 tonnes/m3 (187 lb/ft3), and at the same filling rate (cargo volume/hold cubic capacity) in all loaded cargo holds at the summer load line with all ballast tanks empty.

7.1.3(c) Approved combination of specified empty holds is to be indicated by a supplementary note “(holds 1, 2… may be empty)”. Where more than one combination is approved, each approved combination is to be indicated, e.g., “(holds 1, 3, 5 and 7 or holds 2, 4 and 6 may be empty)” See 5-3-A6/5.1.2.

7.1.3(d) Where the vessel is not intended to carry 3.0 tonnes/m3 (187 lb/ft3) or higher density cargoes with specified hold(s) empty, the design may be based on the maximum density of the cargo the vessel is intended to carry. In such cases, the maximum density of the cargo that the vessel is allowed to carry in that loading condition is to be included in the additional notation in the Record which will read “(holds 1, 2… may be empty, with maximum cargo density ρ tonnes/m3)”. See 5-3-A6/5.3.

7.1.4 Ballast Conditions (applicable to all notations) 7.1.4(a) Ballast Tank Capacity. All bulk carriers are to have ballast tanks of sufficient capacity so disposed to fulfil at least the following requirements:



i) Normal Ballast Condition. Normal ballast condition for the purpose of this Appendix is a ballast (no cargo) condition where:

1. the ballast tanks may be full, partially full or empty. Where partially full option is exercised, the conditions in the second paragraph of 3-2-1/3.3 are to be complied with,

2. any cargo hold or holds adapted for the carriage of water ballast at sea are to be empty,

3. the propeller is fully immersed, and

4. the trim is by the stern and is not to exceed 0.015L, where L is the length between perpendiculars of the vessel.

In the assessment of the propeller immersion and trim, the drafts at the forward and after perpendiculars may be used.

ii) Heavy Ballast Condition. Heavy ballast condition for the purpose of this Appendix is a ballast (no cargo) condition utilizing all ballast tanks including one or more. In this condition,

1. the ballast tanks may be full, partially full or empty. Where partially full option is exercised, the conditions in the second paragraph of 3-2-1/3.3 are to be complied with,

2. at least one cargo hold adapted for the carriage of water ballast at sea where required or provided, is to be full,

3. the propeller immersion I/D is to be at least 60% where

I = the distance from propeller centerline to the waterline

D = propeller diameter,

4. the trim is to be by the stern and is not to exceed 0.015L, where L is the length between perpendiculars of the ship, and

5. the molded forward draft in the heavy ballast condition is not to be less than the smaller of 0.03L or 8 m (26.25 ft.)

7.1.4(b) Strength Requirements

i) Normal Ballast Condition

1. the structures of bottom forward are to be strengthened in accordance with the requirements of 5-3-6/13 against slamming for the condition of 5-3-A6/7.1.4(a)i) at the lightest forward draft,

2. the longitudinal strength requirements are to be complied with for the condition of 5-3-A6/7.1.4(a)i), and

3. in addition, the longitudinal strength requirements are to be met with all ballast tanks 100% full.

ii) Heavy Ballast Condition

1. the longitudinal strength requirements are to be met for the condition of 5-3-A6/7.1.4(a)ii),

2. in addition to the conditions in 5-3-A6/7.1.4(b)ii)1, the longitudinal strength requirements are to be met under a condition with all ballast tanks 100% full and one cargo hold adapted and designated for the carriage of water ballast at sea, where provided, 100% full, and



3. where more than one hold is adapted and designated for the carriage of water ballast at sea, it will not be required that two or more holds be assumed 100% full simultaneously in the longitudinal strength assessment, unless such conditions are expected in the heavy ballast condition. Unless each hold is individually investigated, the designated heavy ballast hold and any/all restrictions for the use of other ballast hold(s) are to be indicated in the loading manual

7.1.5 Departure and Arrival Conditions Unless otherwise specified, each of the design loading conditions in 5-3-A6/7.1 through 5-3-A6/7.4 is to be investigated for the arrival and departure conditions as defined below:

Departure condition: with bunker tanks not less than 95% full and other consumables 100%.

Arrival condition: with all consumables 10%

7.1.6 Summary of Applicable Requirements For the application of Rule requirements in the respective loading conditions in 5-3-A6/7.1, see 5-3-A6/Table 1 below.

TABLE 1 Application of 5-3-A6/7.1

Long’l Strength Stability z Notation Density

Emp. Hold

Dep or Arr Intact Dmged Intact Dmged

Prop. Imm. Trim

Fwd Draft

Bridge Visibility

7.1.1 BC-C

<1.0 N D & A Y NA Y NA NA NA NA Y

7.1.2 BC-B

>1.0 N D & A Y Y Y Y NA NA NA Y

Car

go

7.1.3 BC-A

>1.0 Y D & A Y Y Y Y NA NA NA Y

Topic Cond’n

Normal D & A Y Y (1) Y NA 50% Y NA Y 7.1.4(a) Capacity Heavy D & A Y Y (1) Y NA 60% Y Y Y

Normal D & A Y Y (1) Y NA N N NA (2) N Bal

last

7.1.4(b) L. Strength Heavy D & A Y Y (1) Y NA N N NA N

Notes:

1 Except BC-C for which longitudinal strength requirements in damaged condition at ballast draft are not applicable.

2 At the lightest forward draft, slamming loads for assessment of structures of bottom forward are to be determined in accordance with the requirements of 5-3-6/13.



7.3 Local Loading Conditions for Each Individual Hold

7.3.1 Definitions The maximum allowable or minimum required cargo mass in a cargo hold, or in two adjacent holds, is related to the net load on the double bottom. The net load on the double bottom is a function of draft, cargo mass in the cargo hold, as well as the mass of any contents in double bottom tanks.

The following definitions apply:

MH: the actual cargo mass in a cargo hold corresponding to a fully homogeneous cargo loaded condition at the molded summer draft (d). See also 3-2-A2/Table 1 item 2.2.4.

MFull: = MH except that in calculating MFull, the homogeneous cargo density is not to be taken as less than 1.0 tonne/m3 (62.4 lb/ft3)

MHD: the maximum cargo mass allowed to be carried in a cargo hold according to design loading condition(s) with specified holds empty at the molded summer draft (d).

7.3.2 General Conditions for All Ships 7.3.2(a)

i) Any cargo hold is to be capable of carrying at least MFull with fuel oil tanks in double bottom in way of the cargo hold, if any, 100% full and ballast water tanks in the double bottom in way of the cargo hold empty, at d.

ii) The maximum allowable hold mass for a draft less than d may be obtained by adjusting the value obtained by 5-3-A6/7.3.2(a)i) for the loss of buoyancy due to the decrease in draft.

7.3.2(b)

i) Any cargo hold is to be capable of being immersed to d with a mass in hold not exceeding 0.5MH and with all double bottom tanks in way of the cargo hold empty.

ii) The minimum required hold mass for a draft less than d may be obtained by adjusting the value obtained by 5-3-A6/7.3.2(b)i) for the loss of buoyancy due to the decrease in draft, subject to 5-3-A6/7.3.2(d).

7.3.2(c)

i) Any cargo hold is to be capable of being immersed to the deepest ballast draft (dB) with the cargo hold and all double bottom tanks in way of the cargo hold empty.

ii) The minimum required mass for a draft greater than dB may be obtained by adjusting the value obtained by 5-3-A6/7.3.2(c)i) for the added buoyancy due to the increase in draft, subject to 5-3-A6/7.3.2(d).

7.3.2(d) The final minimum required mass in the draft range in 5-3-A6/7.3.2(b)ii), 5-3-A6/7.3.2(c)ii) or, where applicable, 5-3-A6/7.3.3(b)ii) is the least of the two (or three).

7.3.2(e)

i) Any two adjacent cargo holds are to be capable of carrying at least MFull in each cargo hold with fuel oil tanks in double bottom in way of each cargo hold, if any, 100% full and ballast water tanks in the double bottom in way of each cargo hold empty, at d.



ii) The maximum allowable hold mass for any two adjacent holds at a draft less than d may be obtained by adjusting the value obtained by 5-3-A6/7.3.2(e)i) for the loss of buoyancy due to the decrease in draft.

7.3.2(f)

i) Any two adjacent cargo holds are to be capable of being immersed to d with a mass not exceeding 0.5MH in each cargo hold and with all double bottom tanks in way of each cargo hold empty.

ii) The minimum required hold mass for any two adjacent holds at a draft less than d may be obtained by adjusting the value obtained by 5-3-A6/7.3.2(f)i) for the loss of buoyancy due to the decrease in draft, if that is less than that obtained from 5-3-A6/7.3.3(d)ii).

