Rules and Regulations for

the Construction and Classification of

Inland Waterways Vessels

July 2023
Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023

General Information

1. This consolidated version of the ‘Rules and Regulations for the Construction and Classification of
Inland Waterways Vessels’ (July 2023) supersedes the July 2022 edition of the Rules and includes
the amendments published in the following :

a) Rules Change Notice No.1 of September 2022

b) Rules Change Notice No. 2 of December 2022

c) Rules Change Notice No. 3 of March 2023

2. For ease of reference by the users, a summary of additions and amendments incorporated in the
various Rule Change Notices (issued since July 2022) along with their effective dates are indicated
in the respective tables.

3. This edition of the Rules also consists of amendments carried out subsequent to the publication of
Rules Change Notice No.3 of March 2023. Such amendments are included in Table 1.

4. This Rule Book consists of various parts as follows:

a) Part 1 – Regulations
b) Part 2 – Inspection and Testing of Materials
(This part is same as Part 2 of ‘Rules and Regulations for the Construction
and Classification of Steel Ships’)
c) Part 3 – General Hull Requirements
d) Part 4 – Main and Auxiliary Machinery
e) Part 5 - Special Ship Types

Indian Register of Shipping

RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION
OF INLAND WATERWAYS VESSELS – July 2022

RULES CHANGE NOTICE No. 1 – September 2022

TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

These amendments will come into force as indicated in the Table

Section / Clause Subject/Amendments

Part 3 Chapter 6: Bottom Structure

The amendments are applicable to vessels contracted for construction on or after 1 January 2023
Amendments are made to modify the formulation related to grab loading such
4/ 4.2.3 that it can be applied to cases where mass of un-laden grab is more than 7
tonnes.
Part 5 Chapter 1: Dry Bulk Cargo Carriers

The amendments are applicable to vessels contracted for construction on or after 1 January 2023
Suitable cross-reference is provided to the revised requirements for ships
2/ 2.3.3
discharged by grabs in Pt.3, Ch. 6.
RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION
OF INLAND WATERWAYS VESSELS – July 2022

RULES CHANGE NOTICE No. 2 – December 2022

TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

These amendments will come into force as indicated in the Table

Section / Clause Subject/Amendments

Part 3 Chapter 13: Anchoring and Mooring Equipment

The amendments are applicable to vessels contracted for construction on or after 1 January 2023
More clarity is provided on requirements for anchoring and mooring
1/ 1.1.4 equipment for vessels assigned notation INDIAN INSHORE TRAFFIC
CORRIDOR VESSEL.
RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION
OF INLAND WATERWAYS VESSELS – July 2022

RULES CHANGE NOTICE No. 3 – March 2023

TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

These amendments will come into force as indicated in the Table

Section / Clause Subject/ Amendments

Part 1 Chapter 1: General

The amendments are applicable to vessels contracted for construction on or after 1 July 2023
Applicable class notations and construction requirements for high-speed
2/ 2.8 (new)
vessels operating in Inland Waterways are specified.
Clause addressing ‘Certificate of Compliance’ for IW vessels not intended to
2/ 2.18.5 (new)
be retained under Classification after construction is introduced.

TABLE – CORRIGENDA INCORPORATED IN THIS NOTICE

Section / Clause Subject/ Amendments

Part 3 Chapter 9 : Bulkheads

2/ 2.2.5 Cross reference to “Ch.4” is corrected to “Ch.3” and editorial improvements
made.
Part 5 Chapter 3: Passenger Vessels

2/ 2.4.1 Cross reference to “1.6.1” is corrected to “1.4.1”

2/ 2.5.6.1 Editorial correction made in the referred industry standard
RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION
OF INLAND WATERWAYS VESSELS – July 2023

TABLE 1 – AMENDMENTS INCORPORATED IN THIS EDITION

These amendments will come into force as indicated in the Table

Section / Clause Subject/ Amendments

Part 1 Chapter 1: General

The amendments are applicable from 1 July 2023

1/ 1.3.4, 1.3.7, 1.3.8,
Editorial amendments are made for better clarity.
1.3.9, 1.4.1
Amendment is made to caution (in the context of casualty) that procedures
for withdrawal of class could be initiated unless the Owner is able to arrange
2/ 2.19.1.10
for the ship’s survey by IRS and commence repairs within the agreed time
period.
It is specified that procedure for withdrawal of class may be initiated if the
2/ 2.19.2.4 (new) vessel is found to be in breach of international sanctions or engaged in
unlawful trading activities.
Part 1 Chapter 2: General

The amendments are applicable from 1 July 2023

Amendments are made to caution Owners to sufficiently plan for repairs and/
1/ 1.7.1
or dry-docking to avoid occurrences of “exceptional circumstances”.
 Indian Register of Shipping

Part 1

Regulations

Contents

Chapter 1 General

Chapter 2 Periodical Surveys

Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
Page 1 of 2

Contents

Chapter 1

General

Section 1 2.9 Class notations – Vessel type and systems

2.10 Materials
General Information
2.11 Request for Surveys

1.1 Indian Register of Shipping 2.12 Repairs

1.2 Fees 2.13 Alterations

1.3 Technical committee 2.14 Classification of new constructions

1.4 Survey reports 2.15 Date of contract for construction

1.5 Register of Ships 2.16 Date of Build

1.6 Liability 2.17 Appeal from Surveyors' recommendations

1.7 Access of Surveyor to vessels, shipyards or 2.18 Certificates

works
2.19 Suspension/withdrawal and deletion of
1.8 Requirements for service suppliers class

2.20 Deletion of class

Section 2
2.21 Reclassification of vessels
Classification Regulations
Section 3
2.1 General
Classification of Vessels not built
2.2 Application of Rules under the supervision of Indian
Register of Shipping
2.3 Scope and process of classification

2.4 Interpretation of the Rules

3.1 General procedure for classification of
2.5 Definitions vessels not built under survey of IRS

2.6 Character of classification 3.2 Plans and data to be furnished.

2.7 Class Notations – Hull

Appendix 1 : Table of Characters Class and
2.8 Notations and Requirements for High-Speed Type Notations of IRS, their Expanded Form
Vessels in Inland Waters and Significance

Indian Register of Shipping

 Part 1
Page 2 of 2 Contents

Chapter 2

Periodical Surveys

Section 1 2.4 Annual surveys

General Requirements
Section 3

1.1 General Machinery Surveys

1.2 Laid up vessels

3.1 Special surveys
1.2.1 General
3.2 Intermediate surveys
1.2.2 Surveys during lay-up
3.3 Annual surveys
1.2.3 Survey at re-activation

1.3 Surveys for damage or alterations Section 4

1.4 Unscheduled surveys
Surveys - Dredgers
1.5 Provision for surveys

1.6 Repairs 4.1 General

1.7 Extension of special surveys 4.2 Special surveys

Section 5
Section 2
Surveys – Liquefied Gas Carriers
Hull Surveys
5.1 General

2.1 Special surveys (hull) 5.2 Special surveys

2.2 Requirements of special surveys 5.3 Intermediate surveys

2.3 Intermediate surveys

End of Contents

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Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
Page 1 of 17
___________________________________________________________________________________

Chapter 1

General

Contents
Section
1 General Information
2 Classification Regulations
3 Classification of Vessels not built under the Supervision of
Indian Register of Shipping

Section 1

General Information

1.1 Indian Register of Shipping

1 Director being the Director General of
1.1.1 Indian Register of Shipping (hereinafter Shipping, Ministry of Surface Transport,
referred to as "IRS") was incorporated in 1975 Govt. of India
as a Public Limited Company under the Indian 1 Director representing Ship Design
Companies Act for the purpose of providing Research and Development Institutions
amongst other things a faithful and accurate
classification of mercantile shipping classed with 1 Director representing Manufacturers of
it, to approve designs of, to survey and to issue Marine Engines/General Engineering
reports on mercantile and non mercantile ships, Goods
hovercrafts, hydrofoils etc. all within the scope of
classification described in the Rules. This 1 Director representing Indian Navy/Coast
Section contains General Regulations which Guard
have been adopted by IRS for its governance.
The Classification regulations are given in 1 Director being a person of eminence
Section 2. from the field of Law

1.1.2 The management of the affairs of IRS are 3 Directors being persons of eminence
carried out by the Managing Director (MD) and from any industry allied with maritime
Jt. Managing Director (JMD), under the direction activities
and control of the Board of Directors (hereinafter
referred to as the 'Board'), in accordance with 1 Managing Director being full-time
the provisions of its Memorandum and Articles employee appointed by the Board of
of Association. Directors

1.1.3 The Board of Directors shall consist of 1 Jt. Managing Director, where so
representative of the interests of various appointed, being full-time employee,
members of the Company and those concerned appointed by the Board of Directors.
with shipping in general as under:
The composition of the Board as above is to be
3 Directors representing Indian in accordance with the Articles of Association of
Shipowners IRS (as may be amended from time to time).

2 Directors representing Indian 1.1.4 The Board shall consist of not less than six
Shipbuilders and not more than fifteen Directors. If the actual
representation on the Board of Directors exceeds
1 Director representing General Insurance 15 Directors, the provisions of the Indian
Corporation of India and other Indian Companies Act would apply to approve the
underwriters increase in the sanctioned strength of the Board
beyond the limit specified in the Articles of
Indian Register of Shipping
Chapter 1 Part 1
Page 2 of 17 General

Association of IRS. The Board of Directors shall 1.3.3 The Technical Committee to be constituted
elect one of its members to be Chairman of the as follows:
Board of Directors. The reference to Chairman
shall include Executive Chairman, where so Number of
appointed by the Board of Directors. Members Nominees/Representatives of

1.1.5 The Board is to appoint a Sub-Committee 3 Board of Directors of IRS

of Classification representing concerned
interests. 1 Maine Engine Unit of
M/s. Garden Reach Ship-
1.1.6 The Board is to appoint the Chairman of builders and Engineers Ltd.
the Sub-Committee of Classification and the Jt.
Managing Director, IRS to be 'ex- officio' 1 Other Marine Engine Builders
member of the Sub-Committee of Classification.
6 Shipbuilders
1.1.7 The employees of IRS are to be appointed
by and be under the direction of the MD, except 2 Indian Institution of Naval
for Key Managerial Personnel (KMP), who would Architects
be appointed by the Board on the recommendation
of the Nomination & Remuneration Committee. 2 Institute of Marine Engineers
(India)
1.1.8 The Surveyors of IRS are not to be
permitted without the special sanction of the 1 Company of Master Mariners
Board of Directors to receive any fee, gratuity or
reward whatsoever, for their own use or benefit, 2 Directorate General of Shipping
for any service performed by them in their
capacity as Surveyors to IRS, except on pain of 1 IMU (Earlier NSDRC)
immediate dismissal.
4 Indian National Shipowners
1.1.9 The Funds and Accounts are to be under Association
the authority and control of the Board of
Directors. 1 Institution of Engineers (India)

1.2 Fees 1 Ex-Officio – Executive

Chairman of IRS or his nominee
1.2.1 Fees will be charged for all surveys and for
other services rendered by IRS or any of its 1 Indian Coastal Conference
publications in accordance with established Shipping Association
scales. Traveling expenses incurred by the
Surveyors in connection with such services are 1 Oil Industry Safety Directorate
also chargeable.
5 Indian Navy
1.3 Technical committee
2 Indian Coast Guard
1.3.1 The Board is to appoint a Technical
Committee whose function will be to consider:- 1 Research Institutes

a) Formulation of Technical Rules for 2 Indian Institute of Technology/

Classification Surveys, building of ships, National Institute of Technology
their machinery and equipment.
2 Maritime Training Institutes
b) Important alterations to Rules once framed
as may be required from time to time. 3 Other Flag Administrations

1.3.2 All decisions of the Technical Committee 1 Inland Waterways Authority of

including amendments and/or additions to the India.
Rules for classification surveys and building of
ships' hull, their machinery and equipment to be
reported to the Board of Directors.

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1.3.4 In addition to the foregoing, the Technical Proposals for changes to rules may also be
Committee may co-opt to the main body other given by Flag Administrations, shipowners,
members of high managerial positions in shipbuilders and other interested parties who
Shipping, Ship Building, Marine Engineering, may not be represented in the Technical
Naval Architecture, Marine Insurance, Steel Committee.
Making, etc.
1.3.11 The quorum for any meeting of Technical
1.3.5 Nomination of all members to the committee will be six members, with at least
Technical Committee to be subject to 50% of the members present being those who
confirmation by the Board. do not represent shipowners, shipbuilders or
others engaged commercially in the
1.3.6 The Technical Committee can appoint manufacture, equipping, repair or operation of
panels from amongst its body to which ships.
representatives of any organisation or industry
or individuals specialised in relevant disciplines 1.3.12 In the event that any matter is not
could be co-opted for the purpose of considering decided by unanimity, the same may be decided
any particular Technical problem or area of by a majority of votes cast in favor, with each
Rules. member, including co-opted members, having
one vote only. In the event of a parity of votes,
1.3.7 The Board of Directors to appoint the Chairman of the Technical Committee would
biennially, the Chairman of the Technical be entitled to an additional casting vote.
Committee and the Technical Committee to
appoint from their own body biennially a Vice- 1.3.13 When any discussion relates to an item
Chairman. The appointment of Vice-Chairman is of interest to those representing shipowners,
to be confirmed by the Board of Directors. shipbuilders or others engaged commercially in
the manufacture, equipping, repair or operation
1.3.8 The terms of office of all members is to be of ships, such representatives would not be
not more than four years, one-fourth of all entitled to vote, if such matter is to be decided
members (including those co-opted) to retire at by voting.
the end of each calender year. The members so
retiring being those who have been longest in 1.3.14 In the event that any member of the
office since their last nomination and such Technical Committee absents himself for 3
members to be eligible for re-nomination for a consecutive meetings of the Technical
second term. Unless specially so authorised by Committee without seeking leave of absence, he
the Board of Directors, no member other than would be deemed to have vacated office and his
Chairman and/or Vice- Chairman, who has vacancy would be filled by seeking fresh
served for two periods of nomination, to be nomination from concerned interest
eligible for re-nomination. In the event of any represented.
vacancy occurring before the expiration of the
normal term of office, a representative to be 1.3.15 In the absence of the Chairman & the
nominated to fill the vacancy from the same Vice Chairman of the Technical Committee, the
group/body/institution and for such nominee the members of the Technical committee shall elect
date of his nomination by the respective body is a Chairman, by majority vote, to preside over
to be considered as date of his joining the that particular meeting only.
Technical Committee for purposes of his
retirement by rotation. 1.3.16 The Board of Directors reserves to
themselves the right of altering, adding to or
1.3.9 The meeting of the Technical Committee is rescinding any/or all of the above terms of
to be convened as often and at such time and reference including the dissolution of the
place as may appear necessary, but there shall Technical Committee.
be at least two meetings in each year.
1.4 Survey reports
1.3.10 The members desiring to propose
alterations in, or additions to the Rules for the 1.4.1 All reports of survey are to be made by the
classification, survey or building of ship (hull and Surveyors according to the form prescribed and
machinery) shall give notice of such proposals submitted for consideration of the Board or the
to the Secretary. Every meeting to be convened Sub-Committee of Classification, but the
by notice from the Secretary, if possible one character and notations assigned by the latter is
month before the date of the meeting and the to be reported to the Board. The Board may, in
Secretary to send to each member an Agenda specified instances, vest in the Managing
paper as soon as possible thereafter. Director/ Jt. Managing Director discretionary

Indian Register of Shipping

Chapter 1 Part 1
Page 4 of 17 General

powers to act on its behalf, and all such actions caused in any information or advice given in any
being reported to the Board at its subsequent way whatsoever by or on behalf of the Society,
meeting. even if held to amount to a breach of warranty.
Nevertheless, if any person uses services of the
1.4.2 The reports of the Surveyors shall, subject Society, or relies on any information or advice
to the approval of the Managing Director/Jt. given by or on behalf of the society and suffers
Managing Director, be open to inspection of the loss damage or expenses thereby which is
Owner and any other person authorised in proved to have been due to any negligent act
writing by the Owner. Copies of the reports will, omission or error of the Society its servants or
subject to the approval of the Managing agents or any negligent inaccuracy in
Director/Jt. Managing Director, be supplied to information or advice given by or on behalf of
Owners or their representatives. the Society then the Society will pay
compensation to such person for his proved loss
1.5 Register of Ships up to but not exceeding the amount of the fee
charged by the Society for that particular
1.5.1 A Register of Ships is available on-line on service, information or advice.
IRCLASS Website which contains the names of
ships, character of class and notations assigned 1.6.2 Any notice of claim for loss, damage or
together with other relevant useful information expense as referred to in 1.6.1 shall be made in
for ships classed with IRS. writing to Head Office within six months of the
date when the service, information or advice
1.6 Liability was first provided, failing which all the rights to
any such claim shall be forfeited and the Society
1.6.1 Whilst Indian Register of Shipping, a shall be relieved and discharged from all
Classification Society, along with its subsidiaries liabilities.
and associates (hereinafter referred to as the
Society) and its Committees use their best 1.7 Access of Surveyor to vessels, shipyards
endeavours to ensure that the functions of the or works
Society are properly carried out, in providing
services, information or advice neither the 1.7.1 The Surveyors are to be given free access
Society nor any of its servants or agents to vessels classed with IRS as well as to
warrants the accuracy of any information or shipyards, works, etc. so as to perform their
advice supplied. Except as set out herein neither duties, and are to receive adequate assistance
the Society nor any of its servants or agents (on for this purpose.
behalf of each of whom the Society has agreed
this clause) shall be liable for any loss damage 1.8 Requirements for service suppliers
or expense whatever sustained by any person
due to any act or omission or error of 1.8.1 For requirements of approval of applicable
whatsoever nature and howsoever caused of service suppliers, refer to Part 1, Chapter 1, 1.9
the Society its servants or agents or due to any of the IRS Rules and Regulations for the
inaccuracy of whatsoever nature and howsoever Construction and Classification of Steel Ships.

Section 2

Classification Regulations

2.1 General 2.1.2 These Rules and Regulations apply to

vessels operating in inland waterways, i.e. lakes
2.1.1 The objective of vessel classification is to and rivers. Noting that waves are experienced in
verify the structural strength and integrity of some large lakes and river mouths, these Rules
essential parts of the vessel’s hull and its provide for determination of scantlings based on
appendages; stability of the vessel; the reliability the Zone Notation requested by the Builder or
and function of the propulsion and steering the Owners considering the wave height
systems; power generation and those other prevalent in the intended area of operation. (see
features and auxiliary systems which have been 2.4 for definition of Zone Notation).
built into the vessel in order to maintain
essential services on board. 2.1.3 These Rules and Regulations may also be

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Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
Page 5 of 17
___________________________________________________________________________________
applied to vessels which are registered at sea 2.2 Application of Rules
ports under the Inland Vessels Acts of various
State Governments or similar local Regulations. 2.2.1 Unless directed otherwise by IRS, no new
The scantlings of such vessels will be specially Regulations or amendments to the Rules
considered in each case but in general will not relating to the character of classification or class
be less than that required for operation Zone 1. notation is to be applied to the existing vessels.

2.1.4 When a vessel is assigned a specific 2.2.2 Unless directed otherwise by IRS, all new
Character of Class in Indian Register of Rules and Regulations or amendments to the
Shipping, it implies that IRS has been satisfied existing Rules & Regulations become applicable
that the said vessel meets, for this particular 6 months after the date of issue. Where it is
class, with these Rules and Regulations or proposed to use existing previously approved
requirements equivalent thereto. The vessel will plans for a new contract, written application is to
continue to be classed with IRS so long as she be made to IRS.
is found, upon examination at the prescribed
annual and periodical surveys, to be maintained 2.3 Scope and process of classification
in a fit and efficient condition and in accordance
with the Periodical Survey requirements of these 2.3.1 Classification covers vessel's hull,
Rules. In general, classification will be appendages and machinery including electrical
conditional upon compliance with IRS systems to the extent as specified in these
requirements and assignment of character of Rules & Regulations. Classification does not
class for both hull and machinery. guarantee the design or performance of a vessel
except for those aspects covered by the Rule
2.1.5 The Rules are framed on the under- requirements and subject to the conditions of
standing that vessels will be properly loaded and operation of the vessel mentioned in 2.1.5.
handled and that vessels will not be operated in
environmental conditions more severe than 2.3.2 The classification process consists of:
those agreed for design basis and approval.
They do not, unless stated in the class notation,  A technical review of the design plans and
provide for special distributions or concen- related documents for a new vessel to verify
trations of loading. compliance with the applicable Rules;

2.1.6 Compliance to applicable Local/National  Attendance at the construction of the vessel

Regulations in respect of the arrangements and in the shipyard by IRS surveyor(s) to verify
equipment is a prerequisite for classification. that the vessel is constructed in accordance
with the approved design plans and
2.1.7 Where a vessel holds dual classification classification Rules;
with IRS and the periodical survey requirements
of the corresponding Society differ from those of  Attendance by IRS surveyor(s) at the
the Rules of IRS, IRS may permit the relevant production facilities that provide key
requirements of the other Society being applied, components such as the steel, engine,
in so far as they are equivalent in purpose or are generators and castings to verify that the
no less stringent than the IRS rule requirements. component conforms to the applicable Rule
requirements;
2.1.8 The classification of a vessel with IRS
does not exempt the owners from compliance  Attendance by IRS surveyor(s) at the trials
with any additional and/or more stringent relating to the vessel and its equipment prior
requirements of statutory authority of the region to delivery to verify conformance with the
where the vessel is registered or operating. applicable Rule requirements;

2.1.9 It is the responsibility of the Owners to  Upon satisfactory completion of the above,
ensure that the operating and maintenance the builder’s/ owner’s request for the
instructions/manuals for the vessel machinery issuance of a class certificate will be
equipment essential to the safe operation of the considered by IRS and, if deemed
vessel are available in a language satisfactory, the assignment of class may be
understandable by those officers and crew approved and a certificate of classification
members who are required to understand such issued;
information/ instructions in the performance of
their duties.

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Chapter 1 Part 1
Page 6 of 17 General

 Once in service, the owner is to submit the Zone 2 : A zone where the significant
vessel to a clearly specified programme of wave height does not exceed
periodical class surveys, carried out 1.2 [m].
onboard the vessel, to verify that the vessel
continues to meet the relevant Rule Zone 3 : A zone where the significant
requirements for continuation of class. A wave height does not exceed
classification survey is a visual examination 0.6 [m].
that normally consists of an overall
examination of the items identified in the 2.5.4 Description: A ‘description’ may be
Rules for survey, detailed check of selected assigned to indicate the purpose or role of a
parts on a sampling basis and witnessing vessel. In general, there would be no specific
tests, measurements and trials where rule requirements to be complied with for
applicable. assignment of a description. E.g. “Cutter Suction
Dredger” can be assigned to describe the vessel
 When a Surveyor identifies corrosion, type dredger.
structural defects or damage to hull,
machinery and/ or equipment which, based 2.6 Character of classification
on the Rules and in the opinion of the
Surveyor, affects the Ship’s class, remedial 2.6.1 The following Characters and symbols are
measures and/ or appropriate conditions of assigned by IRS to indicate classification of
class are specified in order to retain class. Inland Waterways Vessels. (For explanation of
Conditions of class are requirements to the abbreviations, see Appendix I).
effect that specific measures, repairs,
surveys etc. are to be carried out within a 2.6.2 Character IWL indicates that the hull and
specified time limit in order to retain class. its appendages and equipment (i.e. anchors,
chain cable and hawsers) meet the Rule
2.3.3 On application by Builder or Owner, requirements for assignment of this Character of
certain installation, e.g. refrigerating machinery Class.
may be classed by IRS.
Guidance Note : Appendages to the hull referred
2.4 Interpretation of the Rules to in 2.6.2, 2.6.3 and 2.6.4 means the rudder &
rudder stock, rudder horn, sole pieces, propeller
2.4.1 The correct interpretation of the nozzles, shaft brackets, skeg etc. which are
requirements contained in the Rules and other covered by the rule requirements.
Regulations is the sole responsibility and at the
sole discretion of IRS. 2.6.3 Character IW (-) indicates that the hull and
its appendages meet the Rule requirements but
2.5 Definitions equipment (i.e. anchors, chain cable and
hawsers) is not supplied or maintained as per
2.5.1 Type Notation : A notation indicating that the relevant Rules but is considered by IRS to
the vessel has been designed and constructed be acceptable for particular service.
with applicable Rules to that type of vessel, e.g.
FERRY, BULK CARRIER , etc. 2.6.4 Character IW indicates that the hull and its
appendages meet the Rule requirements but
2.5.2 Cargo Notation : A notation indicating that where special consideration has been given for
the vessel has been designed, modified or reason of particular purpose of service and
arranged to carry one or more particular normal equipment may be unnecessary. In such
cargoes, e.g. "Phosphoric Acid". Vessels with cases letter 'L' is omitted from the Character
one or more particular cargo notations are not IWL.
thereby prevented from carrying other cargoes
for which they are suitable. 2.6.5 Character IY assigned to self-propelled
vessels indicates that the machinery meets the
2.5.3 Zone Notation : A notation indicating that rule requirements for assignment of this
a vessel has been classed on the understanding Character of Class.
that it will be operated in one of the zones
described below : 2.6.6 The distinguishing mark inserted before
Characters of Class (IWL, IW (-), IW, IY as
Zone 1 : A zone where the significant appropriate) is assigned to new vessels where
wave height does not exceed the hull and its appendages, equipment and the
2.0 [m]. machinery, as appropriate are constructed

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Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
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under special survey of IRS in compliance with RS 3 (as indicated in HSC & LC Rules), as
the Rules to the satisfaction of IRS. relevant and applicable.

2.6.7 The distinguishing mark inserted 2.8.3 Requirements in the following Chapters of
before a Character of Class (IWL, IW (-), IW, IY the HSC & LC Rules may be applied to such
vessels, as relevant and applicable:
as appropriate), is assigned to vessels admitted
into IRS Class during the course of construction
and surveyed by an IACS Society. a) Chapter 3: Materials of Construction

b) Chapter 4: Design Loads

2.6.8 The distinguishing mark inserted c) Chapter 6: Structures: Steel and Aluminium
before a Character of Class (IWL, IW (-), IW, IY
as appropriate), is assigned to vessels admitted d) Chapter 7: General Requirements for Fibre
into IRS Class at the time of delivery of the Composite and Sandwich Constructions
vessel and constructed under the survey of an
IACS Society. 2.8.4 For multi-hull and mono-hull crafts with
‘HSLC’ notation, the relevant requirements for
2.7 Class Notations - Hull stability in Chapter 5 (excluding clause 2.6.9),
Annexure 5 and 6 of the HSC & LC Rules are to
2.7.1 When requested by an Owner and agreed be complied with. Alternatively, passenger
to by IRS or when considered necessary by IRS, vessels with ‘HSLC’ notation may comply with
a class notation will be appended to the the requirements of IRS Classification Notes
character of classification. This class notation “Stability Requirements for Inland waterways
will consist of one of, or a combination of - a Passenger Ships”.
type notation, a cargo notation and a zone
notation or a service restriction notation as given 2.8.5 High speed vessels are to comply with the
in 2.7.3 below, e.g. "IWL BULK CARRIER, requirements for machinery and electrical
Zone 1” . installations, as specified in Part 4 of these
Rules.
2.7.2 Details of the vessel types and additional
class notations are given in Appendix 1 and 2.8.6 Requirements of the local statutory
applicable Chapters in Pt.5 of the Rules. authorities (if any) are also to be complied with
for such vessels operating in inland waters.
2.7.3 For vessels described in 2.1.3 a service These include operational requirements to
restriction notation will generally be assigned in reduce the effects of wake wash (waves
the form given below, but this does not preclude produced by the vessel due to its movement
the Owners or Vessel builders from requesting through water, especially in shallow waters) on
special consideration for other forms of other vessels, coastal users and the shoreline.
restrictions. The vessel’s operational instructions are to
include considerations based on identification of
SERVICE WITHIN IV LIMITS AT [...NAME OF any areas likely to be affected by wake wash of
SEA PORT...] the vessel and actions taken to reduce it (such
as speed reduction, etc.).
2.8 Notations and Requirements for High-
Speed Vessels in Inland Waters 2.9 Class notations – Vessel Type and
Systems
2.8.1 Requirements for high-speed vessels
operating in Inland Waters are specified in this 2.9.1 The class notations that may be assigned
sub-section. by IRS are given in Appendix 1. IRS may
prescribe additional notations as found
2.8.2 Where such vessels satisfy the high-speed necessary/expedient from time to time.
criteria specified in Chapter 1, Section 2.2.27 of
the IRS Rules and Regulations for the 2.10 Materials
Construction and Classification of High Speed
Crafts and Light Crafts (hereinafter referred to 2.10.1 The materials used in the construction of
as the HSC & LC Rules), the notation ‘HSLC’ hulls and machinery intended for classification,
would be assigned. Other fast crafts of light or in the repair of vessels already classed, are to
construction would be assigned ‘LC’ notation, as be of good quality and free from defects and are
defined in Chapter 1, Section 2.1.1b of the HSC to be manufactured and tested in accordance
& LC Rules. The vessels would also be with the relevant Rules. The steel is to be
assigned service restriction notations RS 2 and manufactured by an approved process at works

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recognized by IRS. Alternatively, tests to the 2.12.2 Where a vessel is damaged to an extent
satisfaction of IRS will be required to resulting in towage outside port limits, it shall be
demonstrate the suitability of the steel. the Owners' responsibility to notify IRS at the
first practicable opportunity.
Consideration may be given by IRS to accept the
works approved by IACS Member Societies with 2.12.3 Where such repairs are effected at a port
whom IRS currently has Cooperation Agreements where there is no Surveyor of IRS, the vessel is
for this purpose. to be surveyed by one of its Surveyors at the
earliest opportunity.
2.10.2 Certification of materials, components,
equipment and machinery is carried out on basis 2.12.4 Where repairs to hull, machinery or
of the following: equipment, which affect or may affect
classification, are to be carried out by a riding
a) Type approval carried out by IRS. crew, they are to be planned in advance. A
complete repair procedure including the extent
b) Unit certification by IRS. of proposed repairs and the need for Surveyor's
attendance during the voyage is to be submitted
c) Alternative Certification Scheme by to and agreed upon by the Surveyor reasonably
IRS (see Pt. 1, Ch.1 Sec. 4 of the Rules in advance. Failure to notify IRS, in advance of
and Regulations for the Construction the repairs, may result in suspension of the
and Classification of Steel Ships). vessel's class.

2.10.3 Mutual recognition of certificates, if type Where in any emergency circumstance,

approved by an IACS Member Society or emergency repairs are to be effected
European Union recognized organization based immediately, the repairs should be documented
on commonly agreed design requirements under in the vessel’s log and submitted thereafter to
Mutual Recognition Scheme between IRS and IRS for use in determining further survey
the recognized organization, may also be used requirements.
as basis for certification of materials,
components, equipment and machinery. 2.13 Alterations

2.11 Request for Surveys 2.13.1 Any alterations proposed to be carried

out to approved scantlings and arrangements of
2.11.1 It is the responsibility of the Builders or the hull, machinery or equipment are to meet
Owners, as applicable, to inform the Surveyors with the approval of IRS and for this purpose
of IRS in the port at which surveys for plans and technical particulars are to be
supervision during new construction of vessels submitted for approval in advance. Such
or vessels in service are to be undertaken and approved alterations are to be carried out under
to ensure that all surveys necessary for the the inspection of, and to the satisfaction of, the
issue of class certificate for new construction, Surveyors. If such alterations are carried out on
and maintenance of class are carried out at the items which may affect the classification of the
proper time. vessel without informing IRS, the class of the
vessel will be liable to be suspended except in
2.11.2 It is the responsibility of the Owner to the case of emergency repairs.
ensure that all surveys necessary for the
maintenance of class are carried out by due 2.14 Classification of new constructions
date. IRS will notify an Owner of upcoming
surveys and outstanding Conditions of Class 2.14.1 The request for classification of new
before their becoming overdue. The non-receipt constructions is to be submitted to IRS by the
of such notification, however, does not absolve shipyard or owner in the form provided by IRS.
the Owner from his responsibility to comply with The request is to include complete details
survey requirements for maintenance of class. regarding class notation and statutory
certificates required, where applicable. The IRS
2.12 Repairs Rules in force on the date of contract for
construction of the vessel (See 2.14) will be
2.12.1 Any repairs to the hull, machinery and applicable for classification, in general.
equipment either as a result of damage or wear However, statutory requirements coming into
and tear which are required for the maintenance force after the date of contract for construction
of vessel's class are to be carried out under the may have to be complied with if they become
inspection of and to the satisfaction of the applicable based on any other criteria such as
Surveyors. the date on which vessel is constructed (keel
laid).
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2.14.2 Where orders for major machinery and and welded parts are produced by qualified
equipment are placed on manufacturer or welders.
suppliers, IRS will have to be informed.
Responsibility for compliance with IRS Rules 2.14.6 All hull, machinery and electrical
and Regulations shall be with the installations will be subjected to operational
manufacturers/suppliers. Where relevant, the trials in the presence of IRS Surveyor.
date of application for certification of specific
major machinery will also be considered in 2.14.7 On completion of the vessel copies of as-
addition to the date of contract for construction fitted plans showing the vessel as built, essential
of the vessel, for determining the applicable certificates and records, loading manual etc. are
rules for such machinery. to be submitted by the Builder generally prior to
issuance of the Interim Certificate of Class.
2.14.3 Plans and particulars as specified in the
Rules will have to be submitted to IRS 2.14.8 For each new construction the builder is
sufficiently in advance of commencement of required to prepare and deliver documents/
construction. A copy with stamp of approval will plans/ manuals etc. for facilitating the future
be returned. Any deviation from approved inspection of survey, repair and maintenance as
drawings will require to be approved by IRS detailed in Pt.3, Ch.1, Sec.3. Some of these
prior to execution of work. IRS reserves the right documents may be directly supplied by other
to request for additional plans, information or parties e.g. owner. The documentation
particulars to be submitted. Where it is proposed mentioned above are to be maintained onboard
to use existing previously approved plans for a each vessel.
new contract, written application is to be made
to IRS. Approval of plans and calculations by 2.15 Date of contract for construction
IRS does not relieve the Builders of their
responsibility for the design, construction and 2.15.1 The date of “contract for construction” of
installation of the various parts, nor does it a vessel is the date on which the contract to
absolve the Builders from their duty of carrying build the vessel is signed between the
out any alterations or additions to the various prospective owner and the builder. This date
parts on board deemed necessary by IRS during and the construction numbers (i.e. hull numbers)
construction or installation on board or trials. of all the vessels included in the contract are to
be declared to IRS by the party applying for the
2.14.4 IRS will assess the production facilities assignment of class to a new building.
and procedures of the shipyard and other
manufacturers as to whether they meet the 2.15.2 The date of “contract for construction” of
requirements of the construction Rules. Review a series of vessels, including specified optional
of the construction facilities prior to any steel vessels for which the option is ultimately
work or construction shall be carried out under exercised, is the date on which the contract to
the following circumstances: build the series is signed between the
prospective owner and the builder
a) Where IRS has none or no recent
experience of the construction facilities For the purpose of this requirement, vessels
– typically after a one year lapse – or built under a single contract for construction are
when significant new infrastructure has considered a “series of vessels” if they are built
been added. to the same approved plans for classification
purposes. However, vessels within a series may
b) Where there has been a significant have design alterations from the original design
management or personnel re-structuring provided:
having an impact on the vessel
construction process, or a) Such alterations do not affect matters related
to classification, or
c) Where the builder contracts to
construct a vessel of a different type or b) If the alterations are subject to classification
substantially different in design. requirements, these alterations are to comply
with the classification requirements in effect
2.14.5 During construction of a vessel, IRS will on the date on which the alterations are
ensure by surveys that parts of hull and contracted between the prospective owner
machinery requiring approval have been and the builder or, in the absence of the
constructed in compliance with approved alteration contract, comply with the
drawings, all required tests and trials are classification requirements in effect on the
performed satisfactorily, workmanship is in date on which the alterations are submitted
compliance with current engineering practices to IRS for approval.
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Chapter 1 Part 1
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The optional vessels will be considered part of 2.18 Certificates

the same series of vessels if the option is
exercised not later than 1 year after the contract 2.18.1 Certificates of Class will be issued to
to build the series was signed. Builders or Owners when the required reports
on completion of Special Surveys of new
2.15.3 If a contract for construction is later vessels or of existing vessels submitted for
amended to include additional vessels or classification have been received from the
additional options, the date of “contract for Surveyors and approved by IRS.
construction” for such vessels is the date on
which the amendment to the contract, is signed 2.18.2 The Surveyors are permitted to issue
between the prospective owner and the builder. Interim Certificates to enable a vessel, classed
The amendment to the contract is to be with IRS, to proceed on her voyage provided
considered as a “new contract” to which 2.15.1 that, in their opinion, she is in a fit and efficient
and 2.15.2 above apply. condition. Such Certificates will contain
Surveyors' recommendations for continuance of
2.15.4 If a contract for construction is amended Class, but in all cases are subject to
to change the vessel type, the date of “contract confirmation by IRS.
for construction” of this modified vessel, or
vessels, is the date on which revised contract or 2.18.3 Individual Certificates can also be issued
new contract is signed between the Owner, or for propelling machinery, boilers, equipments
Owners, and the builder. and fittings which have been manufactured
under IRS Survey and in accordance with these
2.16 Date of Build Regulations.

2.16.1 The date of completion of the special 2.18.4 It is the responsibility of the owner to
survey inspection will normally be taken as the ensure that the validity of class and statutory
date of build to be entered in the Register Book. certificates is maintained.

Where there is a substantial delay between 2.18.5 IRS may consider requests for new
completion of construction survey and the construction vessels of less than 24 m in length
vessel commencing service, the date of for certification of compliance with the Rules
commissioning may be specified on the without assignment and maintenance of
classification certificate. classification. In such cases, IRS may issue a
certificate of compliance (valid for one year from
When modifications are carried out on a vessel, the date of issue) with the applicable design and
the initial date of build remains assigned to the construction requirements of the Rules, instead
vessel. of a Class certificate. Such vessels would not be
subjected to periodical surveys after
2.16.2 When a complete replacement or construction.
addition of a major portion of the vessel (e.g.
fwd. section, midship section or aft section) is 2.19 Suspension / withdrawal and deletion of
involved, the following applies: class

 Date of build assigned to each portion of the 2.19.1 Suspension

vessel will be indicated on the classification
certificate, and the date of modification will 2.19.1.1 The class of a vessel will be
be indicated in the Register Book. automatically suspended from the expiry date of
the Certificate of Class or by the expiry date of
 Survey requirements shall be based on the any extension granted, if the special survey has
date of build associated with each major not been completed by the due date and an
portion of the vessel. extension has not been agreed to, or the vessel
is not under attendance by the Surveyor with a
2.17 Appeal from Surveyors' recommen- view to complete the surveys prior to resuming
dations service.

2.17.1 If the recommendations of the Surveyors 2.19.1.2 The class of a vessel will also be
are considered in any case to be unnecessary automatically suspended if the annual,
or unreasonable, appeal may be made to IRS, intermediate survey become overdue unless the
who may direct a special examination to be vessel is under attendance by the surveyor for
held. completion of survey. (See Ch.2, Table 1.1.1 for

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due dates and window period). Where any 2.19.1.11 Vessels laid up in accordance with the
vessel proceeds on trading voyage without Rules prior to surveys becoming overdue will not
having completed Surveyor’s recommendations be suspended when surveys addressed above
which were required to be dealt with before become overdue.
leaving port, the ship’s class will be suspended.
However, vessels which are laid up after being
2.19.1.3 When the surveys relating to specific suspended as a result of surveys becoming
additional notations of hull or equipment or overdue, will remain suspended until the
machinery have not been complied with and overdue surveys are completed.
thereby the vessel is not entitled to retain that
notation, then the specific notation will be 2.19.1.12 The ships class may be suspended if
suspended till the related surveys are the owner does not implement the lay-up
completed. maintenance program and /or lay-up surveys
(Ch.2, Sec. 1.2) are not carried out by due date.
2.19.1.4 The class of a vessel will be subject to
a suspension procedure if an item of continuous 2.19.1.13 Classification will be reinstated upon
survey is overdue at the time of annual survey, satisfactory completion of overdue survey. The
unless the item is dealt with or postponed by scope of the overdue surveys will be based on
agreement. the survey requirements applicable to the vessel
at the original due date and not based on the
2.19.1.5 The class of the vessel will also be age of the vessel when the survey is carried out.
subject to a suspension procedure if conditions Such surveys will be credited from the date
of class are not dealt with by the due date or originally due. Such surveys will be credited
postponed by agreement, by the due date. from the date originally due. However, the
vessel will remain dis-classed from the date of
2.19.1.6 The class of a vessel is liable to be suspension until the date class is reinstated.
withheld or, if already granted, may be
withdrawn in case of any non-payment of fees or 2.19.1.14 The Owners and the statutory
expenses chargeable for the service rendered. authority, where applicable, would be informed
in writing, of the suspension and reinstatement
2.19.1.7 Where any vessel proceeds with less of Classification.
freeboard than that approved by IRS or when
the freeboard marks are placed higher on the 2.19.2 Withdrawal
vessel's sides than the position assigned or
approved by IRS, the vessel's class will be 2.19.2.1 Vessel’s class will be withdrawn, at the
suspended. end of six months of suspension, if the Owner
has not commenced any action to reinstate the
2.19.1.8 When it is found that a vessel is being vessel’s class. A longer suspension period may
operated in a manner contrary to that agreed at be granted in the following cases when the
the time of classification, or is being operated in vessel is:
conditions or in areas more onerous than those
agreed, the class will be suspended. a) not trading and awaiting attendance for
reinstatement of class; or
2.19.1.9 The class of a vessel will be liable to be
suspended if the Owner fails to notify IRS of any b) laid up; or
damage to the vessel‘s hull, machinery or
equipment, which may adversely affect c) awaiting disposal, in the event of a casualty.
classification of the vessel or subsequently fails
to arrange for the survey as may be advised by 2.19.2.2 When the class of a vessel holding IRS
IRS. class, is withdrawn by IRS in consequence of a
request from the Owners, the notation "Class
2.19.1.10 The class of a vessel will be withdrawn at Owners' request" (with date) will be
suspended after a major casualty to the vessel, made in the Supplement and the notation "Class
such as grounding, sinking or breaking up, if the withdrawn - Owners' request" (with date) will be
Owner is unable to arrange for the vessel’s made in the next reprint of the Register of Ships.
survey by IRS and commence repairs within a After one year, the notation will be altered to
reasonable period of the occurrence of the "Classed IRS until" (with date).
casualty, unless otherwise agreed to with IRS.
Procedures for withdrawal of class could be 2.19.2.3 When the Regulations as regards
initiated unless the Owner is able to arrange for surveys on the hull or equipment or machinery
the ship’s survey by IRS and commence repairs have not been complied with and the vessel
within the agreed time period. thereby is not entitled to retain her class, the
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Chapter 1 Part 1
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class will be withdrawn and the notation "Class grounding or due to structural failure or due to
withdrawn" (with date) will be made in the actions of war or sabotage.
Supplement and the notation "IRS Class
withdrawn" (with date) will be made in the next 2.20.3 Vessel’s class will be deleted when it
reprint of the Register of Ships.. This entry will ceases to exist.
continue till the vessel’s class is reinstated or
deleted. 2.21 Reclassification of vessels

2.19.2.4 Procedure for withdrawal of class may 2.21.1 When Owners request for reclassification
be initiated if the vessel is found to be in breach of a vessel for which the class previously
of international sanctions or engaged in unlawful assigned has been withdrawn, IRS will require a
trading activities. Special Survey for Reclassification to be held by
the IRS Surveyors. The extent of the survey will
2.19.2.5 The withdrawal of a vessel will be depend upon the age of the vessel and the
confirmed in writing to the Owner and the circumstances of each case.
statutory authority, where applicable.
2.21.2 If the vessel is found or placed in good
2.20 Deletion of Class and efficient condition in accordance with the
requirements of the Rules and Regulations at
2.20.1 A vessel will be considered to “cease to the Special Survey for Reclassification, IRS may
exist” when it is destroyed by recycling or by decide to reinstate her original class or assign
sinking to unsalvageable depths or abandoned such other class as considered appropriate.
by the owner.
2.21.3 The date of reclassification will appear in
2.20.2 A vessel can also be considered to the supplement to the Register of Ships and the
“cease to exist” when it is broken up either by subsequent issue of Register of Ships.

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Section 3

Classification of Vessels not built under the Supervision of

Indian Register of Shipping

3.1 General procedure for classification of equipment showing the main scantling and
vessels not built under survey of IRS arrangements of the actual vessel and any
proposed alterations are to be submitted.
3.1.1 Plans of hull and machinery, as listed in
3.2.1 to 3.2.5 or equivalent, together with For approval
torsional vibration calculations, where
applicable, are to be submitted for approval.  Loading Manual, where required
Alternative technical data in lieu of specific plans  Midship section
or items may be accepted. It is preferable to  Longitudinal section and decks
have the plans approved before the  Shell expansion plan
classification survey is commenced. In case of  Transverse Bulkheads
transfer of class from an IACS member society/  Sternframe
adding dual class with an IACS member society,  Rudder and Rudder Stock
only copies of plans or equivalent (as listed in
 Hatch Covers
3.2.1 to 3.2.5) are to be submitted to IRS
 Fire detection, fighting and extinction
and such other plans as may be
3.1.2 Full special classification surveys would
requested.
require to be carried out by IRS Surveyors in
order to satisfy themselves regarding the  Loading instrument details
workmanship and to verify the approved  Stability booklet
scantlings and arrangements. The scope of  Damage stability calculations, where
these surveys may, however, be modified in the required.
case of vessels built under the Special Survey
and holding valid certificates of class of For information
established classification societies, if prior to
commencement of survey by IRS, documentary  General arrangement
evidence of all hull and machinery classification  Capacity plan
surveys held by the other society subsequent to  Hydrostatic Curves.
last special survey carried out by them could be
produced. In such cases, a special survey 3.2.2 It would normally be expected that
notation will not be assigned in conjunction with particulars of the process of manufacture and
the classification survey. The next special testing of material of construction are furnished.
survey therefore would become due five years Consideration will however be given to waiving
from the special survey held by the other society this where such particulars are not readily
and not five years from classification with IRS. available, provided it can be established that the
relevant vessel has been originally built under
3.1.3 When the required reports on completion special survey of an established classification
of such surveys have been received from the society and continues to be so classed with an
Surveyors and thereafter approved by IRS, they established classification society. In the case of
will be classed. Certificates of Class will be vessels which have been originally built under
issued and entered in the Register of Ships with the special survey of an established
the relevant characters of class and notation, classification society but subsequently not
but the mark signifying the survey during maintaining class, it should additionally be
construction will be omitted. possible to reasonably ascertain that no
changes that would significantly affect the
3.1.4 Once a vessel has been taken into IRS material specifications have taken place.
class, periodical surveys are subsequently to be
held as per these rules. 3.2.3 Following machinery plans together with
the particulars of the materials used in the
3.2 Plans and data to be furnished construction of the boilers, air receivers and
important forgings should be furnished:
3.2.1 Generally following plans of hull and

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 Plans to be submitted in case of motorships submitted, particulars are to be given of the

spare gear carried for machinery and control
 For approval gear.

 Crank, thrust, intermediate and propeller 3.2.5 Calculations of torsional vibration

shafting characteristics of the main propelling machinery
 Pumping and piping arrangements are to be furnished specially for vessels which
(diagrammatic) including sounding and have been in service less than about 2 years.
air pipes
 Steam pipes, arrangement and 3.2.6 In addition to the requirements of 3.2.1 to
dimensions 3.2.5, additional plans would require to be
 Air receivers submitted in accordance with applicable
 Auxiliary boilers Chapters of Pt.5 of the Rules for vessels with
additional class notations.
 Exhaust gas economiser
 Electrical wiring including main
3.2.7 In cases where the vessel has been
switchboard.
previously classed by IRS or a Classification
Society subject to verification of compliance with
 For information IACS QSCS, the approval of plans may be
specially considered subject to confirmation of
 General machinery lay-out no alteration/ modification to the vessel. In such
cases, it is to be also verified that the vessel
3.2.4 Where remote and/or automatic controls complies with any retroactively applicable
are fitted to propulsion machinery and essential classification or statutory requirements which
auxiliaries, a description of the scheme is to be came into effect subsequently.

Appendix 1
Table of Characters Class and Type Notations of IRS, their Expanded Form and Significance

Abbreviation Significance
Characters Of Class
Denotes vessels which are classed with Indian Register of Shipping for
IWL operation in Inland Waterways where the hull and its appendages and
equipment (i.e. anchors, chain cables, hawsers) meet the Rule requirements.
Denotes vessels which are classed with IRS for operation in Inland Waterways
where the hull and its appendages meet the Rule requirements but the
IW (-)
equipment of vessel is not supplied or maintained as per the relevant Rules but
is considered by IRS to be acceptable for particular service.
Denotes vessels which are classed with IRS for Inland Waterways but where for
IW reason of their particular purpose or service normal equipment may be
unnecessary
Denotes that for self-propelled vessels the machinery installation complies with
IY
the applicable requirements of Indian Register of Shipping
This distinguishing mark inserted before a Character of Class is assigned to
new vessels where the hull and its appendages, equipment and the machinery
as appropriate, are constructed under special survey of IRS in compliance with
the Rules to the satisfaction of IRS.
The distinguishing mark inserted before a Character of Class (IWL, IW (-), IW,
IY as appropriate), is assigned to vessels admitted into IRS Class during the
course of construction and surveyed by an IACS Society
The distinguishing mark inserted before a Character of Class (IWL, IW (-), IW,
IY as appropriate), is assigned to vessels admitted into IRS Class at the time of
delivery of the vessel and constructed under the survey of an IACS Society
When a Class Notation is enclosed within brackets, it indicates that applicable
[ ]
arrangements exist on board but the notation has been temporarily suspended.

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Appendix 1 – (Contd.)

Abbreviation Significance
Class Notations - Hull
Zone 1 A zone where the significant wave height does not exceed 2.0 [m].
Zone 2 A zone where the significant wave height does not exceed 1.2 [m].
Zone 3 A zone where the significant wave height does not exceed 0.6 [m].
Specified Operating Service within one or more geographical area(s) which will form part of the
Area Service Class Notation.
This will be entered in the Register of Ships where the scantlings and
"Strengthened for arrangements have been approved for heavier cargo loadings in any hold filled
heavy cargoes" up to the top of the hatch coaming with bulk cargo of density of at least upto 1.0
[t/m3].
Denotes that the examination of the ship's bottom and related items may be
INWATER SURVEY carried out while the ship is afloat in accordance with the applicable
requirements indicated in Pt.1, Ch.2.
This additional class notation will be assigned to a vessel having a class notation
TANK DESIGN 1
“TANKER” and using pressure tank for carrying cargo.
This additional class notation will be assigned to a vessel having a class notation
TANK DESIGN 2
“TANKER” and using closed tank for carrying cargo.
This additional class notation will be assigned to a vessel having a class notation
TANK DESIGN 3
“TANKER” and using open tank with flame arresters for carrying cargo.
This additional class notation will be assigned to a vessel having a class notation
TANK DESIGN 4
“TANKER” and using open tank for carrying cargo.
This additional class notation will be assigned to a vessel having a class notation
TANK TYPE 1
“TANKER” and using independent tank for carrying cargo.
This additional class notation will be assigned to a vessel having a class notation
TANK TYPE 2
“TANKER” and using integral tank for carrying cargo.
This additional class notation will be assigned to a vessel having a class notation
TANK TYPE 3 “TANKER” and using tanks whose walls are distinct from outer hull of the vessel
for carrying cargo.
Denotes that the vessel/ structure complies with the requirements of the IRS
EDD (X) Classification Note “Extended Dry-Docking Scheme”, and is fit for service with
an extended interval of ‘X’ years between successive dry-dockings.
Class Notations – Vessel Type and System
This notation will be assigned to vessels designed for the carriage of dry cargo
BULK CARRIER in bulk and built in accordance with the applicable requirements of Pt.5, Ch.1 of
the Rules for carriage of cargoes of density of at least 0.8 [t/m3].
This notation will be assigned to vessels specially designed for the carriage of
ORE CARRIER Ore and built in accordance with applicable requirements of Pt.5, Ch.1 of the
Rules.
This notation will be assigned to vessels intended for carriage of bulk cargo in
TANKER tanks built in accordance with applicable requirements of Pt.5, Ch.2 of the
Rules.
This additional class notation will be assigned to a vessel having a class notation
“TANKER” complying with the requirements of Part 5 Chapter 2, Section 5, 5.4 and
TYPE N
other relevant rule requirements. In general, TYPE N tankers are intended for the
carriage of flammable liquid and chemical cargoes in bulk.
This additional class notation will be assigned to a vessel having a class notation
“TANKER” complying with the requirements of Part 5 Chapter 2, Section 5, 5.5 and
TYPE C
other relevant rule requirements. In general, TYPE C tankers are intended for the
carriage of flammable liquid and chemical cargoes in bulk.

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Appendix 1 – (Contd.)