7.3.3 Conditions for all Ships without Additional Notation (no MP) All bulk carriers are to be designed for partial loading conditions in 5-3-A6/7.3.3(a) through 5-3-A6/7.3.3(d) unless additional notation (no MP) is desired.

7.3.3(a)

i) Any cargo hold is to be capable of carrying at least MFull with fuel oil tanks in double bottom in way of the cargo hold, if any, 100% full and ballast water tanks in the double bottom in way of the cargo hold empty, at 0.67d.

ii) The maximum allowable hold mass for a draft less than 0.67d may be obtained by adjusting the value obtained by 5-3-A6/7.3.3(a)i) for the loss of buoyancy due to the decrease in draft.

7.3.3(b)

i) Any cargo hold is to be capable of being immersed to 0.83d with the hold and all double bottom tanks in way of the cargo hold empty.

ii) The minimum required hold mass for a draft greater than 0.83d may be obtained by adjusting the value obtained by 5-3-A6/7.3.3(b)i) for the added buoyancy due to the increase in draft, subject to 5-3-A6/7.3.2(d).

7.3.3(c)

i) Any two adjacent cargo holds are to be capable of carrying at least MFull with fuel oil tanks in double bottom in way of the cargo holds, if any, 100% full and ballast water tanks in the double bottom in way of the cargo hold empty, at 0.67d. This requirement regarding the mass of cargo and fuel oil in double bottom tanks in way of the cargo hold applies also to the condition where the adjacent hold is fitted with ballast, if applicable.

ii) The maximum allowable hold mass for any two adjacent holds at a draft less than 0.67d may be obtained by adjusting the value obtained by 5-3-A6/7.3.3(c)i) for the loss of buoyancy due to the decrease in draft.

7.3.3(d)

i) Any two adjacent cargo holds are to be capable of being immersed to 0.75d, with the cargo holds and all double bottom tanks in way of the cargo holds empty.

ii) The minimum required hold mass for any two adjacent holds at a draft greater than 0.75d may be obtained by adjusting the value obtained by 5-3-A6/7.3.3(d)i) for the added buoyancy due to the increase in draft, if that is less than that obtained from 5-3-A6/7.3.2(f)ii).



7.3.4 Additional Conditions Applicable for BC-A Notation 7.3.4(a) Cargo holds, which are intended to be empty at d, are to be capable of being empty with all double bottom tanks in way of the cargo hold also empty.

7.3.4(b)

i) Cargo holds, which are intended to be loaded with high density cargo, are to be capable of carrying at least MHD + 0.1MH in each cargo hold, with fuel oil tanks in the double bottom in way of the cargo holds, if any, 100% full and ballast water tanks in the double bottom empty in way of the cargo hold, at d.

ii) In operation the maximum allowable cargo mass, with the contents of double bottom tanks as described above, is to be limited to MHD for draft above d1 where d1 is the draft corresponding to maximum summer draft d after adjustment for 0.1MH.

iii) The maximum allowable hold mass for a draft less than d1 may be obtained by adjusting the value obtained by 5-3-A6/7.3.4(b)i) for the loss of buoyancy due to the decrease in draft.

7.3.4(c)

i) Any two adjacent cargo holds which according to a design loading condition may be loaded with the adjacent third and fourth holds (or any other spaces) empty, are to be capable of carrying 10% of MH in each hold in addition to the maximum cargo mass according to that design loading condition, with fuel oil tanks in the double bottom in way of the cargo holds, if any, 100% full and ballast water tanks in the double bottom in way of the cargo holds empty, at d.

ii) In operation the maximum allowable mass in each hold, with the contents of double bottom tanks as described above, is to be limited to the maximum cargo mass according to that design loading condition for draft above d1 where d1 is the draft corresponding to maximum summer draft d after adjustment for 0.1MH.

iii) The maximum allowable hold mass for any two adjacent holds at a draft less than d1 may be obtained by adjusting the value obtained by 5-3-A6/7.3.4(c)i) for the loss of buoyancy due to the decreased draft.

7.3.5 Additional Conditions Applicable for At-sea Ballast Holds 7.3.5(a) Cargo holds, including hatchways, which are designed as ballast water holds at sea, are to be capable of being 100% full of ballast water with all double bottom tanks in way of the cargo hold being 100% full at any heavy ballast draft. For at-sea ballast holds adjacent to topside wing, hopper and double bottom tanks, the local strength is to be satisfactory with the hold full with ballast and the topside wing, hopper and double bottom tanks empty.

7.3.6 Additional Conditions Applicable during Loading and Unloading in Harbor 7.3.6(a)

i) In harbor condition, any single cargo hold is to be capable of holding, at 0.67d, at least the maximum allowable seagoing mass (MMAX).

where:

MMAX = MHD + MDBF for loaded hold on BC-A

= MFULL+ MDBF for all other holds

MDBF = mass of fuel oil in double bottom tank



ii) The maximum allowable hold mass for a draft less than 0.67d may be obtained by adjusting the value obtained by 5-3-A6/7.3.6(a)i) for the loss of buoyancy due to the decrease in draft, subject to 5-3-A6/7.3.6(c)i).

7.3.6(b)

i) In harbor condition, any two adjacent cargo holds are to be capable of carrying at least MFull, with fuel oil tanks in the double bottom in way of the cargo holds, if any, 100% full and ballast water tanks in the double bottom in way of the cargo holds empty, at 0.67d.

ii) The maximum allowable hold mass for any two adjacent holds at a draft less than 0.67d may be obtained by adjusting the value obtained by 5-3-A6/7.3.6(b)i) for the loss of buoyancy due to the decrease in draft.

7.3.6(c)

i) The maximum allowable cargo mass in harbor condition, at a draft less than d [see 5-3-A6/7.3.2(a)ii)], d1 (see 5-3-A6/7.3.4(b)iii) et al) or 0.67d (see 5-3-A6/7.3.3(a)ii) et al), may be obtained by adding 0.15MHD for loaded holds on BC-A or 0.15MFULL for all other holds to the allowable seagoing mass at that draft where it is greater than the allowable mass obtained by 5-3-A6/7.3.6(a), subject to the maximum of MMAX.

ii) Likewise the minimum required mass in harbor condition, at a draft greater than dB [see 5-3-A6/7.3.2(c) ii)], 0.83d (see 5-3-A6/7.3.3(b)ii)) or 0.75d [see 5-3-A6/7.3.3(d) ii)] may be obtained by subtracting 0.15MHD for loaded holds on BC-A or 0.15MFULL for all other holds from the allowable seagoing cargo mass at that draft, subject to the minimum of MMIN where MMIN is the minimum required seagoing cargo mass at a draft less than those values mentioned.

7.3.7 Hold Mass Curves 7.3.7(a) Hold mass curves, prepared based on the design loading criteria for local strength in 5-3-A6/7.3.2 to 5-3-A6/7.3.6 above, and showing maximum allowable and minimum required mass as a function of draft, are to be included in the loading manual and the loading instrument. The design loading criteria in 5-3-A6/7.3.5 is not be used to prepare hold mass curves of dry cargo for a hold adapted for the carriage of water ballast.

7.3.7(b) Hold mass curves are to be prepared for each single hold, as well as for any two adjacent holds, each further divided into sea-going condition and during loading and unloading in harbor. [See 3-2-A3/5.1.1(c) and 3-2-A3/5.1.1(d)].

7.3.7(c) At drafts other than those specified in the design loading conditions above, the maximum allowable and minimum required mass is to be adjusted for the change in the buoyancy acting on the bottom as specified in the respective paragraphs.

7.3.7(d) Hold mass curve is to contain instructions for use with varying amount of contents in double bottom tanks.

7.3.8 Quick Reference to 5-3-A6/7.3 A quick reference to local loading conditions in 5-3-A6/7.3 (except for ballast hold in 5-3-A6/7.3.5) is shown in 5-3-A6/Table 2A and 2B. For detailed requirements, the respective text is to be referred to.

TAB

LE 2

A

Car

go H

old

Load

s (5

-3-A

6/7.

3) –

Sin

gle

Hol

d

Max

imum

Allo

wab

le

Min

imum

Req

uire

d no

tatio

n L

or E

C

ond’

n su

mm

er d

raft

(d)

shal

low

er d

raft

@

sum

mer

dra

ft sh

allo

wer

dra

ft @

at se

a 5.

2.1

(7.3

.2a)

: MFU

LL +

MD

BF

5.4.

2 (7

.3.4

b): M

HD +

(0.1

MH) +

MD

BF

5.4.

2 (7

.3.4

b): M

HD +

MD

BF

*5.3

.1 (7

.3.3

a): M

FULL

+ M

DB

F d 1

*0

.67d

5.

2.2

(7.3

.2b)

: 0.5

MH

5.2.

3 (7

.3.2

c): 0

*5

.3.2

(7.3

.3b)

: 0

d B

*0.8

3d

No

MP

(a

t sea

) - *

mar

ked

req’

t

(a

t sea

) - *

mar

ked

req’

t

Load

ed

Hol

d ha

rbor

5.6.

1 (7

.3.6

a): M

MA

X =

MH

D(M

FULL

) + M

DB

F 5.

6.3

(7.3

.6c)

: (m

ax @

sea)

= 0

.15M

MA

X

0.67

d <d

,d1,0

.67d

5.6.

3 (7

.3.6

c): (

min

@se

a)

– 0.

15M

MIN

>d

B, 0

.83d

, 0.

75d

at se

a 5.

2.1

(7.3

.2a)

: MFU

LL +

MD

BF

*5.3

.1 (7

.3.3

a): M

FULL

+ M

DB

F *0

.67d

5.

4.1

(7.3

.4a)

: 0

No

MP

(a

t sea

) - *

mar

ked

req’

t

BC

-A

Empt

y H

old

harb

or

5.

6.1

(7.3

.6a)

: MM

AX =

MH

D(M

FULL

) + M

DB

F 5.

6.3

(7.3

.6c)

: (m

ax @

sea)

= 0

.15M

MA

X

0.67

d <d

,d1,0

.67d

at se

a 5.

2.1

(7.3

.2a)

: MFU

LL +

MD

BF

*5.3

.1 (7

.3.3

a): M

FULL

+ M

DB

F *0

.67d

5.

2.2(

7.3.

2b):

0.5M

H

5.2.

3 (7

.3.2

c): 0

*5

.3.2

(7.3

.3b)

: 0

d B

*0.8

3d

No

MP

(a

t sea

) - *

mar

ked

req’

t

(a

t sea

) - *

mar

ked

req’

t

BC

-B

harb

or

5.

6.1

(7.3

.6a)

: MM

AX =

MH

D(M

FULL

) + M

DB

F 5.

6.3

(7.3

.6c)

: (m

ax @

sea)

= 0

.15M

MA

X

0.67

d <d

,d1,0

.67d

5.6.

3 (7

.3.6

c): (

min

@se

a)

– 0.

15M

MIN

>d

B, 0

.83d

, 0.

75d

at se

a 5.

2.1

(7.3

.2a)

: MFU

LL +

MD

BF

*5.3

.1 (7

.3.3

a): M

FULL

+ M

DB

F *0

.67d

5.

2.2(

7.3.

2b):

0.5M

H

5.2.

3 (7

.3.2

c): 0

*5

.3.2

(7.3

.3b)

: 0

d B

*0.8

3d

No

MP

(a

t sea

) - *

mar

ked

req’

t

(a

t sea

) - *

mar

ked

req’

t

BC

-C

harb

or

5.

6.1

(7.3

.6a)

: MM

AX =

MH

D(M

FULL

) + M

DB

F 5.

6.3

(7.3

.6c)

: (m

ax @

sea)

= 0

.15M

MA

X

0.67

d <d

,d1,0

.67d

5.6.

3 (7

.3.6

c): (

min

@se

a)

– 0.

15M

MIN

>d

B, 0

.83d

, 0.

75d

TAB

LE 2

B

Car

go H

old

Load

s (5

-3-A

6/7.

3) (l

oads

in e

ach

hold

sho

wn)

Max

imum

Allo

wab

le

Min

imum

Req

uire

d no

tatio

n L

or E

C

ond’

n su

mm

er d

raft

(d)

shal

low

er d

raft

@

sum

mer

dra

ft sh

allo

wer

dra

ft @

at

sea

5.4.

3 (7

.3.4

c): M

HD +

(0.1

MH) +

MD

BF

Non

e, (7

.3.2

e): M

FULL

+ M

DB

F *5

.3.3

(7.3

.3c)

: MFU

LL +

MD

BF

*0.6

7d

Non

e, (7

.3.2

f): 0

.5M

H

*5.3

.4 (7

.3.3

d): 0

*0

.75d

No

MP

(a

t sea

) - *

mar

ked

req’

t

(a

t sea

) - *

mar

ked

req’

t

Two

Load

ed

Hol

ds

harb

or

5.

6.2

(7.3

.6b)

: MFU

LL +

MD

BF

0.67

d

at se

a N

one,

(7.3

.2e)

: MFU

LL +

MD

BF

*5.3

.3 (7

.3.3

c): M

FULL

+ M

DB

F *0

.67d

*5.3

.4 (7

.3.3

d): 0

*0

.75d

N

o M

P

(at s

ea) -

* m

arke

d re

q’t

(at s

ea) -

* m

arke

d re

q’t

BC

-A

All

Hol

ds

harb

or

5.

6.2

(7.3

.6b)

: MFU

LL +

MD

BF

0.67

d

at se

a N

one,

(7.3

.2e)

: MFU

LL +

MD

BF

*5.3

.3 (7

.3.3

c): M

FULL

+ M

DB

F *0

.67d

*5.3

.4 (7

.3.3

d): 0

*0

.75d

N

o M

P

(at s

ea) -

* m

arke

d re

q’t

(at s

ea) -

* m

arke

d re

q’t

B

C-B

ha

rbor

5.6.

2 (7

.3.6

b): M

FULL

+ M

DB

F 0.

67d

at

sea

Non

e, (7

.3.2

e): M

FULL

+ M

DB

F *5

.3.3

(7.3

.3c)

: MFU

LL +

MD

BF

*0.6

7d

*5

.3.4

(7.3

.3d)

: 0

*0.7

5d

No

MP

(a

t sea

) - *

mar

ked

req’

t

(a

t sea

) - *

mar

ked

req’

t

BC

-C

harb

or

5.

6.2

(7.3

.6b)

: MFU

LL +

MD

BF

0.67

d




CHAPTER 8 VESSELS INTENDED TO CARRY LIQUEFIED GASES IN BULK

SECTION 3 SHIP ARRANGEMENTS

(Insert the new sentence after the title of Subsection 7. Delete text in the existing paragraph 7.2 and replace it with new text. Also delete existing text in paragraph 7.4 and replace it with new text as follows:)

7 Bilge, ballast and fuel oil arrangements (1 July 2003) Paragraph 5-8-3/7.2.2 applies to ships constructed on or after 1 July 2002.

(Subparagraphs 7.1.1 and 7.1.2 remain unchanged.)

7.2 (1 July 2003)

7.2.1

The hold or interbarrier spaces of Type A independent tank ships should be provided with a drainage system suitable for handling liquid cargo in the event of cargo tank leakage or rupture. Such arrangements should provide for the return of any cargo leakage to the liquid cargo piping.

7.2.2

Arrangements referred to in 5-8-3/7.2.1 should be provided with a removable spool piece.

(Paragraph 7.3 remains unchanged.)

7.4 (1 July 2003)

Ballast spaces, including wet duct keels used as ballast piping, fuel-oil tanks and gas-safe spaces may be connected to pumps in the machinery spaces. Dry duct keels with ballast piping passing through, may be connected to pumps in the machinery spaces, provided the connections are led directly to the pumps and the discharge from the pumps lead directly overboard with no valves or manifolds in either line which could connect the line from the duct keel to lines serving gas-safe spaces. Pump vents should not be open to machinery spaces.





SECTION 4 CARGO CONTAINMENT

8 Insulation (Also see Annex 5-8-A2)

(Revise third sentence as follows:)

8.3 (1 July 2003)

Calculations required by 5-8-4/8.1 and 5-8-4/8.2 should be made assuming still air and still water, and except as permitted by 5-8-4/8.4, no credit should be given for means of heating. In the case referred to in 5-8-4/8.2, the cooling effect of the rising boil-off vapor from the leaked cargo should be considered in the heat transmission studies. For structural members connecting inner and outer hulls, the mean temperature may be taken for determining the steel grade.