Abbreviation Significance
This additional class notation will be assigned to a vessel having a class notation
“TANKER” complying with the requirements of Part 5 Chapter 2, Section 6 and other
TYPE G
relevant rule requirements. In general, TYPE G tankers are intended for the carriage
of gases in bulk.
PASSENGER This notation will be assigned to vessels intended for the carry more than 12
VESSEL passengers and built in accordance with Pt.5, Ch.3 of the Rules.
This additional notation will be assigned to vessels on regular scheduled
FERRY
service.
This additional notation will be assigned to a vessel having a class notation
RO-RO PAX “PASSENGER VESSEL” intended for carriage of passengers and vehicles and
built in accordance with Pt.5, Ch.3, Sec 6 of the Rules
This additional notation will be assigned to a vessel having a class notation
PRM “PASSENGER VESSEL” in which areas are provided for use by persons with
reduced mobility, according to the provisions of Pt.5, Ch.3, Sec 7 of the Rules.
This notation will be assigned to all vessels built in accordance with applicable
TUG
requirements of Pt.5, Ch.4 of the Rules.
This notation will be assigned to non-self- propelled, manned or unmanned
vessels carrying dry cargo in cargo holds and built in accordance with
BARGE
applicable requirements of Pt.5, Ch.5 of the Rules. For special purpose vessels,
the Notation will be suitably modified, e.g. Shipborne Barge
This notation will be assigned to non-self- propelled, manned or unmanned
vessels designed specifically for the carriage of non-perishable cargo or
PONTOON equipment on deck and built in accordance with the applicable requirements of
Pt.5, Ch.5 of the Rules. For special purpose vessels, the Notation will be
suitably modified, e.g. Crane Pontoon
This additional class notation would be assigned, where the vessel is designed and
constructed primarily for using natural gas as fuel, and complying with the
requirements of IRS Classification Note “Natural Gas Fueled Vessels for Coastal
LFPF(NG)(SFE) and Inland Waters”.
LFPF(NG)(DFE) An additional qualifier will be assigned to identify the engine type used as follows:
(SFE) – Single Fuel Engine
(DFE) – Dual Fuel Engine

This additional class notation would be assigned, where the vessel is designed and
constructed primarily for using methanol as fuel, and complying with the
LFPF(ML)(SFE) requirements of IRS “Guidelines on Methanol Fueled Vessels”
An additional qualifier will be assigned to identify the engine type used as follows:
LFPF(ML)(DFE) (SFE) – Single Fuel Engine
(DFE) – Dual Fuel Engine

The additional notation BATTERY PROP will be assigned to vessels where the
BATTERY PROP battery systems are used for propulsion and are in accordance with the ‘Guidelines
on Battery Powered Vessels’.
This notation will be assigned to Inland vessels engaged in operations in fair
INDIAN INSHORE weather season during the fair weather; within 5 nautical miles from the base
TRAFFIC line or upto 2 meters of significant wave height condition, whichever is less.
CORRIDOR Such Inland vessels are to comply with the DGS Order 08 of 2018. The DGS
VESSEL Order 08 of 2018 stipulates minimum compliance criteria for issuance of
“Statement of Compliance” (SOC).
This additional notation will be assigned to vessels engaged in ship-to-shore
operations at Indian ports beyond inland water limits of the said port, provided
that such operation is carried out in fair weather and against a favorable
INDIAN RIVER SEA
weather forecast. Vessels falling under this Type, while engaged in ship-to-
VESSEL-TYPE 1
shore operations at an Indian port, shall operate within territorial waters of India.
These vessels are covered by and are to comply with the DGS Order No.18 of
2013.
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Appendix 1 – (Contd.)

Abbreviation Significance
This additional notation will be assigned to vessels engaged in operations
between Indian ports in which the sea passage does not exceed that can be
covered by a fully loaded vessel at the vessel’s optimum speed in daylight
INDIAN RIVER SEA
hours, provided that such operation is carried out in fair weather and against a
VESSEL-TYPE 2
favorable weather forecast. Vessels falling under this Type shall, at all times,
operate within the territorial waters of India. These vessels are covered by and
are to comply with the DGS Order No.18 of 2013.
This notation will be assigned to self-elevating platforms operating in inland
water ways, which are normally used for assisting in construction projects. The
leg structure and associated items of these platforms are to comply with the
SELF ELEVATING
requirements for Rules and Regulations for the Construction and Classification
PLATFORM
of Mobile Offshore Drilling Units. Self-elevating platforms that are self-propelled
would be assigned additional qualifier ‘SELF PROPELLED’ and are to comply
with the relevant requirements of these Rules.
The notation ‘Hopper Barge’ will be assigned to non-self-propelled vessels
operating in Inland Waterways designed and constructed for the carriage and
discharge of rocks, sand, spoil in the hopper. The notation ‘Split Hopper Barge’
HOPPER BARGE/ will be assigned to vessels which are similar to hopper barges but with
SPLIT HOPPER arrangements for discharging the spoil through the bottom of the ship by means
BARGE of split hull, separated at the hinges using actuating devices. Requirements of
Pt.5, Ch. 10 of the Rules and Regulations for the Construction and
Classification of Steel Ships with appropriate reductions in external loads, as
applicable to the vessel operating in Inland Waterways; are to be complied with.

End of Chapter

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Chapter 2

Periodical Surveys

Contents
Section
1 General Requirements
2 Hull Surveys
3 Machinery Surveys
4 Surveys – Dredgers
5 Surveys – Liquefied Gas Carriers

Section 1

General Requirements

1.1 General
Table 1.1.1 : Periodical Survey intervals for
1.1.1 All vessels are to be subjected to Main class notations
Periodical Surveys for the purpose of
maintenance of class. Survey notations and Survey Main class Survey
Survey intervals are given in Table 1.1.1 for Survey interval in
main class Surveys. Notation years
Special Survey; SSH 5
1.1.2 Vessels with additional class notations for Hull
which there are no specific Survey requirements Special Survey; SSM 5
in this Chapter are to have the equipment and/or Machinery
construction related to this additional class Intermediate IS 2.51
notation examined to the Surveyor's satisfaction Survey
at each Special Survey. Annual Survey AS 12

1.2 Laid up vessels Tailshaft Survey TS 5

Auxiliary boilers ABS 2.51
1.2.1 General
1 Survey may be carried out between
1.2.1.1 Vessels may be laid up when not second and third annual surveys.
carrying any cargo and not engaged in any 2 Survey may be carried out within 3 months
commercial operation. on either side of the due date.
1.2.1.2 ‘Hot lay-up’ means that the vessel is
non-operational, with some of the machinery 1.2.1.4 When a ship is laid-up, the normal
kept in operation for fast re-activation. This lay- survey requirements may no longer apply
up condition is relatively short term and may provided that IRS is notified by the Owner in
extend upto 12 months. advance and requirements for lay up as advised
by IRS are complied with. The Owner is also to
1.2.1.3 ‘Cold lay-up’ means that the vessel is submit a lay-up maintenance program and
non-operational, with the machinery being shut details to IRS for approval.
down and the vessel being unable to be
reactivated or brought to a state of readiness at 1.2.1.5 A record of lay-up preparations,
short notice. This lay-up condition is relatively maintenance and preservation actions is to be
long term and may extend over 12 months. maintained throughout the vessel’s lay-up and

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re-activation. Humidity levels in machinery other equipment in use depending on the type of
spaces are to be recorded on a regular basis lay-up.
during the lay-up period, together with
scheduled equipment maintenance and 1.2.3 Survey at re-activation
operation.
1.2.3.1 Vessels are to be surveyed and tested
1.2.1.6 The requirements of flag Administrations before re-entering service. On completion of the
and port or maritime authorities regarding lay-up lay-up period, all outstanding class and statutory
are also to be complied with surveys are to be completed before the vessel
returns to normal operation.
1.2.1.7 During lay-up, the vessel is also to
comply with the following: 1.2.3.2 For vessels in hot lay-up, the scope of
the reactivation survey is to include:
a) The vessel is to be adequately manned in
accordance with the statutory requirements - a general examination of the hull, deck
prevailing at the location of lay-up. fittings, safety systems, machinery
installations (including boilers whose survey
b) Adequate power is to be available on board is not due) and steering gear;
to meet the following requirements, as
applicable: - - all periodical surveys due at the date of re-
activation or which became overdue during
- firefighting; the lay-up period;
- bilge pumping;
- lighting; - dealing with the Conditions of Class due at
- communication with shore; the date of re-activation or which became
- needs of crew on board, and due during the lay-up period.
- operating anchor and mooring winches
within a reasonable time. Function testing of equipment would be specially
considered.
The listed items are generally applicable for hot
lay-up. For cold lay-up, arrangements may be 1.2.3.3 The extent of the surveys and tests for
specially considered. vessels in cold lay-up will be considered in each
case by IRS depending upon the time out of
1.2.2 Surveys during lay-up service, the maintenance and preservative
measures taken during lay-up and the extent of
1.2.2.1 Lay-up survey surveys carried out during this time but, will at
least include a sea trial for function testing of the
.1 A lay-up survey is to be carried out at the machinery installation.
beginning of the lay-up period to verify that the
safety conditions, preservation measures, lay-up 1.2.3.4 Upon satisfactory completion of the re-
site and mooring arrangements are in activation survey, the Class of the vessel will be
accordance with the lay-up program approved revalidated.
by IRS.
1.3 Surveys for damage or alterations
.2 On successful completion of the survey, a lay-
up status will be assigned by IRS. 1.3.1 At any time when a ship is undergoing
alterations or damage repairs, any exposed
1.2.2.2 Annual lay-up condition surveys parts of the structure normally difficult to access
are to be specially examined, e.g. if any part of
.1 A general examination of the hull and the propulsion or auxiliary machinery, including
machinery is to be carried out in lieu of annual boilers, insulation or fittings, and tanks not
survey. An underwater examination is to be forming part of the ship’s structure, is removed
carried out in lieu of docking survey coinciding for any reason, the steel structure in way is to be
with special survey. carefully examined by the Surveyor, or when
cement in the bottom or covering on decks is
The purpose of the annual lay-up condition removed, the plating in way is to be examined
survey is to ascertain that the lay-up before the cement or covering is relaid.
maintenance program is being continuously
complied with and recorded in the lay-up record. 1.4 Unscheduled Surveys
.2 The annual lay-up condition survey is to cover
examination of hull integrity, firefighting 1.4.1 In the event that IRS has reason to believe
arrangements, mooring arrangements, and that its Rules and Regulations are not being
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complied with, IRS reserves the right to perform (e) Portable ladders may be used, at the
unscheduled surveys of the hull or machinery. discretion of the Surveyor.

1.5 Provision for surveys 1.5.7 Where soft coatings have been applied,
safe access is to be provided for the Surveyor to
1.5.1 The Surveyors are to be provided with verify the effectiveness of the coating and to
necessary facilities for a safe execution of carry out an assessment of the conditions of
survey. In order to enable the attending internal structures which may include spot
surveyors to carry out the survey, provisions for removal of the coating. When safe access
proper and safe access, are to be agreed cannot be provided, the soft coating is to be
between the owner and IRS in accordance with removed.
confined space safe entry procedure of IRS and
IMO Resolution A1050(27) ‘Revised 1.5.8 A survey planning meeting is to be held
recommendations for entering enclosed spaces prior to the commencement of Intermediate
abroad ships’, as amended. Details of the Survey and Special Survey.
means of access are to be provided in the
survey planning questionnaire. In cases where 1.6 Repairs
the provisions of safety and required access are
judged by the attending surveyor(s) as not 1.6.1 Any damage in association with wastage
adequate, the survey of the spaces concerned over the allowable limit (including buckling,
would not be carried out. grooving, detachment or fracture), or extensive
areas of wastage over the allowable limits,
1.5.2 Tanks and spaces are to be safe for which affects or, in the opinion of the Surveyor,
access, i.e. gas freed, ventilated and will affect the ship's structural, watertight or
illuminated. weathertight integrity, is to be promptly and
thoroughly repaired. Areas to be considered
1.5.3 In preparation for survey and thickness include (where fitted):
measurements, all spaces are to be cleaned
including removal from surfaces of all loose • side shell frames, their end
accumulated corrosion scale. Spaces are to be attachments and adjacent shell plating;
sufficiently clean and free from water, scale, dirt,
oil residues, etc. to reveal corrosion, • deck structure and deck plating;
deformation, fractures, damages or other
structural deterioration. However, those areas of • bottom structure and bottom plating;
structure whose renewal has already been
decided by the owner need only be cleaned and • side structure and side plating;
descaled to the extent necessary to determine
the limits of renewed areas. • inner bottom structure and inner
bottom plating;
1.5.4 Sufficient illumination is to be provided to
reveal corrosion, deformation, fractures, • inner side structure and inner side
damages or other structural deterioration. plating;

1.5.5 Means are to be provided to enable the • watertight or oiltight bulkheads;

Surveyor to examine the structure in a safe and
practical way. • hatch covers and hatch coamings.

1.5.6 For surveys, including close-up survey For locations where adequate repair facilities
where applicable, in cargo spaces and ballast are not available, consideration may be given to
tanks, one or more of the following means of allow the ship to proceed directly to a repair
access is to be provided: facility. This may require discharging the cargo
and/or temporary repairs for the intended
(a) Permanent staging and passages voyage.
through structures.
1.6.2 Additionally, when a survey results in the
(b) Temporary staging and passages identification of structural defects or corrosion,
through structures. either of which, in the opinion of the Surveyor,
will impair the ship's fitness for continued
(c) Lifts and movable platforms. service, remedial measures are to be
implemented before the ship continues in
(d) Boats or rafts. service.

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1.7 Extension of Special Surveys an underwater examination is to be

carried out by an approved diving
1.7.1 Under “exceptional circumstances”, IRS company.
may grant an extension not exceeding 45 days
to allow for completion of the special survey “Exceptional circumstances” means non-
provided that the vessel is attended and the availability of dry docking facilities, non-
attending surveyor(s) so recommend(s) after the availability of repair facilities, non-availability of
following has been carried out: essential materials, equipment or spare parts. It
is the responsibility of the Owner to sufficiently
a) Annual Survey: plan in advance for repairs and/ or dry-docking
b) Re-examination of Condition(s) of to avoid occurrences of such “exceptional
Class; circumstances”.
c) In the case where dry docking is due
prior to the end of the Class extension,

Section 2

Hull Surveys

2.1 Special surveys (hull) completed. In the case where a Special Survey
is spread over a period and is not carried out at
2.1.1 All ships classed with IRS are to undergo one time the date assigned for such a Survey
Special Surveys at 5 yearly intervals. The first will correspond to the date when the principal
Special Survey becomes due five years after the part of the Survey has been completed. IRS will
date of build or date of Special Survey for decide when the principal part of the Survey is
classification and the subsequent Special deemed to have been completed. Record of
Surveys become due 5 years after the assigned Special Survey will not be assigned until the
date of the previous Special Survey. engine Survey has been completed.

2.1.2 The interval between the Special Surveys 2.1.8 IRS may, at the request of the Owners,
may be reduced at the request of the parties accept a Special Survey of hull on a continuous
concerned or by IRS if deemed appropriate. basis spread over a period of 5 years. Proposals
for such continuous Surveys are to be submitted
2.1.3 For surveys completed within 3 months for the consideration of IRS. In general,
before expiry date of Special Survey, the next approximately one fifth of the Special Survey is
period of class will start from the expiry date of to be completed every year. All compartments of
the Special Survey. For surveys completed the hull should be opened for survey and testing
more than 3 months before the expiry date of in rotation such that not more than 5 years
the Special Survey, the period of class will start elapse between consecutive examination of
from the survey completion date. each part.

2.1.4 The Special Survey may be commenced 2.2 Requirements of special surveys
at the 4th Annual Survey and be progressed
with a view to completion by the 5th Annual 2.2.1 General
Survey.
2.2.1.1 Survey requirements
2.1.5 Record of Special Survey will not be
assigned until the Machinery Survey has been 2.2.1.1.1 The requirements of intermediate
completed. survey are to be complied with as applicable.
The ship is to be placed in drydock or on a
2.1.6 As part of the preparation for Special slipway, cleaned and be at a sufficient height
Survey, the thickness measurement and Survey above the dockfloor or the ground for
Programme should be dealt with, in advance of examination of shell plating, sternframe,
the Special Survey. The thickness measurement rudders, etc. If necessary, proper staging is to
is not to be held before the 4th Annual Survey. be erected for this examination. Each rudder is
to be lifted for examination of pintles if
2.1.7 Upon satisfactory completion of a Special considered necessary by the Surveyor.
Survey a record will be entered in the
supplement to the Register of Ships indicating 2.2.1.1.2 The holds, tween decks, deep tanks,
the month and the year in which the Survey is peaks, bilges and drain wells, engine and boiler
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spaces, coal bunkers and other spaces are to special attention being paid to the tanks under
be cleared out and cleaned as necessary and boiler spaces.
examined. Floor plates in engine and boiler
spaces are to be lifted as may be necessary for Tanks, other than the peak tanks, which are
examination of the structure underneath. used exclusively for oil fuel or freshwater or
lubricating oil in ships less than 15 years old
Where necessary close and spar ceiling, lining need not be examined internally provided upon
and pipe casings are to be removed for external examination and testing of the tanks,
examination of the structure. the Surveyor finds their condition to be
satisfactory.
2.2.1.1.3 In ships with single bottom, a sufficient
amount of close ceiling is to be lifted to enable 2.2.1.1.10 Spaces which are inaccessible for
examination of the structure below. The ceiling examination, e.g. low double bottom tanks,
to be lifted is to comprise of at least two strakes boxed in web frames, spaces under tanks not
on each side of centreline fore and aft and one forming part of the ship’s structure are to be
of these strakes is to be in way of the bilges. examined externally and gauged as necessary.
In case of doubt, openings are to be made in the
2.2.1.1.4 In ships having double bottom, a structure for examination of the interior so that
sufficient amount of ceiling is to be lifted from the Surveyor can satisfy himself as to the
the tank top and the bilges to enable the efficient condition of the structure.
condition of plating underneath to be
ascertained. If the condition of the plating is 2.2.1.1.11 All decks, casings and
found to be satisfactory, lifting of the remainder superstructures are to be examined. Attention is
of the ceiling may be dispensed with. All bilges to be given to the corners of openings and other
are to be cleaned for examination. discontinuities in way of the strength decks and
top sides.
Where the inner bottom plating is covered with
cement or asphalt the removal of such covering Wooden decks or sheathings are to be
may be dispensed with provided it is found to be examined and if decay or rot is found or the
adhering properly to the plating when carefully wood is excessively worn, the wood is to be
examined by hammering and chipping. renewed.

2.2.1.1.5 All watertight bulkheads are to be Attention is to be given to the condition of the
examined. plating under wood decks, sheathing or other
deck coverings. If it is found that such coverings
2.2.1.1.6 The steelwork is to be exposed and are broken, or are not adhering closely to the
cleaned as may be required for its proper plating, sections are to be removed, as
examination by the Surveyor and close attention necessary, to ascertain the condition of the
is to be paid to the parts of the structure which plating.
are particularly liable to excessive corrosion or
to deterioration due to other causes. 2.2.1.1.12 Where holds are insulated for the
carriage of refrigerated cargoes and the hull in
2.2.1.1.7 The Surveyor may require to way was examined by IRS Surveyors prior to
determine thickness of the material where the fitting of the insulation, it will be sufficient to
wastage is evident. Any parts of the structure remove the limbers and hatches for examination
which are found defective or materially reduced of the structure in way. In all other cases
in scantlings are to be made good by materials additional insulation will require to be removed
of approved scantlings and quality. Particular as considered necessary to enable the Surveyor
attention is to be paid to structure in way of to satisfy himself regarding condition of the
discontinuities. Surfaces are to be re-coated as structure.
necessary.
2.2.1.1.13 The masts, standing rigging and
2.2.1.1.8 Double bottom compartments, peak anchors are to be examined. Chain cables are
tanks and all other tanks are to be tested to be ranged for examination. Chain cables
hydrostatically by a head sufficient to give the which are worn to 12 per cent or more of the
maximum pressure that can be experienced in original rule diameter are to be renewed.
service.
The Surveyor should satisfy himself that there
2.2.1.1.9 Tanks, forming part of the main are appropriate mooring ropes on board and
structure, except as stated below, are to be also that a towline is provided when this is a
thoroughly cleaned and examined internally, Rule requirement.

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2.2.1.1.14 The steering gear, and its gratings are to be examined. The clearance in
connections and control systems (main and each sternbush or the efficiency of each
alternative) are to be examined. The various sterngland is to be ascertained.
parts of the auxiliary steering gear are to be
assembled, examined and tested. The helm 2.2.1.1.18 Where any alterations are made to a
indicator is to be examined and tested. vessel, which materially affect the stability, the
vessel is to be re-inclined.
2.2.1.1.15 The windlass, hand pumps and
suctions, watertight doors, air and sounding 2.2.1.1.19 At special surveys, a lightweight
pipes are to be examined. Whilst examining the survey is to be carried out on all passenger
tanks internally, the Surveyors are to ensure that vessels to verify and record any changes in
striking plates are fitted under the sounding lightship displacement and longitudinal centre of
pipes . gravity.

2.2.1.1.16 The Surveyor should satisfy himself 2.2.1.1.20 The vessel is to be re-inclined
regarding the efficient condition of the following. whenever, in comparison with the approved
stability information, a deviation from the
 Means of escape from machinery lightship displacement exceeding 2% or a
spaces, crew and passenger spaces and deviation of the longitudinal centre of gravity
spaces in which crew are normally exceeding 1% of the rule length is found, or
employed; anticipated.

 Means of communication between 2.2.1.2 Thickness Measurement

bridge and engine room and between
bridge and alternative steering position; 2.2.1.2.1 The general minimum requirements for
thickness measurements for all ship types of
 Fire protection, detection and extinction length 24 [m] and above are given in Table
arrangements. 2.2.1.2.1. The Surveyor may extend the
thickness measurements as deemed necessary.
2.2.1.1.17 When ships which are placed in For vessels of less than 24 [m] in length
drydock or on a slipway, the propeller(s), locations for thickness measurements will be as
sternbushes, water inlets and outlets and decided by the Surveyor.

Table 2.2.1.2.1 : Thickness Measurements – All Ship Types

Special Survey No. I Special Survey No. II Special Survey No. III Special Survey No. IV
(Age ≤ 5 years ) (5 < Age ≤ 10 years) (10 < Age ≤ 15 years) (Age > 15 years)
Critical areas, as Within the cargo area Within the cargo area Within the cargo area
required by the or 0.5L amidships: or 0.5L amidships: or 0.5L amidships:
Surveyors
‐ Selected deck ‐ Each exposed deck ‐ Each deck plate
plates plate ‐ Three transverse
‐ One transverse ‐ Two transverse sections 3
section sections ‐ Each bottom / inner
‐ Selected bottom / ‐ Selected tank top bottom / tank top
inner bottom plates plates plate
‐ Selected side shell ‐ Each bottom / inner ‐ All side shell plates
plates bottom plates ‐ All transverse and
‐ Selected hatch ‐ All side shell plates longitudinal cargo
covers and ‐ Selected hold bulkheads1
coamings1 transverse and ‐ All hatch covers
‐ Critical areas, as longitudinal cargo and coamings1
required by the hold bulkheads1 ‐ Critical areas, as
Surveyor ‐ All hatch covers required by the
and coamings1 Surveyor
‐ Critical areas, as
required by the
Surveyor

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Table 2.2.1.2.1 : (Contd.)

Special Survey No. I Special Survey No. II Special Survey No. III Special Survey No. IV
(Age ≤ 5 years ) (5 < Age ≤ 10 years) (10 < Age ≤ 15 years) (Age > 15 years)
Outside the cargo area: Outside the cargo area:
‐ Selected side shell ‐ Each deck plate
plates ‐ Each side shell
‐ Selected bottom plate
plates ‐ Each bottom plate
‐ Nozzle plating in ‐ Nozzle plating in
way of transverse way of transverse
thrust units thrust units

Collision bulkhead, forward machinery space All transverse and

bulkhead, aft peak bulkhead1 , 2 longitudinal bulk heads
outside cargo area1 , 2
In engine room2
‐ Sea chests
‐ Sea water crossover manifold
‐ Duct keel or pipe tunnel plating and internals
Selected internal
structure such as
ballast tank, floor and
longitudinals,
transverse frames, web
frames, deck beams,
girders etc.
Notes
1:Including plates and stiffeners.
2: When such bulkheads form the boundaries of dry void spaces or sea chests, etc. and are found in
good condition, measurements may be waived or reduced after satisfactory visual examination,.
3: For vessels of length under 40[m], the number of transverse sections may be reduced at the
Surveyor’s discretion.
4: In case of original tank coating being in good condition, scope of thickness measurement may be
reduced at the Surveyor’s discretion.
5: In case of detected areas with substantial corrosion, extent of corrosion should be verified by means
of 5 point pattern over 1 m2 area.

2.2.1.2.2 Thickness measurements may be areas, as considered necessary by the

carried out in the 12 months preceding the due Surveyor. Critical areas are to include locations
date of the Special Survey or when the Special throughout the ship that show substantial
Survey is postponed in the 12 months preceding corrosion and/or considered prone to rapid
the revised Special Survey due date. wastage or erosion.

2.2.1.2.3 In areas where substantial corrosion 2.2.1.2.6 Where a 10 per cent area reduction of
(defined as wastage of individual plates and deck plating and longitudinals is exceeded, a
stiffeners in excess of 75 per cent of allowable check of the buckling capacity of the upper deck
margins, but within acceptable limits) has been is to be carried out for all tankers.
noted, additional measurements are to be
carried out, as deemed necessary by the 2.2.2 Special survey of ships over 15 years
attending Surveyor. old

2.2.1.2.4 Where substantial corrosion is 2.2.2.1 In addition to the full requirements as

identified and not rectified, this will be subject to stipulated in 2.2.1 the following are to be
re-examination and gauging as necessary at complied with.
Intermediate Surveys.
2.2.2.2 In ships having a single bottom, a
2.2.1.2.5 At each Special Survey, thickness sufficient amount of ceiling is to be lifted to allow
measurements are to be taken in way of critical the examination of the structure underneath.