10.10

10.10.3

(Revise first sentence as follows:)

10.10.3.7 (1 July 2003) Pneumatic testing of pressure vessels other than cargo tanks should only be considered on an individual case basis by the Administration. Such testing should be permitted only for those vessels which are so designed or supported that they cannot be safely filled with water, or for those vessels which cannot be dried and are to be used in a service where traces of the testing medium cannot be tolerated.



SECTION 5 PROCESS PRESSURE VESSELS AND LIQUID, VAPOR, AND PRESSURE PIPING SYSTEMS

6 Cargo system valving requirements

(Add new Paragraph 5-8-5/6.5 as follows and renumber existing Paragraph 6.5 as 6.6.)

6.5 (1 July 2003)

The closure time of 30 s for the emergency shutdown valve referred to in 5-8-5/6.4 should be measured from the time of manual or automatic initiation to final closure. This is called the total shutdown time and is made up of a signal response time and a valve closure time. The valve closure time should be such as to avoid surge pressure in pipelines. Such valves should close in such a manner as to cut off the flows smoothly.



7 Ship’s cargo hoses

(Replace Paragraph 5-8-5/7.3 in its entirety as follows:)

7.3 (1 July 2003)

For cargo hoses installed on board ships on or after 1 July 2002, each new type of cargo hose, complete with end-fittings, should be prototype-tested at a normal ambient temperature with 200 pressure cycles from zero to at least twice the specified maximum working pressure. After this cycle pressure test has been carried out, the prototype test should demonstrate a bursting pressure of at least 5 times its specified maximum working pressure at the extreme service temperature. Hoses used for prototype testing should not be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times its specified maximum working pressure but not more than two-fifths of its bursting pressure. The hose should be stenciled or otherwise marked with the date of testing, its specified maximum working pressure and, if used in services other than the ambient temperature services, its maximum and minimum service temperature, as applicable. The specified maximum working pressure should not be less than 10 bar (145 psi) gauge.



SECTION 8 CARGO TANK VENT SYSTEM

2 Pressure relief systems

(Revise first sentence as follows:)

2.7 (1 July 2003)

The changing of the set pressure under the provisions of 5-8-8/2.6, and the corresponding resetting of the alarms referred to in 5-8-13/4.1 should be carried out under the supervision of the master in accordance with procedures approved by the Administration and specified in the ship’s operating manual. Changes in set pressures should be recorded in the ship’s log and a sign posted in the cargo control room, if provided, and at each relief valve, stating the set pressure.





SECTION 9 ENVIRONMENTAL CONTROL

5 Inert gas production on board

(Add the following new last sentence.)

5.3 (1 July 2003)

Spaces containing inert gas generating plants should have no direct access to accommodation spaces, service spaces or control stations, but may be located in machinery spaces. If such plants are located in machinery spaces or other spaces outside the cargo area, two non-return valves, or equivalent devices should be fitted in the inert gas main in the cargo area as required in 5-8-9/5.2. Inert gas piping should not pass through accommodation spaces, service spaces or control stations. When not in use, the inert gas system should be made separate from the cargo system in the cargo area except for connections to the hold spaces or interbarrier spaces.



SECTION 11 FIRE PROTECTION AND EXTINGUISHING SYSTEM

2 Fire water main equipment

(Revise second sentence as follows:)

2.4 (1 July 2003)

All water nozzles provided for fire-fighting use should be of an approved dual-purpose type capable of producing either a spray or a jet. All pipes, valves, nozzles and other fittings in the fire-fighting systems should be resistant to the effects of fire and to corrosion by water.





SECTION 13 INSTRUMENTATION (GAUGING, GAS DETECTION AND CARGO HANDLING CONTROLS)

3 Overflow control

(Revise third sentence as follows:)

3.1 (1 July 2003)

Except as provided in 5-8-13/3.2, each cargo tank should be fitted with a high liquid level alarm operating independently of other liquid level indicators and giving an audible and visual warning when activated. Another sensor operating independently of the high liquid level alarm should automatically actuate a shutoff valve in a manner which will both avoid excessive liquid pressure in the loading line and prevent the tank from becoming liquid full. The emergency shutdown valve referred to in 5-8-5/6.1 and 5-8-5/6.3 may be used for this purpose. If another valve is used for this purpose, the same information as referred to in 5-8-5/6.4 should be available on board. During loading, whenever the use of these valves may possibly create a potential excess pressure surge in the loading system, the port State authority may agree to alternative arrangements such as limiting the loading rate, etc.



SECTION 14 PERSONNEL PROTECTION

3 First-aid equipment (1 Oct. 1994)

(Replace existing text and footnote with new text as follows:)

3.2 (1 July 2003)

The ship should have on board medical first-aid equipment, including oxygen resuscitation equipment and antidotes for cargoes to be carried, based on the guidelines developed by the Organization.• • Reference is made to the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG) which

provides advice on the treatment of casualties in accordance with the symptoms exhibited as well as equipment and antidotes that may be appropriate for treating the casualty.





SECTION 18 OPERATING REQUIREMENTS

3 Personnel training •

(Revise existing text and add new second footnote as follows:)

3.3 (1 July 2003)

Officers should be trained in emergency procedures to deal with conditions of leakage, spillage or fire involving the cargo, based on the guidelines developed by the Organization••, and a sufficient number of them should be instructed and trained in essential first aid for the cargoes carried. • Reference is made to the provisions of the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers, 1978, and in particular to the ‘‘Mandatory minimum requirements for the training and qualifications of masters, officers and ratings of liquefied gas tankers’’-regulation V/ 3, chapter V of the Annex to that Convention and to resolution 12 of the International Conference on Training and Certification of Seafarers, 1978.

•• Refer to the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG), which provides advice on the treatment of casualties in accordance with the symptoms exhibited as well as equipment and antidotes that may be appropriate for treating the casualty, and to the relevant provisions of the STCW Code, parts A and B.

8 Cargo transfer operations

(Add reference as follows:)

8.9 Additional operating requirements (1 July 2003)

Additional operating requirements will be found in the following paragraphs of the Rules 5-8-3/8.4, 5-8-3/8.5, 5-8-7/1.1.5, 5-8-8/2.5, 5-8-8/2.7, 5-8-9/4.2, 5-8-12/1.1, 5-8-12/1.10, 5-8-13/1.4, 5-8-14/2.5, 5-8-14/2.6, 5-8-14/3.1, 5-8-15/1, 5-8-15/2, 5-8-16/3.2, 5-8-17/4.2, 5-8-17/4.3, 5-8-17/6, 5-8-17/7, 5-8-17/12, 5-8-17/13, 5-8-17/14, 5-8-17/15, 5-8-17/16, 5-8-17/17, 5-8-17/18, 5-8-17/20.




CHAPTER 9 VESSELS INTENDED TO CARRY CHEMICAL CARGOES IN BULK

SECTION 5 CARGO TRANSFER

7 Ship’s cargo hoses

(Replace Paragraph 5-8-5/7.3 in its entirety as follows:)

7.3 (1 July 2003)

For cargo hoses installed on board ships on or after 1 July 2002, each new type of cargo hose, complete with end-fittings, should be prototype-tested at a normal ambient temperature with 200 pressure cycles from zero to at least twice the specified maximum working pressure. After this cycle pressure test has been carried out, the prototype test should demonstrate a bursting pressure of at least 5 times its specified maximum working pressure at the extreme service temperature. Hoses used for prototype testing should not be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose produced should be hydrostatically tested at ambient temperature to a pressure not less than 1.5 times its specified maximum working pressure but not more than two-fifths of its bursting pressure. The hose should be stenciled or otherwise marked with the date of testing, its specified maximum working pressure and, if used in services other than the ambient temperature services, its maximum and minimum service temperature, as applicable. The specified maximum working pressure should not be less than 10 bar (145 psi) gauge.



SECTION 8 CARGO TANK VENTING AND GAS-FREEING ARRANGEMENT

1 Application

(Revise as follows:)

1.1 (1 July 2003)

Unless expressly provided otherwise, this Section applies to ships constructed on or after 1 January 1994.

(Add new Paragraph 1.6 after existing Paragraph 1.5.)

1.6 (1 July 2003)

Ships constructed on or after 1 July 1986, but before 1 July 2002 should comply with the requirements of paragraph 5-9-8/3.3 by the date of the first scheduled dry-docking after 1 July 2002, but not later than 1 July 2005. However, the Administration may approve relaxation of requirements in 5-9-8/3.3 for ships of less than 500 gross tonnage which were constructed on or after 1 July 1986, but before 1 July 2002.



3 Types of tank vent systems

(Revise reference in last sentence.)