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The lifting of the ceiling is to comprise of at least be examined together with their attachments to
three strakes all fore and aft on each side and the structure. The condition of internal coatings,
one such strake on each side to be in way of the if applied, is to be examined.
bilges. Where the ceiling is fitted in hatches, the
whole of the hatches and at least one strake of 2.2.3.7 All cargo tanks are to be tested at
planks in way of the bilges on each side are to Special Surveys by filling the tanks with liquid to
be lifted. If the Surveyor considers it necessary the top of the hatch coaming. Tanks may be
the whole of the ceiling and the limber boards tested when the ship is afloat provided the
are to be lifted. internal examination of the bottom is also carried
out afloat.
2.2.2.3 In ships with double bottom, sufficient
amount of ceiling is to be lifted for the 2.2.3.8 Where extensive repairs have been
examination of the inner bottom plating, pillar effected to the shell plating or bulkheads, the
feet bottom plating of bulkheads, tunnel side tanks should be tested to Surveyor's
plating and the structure in way of the bilges. If satisfaction.
the Surveyor considers it necessary the whole of
the ceiling is to be lifted. 2.2.3.9 Where corrosion control arrangements
have been adopted, satisfactory evidence of
2.2.2.4 Chain locker is to be cleaned and continued effectiveness is to be verified.
examined internally.
2.2.4 Tankers with cargo tanks independent
2.2.2.5 The thickness of bottom plating in way of from the ship’s structure
cement is to be ascertained unless the
Surveyor, after an internal and external 2.2.4.1 The requirements of 2.2.1, 2.2.2, 2.2.3.3,
examination, is entirely satisfied that this is 2.2.3.6 and 2.2.3.7 are to be complied with so
unnecessary. Selected portions of cement are to far as applicable.
be removed from the bottom and bilge if
required by the Surveyor. 2.2.4.2 Special attention is to be paid to the
ship’s structure underneath the cargo tanks and
2.2.3 Tankers the supports, securing arrangements, etc. of
these tanks.
2.2.3.1 The requirements of 2.2.1 and 2.2.2 are
to be complied with as applicable. 2.2.4.3 All cargo tanks are to be tested by filling
the tanks with liquid to the top of the hatch
2.2.3.2 The survey is to include the inspection of coaming. Cofferdams and cargo tanks of
pump-rooms, cargo, bunker and vent piping tankers of Type G, C and N, are to be pressure
systems on deck and in pumprooms, and also tested with liquid to the top of the hatch
pressure/vacuum valves and flame arresters coaming.

2.2.3.3 All cargo tanks and cofferdams are to be 2.2.4.4 The requirements of 2.2.1.2 are to be
thoroughly cleaned and cleared of gas at each complied with for the hull structure at Special
Special Survey before inspection and every Survey II (ships 10 years old) and at each
precaution is to be taken to ensure safety during Special Survey thereafter. In order to determine
inspection. Access is to be arranged to any part the general diminution in thickness, cargo tanks
of the tank as considered necessary by the independent from the ship’s structure are to be
Surveyor to enable him to ascertain the gauged.
condition of the structure within the tanks.
The gauging is to be done in at least one place
2.2.3.4 Attention is to be given to the inside of on each tank (in two places on each tank over
the bottom plating for excessive pitting and 20 [m] in length) in each strake of bottom,
where extensive pitting is found requisite forward and aft, side and top plating. The
renewals or repairs are to be carried out to remainder of the plating is to be gauged as
preserve the longitudinal strength of the bottom. deemed necessary by the Surveyor, taking into
account the results of gauging already carried
2.2.3.5 The strums of the cargo suction pipes out.
are to be removed to facilitate examination of
the shell plating and bulkheads in that vicinity, 2.3 Intermediate surveys
unless other means for visual inspection of
these parts are provided. 2.3.1 Preparations for Survey

2.2.3.6 Where fitted, anodes in tanks and 2.3.1.1 The ship is to be brought in to light
cofferdams within the cargo tank spaces are to condition for internal and external examination
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afloat. All ships operating at sea ports and other damage by contact with other vessels, quay
ships over 20 years of age are to be examined walls or from causes such as chafing, touching
in drydock or on a slipway. In the case of ships or lying on the ground and to any undue
over 20 years old and not operating at sea ports unfairness of bottom plating, especially in
this requirement may be waived, if following an transversely framed ships.
internal examination, the Surveyor is satisfied as
to the efficient condition of the underwater part 2.3.2.4 The Surveyor is to thoroughly examine
of the shell. the following parts and also ensure the efficient
condition of their respective closing appliances:-
2.3.1.2 When the ship is in dry dock or on a
slipway, it is to be at a sufficient height above a) Inert gas plant overboard discharge
the dock floor or the ground for examination of when passing through the shell, so far
shell plating, sternframe, rudder(s), etc. If as practicable.
necessary proper staging is to be erected for
this examination. Each rudder is to be lifted for b) Vent piping, including that of inert gas
examination of pintles if considered necessary installation, where applicable, within
by the Surveyor. cargo tank area together with
associated flame arresters and
2.3.1.3 The decks, hatchways with beams and pressure/vacuum valves and cargo and
covers are to be cleared for examination. bunker deck piping of tankers.

2.3.1.4 The steering gear and auxiliary steering c) Watertight bulkhead penetrations as
gear are to be prepared for examination and far as practicable.
testing.
d) Hatchways with beams and covers,
2.3.1.5 Tankers of Type G, C and N, when deck houses and companionways
submitted for the survey are to be thoroughly together with any closing appliances.
cleared of gas.
e) Scuppers and sanitary discharges so
2.3.1.6 Stream anchor, when provided, is to be far as practicable, bulwarks and guard
prepared for examination and testing. rails.

2.3.1.7 Alternatively, in-water survey in lieu of f) Wheelhouse elevation arrangements

surveys in dry dock or on a slipway may be (if provided).
considered for ships operating at sea ports.
Eligibility conditions and survey requirements for 2.3.2.5 Gasketted steel hatch covers to be
assignment of INWATER SURVEY class tested or alternatively proven tight.
notation would be in accordance with Part 1,
Chapter 2, Section 7, 7.2 of the Rules and 2.3.2.6 All watertight doors in watertight
Regulations for the Construction and bulkheads, to be examined and tested (locally
Classification of Steel Ships. and remotely) as far as practicable.

2.3.2 Survey Requirements 2.3.2.7 Surveyor is to satisfy himself regarding

the efficient condition of the fire protection,
2.3.2.1 The Surveyor is to examine the ship detection and extinction arrangements.
afloat in light condition internally and externally,
for so far as necessary in order to satisfy himself 2.3.2.8 Anchoring and mooring equipment is to
as to the efficient condition of the hull structure. be examined as far as is practicable. When
chain cables are ranged, the anchors and
2.3.2.2 It may be necessary for the Surveyor to cables are to be examined by the Surveyors.
require the ship to be dry-docked or placed on a
slipway for a more detailed inspection, if the 2.3.2.9 All main and auxiliary steering
afloat examination gives rise to doubts about arrangements and their associated equipment
the condition of the underwater structure or of and control systems are to be examined and
tanks and cofferdam spaces. tested.

2.3.2.3 When the ship is placed in dry dock or 2.3.2.10 The various parts of the auxiliary
on a slipway, the Surveyor is to examine the steering gear are to be assembled to ascertain
shell plating, the sternframe, rudder(s), etc. and that the gear is in good and workable condition.
attention is to be given to those underwater Auxiliary steering gear of the mechanically
parts of the ship particularly liable to driven type is to be examined and tested to
deterioration due to excessive corrosion or to demonstrate that, if the power for the main
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steering gear fails, the auxiliary gear can be put a) Hatchways on freeboard and superstructure
into operation immediately. decks, ventilator and air pipe coamings,
exposed casings, skylights, deckhouses and
2.3.2.11 The Surveyor is to examine and test companionways, superstructure bulkheads,
bow rudder installations when they are an side scuttles and deadlights, together with
essential part of the steering arrangement. all closing appliances.
Opening up the gear may be required if deemed
necessary by the Surveyor in view of the b) Means of ensuring weathertightness of steel
condition or the testing of the gear. hatch covers by hose test if deemed
necessary.
2.3.2.12 Where rod and chain steering gear is
fitted, attention is to be paid to all parts of rod c) Scuppers and sanitary discharges with
and chain gears. All pins are to be examined valves; guard rails and bulkwarks; freeing
and the chain in the vicinity of the blocks is to be ports, gangways and lifelines.
cleaned and examined for wear and tear. Any
length of chain so worn that its mean diameter d) Freeboard marks.
at its most worn part is reduced by 12 per cent
or more from its Rule diameter, is to be e) General examination of machinery and
renewed. All replacements of chains are to be steering gear.
subjected, at approved Works, to the proof tests
required for short link cables by the Rules and f) Vent piping, including that of inert gas
the certificates are to be produced. It is installations, where applicable, within cargo
recommended that, in addition, a breaking test tank area, together with associated flame
be applied to these chains. arresters and pressure/vacuum valves, also
cargo and bunker deck piping of tankers.
2.3.2.13 It is recommended that repaired chains
be tested by the repairers and a certificate to 2.4.1.2 Additionally, following is to be examined
that effect produced. in case of tankers :

2.3.2.14 All the means of communication a) The efficiency of any safe type equipment
between the navigating bridge and the fiited.
machinery control positions, as well as the
bridge and the alternative steering position, if b) The insulation resistance.
fitted, are to be tested.
c) Effectiveness of earth bonding straps,
2.3.2.15 On tankers of type G, C and N Closed where fitted.
and N Open with flame arrestors, pump rooms,
cargo, bunker and vent piping systems on deck d) General examination of inert gas system;
and in pump rooms, pressure/vavuum valves flame arresters, pressure/vacuum valves;
and flame arresters and electrical installations cargo and bunker piping.
are also to be inspected including verification of:
2.4.2 Passenger Ships
a) The efficiency of any safe type equipment
fitted; 2.4.2.1 The ship is to be examined afloat in light
condition internally and externally, as far as
b) Insulation resistance. practicable.

c) Tests are to be carried out to demonstrate the 2.4.2.2 It may be necessary to dry-dock the ship
effectiveness of earth bonding straps, where or place it on a slipway for a more detailed
fitted. examination, if the afloat examination gives rise
to doubts as to the condition of the underwater
d) Inert gas system including alarms and safety structure or of tanks and cofferdam spaces.
devices, is to be tested to demonstrate that it is
in good working condition. 2.4.2.3 Where the ship is placed in dry dock or
on a slipway, the shell plating, the stern frame,
2.4 Annual surveys rudder(s), etc. are to be examined and attention
is to be given to those underwater parts of the
2.4.1 General ship particularly liable to deterioration due to
excessive corrosion or to damage by contact
2.4.1.1 The Surveyor is to satisfy himself with other vessels, quay walls or from causes
regarding the efficient condition of the following : such as chafing, touching or lying on the ground

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and to any undue unfairness of bottom plating mechanically driven type is to be examined and
especially in transversely framed ships. tested to demonstrate that, if the power for the
main steering gear fails, the auxiliary gear can
2.4.2.4 The efficient condition of the following is be put into operation immediately.
to be confirmed, where applicable:
2.4.2.6 Bow rudder installations are to be
(a) Hatchways with beams and covers, examined and tested when they are an essential
deck-houses and companionways part of the steering arrangement. Opening up
together with any closing appliances. the gear may be required if deemed necessary
by Surveyors in view of the condition or the
(b) Scuppers and sanitary discharges so testing of the gear.
far as practicable, bulwarks and guard
rails. 2.4.2.7 When chain cables are ranged, the
anchors and cables are to be examined.
2.4.2.5 Steering arrangements are to be
generally examined. The various parts of the 2.4.2.8 The efficient condition of the fire
auxiliary steering gear are to be assembled to protection, detection and extinguishing
ascertain that the gear is in good and workable arrangements is to be confirmed, as far as
condition. Auxiliary steering gear of the practicable.

Section 3

Machinery Surveys

3.1 Special Surveys 3.1.2.2.1 Reduction gears, flexible couplings

and clutch arrangements are to be opened as
3.1.1 General considered necessary by the Surveyor in order
to permit the examination of the gears, gear
3.1.1.1 The Machinery Special Survey becomes teeth, spiders, pinions, shafts and bearings,
due five years from the date of build or from the reversing gears, etc.
last Machinery Special Survey (SSM). 3.1.2.3 Shafting

3.1.2 Requirements of survey 3.1.2.3.1 All shafts, thrust block(s) and all
bearings and their seating are to be examined.
3.1.2.1 Main engines of internal combustion The lower halves of bearings need not be
type exposed if alignment and wear are found
acceptable.
3.1.2.1.1 The following parts are to be opened
out and examined. These should include all 3.1.2.4 Auxiliary machinery
cylinders, cylinder heads, covers valves and
valve gear, pistons, piston rods, cross heads, 3.1.2.4.1 All auxiliary machinery for essential
guides, connecting rods, crankshafts, vibration services is to be examined as considered
dampers and all bearings, bedplates, camshafts necessary by the Surveyor. Opening of
and driving gear, fuel pumps and fittings, machinery may be required if considered
scavenge pumps, scavenge blowers and their necessary by the Surveyor. Alarms and safety
prime movers, superchargers, air compressors, devices fitted on these units are to be included
intercoolers, clutches, reverse gears, crankcase in this Survey. The machinery is to include the
door fastenings and explosion relief devices and following :
such other parts of the machinery as may be
considered necessary. Integral piping systems  Auxiliary engines, air compressors
are to be examined. The manoeuvring of together with all attached coolers, filters
engines is to be tested under working condition. and/or oil separators and safety devices,
In case of multi-engine installations, alternative and all pumps and components used for
survey proposals may be considered by IRS. essential services.;

3.1.2.2 Reduction gears, flexible couplings  Steering machinery;

and clutch arrangements

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 Windlass(es) and associated driving 3.1.2.7.1 Steam pipes are to be surveyed as

equipment, where fitted. Opening up part of special surveys of machinery or
may be required by surveyor depending continuous surveys of machinery.
upon the trial results or the condition of
certain components. 3.1.2.7.2 At each Survey a selected number of
steam pipes over 75 [mm] external diameter and
3.1.2.5 Securing arrangements with bolted joints are to be removed for internal
examination and are to be tested hydraulically to
3.1.2.5.1 Holding down bolts and chocks of main 1.5 times the working pressure. If these are
and auxiliary engines, gear cases, thrust blocks found satisfactory, the remaining need not be
and tunnel bearings are to be checked. tested. As far as practicable, the pipes are to be
selected for examination and hydraulic test in
3.1.2.6 Boiler surveys rotation so that in the course of surveys all
sections of the pipeline will be tested. In cases
3.1.2.6.1 At each Survey, the boilers are to be of pipes having welded joints, the lagging in way
examined internally (water/steam side) and of the welds is to be removed and the welds
externally (fire side) as considered necessary. examined and if considered necessary crack
detected.
3.1.2.6.2 Principal boiler mountings and safety
valves are to be examined at each Survey. The 3.1.2.7.3 Any copper or copper alloy pipes, such
remaining mountings are to be opened if as those having expansion or other bends,
considered necessary by the Surveyor. Manhole which may be subjected to bending and/or
and handhole doors, are to be examined to vibration, are to be annealed before being
ensure that the joining faces are in good tested.
condition and that the clearances at the spigot
are satisfactory. 3.1.2.8 Air receivers and starting air pipes

3.1.2.6.3 In case where it is considered 3.1.2.8.1 All air receivers and other pressure
necessary, the parts subjected to pressure are vessels for essential services together with their
to be hydraulically tested and the thickness of mountings and safety devices are to be cleaned
plates and size of stays ascertained to internally and examined internally and
determine the safe working pressure. Collision externally. If an internal examination of an air
chocks, rolling stays and boiler stools are to be receiver is not practicable it is to be tested
examined and maintained in efficient condition. hydraulically to 1.3 times the working pressure.
The shell plating in way of welded lugs or
fabricated feet are to be carefully examined at 3.1.2.8.2 Selected pipes in the starting air
each Survey. Insulation and sheathing in way systems are to be removed for internal
are to be removed as considered necessary for examination and hammer tested. If an
this purpose. appreciable amount of lubricating oil is found in
the pipes the starting air system is to be
In fired boilers employing forced circulation the thoroughly cleaned by steaming or other
pumps used for this purpose are to be opened suitable means. Some of the pipes selected are
and examined at each boiler Survey. to be those adjacent to the starting air valves at
the cylinders and to the discharges from the air
3.1.2.6.4 The proper operation of the water level compressors.
indicators and safety devices are to be
confirmed at each Survey and the boiler is to be 3.1.2.9 Pumping and piping system
examined under steam and its safety valves are
to be adjusted to a pressure not greater than 3 3.1.2.9.1 The valves, cocks and strainers of the
per cent of the approved working pressure. The bilge system including bilge injection are to be
oil fuel burning system is to be examined under opened up as considered necessary by the
working conditions and a general examination Surveyor and, together with pipes, are to be
made of the fuel tank valves, pipe, deck control examined and tested under working conditions.
gear and oil discharge pipes between pumps Non-metallic flexible expansion pieces in the
and burners. main salt water circulating system are to be
examined. If non-return valves are fitted in hold
3.1.2.7 Survey of steam pipes bilges, these be opened up for examination.

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The fuel oil, feed, lubricating oil and cooling be tested, as far as practicable, to verify that the
water systems, also the ballast connections and protective devices including preference tripping
blanking arrangements to deep tanks which may relays, if fitted, operate satisfactorily. The
carry liquid or dry cargoes, together with all generators are to be run under load either
pressure filters, heaters and coolers used for separately or in parallel, and the governing of
essential services, are to be opened up and the engines to be tested.
examined or tested, as considered necessary by
the Surveyor. All safety devices for the foregoing 3.1.2.11.4 The insulation resistance of cables,
items are to be examined. switch gear, generators, motors, heaters,
lighting and other fittings is to be tested and
3.1.2.9.2 The upper deck cargo loading and should not be less than 100,000 ohms between
discharge pipe lines in tankers are to be all insulated circuits and earth. The installation
subjected to a pressure test of 1.1 times the may be subdivided to any desired extent by
approved maximum working pressure with a opening switches, removing fuses or
minimum of 10 Bar. disconnecting appliances for the purpose of this
test.
3.1.2.10 Control systems
The electric cables are to be examined as far as
3.1.2.10.1 Where remote controls such as possible without undue disturbance of fixtures or
bridge controls, bilge controls and bilge level casings unless deemed necessary by the
alarms, local hand controls, fire detection and Surveyor.
prevention, alarms warning systems and shut-
offs, electric supply, main controls station, are 3.1.2.11.5 Transformers are to be examined.
fitted for essential machinery, they are to be Samples of oil are to be taken and tested for
examined and tested to demonstrate that they breakdown voltage, acidity and moisture in case
are in good working order. of oil immersed transformers or electrical
apparatus associated with supplies to essential
3.1.2.10.2 During such trials the proper services. The testing is to be carried out by a
operation of the safety devices will be checked, competent testing authority and a certificate
in particular, such as emergency stops, giving the test results is to be furnished to the
emergency astern movement, standby control of Surveyor.
the propelling gear, fire alarm.
3.1.2.11.6 Motors used for essential services
3.1.2.10.3 The cargo vapour detection and including their starters are to be examined under
alarm systems in tankers are to be examined, working conditions.
calibrated and tested to demonstrate that they
are in good working order. 3.1.2.11.7 Generators and steering gear motors
are to be examined under working conditions.
3.1.2.10.4 On vessels fitted with a dynamic Air gaps are to be checked for excessive wear
positioning system, the control system and down.
associated machinery items are to be examined
and tested under working conditions. 3.1.2.11.8 The emergency source of power and
its associated circuits are to be tested. In the
3.1.2.11 Electrical equipment survey case of passenger ships, the temporary source
of power and its automatic arrangements (if
3.1.2.11.1 Electrical installations including fitted) are also to be tested.
auxiliary and emergency equipment are to be
examined in accordance with the following 3.1.2.12 Fuel tanks
during each Survey cycle.
3.1.2.12.1 Fuel tanks which do not form part of
3.1.2.11.2 Switch boards (including for the ship's structure are to be examined internally
emergency use) and their accessories including and externally and, if considered necessary by
section-boards and sub-division fuse boards are the Surveyor, they are to be tested to the
to be examined as far as possible and over pressure specified for new tanks. These need
current protective devices and fuses inspected not be examined before the ship is 15 years old
to verify that they provide suitable protection for if they are found satisfactory on external
their respective circuits. examination. All mountings, fittings and remote
control devices are to be examined as far as
3.1.2.11.3 All generator circuit breakers are to practicable.

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3.1.2.13 Examination in drydock examined. The clearance in each stern bush or

the efficiency of each stern gland is to be
3.1.2.13.1 When the ship is in drydock or on a ascertained. Exposed parts of side thrusters are
slipway, the propeller(s), stern bush(es) water to be examined. Directional propellers are to be
inlets and outlets and gratings are to be examined externally with focus on the condition
examined. Propellers are to be examined for of gear housing, propeller blades, bolt locking
erosion, pitting, cracking of blades or possible and other fastening arrangements.
contact damage. The clearance in each stern
bush is to be ascertained. In the case of oil 3.3.2 The Surveyor is to inspect machinery
glands, this requirement may be waived if an spaces generally, with particular attention being
approved oil gland is fitted so that the oil gland given to the following:
is not disturbed provided the sealing
arrangements appear satisfactory. If poker (a) Propulsion system, auxiliary
gauges or other devices are provided for machinery and to the existence of any
ascertaining the wear in an oil lubricated stern fire and explosion hazards.
bush, the clearance in the bush should be
measured. Exposed parts of side thrusters are (b) Emergency escape routes are to be
to be examined. Directional propellers are to be checked to ensure that they are free of
examined externally with focus on the condition obstruction.
of gear housing, propeller blades, bolt locking
and other fastening arrangements. (c) The bilge pumping system, including
operation of extended spindles and level
3.1.2.13.2 All openings to the sea including alarms, where fitted. Satisfactory
sanitary and other overboard discharges in the operation of the bilge pumps is to be
machinery spaces and pump rooms together proven.
with valves and cocks are to be examined
internally and externally. The fastenings of (d) Verification, so far as is practicable,
valves and cocks to the hull are to be examined that the remote controls for stopping
and are to be renewed when considered fans and machinery and shutting off fuel
necessary by the Surveyor. oil supplies in machinery spaces and,
where fitted, the remote controls for
3.1.2.14 Propeller shafts stopping fans in accommodation spaces
and the means of cutting off power to
3.1.2.14.1 Propeller shafts are to be drawn the galley are in good working order.
periodically for examination by the Surveyors.
All propeller shafts become due for Surveys at 3.3.3 The main propulsion, essential auxiliary
intervals of 5 years. and emergency generators including safety
arrangements, controls and foundations are to
3.2 Intermediate Surveys be generally examined. Surveyors are to confirm
that Periodical Surveys of engines have been
3.2.1 In ships which are placed in dry dock or on carried out as required by the Rules and that
a slipway for this survey, the propeller(s), stern safety devices have been tested.
bush(es), water inlets and outlets and gratings
are to be examined. The clearance in each stern 3.3.4 For ships fitted with automation equipment
bush or the efficiency of each stern gland is to for main propulsion, essential auxiliary and
be ascertained. Exposed parts of side thrusters emergency machinery, a general examination of
are to be examined. Directional propellers are the equipment and arrangements is to be
to be examined externally with focus on the carried out. Records of changes to the hardware
condition of gear housing, propeller blades, bolt and software used for control and monitoring
locking and other fastening arrangements. systems for propelling and essential auxiliary
machinery since the original issue (and their
3.3 Annual Surveys identification) are to be reviewed by the
attending Surveyor. Satisfactory operation of the
3.3.1 In ships which are placed in dry dock or on safety devices and control systems is to be
a slipway, the propeller(s), stern bush(es), water verified.
inlets and outlets and gratings are to be

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Section 4

Surveys - Dredgers

4.1 General
(d) Attention is to be given to shell
4.1.1 This section provides additional survey plating in way of hopper overflows.
requirements for dredgers. Where surveys are
required on dredging or hopper equipment such (e) The attachment to the ship’s
as gantries, bottom doors and their operating structure of all main items of dredging
gear, positioning spuds and suction pipe equipment, including gantries, ‘A’
attachments, these will be limited to the extent frames and spud control gear supports,
considered necessary by the Surveyor to be is to be carefully examined to ensure
satisfied that their condition or malfunction will that no fracture is present.
not adversely affect the ship’s structure.
4.2.2 On ships over 10 years old:
4.1.2 When the ship is placed in dry dock or on
a slipway, the Surveyor is to examine the (a) Attention is to be given by the
hopper doors or hopper valves, ladders, spud Surveyor to the structure in way of
wells, and their fittings where applicable. dredging pumps.

4.2 Special Surveys (b) Hopper doors and valves are to be

checked for proper operation, and their
4.2.1 On ships less than 10 years old: hinges, control gear and other fittings
are to be examined for wear or
(a) Hoppers are to be cleared and distortion. All seals and wear down
cleaned as necessary and examined. strips are to be replaced if necessary,
but a watertight seal is not normally
(b) Where applicable, hopper doors or required. Attention is to be paid to areas
valves are to be opened and closed, so likely to be suffering from excessive
far as practicable, but keel blocks need erosion.
not normally be moved specially to
permit this to be done. (c) Those items of dredging gear and
equipment whose efficiency is not part
(c) The integrity of hopper overflows and of classification but whose failure or
diluting water inlet and distribution malfunctioning is, nevertheless, likely to
structures is to be confirmed. Weir affect the ship’s structure adversely, are
valves and sluices are to be tested to to be examined to ensure that the
ensure proper operation, particular structural integrity of the ship is
attention being paid to the lower weir, maintained.
when weirs are fitted at more than one
level.

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Section 5

Surveys – Liquefied Gas Carriers

5.1 General 5.2.1.8 Where equipment for the production of

inert gas is fitted, it is to be examined and tested
5.1.1 This section provides additional survey to show it to be operating satisfactorily within the
requirements for ships carrying liquefied gas as gas specification limits. Pipelines, valves, etc.
cargo. for the distribution of the inert gas are to be
generally examined. Pressure vessels for the
5.2 Special Surveys storage of inert gas are to be examined
internally together with their fastenings.
5.2.1 General Pressure relief valves are to be demonstrated to
be satisfactorily operational. Liquid nitrogen
5.2.1.1 All cargo tanks are to be examined storage vessels are to be examined as far as
internally and externally as far as practicable. practicable and all control equipment, alarms
Particular attention is to be paid to the plating in and safety devices are to be verified as
way of supports and of securing arrangements operational.
and pipe connections.
5.2.2 Refrigerating equipment
5.2.1.2 For insulated cargo tanks with the
insulation accessible, the insulation is to be 5.2.2.1 Each reciprocating compressor is to be
examined externally and sections removed for opened out. Cylinder bores, pistons, piston rods,
examination of the tank if considered necessary connecting rods, valves and seats, glands, relief
by the Surveyor. devices, suction filters and lubricating
arrangements are to be examined. Crankshafts
5.2.1.3. Non-destructive testing is to supplement are to be examined but crankcase glands and
cargo tank inspection with special attention to be the lower half of main bearings need not be
given to the integrity of the main structural exposed if the Surveyor is satisfied with the
members, tank shell and highly stressed parts, alignment and wear.
including welded connections as deemed
necessary by the Surveyor. 5.2.2.2 Where other than reciprocating type
compressors are fitted, or where there is a
5.2.1.4 Cargo tank internal pipes and fittings are program of replacement instead of surveys on
to be examined, and all valves and cocks in board, alternative survey arrangements will be
direct communication with the interiors of tanks considered. Each case will be given individual
are to be opened out for inspection and consideration.
connection pipes are to be examined internally,
so far as practicable. 5.2.2.3 The water end covers of condensers are
to be removed for examination of the tubes, tube
5.2.1.5 Pressure relief valves and vacuum relief plates and covers.
valves are to be opened out for inspection and
are to be adjusted afterwards. Valves may be 5.2.2.4 Refrigerant condenser cooling water
removed from tanks, cargo gas and liquid pumps, including standby pump(s) which may
pipelines for this purpose. be used on other services, are to be opened out
for examination.
5.2.1.6 All cargo pumps, cargo booster pumps
and cargo vapour pumps, where applicable, are 5.2.2.5 Where a pressure vessel is insulated,
to be opened out for examination. sufficient insulation is to be removed, especially
in way of connections and supports, to enable
5.2.1.7 Where considered necessary by the the vessel’s condition to be ascertained.
Surveyor, insulated cargo gas and liquid
pipelines are to have sections of insulation 5.2.2.6 Insulated pipes are to have sufficient
removed to ascertain the condition of the pipes. insulation removed to enable their condition to

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be ascertained. Vapour seals are to be specially in working spaces is to be examined and

examined for condition. checked for satisfactory operation.