3.2 (1 July 2003)

A controlled tank venting system is a system in which pressure and vacuum relief valves or pressure/ vacuum valves are fitted to each tank to limit the pressure or vacuum in the tank. A controlled venting system may consist of individual vents from each tank or such individual vents, on the pressure side only as may be combined into a common header or headers with due regard to cargo segregation. In no case should shutoff valves be fitted either above or below pressure or vacuum relief valve or pressure/ vacuum valves. Provision may be made for bypassing a pressure or vacuum relief valve or pressure/vacuum valve under certain operating conditions provided that the requirement of 5-9-8/3.6 is maintained and that there is suitable indication to show whether or not the valve is bypassed.

(Add new Paragraph 3.3 after existing Paragraph 3.2.)

3.3 (1 July 2003) On ships constructed on or after 1 July 2002, controlled tank venting systems should consist of a primary and a secondary means of allowing full flow relief of vapor to prevent over-pressure or under-pressure in the event of failure of one means. Alternatively, the secondary means may consist of pressure sensors fitted in each tank with a monitoring system in the ship's cargo control room or position from which cargo operations are normally carried out. Such monitoring equipment should also provide an alarm facility which is activated by detection of over-pressure or under-pressure conditions within a tank.

(Renumber existing Paragraphs 3.3 through 3.7 as 3.4 through 3.7, respectively.)

(Revise reference in first line of renumbered Paragraph 3.5.)

3.5 (1 July 2003)

The vent outlet height referred to in 5-9-8/3.4.1 may be reduced to 3 m above the deck or a raised walkway, as applicable, provided that high velocity venting valves of a type approved by the Administration directing the vapor/air mixture upwards in an unimpeded jet with an exit velocity of at least 30 m/s are fitted.





SECTION 14 PERSONNEL PROTECTION

2 Safety equipment

(Revise existing text and add new footnote as follows:)

2.9 (1 July 2003)

The ship should have on board medical first-aid equipment including oxygen resuscitation equipment and antidotes for cargoes to be carried, based on the guidelines developed by the Organization•. • Reference is made to the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG) which

provides advice on the treatment of casualties in accordance with the symptoms exhibited as well as equipment and antidotes that may be appropriate for treating the casualty.



SECTION 15 SPECIAL REQUIREMENTS

(Add two new sentences under Subsection 3 and revise Paragraphs 3.1 and 3.6.)

3 Carbon disulphide (1 July 2003)

Carbon disulphide may be carried either under a water pad or under a suitable inert gas pad as specified in the following paragraphs.

Carriage under water pad

3.1 (1 July 2003)

Provision should be made to maintain a water pad in the cargo tank during loading, unloading and transit. In addition, a suitable inert gas pad should be maintained in the ullage space during transit.

3.6 (1 July 2003)

Pumps may be used for discharging cargo, provided they are of the deepwell or hydraulically driven submersible types. The means of driving a deepwell pump should not present a source of ignition for carbon disulphide and should not employ equipment that may exceed a temperature of 80°C (176°F).



(Add new Paragraphs 3.11 to 3.27.)

Carriage under suitable inert gas pad

3.11 (1 July 2003) Carbon disulphide should be carried in independent tanks with a design pressure of not less than 0.6 bar gauge.

3.12 (1 July 2003) All openings should be located on the top of the tank, above the deck.

3.13 (1 July 2003) Gaskets used in the containment system should be of a material which does not react with, or dissolve in, carbon disulphide.

3.14 (1 July 2003) Threaded joints should not be permitted in the cargo containment system, including the vapour lines.

3.15 (1 July 2003) Prior to loading, the tank(s) should be inerted with suitable inert gas until the oxygen level is 2% by volume or lower. Means should be provided to automatically maintain a positive pressure in the tank using suitable inert gas during loading, transport and discharge. The system should be able to maintain this positive pressure between 0.1 and 0.2 bar gauge, and should be remotely monitored and fitted with over/underpressure alarms.

3.16 (1 July 2003) Hold spaces surrounding an independent tank carrying carbon disulphide should be inerted by a suitable inert gas until the oxygen level is 2% or less. Means should be provided to monitor and maintain this condition throughout the voyage. Means should also be provided to sample these spaces for carbon disulphide vapour.

3.17 (1 July 2003) Carbon disulphide should be loaded, transported and discharged in such a manner that venting to the atmosphere does not occur. If carbon disulphide vapour is returned to shore during loading or to the ship during discharge, the vapour return system should be independent of all other containment systems.

3.18 (1 July 2003) Carbon disulphide should be discharged only by submerged deepwell pumps or by a suitable inert gas displacement. The submerged deepwell pumps should be operated in a way that prevents heat build-up in the pump. The pump should also be equipped with a temperature sensor in the pump housing with remote readout and alarm in the cargo control room. The alarm should be set at 80°C. The pump should also be fitted with an automatic shut-down device, if the tank pressure falls below atmospheric pressure during the discharge.

3.19 (1 July 2003) Air should not be allowed to enter the cargo tank, cargo pump or lines while carbon disulphide is contained in the system.



3.20 (1 July 2003) No other cargo handling, tank cleaning or deballasting should take place concurrent with loading or discharge of carbon disulphide.

3.21 (1 July 2003) A water spray system of sufficient capacity should be provided to blanket effectively the area surrounding the loading manifold, the exposed deck piping associated with product handling and the tank domes. The arrangement of piping and nozzles should be such as to give an uniform distribution rate of 10 l/m2/min. Remote manual operation should be arranged such that remote starting of pumps supplying the water-spray system and remote operation of any normally closed valves in the system can be carried out from a suitable location outside the cargo area adjacent to the accommodation spaces and readily accessible and operable in the event of fire in the areas protected. The water-spray system should be capable of both local and remote manual operation, and the arrangement should ensure that any spilled cargo is washed away. Additionally, a water hose with pressure to the nozzle when atmospheric temperature permits, should be connected ready for immediate use during loading and unloading operations.

3.22 (1 July 2003) No cargo tanks should be more than 98% liquid-full at the reference temperature (R).

3.23 (1 July 2003) The maximum volume (VL) of cargo to be loaded in a tank should be:

VL = 0.98 V(ρR/ρL)

where

V = volume of the tank

ρR = relative density of cargo at the reference temperature (R)

ρL = relative density of cargo at the loading temperature

R = reference temperature, i.e. the temperature at which the vapor pressure of the cargo corresponds to the set pressure of the pressure relief valve.

3.24 (1 July 2003) The maximum allowable tank filling limits for each cargo tank should be indicated for each loading temperature which may be applied, and for the applicable maximum reference temperature, on a list approved by the Administration. A copy of the list should be permanently kept on board by the master.

3.25 (1 July 2003) Zones on open deck, or semi-enclosed spaces on open deck within three metres of a tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve of a tank certified to carry carbon disulphide, should comply with the electrical equipment requirements specified for carbon disulphide in column "i", Section 5-9-17. Also, within the specified zone, no other heat sources, like steam piping with surface temperatures in excess of 80°C should be allowed.

3.26 (1 July 2003) Means should be provided to ullage and sample the cargo without opening the tank or disturbing the positive suitable inert gas blanket.



3.27 (1 July 2003) The product should be transported only in accordance with a cargo handling plan that has been approved by the Administration. Cargo handling plans should show the entire cargo piping system. A copy of the approved cargo handling plan should be available on board. The International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk should be endorsed to include reference to the approved cargo handling plan.



SECTION 16 OPERATIONAL REQUIREMENTS

3 Personnel training ••

(Revise existing text and add new footnote as follows:)

3.3 (1 July 2003)

Officers should be trained in emergency procedures to deal with conditions of leakage, spillage or fire involving the cargo, based on the guidelines developed by the Organization•••, and a sufficient number of them should be instructed and trained in essential first aid for cargoes carried. ••• Refer to the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG), which provides advice

on the treatment of casualties in accordance with the symptoms exhibited as well as equipment and antidotes that may be appropriate for treating the casualty, and to the relevant provisions of the STCW Code, parts A and B.

(Add reference 5-9-8/3.6 under 5-9-7/1.6.3.)