5.2.2.7 The Surveyor is to satisfy himself that all 5.3.1.5 Where applicable, inert gas systems for
pressure relief valves and/or safety discs the environmental control of cargo tanks and/or
throughout the system are satisfactorily spaces surrounding the cargo tanks are to be
operational. Primary refrigerant pressure relief generally examined.
valves are not to be tested onboard ship.
5.3.1.6 Where applicable, control devices for the
5.2.3 Special Survey of Ships over 10 years cargo containment system and cargo handling
old equipment, together with any associated shut-
down and/or interlock, are to be checked under
5.2.3.1 All pressure vessels of inert gas simulated working conditions, and if required,
installations are to be examined internally and recalibrated.
externally and tested.
5.3.1.7 The arrangements for manually operated
5.2.3.2 Cargo tanks are to be pressure tested to emergency shut-down are to be checked to
a pressure of 1.25 times the working pressure. ascertain they are in working order.

5.3 Intermediate Surveys 5.3.1.8 Cargo pipelines, valves and fittings are
to be generally examined, with special reference
5.3.1 General to expansion bellows, supports and vapour
seals on insulated pipes.
5.3.1.1 Cargo liquid level indicating devices are
to be generally examined. The low level, high 5.3.1.9 Portable and/or fixed drip trays, or
level and overfill alarms are to be examined and insulation for deck protection in the event of
tested to ascertain that they are operational. cargo leakage are to be examined for their
Consideration will be given to the acceptance of condition.
simulated tests provided that they are carried
out at the cargo temperature and/or pressure. 5.3.2 Refrigerating equipment

5.3.1.2 Where applicable, gas leakage systems 5.3.2.1 Where refrigerating equipment for cargo
are to be examined and tested to ascertain that temperature and pressure control is fitted the
they are in working order and calibrated using following are to be examined so far as
sample gas. practicable:

5.3.1.3 Where applicable, the correct functioning (a)The machinery under working condition.
of the cargo containment system temperature
indicating equipment, together with any (b) Shells of all pressure vessels in the system
associated alarms, is to be verified. including primary refrigerant gas and liquid
pipes, cargo vapour and liquid condensate pipes
5.3.1.4 Where applicable, the ventilation system and condenser cooling arrangements. Insulation
for the spaces surrounding the cargo tanks and need not be removed, but any deterioration or
evidence of dampness is to be investigated.

End of Chapter

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 Indian Register of Shipping

Part 2

Inspection and Testing of Materials

( This part is same as Part 2 of Rules and

Regulations for the Construction and
Classification of Steel Ships )

Contents

Chapter 1 General Requirements

Chapter 2 Mechanical Testing Procedures

Chapter 3 Rolled Steel Plates, Strips, Sections and Bars

Chapter 4 Steel Castings

Chapter 5 Steel Forgings

Chapter 6 Steel Pipes and Tubes

Chapter 7 Iron Castings

Chapter 8 Copper Alloys

Chapter 9 Aluminium Alloys

Chapter 10 Equipment

Chapter 11 Approval of Welding Consumables for use in

Ship Construction
 Indian Register of Shipping

Part 3

General Hull Requirements

Contents

Chapter 1 General, Definitions, Documentation

Chapter 2 Materials of Construction

Chapter 3 Principles for Scantlings and Structural

Details

Chapter 4 Longitudinal Strength

Chapter 5 Bar Keel, Stem and Sternframes

Chapter 6 Bottom Structure

Chapter 7 Side Structure

Chapter 8 Deck Structure

Chapter 9 Bulkheads

Chapter 10 Superstructures, Deckhouses and Bulwarks

Chapter 11 Openings and Closing Appliances,

Ventilators, Air Pipes and Discharges

Chapter 12 Rudders

Chapter 13 Anchoring and Mooring Equipment

Chapter 14 Welding

Chapter 15 Hull Inspection, Workmanship and Testing

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Contents

Chapter 1

General, Definitions, Documentation

Section 1
2.2 Structural terms
General 2.3 Material factor
1.1 Scope

1.2 Equivalence Section 3

1.3 National regulations Documentation

1.4 Loadline and stability 3.1 General

1.5 Assumptions 3.2 Plans for information

3.3 Additional information

Section 2
3.4 Plans for approval
Definitions 3.5 Plans to be kept on board
2.1 Principal particulars

Chapter 2

Materials of Construction

Section 1
2.2 Surface preparation, prefabrication primers
and paints or coatings
General
2.3 Internal cathodic protection
1.1 Scope
2.4 Aluminium and magnesium anodes
1.2 Steel
2.5 Corrosion protection coatings for salt water
1.3 Grades of steel ballast spaces
1.4 Aluminium
Section 3
Section 2
Deck Covering
Corrosion Protection 3.1 General
2.1 General

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Chapter 3

Principles for Scantlings and Structural Details

Section 1 Stiffeners and Girders

General 4.1 Determination of span

1.1 Application 4.2 Effective width of attached plating

1.2 Symbols 4.3 Scantlings of stiffeners

1.3 Frame spacing 4.4 Scantlings of girders

Section 2 Section 5

Corrosion Additions End Attachments

2.1 General 5.1 End attachments of stiffeners

5.2 End attachments of girders

Section 3
Section 6
Plating
3.1 General Buckling
6.1 General

Section 4 6.2 Ideal elastic buckling stress

Chapter 4

Longitudinal Strength

Section 1 2.2 Wave load conditions

General Section 3

1.1 Application Hull Section Modulus and Moment of

Inertia
1.2 Symbols
3.1 Calculation of section properties

Section 2 3.2 Extent of high tensile steel

Vertical Bending Moments 3.3 Section modulus requirement

2.1 Still water bending moment 3.4 Moment of inertia requirement

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Section 4
4.2 Reinforcements
Openings in Longitudinal Strength 4.3 Hatchway corners
Members
4.1 Locations

Chapter 5

Bar Keel, Stem and Sternframes

Section 1 Stem

General 3.1 Bar stem

1.1 Scope 3.2 Plate stem

1.2 Material
Section 4
1.3 Symbols
Stern Frames
Section 2 4.1 General

Bar Keel 4.2 Sternframes

2.1 Scantlings 4.3 Sole piece

4.4 Shaft brackets

Section 3

Chapter 6

Bottom Structure

Section 1 Section 3

General Design Loads

1.1 Scope 3.1 Bottom shell

1.2 Symbols 3.2 Watertight floors and girders

3.3 Inner bottom

Section 2

Structural Arrangement and Details Section 4

2.1 General Bottom and Inner Bottom Plating

2.2 Access, ventilation and drainage 4.1 Keel plate

4.2 Bottom, bilge and inner bottom plating

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Section 5
6.2 Transverse framing
Single Bottom 6.3 Longitudinal framing
5.1 Transverse framing

5.2 Longitudinal framing Section 7

Engine Seatings
Section 6
7.1 General
Double Bottom 7.2 Recommended scantlings
6.1 General

Chapter 7

Side Structure

Section 1 3.2 Internal tank pressure

General
Section 4
1.1 Scope
Side Shell Plating and Stiffeners
1.2 Symbols
4.1 Side shell plating

Section 2 4.2 Side shell longitudinals

4.3 Main frames

Structural Arrangement and Details
4.4 Superstructure frames
2.1 General
4.5 Peak frames
2.2 Sheer strake

Section 5
Section 3
Girders
Design Loads
5.1 General
3.1 External pressure

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Chapter 8

Deck Structure

Section 1 4.1 Deck platings

4.2 Deck stiffeners

General
1.1 Scope
Section 5
1.2 Symbols
Deck Girders and Pillars

Section 2 5.1 Girders

5.2 Cantilevers
Structural Arrangement and Details
5.3 Pillars
2.1 General

Section 6
Section 3
Decks for Wheel Loading
Design Loads
6.1 General
3.1 Weather deck
6.2 Wheel loads
3.2 Accommodation decks
6.3 Deck plating
3.3 Decks forming tank boundaries
6.4 Deck stiffeners

Section 4 6.5 Deck girders

Deck Plating and Stiffeners

Chapter 9

Bulkheads

Section 1 2.1 Number of bulkheads

2.2 Position and height of bulkheads

General
2.3 Openings in watertight bulkheads and
1.1 Scope closing appliances
1.2 Statutory requirements 2.4 Cofferdams
1.3 Symbols
Section 3
Section 2
Structural Arrangement and Details
Subdivision and Arrangement 3.1 General
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 Part 3
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3.2 Wash bulkheads 5.1 Bulkhead plating

3.3 Supporting bulkheads 5.2 Longitudinals

5.3 Vertical and transverse stiffeners on tank

Section 4 bulkheads, collision bulkheads, dry bulk cargo
bulkheads and wash bulkheads
Design Loads 5.4 Vertical and transverse stiffeners on ordinary
watertight bulkheads
4.1 Watertight bulkhead loads

4.2 Tank bulkhead loads

Section 6
4.3 Wash bulkheads loads
Girders

Section 5 6.1 General

Plating and Stiffeners

Chapter 10

Superstructures, Deckhouses and Bulwarks

Section 1 Section 3

General Structural Arrangement and Details

1.1 Scope 3.1 Structural continuity

1.2 Definitions
Section 4
1.3 Symbols
Bulwarks and Guard Rails
Section 2 4.1 General requirements

Scantlings 4.2 Bulwark construction

2.1 End bulkheads and exposed sides of 4.3 Bulwark scantlings

deckhouses
4.4 Guard rails
2.2 Protected machinery casings

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Chapter 11

Openings and Closing Appliances, Ventilators, Air Pipes and

Discharges

Section 1
4.1 Manholes
General 4.2 Companionways, doors and accesses on
weather decks
1.1 Scope
4.3 Openings on engine casing

Section 2 4.4 Windows and side scuttles

Hatch Coamings
Section 5
2.1 Coaming heights

2.2 Hatch coaming construction

Ventilators

2.3 Coaming scantlings 5.1 General

5.2 Coaming heights

Section 3 5.3 Closing appliances

Hatch Covers
Section 6
3.1 General

3.2 Design loads Air and Sounding Pipes

3.3 Hatchcover plating 6.1 General

3.4 Stiffeners and girders 6.2 Height of air pipes

3.5 Hatch cover edges 6.3 Closing appliances

3.6 Wooden hatch covers

Section 7
3.7 Portable hatch beams
Scuppers and Sanitary Discharges
3.8 Direct calculations
7.1 General
3.9 Hatch cover securing arrangement
7.2 Closing appliances

Section 4 7.3 Materials for valves, fittings and pipes

Miscellaneous Openings

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Chapter 12

Rudders

Section 1 Section 4

General Rudder Blades

1.1 Scope 4.1 Construction details

1.2 Material 4.2 Double plated rudders

1.3 Testing 4.3 Single plated rudders

Section 2 Section 5

Arrangement and Details Rudder Stock and Pintles

2.1 General 5.1 Rudder stock

5.2 Pintles and bearings

Section 3

Design Loads Section 6

3.1 Rudder force Rudder Couplings

3.2 Rudder torque 6.1 Horizontal bolted couplings

3.3 Bending moments, shear forces and 6.2 Vertical flange couplings
reactions

Chapter 13

Anchoring and Mooring Equipment

Section 1 Section 3

General Anchors
1.1 Introduction 3.1 General

1.2 Documentation 3.2 Manufacture and testing

1.3 Symbols 3.3 Bow Anchors

3.4 Stern Anchors

Section 2
3.5 Mass Reduction
Structural Arrangement for 3.6 Number of Anchors
Anchoring Equipment
2.1 General
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Section 4 5.1 General

5.2 Manufacture and testing

Anchor Chain Cables
5.3 Mooring arrangement
4.1 General
5.4 Towing lines
4.2 Manufacture and testing

4.3 Minimum Breaking Strength

Section 6
4.4 Length of Chain Cables
Windlass

Section 5 6.1 General

6.2 Testing
Towlines and Mooring Lines

Chapter 14

Welding

Section 1 2.5 Approval of procedures

2.6 Inspection of welds

General
1.1 Scope
Section 3
1.2 Documentation
Welded Connections

Section 2 3.1 Butt welds

3.2 'T' connections

Welding
3.3 Lap connections
2.1 Welders and supervision
3.4 Slot weld
2.2 Welding electrodes
3.5 End connection
2.3 Preparation for welding

2.4 Welding procedure

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Chapter 15

Hull Inspection, Workmanship and Testing

Section 1 Section 3

Hull Inspection Testing

1.1 Approval of works 3.1 Definitions

1.2 Inspection facilities 3.2 Application

3.3 Structural testing

Section 2
3.4 Leak testing
Workmanship 3.5 Hose testing
2.1 General 3.6 Hydropneumatic testing
2.2 Plate edges and cut-outs 3.7 Other testing methods
2.3 Cold forming 3.8 General testing requirements
2.4 Hammering, bending and straightening 3.9 Additional requirements for special type
vessels/tanks

End of Contents

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Page 1 of 4
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Chapter 1

General, Definitions, Documentation

Contents
Section
1 General
2 Definitions
3 Documentation

Section 1

General

1.1 Scope 1.3 National regulations

1.1.1 The Rules in this part apply to all-welded, 1.3.1 While the Rules cover requirements for the
single hull steel ships of normal form, classification of ships, the attention of all
proportions and speed for operation in inland concerned is drawn to requirements of various
waterways. local or national Regulations, Codes and
Recommendations which the vessel may also
1.1.2 For additional class notations relating to have to comply with.
various ship types, requirements as per Pt.5 are
to be complied with. 1.4 Loadline and stability

1.1.3 Ships of unconventional forms and 1.4.1 All ships will be assigned class only after it
proportions or intended for carriage of cargoes has been demonstrated that their intact/damage
not covered by the Rules or to be engaged in stability and loadline requirements (where
special service will receive individual applicable) are in compliance with the standards
consideration based on the general principles of laid down by the local or National statutory
the Rules. In these cases, however, additional authority.
calculations and/or model testing may be
required to be carried out and submitted for 1.4.2 For stability of passenger ships, the
approval. requirements specified in IRS Classification
Note: “Stability Requirements for Inland
1.1.4 Proposals for use of alternative materials Waterways’ Passenger Ships” are to be
e.g. aluminium, wood, etc. for some parts of the complied with.
ship shall receive special consideration.
1.5 Assumptions
1.2 Equivalence
1.5.1 It is assumed that significant dynamic
1.2.1 Alternative arrangements, scantlings and excitation of major orders from propellers and
equipment may be accepted provided they can machinery do not fall close to any natural
be shown to be equivalent to the overall safety frequency of the hull.
and strength standard of the Rules. Direct
calculations for the derivation of the scantlings 1.5.2 It is assumed that the ships will be
as an alternative to those derived by the Rule competently handled and loaded as per the
formulae, may be accepted on special approved loading manuals.
consideration. The calculation procedure and
the assumptions made are to be submitted for
approval.

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Chapter 1 Part 3
Page 2 of 4 General, Definitions, Documentation

Section 2

Definitions

2.1 Principal particulars 2.2 Structural terms

2.1.1 The forward perpendicular, F.P., is the 2.2.1 The general terms used in the Rules for
perpendicular drawn at the intersection of the various structural parts of the ships are defined
maximum load water line with the fore side of as under:
the stem.
 Strength Deck : In general the uppermost
In ships with unusual bow arrangement the continuous deck. Where a superstructure
position of the F.P. will be specially considered. deck has within 0.4L amidships, a
continuous length equal to or greater than
2.1.2 The after perpendicular, A.P., is the (1.5B + 3H), it is to be regarded as the
perpendicular drawn at the intersection of the strength deck instead of the covered part of
maximum load waterline with the after side of the uppermost continuous deck. (H is the
the rudder post or the centreline of the rudder height of the superstructure, [m]).
stock if there is no rudder post.
 Superstructure : A decked structure on
In ships with unusual stern arrangement the freeboard deck extending from side to side
position of the A.P. will be specially considered. of the ship or with the side plating not
inboard of shell plating by more than 4 per
2.1.3 Rule length, L, is the distance, [m], cent of the breadth B.
between the forward and after perpendiculars.
However L is to be not less than 96 per cent,  Deckhouse : A decked structure above the
and need not be greater than 97 per cent of the freeboard deck with the side plating being
extreme length on the maximum load waterline. inboard of the shell plating by more than 4
per cent of the breadth B.
In ships with unusual bow and/or stern
arrangement the Rule length, L, will be specially  Bottom Structure : Shell plating with
considered. stiffeners and girders below the upper turn
of bilge and all other elements below and
2.1.4 "Amidship" is at 0.5L aft of the F.P. including the inner bottom plating in case of
the double bottom. Sloping hopper tank top
2.1.5 Breadth, B, is the greatest moulded is to be regarded as a bulkhead.
breadth [m].
 Side Structure : Shell plating with stiffeners
2.1.6 Depth, D, is the moulded depth [m], and girders between the upper turn of bilge
measured amidships from top of the keel to the and the uppermost continuous deck at side.
moulded deck line of the uppermost continuous A rounded gunwale is included in the side
deck at side. When a rounded gunwale is structure.
arranged the depth is to be measured to the
continuation of the moulded deck line.  Deck Structure : Deck plating with stiffeners,
girders, and supporting pillars.
2.1.7 Draught, T, is the moulded draught
amidships corresponding to the maximum load  Girder : A collective term for the primary
waterline, [m]. supporting members, other terms include :
2.1.8 The block co-efficient, Cb, is the moulded
 Transverses - transverse girders under
block co-efficient calculated as follows :-
the deck.

moulded displacement [m 3 ] at draught T  Web frames - side vertical girders.

Cb 
LBT
 Hatch end beams - transverse deck
girders at the ends of the hatch.
2.1.9 Speed, V, is the maximum service speed
in knots on draught T.  Stringers - horizontal girders.

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 Cross-ties - girders connecting two  Reverse frame - transverse stiffener on

vertical girders in a deep tank. the inner bottom.

 Floor - bottom transverse girders.  Horizontal or vertical bulkhead

stiffeners.
 Stiffener : A collective term for secondary
supporting members; other terms being :  Other terms are defined in the
appropriate Chapters.
 Frames.
2.3 Material factor
 Bottom, inner bottom, side or deck
longitudinals. 2.3.1 Material factor, k, a factor depending on
material strength is defined in Ch.2.

Section 3

Documentation

3.1 General  Lightship weight and its longitudinal

distribution.
3.1.1 Documentation is to be submitted as per
the following paragraphs. In case of certain ship  Bonjeans data.
types additional documentation may be required
as per Pt.5.  Stowage factor and angle of repose of
bulk cargoes to be carried.
3.1.2 The documents should be submitted in
triplicate, one copy of which shall be returned.  Masses and unbalanced moments of
heavy machinery components e.g.
3.2 Plans for information engines, cranes, winches etc.

3.2.1 The following supporting plans and 3.4 Plans for approval
calculations are to be submitted for information :
3.4.1 Plans as relevant are to be submitted for
 General arrangement. approval as indicated in Table 3.4.1. These
should as far as practicable be complete in all
 Tank plan. necessary details.

 Capacity plan. 3.5 Plans to be kept on board

 Lines plan and Hydrostatic curves or 3.5.1 A copy of the final approved loading
tables. manual and suitable scantlings plans including
details of corrosion control system; if any, are to
 Docking plan. be placed on board the ship.

3.3 Additional information 3.5.2 To facilitate the ordering of materials for

repairs, plans showing the disposition and
3.3.1 The following additional information is to extent of high tensile steel and steel of grades
be submitted as necessary for strength other than Grade A, along with the information
calculations: relating to their physical and mechanical
properties, recommended working, treatment
 Maximum values of still water bending and welding procedures etc. are to be placed on
moments and shear forces. board.

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Table 3.4.1 : Plans for approval

Plan Including Information On

Loading manual 1) details of loading in all contemplated loading conditions and
resulting SWBM, SF & Torsional Moments (TM)

design values of SWBM, SF & TM

Midship section main particulars (L,B,D,T,Cb,V)
Other transverse sections equipment specification
Longitudinal sections & decks complete class notation applied for
Shell expansion & framing plan spacing of stiffeners
deck Loads, if other than those specified in the Rules
openings on the deck
openings on the shell

material grades
Double bottom indication of access
height and location of overflows
loading on inner bottom
Watertight subdivision bulkheads & openings and their closing appliances
watertight tunnels
Aft-end structure propeller outline
Sternframe or sternpost propeller thrust
Propeller shaft brackets structural details in way of rudder and propeller bearings
Aft peak tank height and location of overflow
Engine room structure type, power and r.p.m. of propulsion machinery
Engine and thrust block seatings weight of machinery, boilers, etc.
Fore-end construction openings on non-watertight bulkheads and diaphragm plates
Fore peak tank height and location of overflows
Oil tight/water tight and partition intended tank contents & their densities
bulkheads in cargo tanks, ballast tanks height and location of overflow/air pipes
and deep tanks tanks intended to be partially filled
corrosion protection; if any
Superstructures, deckhouses and height of sills from deck and closing appliances for
machinery casings companion ways
Hatchways position and type
Hatch covers loads if different from those specified in the rules
sealing and securing arrangement, spacing of bolts or
wedges
Rudder, stock and tiller speed of the ship (ahead & astern)
Steering gear arrangement material of bearings, coupling bolts, stock and the locking
device
rudder carrier.
Masts & derrick posts derrick length and loading
Support structure for masts, derrick dimensions and positions of stays and shrouds
posts & cranes quality of material
Testing plan of tanks & bulkheads
Welding details
Notes:

1) See Chapter 5, Section 6.

2) One drawing may contain more than one of the items from each group

End of Chapter

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Chapter 2

Materials of Construction

Contents
Section
1 General
2 Corrosion Protection
3 Deck Covering

Section 1

General

1.1 Scope k = 0.72 for steel with minimum yield stress of

355 [N/mm2]
1.1.1 The Rules relate, in general, to the
construction of steel ships. Consideration will 1.2.3 Where steel castings or forgings are used
however be given to the use of other materials for sternframes, rudderframes, rudder stocks,
also. propeller shaft brackets and other major
structural items, they are to comply with Pt.2
1.1.2 The materials used in the construction of 'Materials' of Main Rules as appropriate.
the ship are to be manufactured and tested in
accordance with the requirements of Pt.2. 1.3 Grades of steel
'Materials' of the Rules and Regulations for the
Construction and Classification of Steel Ships 1.3.1 The ships covered by these Rules are
(Main Rules). Materials for which provision is not generally to be constructed of Grade 'A' steel.
made may be accepted, provided that they However, for materials of over 20 [mm] in
comply with an approved specification and such thickness used in highly stressed areas, grades
tests as may be considered necessary. of steel with higher levels of notch toughness
(Grades 'B', 'D' or 'E') may be required
1.2 Steel dependent on the stress pattern associated with
its location.
1.2.1 Ordinary hull structural steel is a hull
structural steel with a minimum yield stress of 1.4 Aluminium
235 [N/mm2] and a tensile strength generally in
the range of 400-490 [N/mm2]. 1.4.1 Where seawater resisting aluminium alloys
manufactured and tested in accordance with the
For ordinary hull structural steel, the material requirements of Pt.2 of the main rules are used
factor `k' is to be taken as 1.0. for superstructures, deckhouses, hatch covers
or other structural components, scantlings
1.2.2 Steels having a yield stress of 265 equivalent to steel are to be derived as follows:
[N/mm2] and higher, are regarded as higher
tensile steels. Where higher tensile steel is plating thickness, ta = ts ka
used, the hull girder section modulus and the
local scantlings may be reduced in accordance
with the relevant requirement of the Rules. For section modulus of stiffeners, Za = Zs . ka
this purpose, a material factor 'k', is to be taken
as follows: where,

k = 0.78 for steel with a minimum yield stress of ta, ts = plating thickness of aluminium and mild
315 [N/mm2] steel respectively.

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a = 0.2% proof stress or 70% of the ultimate

Za, Zs = section modulus of aluminium and mild strength of the aluminium material, whichever is
steel stiffeners respectively. lesser [N/mm2].

235 1.4.2 The smaller modulus of elasticity of

ka  aluminium is to be taken into account, when
a determining the buckling strength of structural
elements subjected to compression and the
deflections, where relevant.

Section 2

Corrosion Protection

2.1 General they are to be used. Unless previously agreed,

at least two coats are to be applied.
2.1.1 All steelwork, except inside tanks intended
for the carriage of oil or bitumen, is to be 2.2.4 The paint or coating is to be compatible
protected against corrosion by application of with any previously applied primer, See 2.2.2.
suitable coating.
2.2.5 Paints, varnishes and similar preparations
For protection required in salt water ballast having a nitrocellulose or other highly flammable
spaces, See 2.5. base, are not to be used in accommodation or
machinery spaces.
For protection required in holds of dry bulk cargo
carriers, see Pt.5, Ch.1. 2.2.6 In ships intended for the carriage of oil
cargoes having a flash point below 60C (closed
For the protection required in tanks carrying cup test), paint containing aluminium should not
chemicals or other special cargoes, see Pt.5, in general be used in cargo tanks, adjacent
Ch.3. ballast tanks, cofferdams, pump rooms as well
as on deck above the mentioned spaces, nor in
2.1.2 Where bimetallic connections are made, any other areas where cargo vapours may
measures are to be incorporated to preclude accumulate, unless it has been shown by
galvanic corrosion. appropriate tests that the paint to be used does
not increase the incendive sparking hazard.
2.2 Surface preparation, prefabrication pri-
mers, and paints or coatings 2.3 Internal cathodic protection

2.2.1 Steelwork is to be cleared of millscale and 2.3.1 Impressed current cathodic protection
suitably cleaned before the application of systems are not permitted in any tank.
surface paints and coatings. It is recommended
that blast cleaning or other equally effective When a cathodic protection system is to be fitted
means be employed for this purpose. in tanks for the carriage of liquid cargo with flash
point not exceeding 60C, a plan showing
2.2.2 Where a primer is used to coat steel after details of the locations and attachment of
surface preparation and prior to fabrication, the anodes is to be submitted. The arrangements
composition of the coating is to be such that it will be considered for safety against fire and
will have no significant deleterious effect on explosion aspects only.
subsequent welding work and that it is
compatible with the paints or other coatings 2.3.2 Particular attention is to be given to the
subsequently applied. Unless the primer used is locations of anodes in relation to the structural
type approved by IRS for this purpose, tests as arrangements and openings of the tank.
detailed in Pt.3, Ch.2, Sec.3 of the Main Rules
are to be made to determine the influence of the 2.3.3 Anodes are to be of approved design and
primer coating on the characteristics of the weld. sufficiently rigid to avoid resonance in the anode
support. Weldable steel cores are to be fitted,
2.2.3 Paints or other coatings are to be suitable and these are to be so designed as to retain the
for the intended purpose in the locations where anode even when the anode is wasted.

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2.3.4 Anodes are to be attached to the structure 2.4 Aluminium and magnesium anodes
in such a way that they remain secure both
initially and during service. The following 2.4.1 Aluminium and aluminium alloy anodes
methods of attachment would be acceptable : are permitted in tanks used for the carriage of
oil, but only at locations where the potential
a) Steel core connected to the structure by energy does not exceed 275 [J] (i.e. 28 [kgf m]).
continuous welding of adequate section. The weight of the anode is to be taken as the
weight at the time of fitting, including any inserts
b) Steel core bolted to separate supports, and fitting devices.
provided that a minimum of two bolts with
lock nuts are used at each support. The 2.4.2 The height of the anode is, in general, to
separate supports are to be connected to be measured from the bottom of the tank to the
the structure by continuous welding of centre of the anode. Where the anode is located
adequate section. on or closely above a horizontal surface (such
as a bulkhead girder) not less than 1 [m] wide,
c) Approved means of mechanical clamping. provided with an upstanding flange or face plate
projecting not less than 75 [mm] above the
2.3.5 Anodes are to be attached to stiffeners, or horizontal surface, the height of the anode may
may be aligned in way of stiffeners on plane be measured above that surface.
bulkhead plating, but they are not to be attached
to the shell. The two ends are not to be attached 2.4.3 Aluminium anodes are not to be located
to separate members which are capable of under tank hatches or tank cleaning openings
relative movement. unless protected by adjacent structure.

2.3.6 Where cores or supports are welded to the 2.4.4 Magnesium or magnesium alloy anodes
main structure, they are to be kept clear of the are permitted only in tanks intended solely for
toes of brackets and similar stress raisers. water ballast.
Where they are welded to asymmetrical
stiffeners, they are to be connected to the web 2.5 Corrosion protection coatings for salt
with the welding kept at least 25 [mm] away water ballast spaces
from the edge of the web. In the case of
stiffeners or girders with symmetrical face 2.5.1 In case of ships which normally carry salt
plates, the connection may be made to the web water for ballast purposes, all ballast spaces,
or to the centreline of the face plate but well having boundaries formed by the hull envelope,
clear of the free edges. However, it is are to have a suitable corrosion protection
recommended that anodes are not fitted to face coating applied in accordance with the
plates of high tensile steel longitudinals. manufacturer's requirements.

Section 3

Deck Covering

3.1 General 3.1.3 Deck coverings in the following positions

are to be of a type which will not readily ignite
3.1.1 Where plated decks are sheathed with where used on decks :
wood or an approved composition, reductions in
plate thickness may be allowed. a) forming the crown of machinery or cargo
spaces within accommodation spaces of
3.1.2 The steel deck is to be coated with a cargo ships
suitable material in order to prevent corrosive
action, and the sheathing or composition is to be b) within accommodation spaces, control
effectively secured to the deck. stations, stairways and corridors of
passenger ships.

End of Chapter

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Chapter 3

Principles for Scantlings and Structural Details

Contents
Section
1 General
2 Corrosion Additions
3 Plating
4 Stiffeners and Girders
5 End Attachments
6 Buckling

Section 1

General

1.1 Application Loadpoint for stiffeners:

1.1.1 Scantlings of various platings, stiffeners  midpoint of span.

and girders to meet the local strength
requirements are to be determined in Loadpoint for girders
accordance with the general principles given in
this Chapter.  midpoint of load area supported by the
girder.
The design values of loads are given in chapters
relevant to the structures under consideration. s = stiffener spacing [mm], measured along the
plating.
1.1.2 Scantlings of hull members contributing to
the longitudinal strength are also to comply with l = span of the stiffener, [m], in accordance with
the requirements of Ch.4. 4.1.1.

1.1.3 Scantlings of hull members subjected to r = radius of curvature [mm].

compressive stresses are also to comply with
the requirements of Sec.6. S = span of the girder [m], in accordance with
4.1.2.
1.2 Symbols
b = mean breadth [m], of the load area
p = design pressure [kN/m2] as given in the supported by the girder.
relevant chapters calculated at the loadpoint as
given below: hw = height of web, [mm].

Loadpoint for plates: bf = width of flange, [mm].

 midpoint of horizontally stiffened plate field  = allowable bending stress, [N/mm2] as given
in the relevant Chapters.
 half the stiffener spacing above the lower
support of vertically stiffened plate field, or at y = minimum yield stress of material, [N/mm2],
the lower edge of plate when the thickness may be taken as 235 [N/mm2] for normal
is changed within the plate field. strength steel.

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k = material factor as defined in Ch.2, Sec.1.2. 550 + 2L [mm] for longitudinal framing.

E = modulus of elasticity, 2.06 x 105 [N/mm2] for 1.3.2 In aft peak and fore peak the frame
steel. spacing is not to exceed 600 [mm] or that given
in 1.3.1, whichever is less.
1.3 Frame spacing
1.3.3 Where the actual frame spacing is higher
1.3.1 The normal frame spacing between aft than that mentioned above, the minimum
peak and 0.2L from F.P. may be taken as: thicknesses of various structural members as
given in the Rules may require to be increased.
450 + 2L [mm] for transverse framing

Section 2

Corrosion Additions

2.1 General 2.1.2 The required corrosion addition 'Zc' to the

section modulus of stiffeners and girders due to
2.1.1 The thickness of plates, stiffeners and the thickness addition 'tc' mentioned above may
girders in tanks for water ballast and/or cargo oil be approximated as:
and in holds of dry bulk cargo carriers is to be
increased by a corrosion addition 'tc' as given in t c h w (b f  0.3 h w )
Table 2.1.1. Zc  [cm 3 ]
1000

Table 2.1.1 : Corrosion addition tc [mm]

Item Space Category tc

Internal members within and Ballast tank 1.5 1)
plate boundary between spaces Cargo oil tank 1.5
of the given category Hold of dry bulk cargo carriers 2
Ballast tank/Cargo oil tank 1.5 1)
Ballast tank/Hold of dry bulk
2
cargo carrier
Plate boundary between the two Ballast tank/Other category
1.0
given space categories space
Cargo oil tank/Other category
1.0
space
Hold of dry bulk cargo
1.0
carrier/Other category space
Notes:

1) Where the relevant ballast or liquid cargo tanks extend upto the exposed weather deck the minimum
corrosion addition in the region extending upto 1.5 [m] below the weather deck corrosion addition is
to be increased by 0.5 [mm].

2) Hold of dry bulk cargo carriers refers to the cargo holds of vessels with class notation Bulk Carrier
and Ore Carrier.

3) Other category space denotes the hull exterior and all spaces other than water ballast and cargo oil
tanks and holds of dry bulk cargo carriers.

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Section 3

Plating

3.1 General 15.8 s p

t x 10 3  t c [mm]
3.1.1 Minimum requirements of thickness of 
various platings are given in relevant chapters.
3.1.3 Any tapering of thickness of platings
3.1.2 The thickness 't' of plating subjected to contributing to the longitudinal strength is to be
lateral pressure is not to be less than based upon linear variation of stress s allowed
at specified regions.

Section 4

Stiffeners and Girders

4.1 Determination of span used in the calculation of sectional properties of

the stiffeners and girders, is to be taken as the
4.1.1 For stiffeners, the span 'l' [m] is to be taken cross-sectional area within the effective width of
as the length of the stiffener between the two the attached plating.
supporting members less the depth of stiffener
on crossing panel if any. Where brackets larger 4.2.2 The effective width of plating attached to a
than those required in 5.1.2 are fitted, the span stiffener may be taken as the mean of spacings
may be determined as shown in Fig.4.1.1. on either side of the stiffener.

For curved stiffeners, 'l' may be based on the 4.2.3 The effective width of plating attached to a
chord length. girder, 'be' is to be taken as per the following:

4.1.2 For girders, the span 'S' [m] is to be taken be = c . b

as the length of the girder between the two
supporting members, less the web height of in- where,
plane girder if any, and the correction for bracket
'bc', as shown in Fig.4.1.2. c = c1, for girders with uniformly distributed loads
or with six or more evenly spaced point loads
4.2 Effective width of attached plating
= c2, for girders with three or less evenly spaced
4.2.1 The area of the attached plating, to be point loads.

Table 4.2.3 : Values of "c"

a/b 0.5 1.0 2.0 3.0 4.0 5.0 6.0  7.0

c1 0.19 0.38 0.67 0.84 0.93 0.97 0.99 1.00
c2 0.11 0.22 0.40 0.52 0.65 0.73 0.78 0.80

For intermediate values of a/b and number of = 60 per cent of span of the girder, for girders
point loads, values of 'c' may be obtained by fixed at both ends, [m].
interpolation.
4.2.4 In case of girders on corrugated bulkheads
a = span of the girder, for simply supported which run across the corrugations, the effective
girders, [m]. width of attached plating is to be taken as 10%
of that obtained from 4.2.3.

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4.2.5 The effective cross sectional area of the to lateral pressure which can be considered as
attached plating is not to be less than that of the conforming to the general beam theory are to
face plate. satisfy the requirement given in 4.4.2.

4.3 Scantlings of stiffeners 4.4.2 The section modulus 'Z' of girders

subjected to lateral pressure is not to be less
4.3.1 The section modulus 'Z' of stiffeners than:
subjected to lateral pressure is not to be less
than: b . p .S 2 .10 3
Z  Z c [cm 3 ]
s.p.l2 m
Z  Z c [cm 3 ]
m where,

where, m = bending moment factor depending upon the

arrangement at supports and variation of lateral
m = bending moment factor depending on the pressure as given in the relevant chapters.
arrangement at the supports and variation of Where not stated, the 'm' value may generally
lateral pressure as given in the relevant be taken as 12 for continuous longitudinal
chapters. Where not stated, the `m' value may girders and 10 for all other girders.
generally be taken as:
4.4.3 Where openings are cut in the girder web,
= 12 for continuous longitudinal stiffeners they are to be away from the girder ends and
scallops for stiffeners; with their centre located
= 10 for transverse, vertical and non-continuous as near to the neutral axis of the girder as
longitudinal stiffeners fixed at both ends. practicable. Openings of depth exceeding 25%
of the girder depth or 300 [mm] and, of length
= 8 for stiffeners simply supported at both ends. exceeding the depth of the girder or 60% of the
secondary stiffener spacing, are to be reinforced
4.3.2 Where stiffeners are not perpendicular to all around at the edge; or alternatively by
the plating, the section modulus as obtained providing horizontal and vertical stiffeners.
from 4.3.1 is to be increased by the factor (1/cos
),  being the angle between the stiffener web 4.4.4 Girders are to be provided with adequate
and the plane perpendicular to the plating. lateral stability by tripping brackets fitted
generally at every fourth stiffener. Tripping
4.4 Scantlings of girders brackets are also to be fitted at the toes of end
brackets and in way of concentrated loads such
4.4.1 The scantlings of simple girders subjected as heels of pillars or cross ties.

Section 5

End Attachments

5.1 End attachments of stiffeners  The arm lengths, 'a and b' (See Fig.4.1.1)
are to be such that:
5.1.1 Continuity of all stiffeners participating in
longitudinal strength is to be maintained over i) a, b  0.8 lb
transverse members within 0.5L amidships.
Longitudinals abutting at transverse members and
may be accepted provided the brackets
connecting the ends of the longitudinals are of ii) a+b  2.0 lb.
adequate size and are either continuous or
properly aligned. where,

5.1.2 Scantlings of brackets fitted on stiffeners lb = 24 Z + 75 [mm]

not participating in the longitudinal strength are
not to be less than the following:

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 Thickness of unflanged bracket is to be not Integral brackets are generally to be radiused or

less than: well rounded at the toes.

t = (4.0 + 0.3 Z) + tc [mm] Where the face plate of the girder is not
continuous over the bracket, the free edge of the
 Thickness of flanged bracket is to be not bracket is to be stiffened and the face plate of
less than: the girder is to be extended well beyond the toe
of the bracket.
t = (3.0 + 0.25 Z) + tc [mm]
5.2.2 The thickness 't' of brackets on girder is
 Width of flange, w  40 + Z/25 [mm], but not not to be less than that of the girder web.
to be less than 50 [mm].
The arm length 'a' including the depth of girder
where, is not to be less than:

Z is the section modulus [cm3], of the smaller a = 83 (Z/t) [mm];

stiffener, being connected.
where,
5.2 End attachments of girders
Z = the section modulus [cm3], of the girder to
5.2.1 The end attachments and supporting which the bracket is connected.
structure of the girders are to provide adequate
resistance against rotation and displacement of The cross sectional area 'Af' of the face plate on
the joint and effective distribution of the load the girder bracket is not to be less than:
from the member. Supporting members to which
the girders are being connected, may require Af = 0.001 lf t [cm2]
additional strengthening to provide adequate
stiffness to resist rotation of the joint. Where the where, lf is the length [mm], of the free edge of
end attachment provides only a low degree of the bracket.
restraint against rotation, the girder is generally
to be extended beyond the point of support by at Additional stiffeners parallel to the bracket face
least two frame spaces before being gradually plate are to be fitted on webs of large brackets.
tapered. The arm length of an unstiffened triangular end
panel of bracket is generally not to exceed 100 t
Connections between girders forming a ring [mm].
system are to be such as to minimize stress
concentrations at the junctions.

Section 6

Buckling

6.1 General = 0.9 for bottom, inner bottom plating in double

bottom and transversely stiffened side shell
6.1.1 The critical buckling stress 'cr' of plate plating
panels and other members subjected to
compressive loads is to be such that: 0.7
 (need not be taken smaller than 0.3);
1  l m /i
c
 cr 
  for axially loaded members such as pillars,
where, cross-ties, panting beams etc., in general. -
to be reduced by 15 per cent where the
c = applied compressive stress loads are primarily dynamic in nature.

 = 1.0 for deck, longitudinally stiffened side  for 'lm' and 'i' See 6.2.2.
shell and single bottom plating

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6.1.2 The critical compressive buckling stress
'cr' determined as follows is not to be less than
the maximum compressive stress developed in
the members under consideration.

cr = E when E  0.5 y

 y 
  y 1   when  E  0.5  y

 4 E 
where,

E = ideal elastic buckling stress as per Sec.6.2.

6.2 Ideal elastic buckling stress = 1.05 when stiffeners are flat bars
6.2.1 The E value for platings may be taken as: s = shorter side of plate panel, [mm]

 E  0.9 K E t  t c  / s 2 [ N/mm 2 ] l = longer side of plate panel, [m]

where, 6.2.2 The value for axially loaded members may

be taken as:
8.4 E = 0.001 C E (i/lm)2 [N/mm2]
K
  1.1
C = 1.0 for both ends hinged
 for plating with stiffeners in the direction of
the compressive stress = 2.0 for one end fixed

2 = 4.0 for both ends fixed

  s 2  2.1
 C 1     i = radius of gyration of the member, [cm].
  1000 x l     1.1
= (/a)
 for platings with stiffeners in the direction
perpendicular to the compressive stress I = moment of inertia of the member, [cm4],
about the axis perpendicular to the direction of
 = ratio between the smaller and the larger buckling being considered
values of the compressive stress assuming a
linear variation (See Fig.6.2.1) a = cross sectional area of the member, [cm2]
C = 1.30 when plating is stiffened by floors or lm = length of the member, [m].
deep girders
Where end connections of a member are
= 1.21 when stiffeners are angles or T sections different with respect to the two principal axes,
E is to be found out for both cases using
= 1.10 when stiffeners are bulb flats appropriate values of 'C' and 'I'.

End of Chapter

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Chapter 4

Longitudinal Strength

Contents
Section
1 General
2 Vertical Bending Moments
3 Hull Section Modules and Moment of Inertia
4 Openings in Longitudinal Strength Members

Section 1

General

1.1 Application 1.2 Symbols

1.1.1 Scantlings of hull members contributing to L, B, T, k as defined in Ch.1, Sec.2.

longitudinal strength are to comply with the
requirements given in this Chapter. These In = moment of inertia of hull girder, [cm4], about
members are also to comply with the the transverse neutral axis at the section under
requirements of buckling strength given in Ch.3, consideration.
Sec.6 and of local strength given in relevant
chapters of Pt.3. Zn = vertical distance [m] of the horizontal
neutral axis above base line.
1.1.2 Still water bending moments are to be
calculated for all ships with unusual or non- Ms = design still water bending moment [kN-m]
uniform weight or cargo distribution and for as given in 2.1.2.
other ships of L  60 m.
Mw = rule wave bending moment [kN-m] as
Such ships are to be provided with an approved given in 2.2.1.
loading manual which describes the loading
conditions on which the design is based and
also gives the values of still water bending
moments and permissible limits.

Section 2

Vertical Bending Moments

2.1 Still water bending moment In addition other loading conditions which may
be more onerous, e.g. intermediate conditions of
2.1.1 Still water bending moments are to be special loading or discharging sequences, are to
calculated for the following loading conditions as be investigated.
a minimum:
2.1.2 The design value of still water bending
a) Fully loaded condition with design cargo moment Ms at 0.4L amidships is to be taken as
distribution(s) the greater of the following:

b) Light condition with full consumables,

stores, crew and ballast, if any.

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a) The maximum of sagging or hogging still where,

water bending moments obtained for the
loading conditions specified in Sec.2.1.1, C = coefficient as per Table 2.2.1.
and
Table 2.2.1
b) 0.375 L2B [kN-m] Zone Coefficient C
At locations outside 0.4L amidships the design 1 0.30 for L  20 m
value of still water bending moment Ms may be 0.3 + 0.005 (L-20) for 20 < L <
linerally reduced to zero at perpendiculars. 60
0.5 for L  60 m
2.2 Wave load conditions 2 0.3
3 0.15
2.2.1 The rule vertical wave bending moment
Mw for 0.4L amidships is to be taken as
At locations outside 0.4L amidships, the value of
rule wave bending moment Mw is to be linerally
M w  C L2 B [kN  m] reduced to zero at perpendiculars.

Section 3

Hull Section Modulus and Moment of Inertia

3.1 Calculation of section properties bottom about the transverse neutral axis is to be
obtained as follows:
3.1.1 When calculating the moment of inertia
and section moduli, the net sectional area (after Z = In / (100.z) [cm3]
deduction for openings) of all continuous
longitudinal strength members is to be taken into where,
account. Small isolated lightening holes in
girders need not be deducted. z = the vertical distance [m] from the horizontal
neutral axis upto the strength deck at side or the
Superstructures not forming strength deck (See base line, as relevant.
Ch.1, Sec.2.2), deckhouses, bulwarks and non-
continuous longitudinal hatch coamings are not However, in case of ships where continuous
to be included in the above calculations. trunks or longitudinal hatch coamings are to be
included in the section modulus calculation as
In case of ships with continuous trunks or per Sec.3.1.1, the distance z for calculation of
longitudinal hatch coamings, their net sectional modulus at deck is to be taken as the greater of
area may be included in the calculations the following:
provided they are effectively supported by
longitudinal bulkheads or deep girders. The z = z as above
section modulus at deck however, is then to be z = zn [0.9 + 0.2 y/B]
calculated as given in 3.1.3.
where,
3.1.2 The main strength members included in
the calculation of hull moment of inertia and zn = the vertical distance from the horizontal
section modulus are to extend continuously neutral axis to top of continuous strength
through the cargo region and sufficiently far number.
towards the ends of the ship. Longitudinal
bulkheads are to terminate at effective y = athwartship distance from the centreline of
transverse bulkheads and large transition the ship to the side of the strength member.
brackets are to be fitted in line with the
longitudinal bulkheads. zn and y are to be measured to the point giving
the largest value of z.
3.1.3 The midship section modulus 'Z' at deck or

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3.2 Extent of high tensile steel
Between the specified regions L is to be
3.2.1 Where high tensile steels are used in the obtained by linear interpolation.
main hull structure in order to reduce the section
modulus requirement, the vertical and 3.3.2 Scantlings of all continuous longitudinal
longitudinal extent of its use is to be such that members of hull girder based on the section
adjacent structure made of ordinary hull modulus requirement in 3.3.1 are to be
structural steel is not stressed beyond the stress maintained within 0.4L amidships.
level permissible for ordinary steel.
In the region outside 0.4L amidships, the
3.3 Section modulus requirement scantlings are to be gradually tapered to the
local requirements at ends.
3.3.1 At any transverse section, the hull section
modulus Z, about the transverse neutral axis for 3.4 Moment of inertia requirement
the still water bending moments Ms given in 2.1
and wave bending moments Mw given in 2.2, is 3.4.1 The moment of inertia In of the hull section
not to be less than: about the transverse neutral axis, at midship, is
not to be less than:
 M  Mw 
Z   s  x 10 3 [cm 3 ] In = 3 L . Z [cm4]
 L 
where,
where,
Z = Hull section modulus amidships as required
L = 175/k [N/mm2] within 0.4L amidships by 3.3.1.

= 125/k [N/mm2] within 0.1L from A.P. and F.P.

Section 4

Openings in Longitudinal Strength Members

4.1 Locations strength deck and outer bottom within 0.6L

amidships are to be reinforced as given in 4.2.2
4.1.1 As far as practicable, openings are to be to 4.2.5 below. The area of these reinforcements
avoided in the keel plate and in the bilge plate is not to be included in the sectional areas used
within 0.6L amidships. in the section modulus calculation.

4.1.2 Openings in the strength deck within 0.6L 4.2.2 Circular openings with diameter equal to or
amidships are as far as practicable to be located greater than 0.325 [m] are to have edge
inside the line of large hatch openings. reinforcement having sectional area A not to
Necessary openings outside this line are to be less than:
kept well clear of the ship's side and hatch
corners. A = 2.5 b.t. [cm2]

4.1.3 Small openings are generally to be kept where,

well clear of other openings in the longitudinal
strength members. b = diameter of the opening [m]

4.2 Reinforcements t = thickness of the plating [mm].

4.2.1 All openings are to be adequately framed 4.2.3 Elliptical openings are to have their major
and arrangements in way of corners and axis in the fore and aft direction. Where the ratio
openings are to be such as to maintain of the major axis to minor axis is less than 2, the
structural continuity and minimize the creation of openings are to be reinforced as given in 4.2.2
stress concentrations. taking b as the breadth of the opening (minor
axis).
Corners of hatchways are to be reinforced as
given in Ch.8, Sec.2. Smaller openings in the

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4.2.4 Rectangular openings are to have their

corners well rounded. Where corners are of
circular shape the radius is not to be less than
20 per cent of the breadth of the opening and
the edges are to be reinforced as given in 4.2.2
taking b as the breadth of the opening.

Where corners are of elliptical shape as given in

4.2.3 or of streamlined shape as given in 4.3,
the reinforcement will generally not be required
provided that the transverse extension of the
curvature, a, shown in Fig. 4.3.2 is not less than:

a = 0.15b [m]

4.2.5 Openings in side shell subjected to large Ordinates of steamlined corner

shear stresses are to be of circular shape and
are to be reinforced as given in 4.2.2 Point Abscissa, x Ordinate, y
irrespective of the size of opening. 1 1.793a 0.0
4.3 Hatchway corners 2 1.381a 0.002a
3 0.987a 0.021a
4.3.1 Where corners are of circular shape, the
4 0.802a 0.044a
radius r within 0.6L amidships is not to be less
than 5 0.631a 0.079a
6 0.467a 0.131a
r = 0.05 b [m], minimum 0.3 [m]
7 0.339a 0.201a
where, 8 0.224a 0.293a
9 0.132a 0.408a
b = breadth of the hatchway [m]
10 0.065a 0.548a
4.3.2 Where corners are of streamlined shape, 11 0.022a 0.712a
as given by Fig. 4.3.2, the transverse extension 12 0.002a 0.899a
of the curvature, a, is not to be less than
13 0.0 1.000a
a = 0.05 b [m], minimum 0.3 [m]
Fig.4.3.2 : Streamlined deck corner

End of Chapter

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Chapter 5

Bar Keel, Stem and Sternframes

Contents
Section
1 General
2 Bar Keel
3 Stem
4 Stern Frames

Section 1

General

1.1 Scope plates and sections are to be selected as per

Pt.3, Ch.2.
1.1.1 This chapter provides requirements for bar
keel, bar stem, stern frames and shaft brackets. 1.2.2 Bar keels and stems may either be steel
castings or forgings or rolled plates or bars.
1.2 Material
1.2.3 Sternframes, rudder horns and shaft
1.2.1 All steel plates and sections, castings and brackets may be constructed of cast or forged
forgings used in the constructions are to be steel or may be fabricated from plates.
tested and approved in accordance with the
requirements of Ch.3, Ch.4 and Ch.5 of Pt.2 1.3 Symbols
'Materials' of the Rules & Regulations for the
Construction and Classification of Steel Ships 1.3.1 L, T as defined in Ch.1, Sec.2.
(Main Rules), respectively. Material grades for

Section 2

Bar Keel

2.1 Scantlings Thickness = 10 + 0.4 L [mm]

2.1.1 The scantlings of bar keel are not to be Minor deviations from the above values may be
less than : accepted provided the required sectional area is
maintained.
Depth = 75 + 0.75 L [mm]

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Section 3

Stem

3.1 Bar stem the summer load waterline is not to be less than:

3.1.1 The cross sectional area 'A' of a bar stem, t = ( 0.08 L + 5.0 ) [mm]
below the summer load waterline, is not to be
less than 3.2.2 The thickness of the plate stem may be
gradually reduced to that of the side shell at the
A = 0.6L [cm2]; or 12 [cm2] stem head.