7 Additional operational requirements (1 July 2003)

The Code contains additional operational requirements in: 5-9-3/1.1 5-9-13/2.3 5-9-15/8.3 5-9-15/8.26.2 5-9-3/1.2.1 5-9-13/2.4 5-9-15/8.4 5-9-15/8.26.3 5-9-3/1.2.2 5-9-14 5-9-15/8.5 5-9-15/8.27 5-9-3/1.4 5-9-15/1 5-9-15/8.7 5-9-15/8.28 5-9-3/5.2 5-9-15/3.1 5-9-15/8.14.2 5-9-15/8.29 5-9-3/7.4 5-9-15/3.7 5-9-15/8.14.3 5-9-15/9 5-9-7/1.2 5-9-15/3.8 5-9-15/8.16 5-9-15/10.1 5-9-7/1.6.3 5-9-15/4.6 5-9-15/8.17 5-9-15/11.4 5-9-8/3.6 5-9-15/5 5-9-15/8.18 5-9-15/11.6 5-9-9/1.4 5-9-15/6.1 5-9-15/8.19 5-9-15/12.3.1 5-9-9/2 5-9-15/6.3 5-9-15/8.20 5-9-15/13 5-9-11/3.2 5-9-15/6.4 5-9-15/8.23.3 5-9-15/14.7.1 5-9-11/4 5-9-15/7.1 5-9-15/8.23.4 5-9-15/14.7.2 5-9-12/1.2 5-9-15/7.6 5-9-15/8.25.1 5-9-15/14.7.3 5-9-12/2 5-9-15/7.11 5-9-15/8.25.2 5-9-15/16 5-9-13/2.1 5-9-15/8.1 5-9-15/8.25.3 5-9-15/19.8 5-9-13/2.2 5-9-15/8.2 5-9-15/8.26.1



PART 6 OPTIONAL ITEMS AND SYSTEMS

CHAPTER 1 STRENGTHENING FOR NAVIGATION IN ICE

SECTION 2 BALTIC ICE CLASSES

9 Power of Propulsion Machinery (1 September 2003)

The minimum required engine output power P is to be determined in accordance with 6-1-2/9.1.2 and stated in the classification certificate.

PART 7 RULE REQUIREMENTS FOR SURVEY AFTER CONSTRUCTION

CHAPTER 3 HULL SURVEYS

SECTION 2 VESSELS FOR UNRESTRICTED SERVICES

1 Annual Survey

1.1 All Vessels

1.1.1 Protection of Cargo Hatch Openings

(Revise Items 1.1.1(b) and 1.1.1(c). All other items of Subparagraph 1.1.1 remain unchanged.)

1.1.1(b) (1 July 2003) Where mechanically operated steel covers are fitted, examination of:

• hatch covers; including plating and stiffeners and close-up survey of hatch cover plating;

• tightness devices of longitudinal, transverse and intermediate cross junction ( gaskets, gasket lips, compression bars, drainage channels, drains, and non return valves if fitted);

• Steel-to-steel contact between cover and coaming, support pads, cleats (including cross joint bolts and/or wedges).

• clamping devices, retaining bars, cleating;

• chain or rope pulleys;

• guides;

• guide rails and track wheels;

• stoppers, etc;

• wires, chains, gypsies, tensioning devices;

• hydraulic system essential to closing and securing;

• safety locks and retaining devices.



1.1.1(c) (1 July 2003) Where wooden covers on portable beams or steel pontoon covers are fitted, examination of:

• wooden covers and portable beams, carriers or sockets for the portable beam, and their securing devices;

• steel pontoons, including close-up survey of hatch cover plating;

• tarpaulins;

• cleats, battens and wedges;

• hatch securing bars and their securing devices;

• loading pads/bars and the side plate edge;

• guide plates and chocks;

• compression bars, drainage channels and drain pipes (if any).

(Revise as follows:)

1.1.9 Suspect Areas, Salt-Water Ballast Spaces and Combined Cargo/Salt Water Ballast Spaces (1 July 2003) Suspect areas of the hull are to be overall examined, including an overall and Close-up Survey of those suspect areas which were identified at previous Special Periodical or Intermediate Survey. Areas of substantial corrosion identified at previous Special Periodical or Intermediate Surveys are to have thickness measurements taken. In addition, where required by 7-3-2/3.1.1, 7-3-2/3.17.2, 7-3-2/3.18.2, 7-3-2/5.1.6(c), 7-3-2/5.7.1, 7-3-2/5.13.2 and 7-3-2/5.14.2, internal examination of applicable salt-water ballast spaces and combined cargo/salt water ballast spaces is to be carried out.

Where extensive areas of wastage are found or when considered necessary by the Surveyor, thickness measurements are to be carried out and renewals and/or repairs made when wastage exceeds allowable margins. Where substantial corrosion is found, additional thickness measurements in accordance with 7-3-2/7 are to be taken to confirm the extent of substantial corrosion. These extended thickness measurements are to be carried out before the survey is credited as completed. Suspect Areas identified at previous Special Periodical Surveys are to be examined. Areas of substantial corrosion identified at previous Special Periodical or Intermediate Surveys are to have thickness measurements taken.

Where reduced scantlings on the basis of effective corrosion control have been adopted, the results of any measurements are to be evaluated based on the scantlings before reduction.

For Vessels > 15 years: (1 July 2002)

i) Ballast tanks, other than double bottom ballast tanks, in way of spaces designated for the carriage of cargo, where FAIR coating conditions were identified at the previous Intermediate Survey or Special Periodical Survey are to have a minimum of three (3) so identified tanks internally examined i.e., one (1) forward, one (1) midship and one (1) aft.

ii) Peak tanks with FAIR coating conditions are to be internally examined.



(Add new third paragraph.)

1.1.11 Vessels Constructed of Aluminum Alloys (1 July 2003) In addition to the applicable requirements of 7-3-2/1.1, the Annual Survey – Hull is also to include the following:

All parts liable to rapid deterioration, particularly areas adjacent to dissimilar metals which are in close proximity.

Internal structure of a randomly selected cargo space, dry or liquid, together with any other space deemed necessary by the Surveyor, with particular attention to be given to bilges and drain wells.

1.13 Tankers – (ESP and Non ESP) and Tank Barges

(Replace existing text of 1.13.5 in its entirety as follows:)

1.13.5 Salt Water Ballast Tanks & Combined Cargo/Salt Water Ballast Tanks (1 July 2003) Special consideration may be given to waiving the annual examination of a salt water ballast tank or combined cargo/salt water ballast tank with a common plane boundary with a cargo tank with any means of heating as specified in 7-3-2/3.17.2, 7-3-2/3.18.2, 7-3-2/5.13.2 or 7-3-2/5.14.2, where the protective coating was found to be in GOOD condition at the previous Intermediate or Special Periodical survey.

(Add new first paragraph as follows:)

1.13.7 Liquefied Gas Carriers (1 July 2003) The Annual Survey except First Annual Survey is to be carried out during a loading or discharging operation as far as practicable.

In addition to the applicable requirements of 7-3-2/1.1 and 7-3-2/1.13.1 through to 1.13.4, the Annual Survey is also to include the following:

(Item 1.13.7(a) remains unchanged.)

1.13.7(b) All Annual Surveys

(Add new Subitem i) and renumber existing Subitems i) to xviii) as ii) to xix). Revise Subitems iii), iv) and x) as follows:)

i) General. (1 July 2003) The logbooks are to be examined with regard to correct functioning of the cargo containment and cargo handling systems. The hours per day of the reliquefaction plants or the boil-off rate is to be considered.

iii) Cargo Tank Venting System. (1 July 2003) The venting system, for the cargo tanks and hold spaces is to be confirmed in satisfactory operating condition. Vent line drainage arrangement is to be examined.



iv) Instrumentation and Safety Systems. (1 July 2003) Gas leakage detection equipment, including indicators and alarms, is to be confirmed in satisfactory operating conditions. Systems for temperature, pressure and liquid level indication of the cargo, cargo tank insulation, the hull adjacent to the cargo containment system, and cargo refrigerating installations where fitted, including alarms, are to be confirmed in satisfactory operating condition. The piping of the gas detection system is to be visually examined for corrosion and damage and the integrity of the line between suction points and analyzing units is to be confirmed as far as possible.

x) Spaces in Cargo Areas. (1 July 2003) Air locks, cargo pump rooms, cargo

compressor rooms, rooms containing electric motors for driving cargo pumps or compressors, cargo control rooms, and spaces used for cargo handling operations are to be examined. All accessible gas-tight bulkhead penetrations including gas-tight shaft seals are to be examined. The means for accomplishing gas tightness of the wheelhouse doors and windows, and closing devices for all air intakes and openings in superstructures and deckhouse facing the cargo area or bow and stern loading/unloading arrangements are to be examined. All windows and sidescuttles within the area required to be of the fixed type (non-opening) are to be examined for gas tightness.