- whichever is greater. 3.2.3 The plate stems are to be supported by

horizontal diaphragms spaced not more than 1.0
3.2 Plate stem [m] apart. Where the stem plate radius is large,
a centreline stiffener or web is to be provided.
3.2.1 The thickness 't' of the plate stem below

Section 4

Stern Frames

4.1 General Forged propeller posts (see Fig. 4.2.1 (a))

4.1.1 Sternframes, shaft brackets etc. are to be A = (8 + 0.4L) T [cm2] for L < 60 [m]
designed such that they are effectively
integrated into the ship's structure. = 32 T [cm2] for L > 60 [m]

4.1.2 In castings, sudden changes of section or Fabricated propeller posts (see Fig. 4.2.1 (b))
possible constrictions to the flow of metal during
castings are to be avoided. All fillets are to have l = 150 T [mm]
adequate radii, which in general should not be
less than 50 to 75 [mm], depending on the size w = 100 T [mm]
of the casting.
r = 18 T [mm]
4.1.3 Fabricated and cast steel sternframes are
to be strengthened at intervals by webs spaced t1 = 11 T [mm]
not more than 700 [mm] apart. In way of the
upper part of the sternframe arch, these webs tw = 5 T [mm]
are to line up with the floors.
Cast steel propeller posts ( see Fig. 4.2.1 (c))
4.1.4 Rudder posts and propeller posts are to be
connected to floors of increased thickness. l = 125 T [mm]
4.1.5 It is recommended that the after body of
w = 85 T [mm]
the ship be so shaped as to ensure adequate
flow of water to the propeller so as to prevent
r = 20 T [mm]
uneven formation of eddies, as far as possible.

4.2 Sternframes t1 = 12 T [mm]

4.2.1 The scantlings of the propeller posts are t2 = 14 T [mm]

not to be less than the following:
tw = 7 T [mm].

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Where the sections adopted differ from the a, b, c = as shown in Figures 4.3.1 (a) and (b)
above, the section modulus about the [m].
longitudinal axis is to be equivalent to that with
the Rule scantlings. The above requirement of ZT is to be increased
by 15 per cent for cast steel solepieces.
On sternframes without solepieces, the modulus
of the propeller post, about the longitudinal axis,
may be gradually reduced by 15 per cent below
the propeller boss, provided the thicknesses are
maintained as above.

4.2.2 The wall thickness of the boss 'tb' in the

propeller post is not to be less than :

tb = 0.25 dts + 12 [mm]

where,

dts = Rule diameter of tail shaft, [mm].

In fabricated stern frames the connection of the

propeller post to the boss is to be by full
penetration welds.

4.3 Sole piece 4.3.2 The section modulus 'Zv' of the sole piece
against vertical bending is not to be less than :
4.3.1 The section modulus 'ZT' of the sole piece
against transverse bending is not to be less than ZT
Zv  [cm 3 ]
2
1 c Fr x
ZT  [cm 3 ]
90 b 4.3.3 The sectional area of sole piece is not to
be less than:
where,
1 c . Fr
Fr = Rudder force [N] as defined in Pt.3, Ch.12, As  . [cm 2 ]
Sec. 3 5400 b

x = distance of the cross section under 4.3.4 The sole piece is to extend at least two
consideration from the centre line of rudder frame spaces forward of the forward edge of the
stock, [m]. 'x' is not to be taken as less than a/2. propeller boss and beyond this, the cross

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section of the extension is to be gradually or girders of increased thickness. The shell

reduced to that necessary for an efficient plating in way of shaft brackets is to be
connection to the keel plate. Fabricated increased in thickness to a minimum of 1.5
solepieces are to have adequate internal times the Rule bottom shell plating thickness
stiffening. amidships.

4.4 Shaft brackets The connection of the bracket arms to the shell
plating is to be by full penetration welding.
4.4.1 Where the propeller shafting is exposed to
the sea for some distance clear of the main hull, 4.4.4 The scantlings of solid or built-up shaft
it is generally to be supported adjacent to the brackets are to comply with the following:
propeller by independent brackets having two
arms. It is recommended that the angle t = 0.4 dts [mm]
included between the arms differs from the
angle included between the propeller blades. In A = 4.5 dts2 . 10-3 [cm2]
very small ships the use of single arm brackets
will be considered. ZT = 30 dts3 . 10-6 [cm3]

4.4.2 Fabricated brackets are to be designed to where,

avoid or reduce the effects of hard spots and
ensure a satisfactory connection to the hull t = thickness of the bracket arms
structure. The connection of the arms to the
bearing boss is to be by full penetration welding. A = cross sectional area of the bracket arms

4.4.3 Generally, bracket arms are to be carried ZT = Section modulus of the bracket arms
through the shell plating and attached to floors against transverse bending

End of Chapter

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Chapter 6

Bottom Structure

Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Bottom and Inner Bottom Plating
5 Single Bottom
6 Double Bottom
7 Engine Seatings

Section 1

General

1.1 Scope tc, Zc are corrosion additions to the thickness and

section modulus respectively, as given in Ch.3,
1.1.1 The scantlings and arrangement of bottom Sec.2.1.
structure as defined in Ch.1, Sec.2 are to comply
with the requirements given in this Chapter. ZR
fB 
1.2 Symbols ZB

L,B,T,Cb,k as defined in Ch.1, Sec.2. where,

s = spacing of stiffeners, [mm] ZR = Rule midship section modulus [cm3] as

required by Ch.4.
l = span of stiffeners, [m]
ZB = Actual midship section modulus [cm3]
b = spacing of girders, [m] provided at bottom.

S = span of girders, [m]

Section 2

Structural Arrangement and Details

2.1 General 2.1.2 The continuity of the bottom, bilge and inner
bottom longitudinals is to be maintained in
2.1.1 Depth of wells constructed in the double accordance with Ch.3, Sec.5.1.1.
bottom, in connection with the drainage
arrangement of holds, is to be kept in the 2.1.3 The bilge keel and the ground bar to which
minimum. it is attached, are to be gradually tapered at ends
and arranged to finish in way of suitable internal
stiffening.

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Butt welds in the bilge keel and the ground bar the inner bottom plating in cargo holds are to be
are to be well clear of each other and those in the effectively protected. The edges of all holes are
shell plating. to be smooth.

2.1.4 The weld connections are to comply with 2.2.2 To ensure the free passage of air and water
the requirements of Ch.16. from all parts of the tanks to air pipes and
suctions, air and drain holes are to be provided in
2.2 Access, ventilation and drainage all non-watertight members. The air holes are to
be placed as near to the inner bottom as possible
2.2.1 Adequate access is to be provided to all and their total area is to be greater than the area
parts of the double bottom. Where the vertical of the filling pipes. The drain holes are to be
dimension of the lightening hole exceeds 50 placed as near to the bottom as possible.
percent of the web height adequate
reinforcements are to be provided. The diameter 2.2.3 The access opening to pipe tunnel is to be
of lightening holes in the bracket floors is not to visible above the floor plates and is to be fitted
exceed 1/3 of the breadth of the brackets. with a rigid watertight closing device. A notice
Lightening holes or manholes are normally not to board stating that the access opening to the pipe
be cut in floors or girders towards their ends and tunnel is to be kept closed, is to be fitted near the
under large pillars or supporting structures. opening. The opening is to be regarded as an
Manholes in innerbottom are to have opening in watertight bulkhead.
reinforcement rings, and the man hole covers in

Section 3

Design Loads

3.1 Bottom shell p = 6.7 hp [kN/m2]

3.1.1 The design pressure 'p' [kN/m2] on outer p = 10 (hs + 1) [kN/m2]

bottom is to be taken as
where,
p = 10 T1 [kN/m2]
hp = vertical distance [m], from the load point to
T1 to be obtained from Table 3.1.1. the top of air pipe.

hs = vertical distance [m], from the load point to

Table 3.1.1 : Values of T1 top of the tank.

Zone T1 3.3 Inner bottom

T+1.0 [m] for L > 60 [m]
1 3.3.1 The design pressure 'p' on the inner bottom
T+0.6 [m] for L < 20 [m]
is to be taken as the greater of that given in 3.2.1
2 T+0.6 [m] and the following:
3 T+0.3 [m]
For intermediate values of L in Zone 1, T1 to be In way of cargo holds, the design pressure 'p' is
linearly interpolated not to be taken as less than:

In way of tanks, the design pressure is not to be p = 12.5 H [kN/m2]

taken less than internal pressure 'p' given in
3.2.1. where,

3.2 Watertight floors and girders  = cargo density [t/m3] normally not to be taken
as less than 0.7 [t/m3]
3.2.1 The design pressure 'p' on watertight floors
and girders in double bottom tanks is to be taken H = height [m], to deck or top of hatchway
as the greater of: coaming.

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Section 4

Bottom and Inner Bottom Plating

4.1 Keel plate

= 4.0 [mm] for inner bottom plating where wooden
4.1.1 The width of the plate keel is not to be less ceiling of 50 [mm] thickness is fitted.
than (400+10L) [mm]. The thickness is to be 1
[mm] greater than that required for the adjacent 4.2.2 The bottom, bilge and innerbottom plating
bottom plating. is also to comply with the requirements of
buckling strength given in Ch.3, Sec.6.
4.2 Bottom, bilge and inner bottom plating
4.2.3 For ships discharged by grabs and where
4.2.1 The thickness of the bottom and inner no ceiling is fitted, the plating thickness 't' of the
bottom plating is to be not less than: inner bottom and exposed parts of sloping
bulkheads is not to be less than:
- for bottom plating
.
𝑡 0.62√𝑠. 𝑘 𝑡 𝑚𝑚
t = (to+0.04L) k + tc [mm]

- for inner bottom plating. s = spacing of stiffeners [mm]

t = (to+0.03L) k + tc [mm] but not less than 6.0 MGRAB = Mass of unladen grab [t]; MGRAB is not to
[mm] be taken less than 7 tonnes

where, 4.2.4 Where the inner bottom is subjected to

wheel loads from cargo handling vehicles, the
to = 4.0 [mm], in general. scantlings are also to comply with the
requirements given in Ch.8, Sec.6.
= 6.0 [mm], for inner bottom plating where ceiling
is not fitted.

Section 5

Single Bottom

5.1 Transverse framing = longitudinal bulkheads are provided the span, lf

not to be taken less than 0.4B.
5.1.1 Plate floors of following scantlings are to be
fitted at every frame T1 is as defined in 3.1.1.

depth at centreline d = 40B [mm] in general The thickness of face plate is not to be less than
1/15 of the face width.
thickness of web, t = d/100 + 2.5 [mm]
The top of floors, in general, is to be level from
Section modulus side to side. However, in ships having
considerable rise of floor, the depth of web at 10
Z = 0.006 s.lf2 . T1 [cm3] in cargo holds per cent of the span from ends, is not to be less
than half the depth at centreline.
= 0.0072 s.lf2 . T1 [cm3] in machinery and other
spaces If the height of floors between engine girders is
reduced in way of crankcase, the face plate area
where, is to be suitably increased, however the reduced
height is normally not to be less than 2/3 of 'd' as
lf = span of floor, measured on the top of floor given above.
plate from side to side
5.1.2 On all ships one centre girder is to be fitted
and in addition side girders are to be fitted such

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that the spacing of girders does not exceed 3.0 where,

[m]. The girders are to extend as far forward and
aft as practicable and where they are cut at p = applicable design pressure [kN/m2], as given
transverse bulkheads the longitudinal continuity in 3.1.1.
is to be maintained. Where the bottom structure
changes into a double bottom structure, the  = (215 - 140 fB)/k, max.160/k [N/mm2]
bottom girders are to extend at least 3 frame within 0.4L amidships
spaces into double bottom structures.
= 160/k [N/mm2] within 0.1L from ends.
The scantlings of the centre girders and side
girders are to be not less than that of the floors. Elsewhere  may be obtained by linear
interpolation.
The thickness of face plates is not to be less than
1/15 of the face width. 5.2.3 The section modulus 'Z' of bottom girders is
not to be less than:
5.1.3 In the after peak of single screw ships, the
height of the floors is to be increased such that
10 3 b p S 2
their upper edge is well above the stern tube. Z  Z c [cm 3 ]
m
5.1.4 Where single bottom in the cargo region is
stiffened by transverse frames supported by where,
longitudinal girders, the scantlings of the frames
and longitudinal girders are to be determined in m = 10 in general
accordance with 6.2.3 and 5.2.3, 5.2.4
respectively. p = applicable design pressure [kN/m2], as given
in 3.1.1.
5.2 Longitudinal framing
 = (190 - 130 fB)/k, max160/k [N/mm2]
5.2.1 The spacing of bottom transverses is for continuous longitudinal girders within
normally not to exceed 3.0 [m]. The bottom 0.4L amidships.
transverses are to be supported by primary
girders or longitudinal bulkheads. Where the = 160/k [N/mm2]
design does not incorporate a centreline for longitudinal girder within 0.1L from
bulkhead, at least a docking girder is to be ends and for transverse girders in
provided. The scantlings of simple girders and general.
transverses are to be obtained in accordance
with 5.2.3. The scantlings of a complex girder Elsewhere  may be obtained by linear
system are to be based on a direct stress interpolation.
analysis.
5.2.4 Tripping brackets are to be fitted in
5.2.2 The section modulus 'Z' of the bottom accordance with the requirements given in Ch.3,
longitudinals is not to be less than: Sec.4.4.4.

s p l2
Z  Z c [cm 3 ]
12 σ

Section 6

Double Bottom

6.1 General The depth 'd' of the centre girder is not to be less
than:
6.1.1 Where double bottom spaces are used as
tanks, the centre girder is to be watertight unless d = 250 + 20B + 50T [mm],
the double bottom is divided by watertight side with a minimum of 650 [mm].
girders or the tanks are narrow.
In case of ships with considerable rise of floors
the depth 'd' may have to be increased.

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6.1.2 The thickness 't' of the bottom girders and where,
floors is not to be less than
p = applicable design pressure [kN/m2], as given
t = (0.007d + 3) k [mm]. in 3.1.1 and 3.3.1 for bottom frames and reverse
frames respectively.
6.1.3 The section modulus 'Z' of the stiffeners on
girders and floors forming boundaries of double l = span of frames [m] measured between girder
bottom tanks is not to be less than: or brackets.

s p l2 Where vertical struts according to 6.2.4 are fitted,

Z  Z c [cm 3 ] the section modulus of bottom and reverse
10  frames may be reduced by 35 per cent.
where,
6.2.4 The cross sectional area 'A' of the struts is
p = design pressure [kN/m2], as given in 3.2.1; not to be less than

 = (210 - 130 fB)/k, max. 160/k [N/mm2] A = c . k . l . s . T . [cm2]

for longitudinal stiffeners within 0.4L amidships
where,
= 160/k [N/mm2]
for longitudinal stiffeners within 0.1L from ends c = 7x10-4 in way of ballast tanks
and for transverse or vertical stiffeners in general.
= 6x10-4 elsewhere
Between the regions specified above  for
longitudinal stiffeners may be obtained by linear l = actual span [m], without considering the strut.
interpolation.
The moment of inertia I of the struts is not to be
Longitudinal stiffeners are to have end less than:
connections, other stiffeners may be sniped at
ends provided the section modulus Z is increased I = 2.5 A . d2 x 10-6 [cm4]
by 40 per cent.
where,
6.1.4 The longitudinal girders are to be
satisfactorily stiffened against buckling in d = depth of double bottom, [mm].
accordance with the requirements given in Ch.3,
Sec.6. 6.2.5 The bottom frames and reverse frames are
to be attached to the centre girder and margin
6.2 Transverse framing plate by means of brackets of same thickness as
that of the plate floors. The breadth of the
6.2.1 The side girders are normally to be fitted at brackets is not to be less than 0.75 times the
a spacing not exceeding 4.0 [m] and are to be depth of the centre girder and the brackets are to
extended as far forward and aft as practicable. be flanged 75 [mm] at their free edges.
The girders are to be stiffened at every bracket
floor by a vertical stiffener of depth same as that 6.3 Longitudinal framing
of reverse frame and thickness that of the girder.
6.3.1 The side girders are normally to be fitted at
6.2.2 Plate floors are to be fitted under a spacing not exceeding 5.0 [m] and are to be
bulkheads, pillars, thrust seating, boiler bearers extended as far forward and aft as practicable.
and in way of change of depth of double bottom.
In engine room, plate floors are to be fitted at 6.3.2 The plate floors are to be fitted under
every frame. Elsewhere plate floors are to be bulkheads, pillars, thrust seating and boiler
fitted at least every fifth frame, the spacing not bearers. In engine room, plate floors are to be
exceeding 3.0 [m]. fitted at every second side frames. Additionally,
under the main engine seatings, floors extending
6.2.3 Where bracket floors are fitted the section to the first side girder outside the engine seating,
modulus 'Z' of the bottom frames and reverse are to be fitted at intermediate frames. The
frames is not to be less than: spacing of floors is normally not to exceed 3.0
[m].
s p l2k 6.3.3 The plate floors are to be stiffened at every
Z x 10 3  Z c [cm 3 ]
1.6 longitudinal by a vertical stiffener of depth same

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as that of the inner bottom longitudinal and l = span of longitudinals [m], measured between
thickness as that of the floor. Between plate the plate floors
floors, transverse brackets are to be fitted at
every frame at the margin plate and at a spacing  = (210 - 140 fB)/k [N/mm2], maximum 160/k
not exceeding 1.25 [m] on either side of the [N/mm2] for bottom longitudinals within 0.4L
centre girder. The thickness of brackets is to be amidships
same as that of the plate floors. The brackets are
to extend upto the adjacent longitudinal and are = (210 - 100 fB)/k [N/mm2], maximum 160/k
to be flanged 75 [mm] at their free edges. [N/mm2] for inner bottom longitudinals within 0.4L
amidships
6.3.4 The section modulus 'Z' of the bottom and
inner bottom longitudinals is not to be less than:  = 160/k [N/mm2] within 0.1L from ends.

s p l2 Between the regions specified above,  may be

Z  Z c [cm 3 ] obtained by linear interpolation.
12
Where vertical struts according to 6.2.4 are fitted,
where, the section modulus of the bottom and inner
bottom longitudinals may be reduced by 35 per
p = applicable design pressure [kN/m2], as given cent.
in 3.1.1 and 3.3.1 for bottom longitudinals and
inner bottom longitudinals respectively;

Section 7

Engine Seatings

7.1 General 7.1.5 Lightening holes in engine foundations are

to be kept as small as practicable and the edges
7.1.1 It is recommended that the depth of the are to be suitably reinforced.
floors or double bottom in way of engine
foundations be increased. 7.2 Recommended scantlings

7.1.2 Sufficient fore and aft girders are to be 7.2.1 For engines of power less than 1500 kW
arranged in way of the main machinery to and RPM greater than 1200, the scantlings of
effectively distribute its weight and to ensure engine girder face plate, web and floors in way of
adequate rigidity of the structure. The girders are engine seatings may be calculated as given
generally to extend over the full length of the below. Scantlings for other engines will be
engine room and are to be suitably scarphed into specially considered.
the bottom structure beyond.
P
7.1.3 The scantlings of engine seatings are to be Top plate area; A = 20 + 120   [cm2]
adequate to resist gravitational, thrust, torque, R
 
dynamic and vibratory forces which may be
imposed on them. The recommendations given Thickness of top plate; tp = 0.1A + 14 [mm]
by the engine manufacturer are also to be taken
into account. Girder web thickness; tg = 0.043A + 7 [mm]

7.1.4 Where the top plate of the engine seating is Floor web thickness; tf = 0.02A + 6 [mm]
situated above the floors or the inner bottom,
adequate transverse strength by means of where,
brackets in line with the floors is to be ensured. In
way of the recess for crankcase, brackets as P = maximum power of the engine [kW]
large as practicable are to be fitted.
R = rpm of engine at maximum power

End of Chapter
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Chapter 7

Side Structure

Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Side Shell Plating and Stiffeners
5 Girders

Section 1

General

1.1 Scope
ZR
1.1.1 The scantlings and arrangement of side fD 
structure as defined in Ch.1, Sec.2 and also ZD
those of sides of the superstructures are
to comply with the requirements of this Chapter. ZR
fB 
1.2 Symbols ZB

L, B, T, Cb, k as defined in Ch.1, Sec.2. fS = fD for side shell area above neutral axis

s = spacing of stiffeners, [mm]. = fB for side shell area below neutral axis

l = span of stiffeners, [m]. where,

b = spacing of girders, [m]. ZR = Rule midship section modulus [cm3] as

required by Ch.4.
S = span of girders, [m].
ZD, ZB = Actual midship section moduli [cm3]
tc, Zc = corrosion additions to thickness and provided at deck and bottom respectively.
section modulus respectively, as given in Ch.3,
Sec.2.1
Section 2

Structural Arrangement and Details

2.1 General frames are to be fitted in line with the bottom

transverses or plate floors.
2.1.1 The ship's side shell may be stiffened
longitudinally or vertically. 2.1.3 The position, shape and reinforcement of
sea inlets or other openings in side shell are to be
2.1.2 Where the side shell is stiffened in accordance with the requirements of Ch.4.
longitudinally, the continuity of the side
longitudinals within a distance of 0.15D from 2.1.4 In the case of superstructures exceeding
bottom or from strength deck is to be maintained 0.15L in length and ending within 0.5L amidships,
in accordance with Ch.3, Sec.5.1.1. The web

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Chapter 7 Part 3
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the side plating of the superstructures is to be each side of a superstructure end bulkhead
increased by 25 per cent in way of the break. located within 0.5L amidships if the
superstructure deck is a partial strength deck.
2.1.5 The thickness of the shell plating is to be
increased locally by 50 per cent in way of 2.2.2 Where a rounded sheer strake is adopted,
sternframe, propeller brackets and rudder horn. the radius in general, is not to be less than 15
For reinforcements in way of anchor pockets, times the plate thickness.
hawse pipes etc. refer to Ch.13.
2.2.3 Bulwarks are generally not to be welded to
2.1.6 The weld connections are to comply with the top of the sheer strake within 0.6L amidships.
the requirements of Ch.14.
2.2.4 Where the sheer strake extends above the
2.2 Sheer strake deck stringer plate, the top edge of the sheer
strake is to be kept free from notches and
2.2.1 The thickness of sheer strake as obtained drainage openings if any, are to have smooth
from 4.1.1 is to be increased by 30 per cent on transition in the longitudinal direction.

Section 3

Design Loads

3.1 External pressure greater of external pressure given by 3.1.1 and

the internal tank pressure 'pi' given by 3.2.2.
3.1.1 The design pressure 'p' on side shell is to
be taken as per Table 3.1.1. 3.2.2 The internal tank pressure 'pi' is to be taken
as the greater of:
3.2 Internal tank pressure
pi = 10 (hs + 1) [kN/m2], or
3.2.1 Where the side shell forms a boundary of a
tank, the design pressure 'p' is to be taken as the = 6.7 hp [kN/m2]

Table 3.1.1

Zone Design pressure 'p' pkN/m2] a)

For load points below the max. For load points above the max.
load waterline load waterline
 h 
L  60 [m] 10 h o  15  5 o  15 - 10 ho
 T 
1
 h 
L  20 [m] b) 10 h o   9  3 o  9 - 10 ho
 T 
 h 
2 10 h o   9  3 o  9 - 10 ho
 T 
 h 
3 10 h o   5  2 o  5
 T 

a) 'p' is not to be taken as less than 5 [kN/m2]

b) For intermediate lengths (L) in Zone 1, the value of 'p' is to be linearly interpolated

ho = vertical distance [m], from the maximum load waterline to the loadpoint.

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hp = vertical distance [m], from the load point to
where, the top of air pipe.

hs = The vertical distance [m] from the load point For very large tanks which may be partially filled,
to the top of tank sloshing pressures may have to be considered.

Section 4

Side Shell Plating and Stiffeners

4.1 Side shell plating Between the regions specified above ` σ ' may be
obtained by linear interpolation.
4.1.1 The thickness 't' of side shell is not to be
less than: 4.3 Main frames

t = (4 + 0.04L) k + tc [mm] 4.3.1 The section modulus 'Z' of the main frames
bracketed at both ends as per 4.3.2 is not to be
4.1.2 The side shell plating is also to comply with less than :
the requirements of buckling strength given in
Ch.3, Sec.6. 𝑠𝑝𝑙 𝑘
𝑍 𝑍 𝑐𝑚 𝑎𝑛𝑑
2400
4.1.3 The breadth of the sheer strake is not to be
less than 100 D [mm]. 5.5√𝐿𝑘 𝑐𝑚

Where the thickness of the strength deck plating where,

is greater than that required for side plating, the
sheer strake thickness is not to be less than the p = applicable design pressure at midpoint of the
mean of the two values. span or mean of the pressures at two ends,
whichever is greater, [kN/m2].
4.2 Side shell longitudinals
4.3.2 Main frame brackets are to be as follows:
4.2.1 The section modulus 'Z' of side
longitudinals is not to be less than length of the bracket :

s p l2 - for upper bracket : 70 l [mm]

Z  Z c [cm 3 ]
12σ - for lower bracket : 120 l [mm]
where, section modulus at end (including bracket) :
p = applicable design pressure at midpoint of the - for upper bracket : 1.7 Z [cm3]
span [kN/m2].
- for lower bracket : 2.0 Z [cm3]
 = (215 - 145 fS)/k, maximum 160/k [N/mm2]
for side longitudinals at deck/bottom level within where,
0.4L amidships.
Z = section modulus of main frame as given in
= 160/k [N/mm2] at neutral axis within 0.4L 4.3.1
amidships

= 160/k [N/mm2] within 0.1L from ends and at the

level of short superstructure decks.

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Where the free edge of the bracket exceeds 40 4.5 Peak frames
times the bracket thickness, the brackets are to
be flanged. The flange width is to be at least 1/15 4.5.1 Vertical peak frames forward of the collision
of the length of the free edge. bulkhead and aft of the after peak bulkhead are
to have section modulus 'Z' not less than
4.3.3 Brackets at ends of the main frame may be
omitted provided the frame is carried through the s p l2 k
supporting members and the section modulus Z  Z c [cm 3 ] and
obtained as per 4.3.1 is increased by 75 per cent. 1600

4.4 Superstructure frames  5.5 (L.k) [cm 3 ]

4.4.1 Superstructure frames located between the
collision bulkhead and the after peak bulkhead where,
are to have section modulus 'Z' not less than:
p = applicable design pressure [kN/m2], as given
Z = 0.005 s l2 k [cm3] in Sec.3.

4.4.2 The lower end of the superstructure frame 4.5.2 Peak frames are to be bracketed at top and
is to be connected to the bracket or frame below bottom and in way of side stringers, the
or else it is to be bracketed above the deck. The connection is to provide adequate shear strength.
upper end is to be bracketed to the deck beam or
longitudinal.