3.15 Tankers Non ESP

(Add new Subparagraph as follows:)

3.15.1 Liquefied Gas Carriers (1 July 2003) The Intermediate Survey is preferably to be carried out with the ship in a gas free condition. The extent of the testing required for the intermediate survey will normally be such that the survey cannot be carried out during a loading or discharging operation.

In addition to the applicable requirements of 7-3-2/3.1, the Intermediate Survey is also to include the following.

3.15.1(a) Instrumentation and safety systems

i) The instrumentation of the cargo installation with regard to pressure, temperature and liquid level is to be visually examined and to be tested by changing the pressure, temperature and level as applicable and comparing with test instruments. Simulated testing may be accepted for sensors which are not accessible or for sensors located within cargo tanks or inerted hold spaces. The testing is to include testing of alarm and safety functions.

ii) Gas detectors are to be calibrated or verified with sample gases.

iii) The emergency shutdown system is to be tested, without flow in the pipe lines, to verify that the system will cause the cargo pumps and compressors to stop.

3.15.1(b) Gas Burning Installations The instrumentation and safety systems for gas burning installations are to be examined and tested in accordance with the requirements of 7-3-2/3.15.1(a)i).



3.17 Tankers ESP (Oil Carriers – Non Double Hull ESP, Chemical Carriers ESP and Oil Carrier Features of Combination Carriers ESP)

3.17.2 Overall Survey Requirements (1 July 2003)

(Revise Items 3.17.2(a) and (b) as follows.)

3.17.2(a) For vessels 5 < Age ≤ 10 years

i) All salt water Ballast Tanks and Combined Cargo/salt water Ballast Tanks, including double bottom tanks, are to be examined, and this examination is to be supplemented by thickness measurement and testing as deemed necessary, to ensure that the structural integrity remains effective.

ii) A salt water Ballast Tank or a Combined Cargo/salt water Ballast Tank is to be examined at subsequent annual intervals where: a. a protective coating has not been applied from the time of construction, b. a soft coating has been applied, or c. substantial corrosion is found within the tank, or d. the protective coating is found to be in less than GOOD condition and the

protective coating is not repaired to the satisfaction of the Surveyor, or e. the tank has a common plane boundary with a cargo tank with any means of

heating 3.17.2(b) For vessels Age > 10 years

Overall Survey requirements of 7-3-2/5.13.2

3.17.3 Close-up Survey Requirements (1 July 2001)

(Revise Item 3.17.3(a) as follows. Items 3.17.3(b) and (c) remain unchanged.)

3.17.3(a) For Vessels 10 < Age ≤ 15 years (1 July 2003)

Close-up Survey requirements of 7-3-2/5.13.3(b).

3.17.4 Thickness Measurement Requirements (1 July 2001)

(Revise Item 3.17.4(a) as follows. Items 3.17.4(b) and (c) remain unchanged.)

3.17.4(a) For Vessels 10 < Age ≤ 15 years (1 July 2003)

Thickness measurement requirements of 7-3-2/5.13.4(b).

(Revise as follows.)

3.17.5 Survey Planning (1 July 2003) For Vessels Age > 10 years

Survey planning is to be carried out in accordance with 7-3-2/9.



3.18 Oil Carriers – Double Hull ESP and Oil Carrier Features of Combination Carriers – Double Hull ESP (2003)

(Replace Item 3.18.2(a) in its entirety. Delete Item 3.18.2(b) and renumber existing Item 3.18.2(c) as 3.18.2(b).)

3.18.2 Overall Survey Requirements (1 July 2003) 3.18.2(a) For vessels 5 < Age ≤ 10 years

i) All salt water Ballast Tanks and Combined Cargo/salt water Ballast Tanks, including double bottom tanks, are to be examined, and this examination is to be supplemented by thickness measurement and testing as deemed necessary, to ensure that the structural integrity remains effective.

ii) A salt water Ballast Tank or a Combined Cargo/salt water Ballast Tank is to be examined at subsequent annual intervals where:

a. a protective coating has not been applied from the time of construction,

b. a soft coating has been applied, or

c. substantial corrosion is found within the tank, or

d. the protective coating is found to be in less than GOOD condition and the protective coating is not repaired to the satisfaction of the Surveyor, or

e. the tank has a common plane boundary with a cargo tank with any means of heating.

3.18.2(b) For vessels Age > 10 years

Overall survey requirements of 7-3-2/5.14.2

(Replace Item 3.18.3(a) in its entirety. Revise Item 3.18.3(b) and add new Item 3.18.3(c).)

3.18.3 Close-up Survey Requirements (1 July 2003) 3.18.3(a) For Vessels 10 < Age ≤ 15 years

Close-up Survey requirements of 7-3-2/5.14.3(b).

3.18.3(b) For Vessels 15 < Age ≤ 20 years

Close-up Survey requirements of 7-3-2/5.14.3(c).

3.18.3(c) For Vessels Age > 20 years

Close-up Survey requirements of 7-3-2/5.14.3(d).

3.18.4 Thickness Measurement Requirements

(Revise Item 3.18.4(b) as follows. Other Items remain unchanged.)

3.18.4(b) For vessels 10 < Age ≤ 15 years (1 July 2003)

Thickness measurement requirements of 7-3-2/5.14.4(b).



(Revise as follows.)

3.18.5 Survey Planning (1 July 2003) For Vessels Age > 10 years

Survey planning is to be carried out in accordance with 7-3-2/9.

5 Special Periodical Survey

5.1 All Vessels

(Insert new text between last and second to last existing paragraphs as follows:)

5.1.10 Hatch Covers and Coamings A thorough examination of the items listed 7-3-2/1.1 is to be carried out.

Confirmation of the effectiveness of sealing arrangements of all hatch covers by hose testing or equivalent. Where the omission of gaskets has been approved in accordance with SVR 3-2-15/11.1, hose tests are not required provided the surveys required by 7-3-2/1.1.1(f) are satisfactorily carried out.

(1 July 2003) Confirmation of the satisfactory operation of all mechanically operated hatch covers is to be made, including:

• Stowage and securing in open condition.

• Proper fit and efficiency of sealing in closed condition.

• Operational testing of hydraulic and power components, wires, chains, and link drives.

(1999) Where extensive area of wastage of steel hatch covers, coamings or their stiffeners are found, thickness measurements are to be carried out and renewals made when wastage exceeds allowable margins. Where substantial corrosion is found, additional thickness measurements in accordance with 7-3-2/7 are to be taken to confirm the extent of substantial corrosion.

5.7 Bulk Carriers ESP and Bulk Carrier Features of Combination Carriers ESP

5.7.3 Thickness Measurement Requirements 5.7.3(b) Special Periodical Survey No. 2 (5 < Age ≤ 10 years)

(Add new Subitem to end of 5.7.3(b). All other Subitems remain unchanged.)

vii) (1 July 2003) Measurements of the corrugated transverse watertight bulkhead between cargo holds No’s. one and two, for vessels subject to IACS UR S19 and IACS UR S23.



5.11 Liquefied Gas Carriers

5.11.1 Special Periodical Surveys No. 1 and No. 2

(Revise Items as follows and add new Items 5.11.1(n) through 5.11.1(p). Current Item 5.11.1(a) remains unchanged.)

5.11.1(b) Cargo Tank Supports, Insulation and Hull Structures. (1 July 2003) For independent tanks, foundations, chocks, sway braces, keys, anti-flotation arrangements, the secondary barriers or hull plating or both are to be examined, with special attention being given to the cargo tanks and insulation in way of the above. See 7-3-2/5.11.1(f) for insulation removal. Framing adjacent to the cargo containment system is also to be examined.

Where the arrangement is such that the insulation cannot be examined, the surrounding structures in the wing tanks, double bottom tanks and cofferdams are to be examined for cold spots while the cargo tank is in cold condition, unless sufficient evidence of the integrity of the insulation is available from the voyage records.

5.11.1(c) Interbarrier Space Venting System. (1 July 2003) Venting systems, relief valves, or other arrangements provided for emergency removal of gas from the interbarrier spaces and hold spaces are to be opened, inspected, tested and readjusted as necessary.

(Current Item 5.11.1(d) remains unchanged.)

5.11.1(e) Cargo Handling and Piping Material. (1 July 2003) All piping, machinery, and equipment for loading, unloading, venting, compressing, refrigerating, liquefying, heating, or otherwise handling the liquefied gas or vapor and liquid nitrogen, and gas burning installations is to be examined including removal of insulation and opening for examination as deemed necessary. Where deemed suspect, a hydrostatic test to 1.25 times the Maximum Allowable Relief Valve Setting (MARVS) for the pipeline is to be carried out. After reassembly, the complete piping is to be tested for leaks. Where water cannot be tolerated and the piping cannot be dried prior to putting the system in to service, the surveyor may accept alternative testing fluids or alternative means of testing. All emergency shut-down valves and remote operating valves in the cargo piping systems are to be inspected and proven operable. The pressure relief valves are to be function-tested. A random selection of valves is to be opened for examination and adjusted.

(Current Items 5.11.1(f) and 5.11.1(g) remain unchanged.)

5.11.1(h) Independent Pressure Tanks. (1 July 2003) Independent pressure vessels for the carriage of liquefied gases, complying with the requirements of SVR 4-4-1/1.11.1, are to be hydrostatically, hydropneumatically or otherwise pressure tested at each Special Periodical Survey. This requirement may be modified at alternate Special Periodical Surveys if the internal and external survey of such pressure vessels indicates no evidence of leakage, distortion, or wastage. The test pressure is to be 1.25 times MARVS. This requirement is not applicable to independent cargo tanks type C.

(Current Item 5.11.1(i) remains unchanged.)

5.11.1(j) Nondestructive Testing. (1 July 2003) Non-destructive testing is to supplement cargo tank inspection with special attention to be given to the integrity of the main structural members, tank shell and highly stressed areas, including welded connections as deemed necessary by the Surveyor. The following items are, inter alia, considered as highly stressed:

• Cargo tank supports and anti-rolling/anti pitching devices.

• Web frames or stiffening rings.

• Y-connections between tank shell and a longitudinal bulkhead of bilobe tanks.



• Swash bulkhead boundaries.

• Dome and sump connections to the tank shell.

• Foundations for pumps, towers, ladders etc.

• Pipe connections.

• For independent tanks type C, at alternate Special Periodical Surveys, at least 10% of the length of the welded connections in each of above mentioned areas is to be tested. This testing is to be carried out internally and externally as applicable. Insulation is to be removed as necessary for the required nondestructive testing.

• For independent tanks type B, the extent of the nondestructive testing is to be in. accordance with a planned program specially prepared and approved for the cargo tank design.

(Current Items 5.11.1(k) and 5.11.1(l) remain unchanged.)

5.11.1(m) Drainage Arrangements. (1 July 2003) Systems for removing water or cargo from interbarrier spaces and holds are to be examined and tested as deemed necessary.

5.11.1(n) Membrane and semi-membrane tank. (1 July 2003) For membrane and semi-membrane tanks systems, inspection and testing are to be carried out in accordance with programs specially prepared in accordance with an approved method for the actual tank system.

5.11.1(o) Gas-tight bulkhead. (1 July 2003) All gas-tight bulkheads are to be examined. The effectiveness of gas-tight shaft sealing is to be verified.

5.11.1(p) Miscellaneous. (1 July 2003) The hoses and spool pieces used for segregation of piping systems for cargo, inert gas and bilge are to be examined.

5.13 Tankers ESP (Oil Carriers – Non Double Hull ESP, Chemical Carriers ESP and Oil Carrier Features of Combination Carriers ESP)

(Relocate text of 5.13.1(c) and 5.13.1(d) to end of 5.13.2 and revise as follows:)

5.13.2 Overall Survey Requirements (1 July 2003) All cargo tanks, salt water ballast tanks, combined cargo/salt water ballast tanks, including double bottom tanks, pump rooms, pipe tunnels, cofferdams and void spaces bounding cargo tanks, decks and outer hull are to be examined. This examination is to be supplemented by thickness measurement and testing as deemed necessary, to ensure that the structural integrity remains effective. The aim of the examination is to discover substantial corrosion, significant deformation, fractures, damages or other structural deterioration.

(2001) Cargo piping on deck, including Crude Oil Washing (COW) piping, and all piping systems within the above tanks and spaces are to be examined and operationally tested under working pressure to attending Surveyor’s satisfaction to ensure that tightness and condition remain satisfactory. Special attention is to be given to ballast piping in cargo tanks and any cargo piping in ballast tanks and void spaces. Surveyors are to be advised on all occasions when this piping, including valves and fittings, is open during repair periods and can be examined internally.

Additionally, for Chemical Carriers, the survey of stainless steel tanks may be carried out as an Overall Survey supplemented by Close-up Survey as deemed necessary by the Surveyor.



5.13.2(a) Conditions of Coating. Where provided, the condition of coating or corrosion protection of cargo tanks is to be examined.

5.13.2(b) Ballast Tanks and Combined Cargo/Salt Water Ballast Tanks. A salt water Ballast Tank or a Combined Cargo/Salt Water Ballast tank is to be examined at subsequent annual intervals where:

i) a protective coating has not been applied from the time of construction,

ii) a soft coating has been applied, or

iii) substantial corrosion is found within the tank, or

iv) the protective coating is found to be in less than GOOD condition and the protective coating is not repaired to the satisfaction of the Surveyor, or

v) the tank has a common plane boundary with a cargo tank with any means of heating

5.14 Oil Carriers – Double Hull ESP and Oil Carrier Features of Combination Carriers – Double Hull ESP (2003)

(Relocate text of 5.14.1 to end of 5.14.2 and revise as follows:)

5.14.1 General This Paragraph intentionally left blank.

5.14.2 Overall Survey Requirements (1 July 2003) All cargo tanks, salt water ballast tanks, combined cargo/salt water ballast tanks, including double bottom tanks, pump rooms, pipe tunnels, cofferdams and void spaces bounding cargo tanks, decks and outer hull are to be examined. This examination is to be supplemented by thickness measurement and testing as deemed necessary, to ensure that the structural integrity remains effective. The aim of the examination is to discover substantial corrosion, significant deformation, fractures, damages or other structural deterioration.

Cargo piping on deck, including Crude Oil Washing (COW) piping, and all piping systems within the above tanks and spaces are to be examined and operationally tested under working pressure to attending Surveyor’s satisfaction to ensure that tightness and condition remain satisfactory. Special attention is to be given to ballast piping in cargo tanks and any cargo piping in ballast tanks and void spaces. Surveyors are to be advised on all occasions when this piping, including valves and fittings, is open during repair periods and can be examined internally.

5.14.2(a) Conditions of Coating. Where provided, the condition of coating or corrosion protection of cargo tanks is to be examined.

5.14.2(b) Ballast Tanks and Combined Cargo/Salt Water Ballast Tanks. A salt water Ballast Tank or a Combined Cargo/Salt Water Ballast tank is to be examined at subsequent annual intervals where:

i) a protective coating has not been applied from the time of construction,

ii) a soft coating has been applied, or

iii) substantial corrosion is found within the tank, or

iv) the protective coating is found to be in less than GOOD condition and the protective coating is not repaired to the satisfaction of the Surveyor, or

v) the tank has a common plane boundary with a cargo tank with any means of heating



PART 7 RULE REQUIREMENTS FOR SURVEY AFTER CONSTRUCTION

CHAPTER 9 SURVEY REQUIREMENTS FOR ADDITIONAL SYSTEMS AND SERVICES

SECTION 6 THRUSTERS AND DYNAMIC POSITIONING SYSTEM

1 PAS and APS Notations

1.1 Annual Survey


1.1.4 Propulsion and Propulsion Assist Thrusters (1 July 2003) Thruster room arrangements including adequate ventilation, bilge system and alarms for enclosed modules, and fire-fighting systems.

(Add new text as follows:)

1.3 Special Periodical Survey (1 July 2003) In addition to the requirements of the Annual Survey, thrusters are to be surveyed as part of the Special Periodical Survey – Machinery as follows:

Prime movers are to be examined and tested as per applicable requirements of 7-6-2/3.

Dismantling of the propeller assembly (if applicable), an examination of the gear train assembly, including NDT for surface and sub-surface cracking of the tooth flanks, clearance check, sealing ring exam, functional test and oil leakage check.

3 DPS-0, DPS-1, DPS-2, DPS-3 Notations

3.1 Annual Survey


3.1.4 Propulsion and Propulsion Assist Thrusters (1 July 2003) Gear trains are to be opened for examination including NDT for detection of possible surface and sub-surface cracking of the tooth flanks at the first drydocking survey after delivery.

(Add new text as follows:)

3.3 Special Periodical Survey (1 July 2003) In addition to the requirements of the Annual Survey, thrusters are to be surveyed as part of the Special Periodical Survey – Machinery in accordance with 7-9-6/1.3.

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