Section 5

Girders

5.1 General analysis. The buckling strength of the cross ties,

where fitted, is to comply with the requirements
5.1.1 Web frames are to be fitted in way of hatch given in Ch.3, Sec.6.
end beams and deck transverses.
5.1.5 The section modulus 'Z' of simple girders
5.1.2 In the engine room, web frames are to be and web frames is not to be less than :
fitted at the forward and aft end of the engine and
every 5th frame in general. The section modulus b p S 2 .10 3
`Z' of the web frames and side stringers is to be Z  Z c [cm 3 ]
obtained as per 5.1.5 taking 'b' as the mean of the m
web frame or stringer spacings respectively, on
either side. The depth of the webs and stringers where,
are not to be less than 2.5 times the depth of the
ordinary frames. p = applicable design pressure [kN/m2], as given
in Sec 3.
Adequate deep beams are to be provided in line
with the web frames. m = 12 for continuous longitudinal girders with
end attachments in accordance with Ch.3, Sec.5.
5.1.3 In peak spaces, side stringers supporting
vertical peak frames are normally to be fitted at = 10 for other girders with end attachments in
every 2.6 [m]. The section modulus `Z' of the accordance with Ch.3, Sec.5.
stringers is to be obtained as per Sec.5.1.5. The
stringers are to be supported by web frames.  = (190 - 145 fS)/k, max 160/k [N/mm2], for
continuous longitudinal girders within 0.4L
5.1.4 The scantlings of simple girders and web amidships.
frames supporting frames and longitudinals are
to be in accordance with 5.1.5. The scantlings of = 160/k [N/mm2] for longitudinal girders within
webs supporting fully effective side stringers are 0.1L from ends and for web frames in general.
to based on point loadings and '' values given in
5.1.5. The scantlings of the complex girder Between the regions specified above, s may be
system are to be based on a direct stress obtained by linear interpolation.

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5.1.6 The net cross sectional area 'A' of the girder where,
web at ends is not to be less than
h = girder height [mm].
A = 0.06 Sbpk + 0.01 h tc [cm2] for stringers and
upper ends of the web frames. 5.1.7 Tripping brackets are to be fitted in
accordance with the requirements given in Ch.3,
= 0.08 Sbpk + 0.01 h tc [cm2] for lower ends of Sec.4.4.4.
the web frames.

End of Chapter

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Chapter 8

Deck Structure

Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Deck Plating and Stiffeners
5 Deck Girders and Pillars
6 Decks for Wheel Loading

Section 1

General

1.1 Scope
where,
1.1.1 The scantlings and arrangement of deck
structure as defined in Ch.1, Sec.2 are to comply ZR = Rule midship section modulus [cm3], as
with the requirements given in this Chapter. required by Ch.4.

1.2 Symbols ZD = actual midship section modulus [cm3],

provided at deck calculated as per Ch.4.
L,B,T,Cb,k as defined in Ch.1, Sec.2.
𝑧
𝑓
s = spacing of stiffeners, [mm]. 𝑧

l = span of stiffeners, [m]. where,

b = spacing of girders, [m]. zn = vertical distance [m], from the neutral axis of
the hull girder to the strength deck, in general. For
S = span of girders, [m]. ships with continuous trunks refer to Ch.4,
tc, Zc = corrosion additions to thickness and Sec.3.1.3.
section modulus respectively as given in Ch.3,
Sec.2.1. z = vertical distance [m], from the neutral axis of
the hull girder to the deck under consideration or
ZR to the free flange of the deck longitudinal or girder
fD  as relevant.
ZD

Section 2

Structural Arrangement and Details

2.1 General however, where L does not exceed 75 [m],

consideration may be given to transversely
2.1.1 In tankers, the deck is normally to be stiffened decks.
stiffened longitudinally in the cargo tank region,

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2.1.2 The continuity of the deck longitudinals is to or equivalent are adopted, insert plates are to be
be maintained in accordance with Ch.3, fitted at the hatch corners in strength deck. The
Sec.5.1.1. insert plates are to be 25 per cent thicker than the
deck plating outside the line of hatchways and
2.1.3 The deck within the line of hatchway are to extend as shown in Fig.2.1.6. The butts of
openings is preferably to be stiffened insert plates are to be well clear of those in
transversely or alternatively the arrangements coaming.
are to provide adequate transverse buckling
strength. Where the deck outside the line of
hatchway openings is framed longitudinally, the
transverse beams or buckling stiffeners between
the hatchways are to extend at least upto the
second longitudinal from the hatch side or
equivalent.

2.1.4 In ships with large hatch openings, the

effective cross-sectional area of the deck
between the hatchways is to be sufficient to
withstand the transverse load acting on the ship's
sides.

2.1.5 The weld connections are to comply with

the requirements of Ch.14.

2.1.6 Hatchway corners are to be of streamlined,

elliptical or circular shape as given in Ch.4.
Where shapes other than the streamlined shape

Section 3

Design Loads
3.1 Weather deck where 'q' is deck cargo loading [t/m2].

3.1.1 The design pressure 'p' on exposed decks 3.1.3 For weather decks forming crowns of tanks,
is to be taken as: the design pressure 'p' is to be taken as the
greater of that given by 3.1.1 and 3.3.1.
p = H1 - 10 ho [kN/m2], minimum 5 [kN/m2]
3.2 Accommodation decks
where,
3.2.1 The design pressure 'p' on accommo-dation
ho = vertical distance [m], from the maximum decks is to be taken as :
load waterline to the deck.
H1 = as given in Table 3.1.1. p = 4.5 [kN/m2]

Table 3.1.1 3.2.2 For decks forming crowns of tanks the

Zone H1 design pressure 'p' is to be taken as the greater
of that given by 3.2.1 and 3.3.1.
9 for L  20 [m]
1 9 + 0.15 (L-20) for 20 < L < 60
3.3 Decks forming tank boundaries
15 for L  60 [m]
2 9 3.3.1 The design pressure 'p' for decks forming
3 5 the bottom or crown of a tank may be taken as
the greater of the following:
3.1.2 For decks subjected to cargo loading the
design pressure is to be taken as: p = 6.7 hp [kN/m2] or
= 10 (hs + 1) [kN/m2]
p = 12.5 q [kN/m2]
where,

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hp = vertical distance [m], from the deck to the top hs = vertical distance [m], from the deck to the top
of air pipe of the tank.

Section 4

Deck Platings and Stiffeners

4.1 Deck platings

where,
4.1.1 The thickness of the strength deck plating
outside the line of hatchway openings is to be p = applicable design pressure [kN/m2] as given
adequate to give the necessary hull section in Sec.3.
modulus and moment of inertia required by Ch.4.
 = (215 - 145fD.fz)/k, max. 160/k [N/mm2] for
4.1.2 The thickness 't' of deck platings is not to be strength deck and decks of long super-
less than: structures/deckhouses within 0.4L amidships.

t = (to+0.02L) k + tc [mm] = (225 - 145fD.fz)/k, max. 160/k [N/mm2] for

continuous decks below strength deck within
where, 0.4L amidships.

to = 5 for strength decks and forecastle decks = 160/k [N/mm2] within 0.1L from ends and for
short decks.
= 4.0 for other decks.
Elsewhere,  may be obtained by linear
4.1.3 The strength deck plating outside the line of interpolation.
hatchways is also to comply with the
requirements of buckling strength given in Ch.3, The longitudinals are also to comply with the
Sec.6. requirements of buckling strength given in Ch.3,
Sec.6.
4.1.4 In way of ends of bridges, poops and
forecastles, the thickness of the strength deck 4.2.2 The section modulus 'Z' of transverse
stringer strake is to be increased by 20 per cent beams is not to be less than:
over four frame spaces fore and also aft of the
end bulkheads.
𝑠𝑝𝑙 𝑘
4.2 Deck stiffeners 𝑍 𝑍 𝑐𝑚
1600
4.2.1 The section modulus 'Z' of deck where,
longitudinals is not to be less than:
p = applicable design pressure [kN/m2] as given
2 in Sec.3.
spl
Z  Z c [cm 3 ]
12

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Section 5

Deck Girders and Pillars

5.1 Girders 5.1.5 The girders are to be satisfactorily stiffened

against buckling in accordance with the
5.1.1 Deck girders and transverses are to be requirements given in Ch.3, Sec.6. Tripping
arranged in line with vertical members of brackets are to be fitted in accordance with the
scantlings sufficient to provide adequate support. requirements given in Ch.3, Sec.4.4.4.

5.1.2 The scantlings of simple girders and 5.2 Cantilevers

transverses are to be in accordance with 5.1.3.
The scantlings of a complex girder system are to 5.2.1 The scantlings of cantilever beams and
be based on a direct stress analysis. supporting frames will be specially considered.

5.1.3 The section modulus 'Z' of deck girders is 5.3 Pillars

not to be less than:
5.3.1 The scantlings of the pillars are to be in
2
b p S .10 3 accordance with the requirements of Ch.3, Sec.6.
Z  Z c [cm 3 ] Axial load, if any, from pillars above is to be
m added to the load from deck girders.

where, The minimum wall thickness 't' [mm], of the

tubular pillars is not to be less than:
p = applicable design pressure [kN/m2] as given
in Sec.3. t = 4.5 + 0.015 d for d < 300 [mm]

m = 12 for continuous longitudinal girders with = 0.03d for d  300 [mm]

end attachments in accordance with Ch.3.
where,
= 10 for other girders with end attachments in
accordance with Ch.3. d = diameter of the pillar [mm].

 = (190 - 145fDfz)/k, max. 160/k [N/mm2] for 5.3.2 Pillars are to be fitted in the same vertical
continuous longitudinal girders within 0.4L line wherever possible, and arrangements are to
amidships. be made to effectively distribute the load at the
heads and heels. Where pillars support eccentric
= 160/k [N/mm2] for longitudinal girders within loads, they are to be strengthened for the
0.1L from ends and for transverse girders in additional bending moments imposed upon them.
general. Doubling or insert plates are generally to be fitted
at the head and heel of hollow pillars.
Elsewhere, `' may be obtained by linear
interpolation. 5.3.3 The pillars are to have a bearing fit and are
to be attached to the head and heel plates by
5.1.4The net cross sectional area 'A' of the girder continuous welding.
web at ends
is not to be less than: 5.3.4 Where the heels of hold pillars are not
directly above the intersection of plate floors and
A = 0.07 . S.b.p k + 0.01h tc [cm2] girders, partial floors and intercostal girders are
to be fitted as necessary to support the pillars.
where, Lightening holes or manholes are not to be cut in
the floors and girders below the heels of pillars.
h = girder height [mm].

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5.3.5 Inside tanks, hollow pillars are not to be where,
used and strengthening at the heads and heels
of pillars is not to be obtained by means of p = design pressure as given in Sec.3, causing
doubling plates. Where hydrostatic pressure may the tensile stress in pillar
give rise to tensile stresses in the pillars, their
sectional area 'A' is not to be less than AL = load area of deck [m2], being supported by
the pillar.
A = 0.07 . AL.p [cm2]

Section 6

Decks for Wheel Loading

6.1 General
where,
6.1.1 Where it is proposed either to stow wheeled
vehicles on the deck or to use wheeled vehicles W = maximum axle load, [t]. For fork lift trucks,
for cargo handling, the requirements of this the total weight is to be taken as the axle load.
section are to be complied with in addition to
those given in the preceding sections. n = number of "load areas" per axle

6.1.2 The requirements given below are based on a = extent [mm], of the load area parallel to the
the assumption that the considered element stiffener (see Fig. 6.2.1)
(Deck plating and/or stiffener) is subjected to one
load area only, and that the element is continuous b = extent [mm], of the load area perpendicular to
over several evenly spaced supports. The the stiffener (see Fig.6.2.1)
requirements for other loads and/or boundary
conditions will be specially considered.

A "load area" is the tyre print area of individual

wheels; for closely spaced wheels it may be
taken as the enveloped area of the wheel group.

6.1.3 The details of wheel loadings are to be

forwarded by the shipbuilder. These details are to
include the proposed arrangement and
dimensions of tyre prints, axle and wheel
spacings, maximum axle load and tyre pressure.

6.2 Wheel loads

6.2.1 The pressure 'p' from the wheels on deck is

to be taken as:

12.5W 6.3 Deck plating

p x 10 6 [kN/m2]
n.a.b 6.3.1 The thickness 't' of deck plating subjected
 for stowed vehicles in sailing to wheel loadings is not to be less than:
condition; and

c 2 b s p k .10 3
W  3  6 t  c1f a  t c [mm]
p  9.81   10 [kN/m2] m
n.a.b  W
 for cargo handling vehicles
in harbour condition

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where,
where,
fa = (1.1 - 0.25 s/l) for s  l, however need not be
taken as greater than 1.0 c3 = (1.15 - 0.25 b/s) for b  s, however need not
be taken as greater than 1.0
a,b,s,l = deck panel dimensions [mm] (see
Fig.6.2.1) r
m
c1 = 0.137 in general for sailing conditions (a/l)  4.7 a/l  6.5
2

= 0.127 in general for harbour conditions r = 29 for continuous stiffeners supported at

girders
= As per Table 6.3.1 for upper deck within 0.4L
amidships. = 38 when the continuous stiffeners can be
considered as rigidly supported at girders against
rotation.
Table 6.3.1 : c1 values for upper deck
plating within 0.4L amidships  = 160/k [N/mm2] in general, for sailing
conditions
Framing Sailing Harbour
system conditions conditions = 180/k [N/mm2] in general, for harbour
Longitudinal 0.145 0.130 conditions
Transverse 0.180 0.145 = As per Table 6.4.1 for deck longitudinals within
0.4L amidships, but not exceeding the above
For upper deck plating between 0.4L amidships general values.
and 0.1L from ends, c1 is to be varied linearly.
For deck longitudinals between 0.4L amidships
and 0.1L from ends,  is to be varied linearly.
4.2
c 2  1.3  ,
(a/s  1.8) 2
Table 6.4.1 -  Values for longitudinals
within 0.4L amidships
however, need not be taken as greater than 1.0
Condition [N/mm2]
38 Sailing (215 - 145fD.fz)/k
m for b  s Harbour (225 - 90 fD.fz)/k
(b/s)  4.7(b/s)  6.5
2

6.5 Deck girders

6.4 Deck stiffeners

6.4.1 The section modulus 'Z' of deck beams and 6.5.1 The scantlings of girders will be specially
considered based on the most severe condition
longitudinals subjected to wheel loadings is not to
of moving or stowed vehicles. Also see Sec.6.1.3.
be less than:

c 3 .a.b.l.p 10 6
Z  Z c [cm 3 ]
m

End of Chapter

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Chapter 9

Bulkheads

Contents
Section
1 General
2 Subdivision and Arrangement
3 Structural Arrangement and Details
4 Design Loads
5 Plating and Stiffeners
6 Girders

Section 1

General

1.1 Scope S = span of girders [m]

1.1.1 The requirements of this chapter cover the tc, Zc = corrosion additions to thickness and
arrangement and scantlings of watertight and section modulus respectively as given in Ch.3,
deep tank bulkheads. Sec.2.1

1.1.2 The requirements also cover the non- ZR

watertight bulkheads and shaft tunnels. fD 
ZD
1.2 Statutory requirements
ZR
1.2.1 Where applicable, the number and fD 
disposition of bulkheads are to be arranged to ZD
meet the requirements for subdivision,
floodability and damage stability in accordance where,
with the requirements of the local or National
Statutory Authority of the country in which the ZR = Rule midship section modulus [cm3] as
ship is registered. required by Ch.4.

1.3 Symbols ZD, Z = Actual midship section moduli in [cm3]

provided at deck and bottom respectively
L, B, T, Cb, k as defined in Ch.1, Sec.2. calculated as per Ch.4.

s = spacing of stiffeners [mm] fs =fD for side shell area above neutral axis

l = span of stiffeners [m] fs = fB for side shell area below neutral axis.

b = spacing of girders [m]

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Section 2

Subdivision and Arrangement

2.1 Number of bulkheads

2.2.4 The watertight bulkheads are in general to
2.1.1 The following transverse watertight bulk- extend to the uppermost continuous deck.
heads are to be fitted in all ships:
2.2.5 For passenger ships the number and
 A collision bulkhead; position of the bulkheads will normally be
governed by the requirements of Pt.5, Ch.3, Sec
 An aftpeak bulkhead; 2.

 A bulkhead at each end of the 2.3 Openings in watertight bulkheads and

machinery space. closing appliances

In ships with machinery aft, the aftpeak 2.3.1 Doors, manholes, permanent access
bulkhead may form the aft boundary of the openings or ventilation ducts are not to be cut in
machinery space. the collision bulkhead below the uppermost
continuous deck.
Additional transverse watertight bulkheads are
to be fitted to ensure adequate transverse 2.3.2 Openings may be accepted in other
strength. watertight bulkheads provided the number and
the size of openings is kept to a minimum
2.1.2 The ordinary transverse watertight bulk- compatible with the design and proper working
heads in the holds should be spaced at of the ship. Where penetrations of watertight
reasonably uniform intervals. Where non- bulkheads are necessary for access, piping,
uniform spacing is unavoidable and the length of ventilation, electrical cables, etc., arrangements
a hold is unusually large, the transverse strength are to be made to maintain the watertight
of the ship is to be maintained by providing integrity. In way of openings, suitable
additional web frames, increased framing etc. reinforcements are to be provided to ensure that
the strength is at least equal to that of the
2.2 Position and height of bulkheads unpierced bulkhead.

2.2.1 The collision bulkhead is to be fitted at a 2.4 Cofferdams

distance of 0.04L to 0.1L from the F.P. Any
recesses or steps in collision bulkheads are to 2.4.1 Cofferdams are to be provided between
fall within the limits. the following spaces to separate them from each
other:
2.2.2 Consideration will however be given to
proposals for the collision bulkhead positioned  tanks for fuel oil or lubricating oil
aft of the limits given in 2.2.1, provided that the
application is accompanied by calculations  tanks for edible oil
showing that with the ship fully loaded to
maximum draught on even keel, flooding of  tanks for fresh water and feed water.
space forward of the collision bulkhead will not
result in any part of the main deck becoming 2.4.2 Tanks for lubricating oil are also to be
submerged, nor result in any unacceptable loss separated by cofferdams from those carrying
of stability. fuel oil. However, these cofferdams need not be
fitted provided that the common boundaries
2.2.3 All ships are to have an after peak have full penetration welds and the head of oil is
bulkhead generally enclosing the sterntube and generally not in excess of that in the adjacent
rudder trunk in a watertight compartment. In twin lubricating oil tanks.
screw ships where the bossing ends forward of
the after peak bulkhead, the sterntubes are to
be enclosed in suitable watertight spaces.

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Section 3

Structural Arrangement and Details

3.1 General 3.2 Wash bulkheads

3.1.1 Oil fuel or oil carried as cargo in the deep 3.2.1 A centreline wash bulkhead is to be fitted
tanks is to have a flash point of 60C and above in peak spaces used as tanks, where the
in closed cup test. Where tanks are intended for breadth of the tank exceeds 0.5B and also in
other liquid cargoes of a special nature the deep tanks used for fuel oil extending from side
scantlings and arrangements will be considered to side.
in relation to the nature of the cargo.
3.2.2 The area of perforations is generally to be
3.1.2 The continuity of bulkhead longitudinals between 5% to 10% of the total area of
within a distance of 0.15D from the bottom or bulkhead. The plating is to be suitably stiffened
the strength deck is to be maintained in in way of the openings.
accordance with Ch.3, Sec.5.1.1.
3.3 Supporting bulkheads
3.1.3 Carlings, girders or floors are to be fitted
below the corrugated bulkheads at their 3.3.1 Bulkheads or parts thereof supporting
supports. These supporting members are to be deck structure are also to be designed as pillars.
aligned to the face plate strips of the The permissible axial loads and buckling
corrugations. strength are to be calculated in accordance with
Ch.3, Sec.6. In calculating sectional properties
3.1.4 The weld connections are to comply with the width of attached plating is not to be taken in
the requirements of Ch.16. excess of 40 times the plate thickness. Also see
Ch.8, Sec.5.1.1.

Section 4

Design Loads

4.1 Watertight bulkhead loads  = angle made by the panel under

consideration with the horizontal plane [deg.]
4.1.1 The design pressure 'p', for ordinary
watertight bulkheads is given by:  = angle of repose of cargo [deg.] not to be
taken greater than the following
p = 10 h [kN/m2]
 20 for light bulk cargo (e.g. coal, grain)
where,
 25 for bulk cement cargo
h = the vertical distance [m] from the loadpoint
to the uppermost continuous deck.  35 for heavy bulk cargo (e.g. ore)
4.1.2 For bulkheads bounding cargo spaces hc = vertical distance [m], from the loadpoint to
intended to carry dry bulk cargoes, the design the mean horizontal plane corresponding to
pressure 'p' is to be taken as the higher of that actual volume of cargo being considered
given in 4.1.1 and the pressure due to bulk
cargo as given below:  = density of cargo [t/m3].
p = 12.5 C  hc [kN/m2] For vessels designed to carry heavy bulk
cargoes which are also required to carry lighter
where, cargoes, the pressure 'p' based on maximum
mass of cargo to be carried in the hold and filled
C = Sin2 Tan2(45 - /2)+Cos2 up to the top of hatch coaming would also
require to be considered.

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4.2 Tank bulkhead loads hs = vertical distance [m] from the loadpoint to
the top of the tank or hatchway.
4.2.1 The design pressure 'p' for tank bulkheads
are normally to be taken as the greater of For very large tanks which may be partially
filled, sloshing pressures may have to be
p = 12.5 hs [kN/m2] considered.

= 6.7 hp [kN/m2] 4.2.2 The pressure 'p' on girder web panels in

cargo tanks or ballast tanks is not to be taken as
= 10 (hs + 1) [kN/m2] less than 20 [kN/m2].

where, 4.3 Wash bulkheads loads

hp = vertical distance [m] from the loadpoint to 4.3.1 The design pressure 'p' for wash bulk-
the top of the air pipe. heads may be taken as 50% of that for
boundary bulkhead in the same location.

Section 5

Plating and Stiffeners

5.1 Bulkhead plating = 220/k for ordinary transverse watertight

bulkheads.
5.1.1 The thickness 't' of the bulkhead plating is
not to be less than the minimum thickness given = 190/k for transverse dry bulk cargo bulkheads
in 5.1.2 nor less than
5.1.2 The minimum thickness requirement of the
t  15.8s p/ x 10  t c [mm]
3 bulkhead plating is given by

t = (4.0 + 0.01L) + tc [mm]

where,
5.1.3 The plate thickness of corrugated
p = applicable design pressure as given in bulkheads is not to be less than that required
Sec.4. according to 5.1.1 and 5.1.2. The spacing 's' to
be used in the calculation of the plating
 = as per Table 5.1.1 for longitudinal thickness is to be taken as the greater of 'b' or 'c'
bulkheads. where 'b' and 'c' are indicated in Fig. 5.1.3.

= 160/k for transverse tank bulkheads and For built up corrugation bulkheads, where the
collision bulkhead; thickness of the flange and web are different,
the thickness of the wider plating is also not to
be less than :

Table 5.1.1 : '' values for longitudinal bulkhead plating

Between neutral
At strength deck or
Region Framing system At neutral axis axis and strength
at bottom
deck or bottom
(175-130 fs)/k max. To be obtained by
Vertical 140/k
120/k linear interpolation
0.4L amidships
(185-105 fs)/k max. To be obtained by
Longitudinal 160/k
120/k linear interpolation
Within 0.1L from
160/k 160/k 160/k
ends
to be obtained by linear interpolation between allowable values
Elsewhere
at regions specified above.

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5.2.2 The thickness of the web and flange is not
s2 .p
t  (t a  t c ) 2  t c [mm] to be less than the minimum plating thickness
2 requirements stipulated in 5.1.2.

where, 5.2.3 The rule section modulus of a corrugated

bulkhead element is to be obtained according to
ta = thickness of adjacent plating [mm] not to be 5.2.1 taking 's' as shown in Fig. 5.1.3.
taken greater than t.
5.2.4 The actual section modulus of a
corrugated bulkhead element may be obtained
in accordance with the following:

t.d(b  c/3)
Z actual  [cm 3 ]
2000
where, t,d,b and c [mm], are as shown in Fig.
5.1.3.

5.3 Vertical and transverse stiffeners on tank

bulkheads, collision bulkheads, dry bulk
cargo bulkheads and wash bulkheads

5.3.1 The section modulus of bulkhead stiffeners

is not to be less than:
5.1.4 The longitudinal bulkhead plating within
0.1D from bottom or strength deck is also to spl 2
comply with the requirements of buckling Z  Z c [cm 3 ]
strength given in Ch.3, Sec.6.
m
where,
5.1.5 In way of stern tubes, doubling plate of
same thickness as the corresponding strake is
p = applicable design pressure [kN/m2] given in
to be fitted, or the strake thickness is to be
Sec.4.
increased by at least 60 per cent.
m = 10 for transverse stiffeners and vertical
5.2 Longitudinals
stiffeners which may be considered fixed at both
ends
5.2.1 The section modulus of continuous
longitudinal stiffeners and corrugations is not to
= 7.5 for vertical stiffeners simply supported at
be less than:
one or both ends

spl 2 = 10 for horizontal corrugation fixed at ends

Z  Z c [cm 3 ]
m
= 13 for fixed upper end of vertical corrugation
where,
= 20 for non-fixed upper end of vertical
p = applicable design pressure given in Sec.4. corrugation

m = 12 = 10 for lower end of vertical corrugation

 = (215 - 145 fs)/k, max. 160/k [N/mm2] at  = 160/k for tank bulkhead and collision
deck/bottom level within 0.4L amidships bulkhead

= 160/k at neutral axis within 0.4L amidships = 210/k for dry bulk cargo bulkheads.

= 160/k for longitudinals within 0.1L from ends. 5.3.2 The thickness of web and flange is to be
as required in 5.1.2.
For longitudinals between the regions specified
above  may be obtained by linear interpolation. 5.3.3 Actual section modulus of corrugations is
to be obtained as per 5.2.4.

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5.3.4 Brackets are normally to be fitted at the p = applicable design pressure given in Sec.4.
ends of non-continuous stiffeners. Where
stiffeners are sniped at the ends, the thickness m = 16 for stiffeners fixed at both ends
of the plating supported by the stiffeners is not
to be less than: = 12 for stiffeners fixed at one end (lower end in
case of vertical stiffeners) and simply supported
t = 0.0395 [(l - 0.0005s) s.p.k] + tc [mm] at the other end.

5.4 Vertical and transverse stiffeners on = 8 for stiffeners simply supported at both ends.
ordinary watertight bulkheads
 = 220/k
5.4.1 The section modulus of bulkhead stiffeners
is not be less than 5.4.2 The thickness of web and flange is to be
as required in 5.1.2. For sniped ends, the
spl 2 thickness of bulkhead plating is to be as per
Z 5.3.4.
m
5.4.3 Actual section modulus of corrugations is
where, to be obtained as per 5.2.4.

Section 6

Girders

6.1 General transverse girders on tank and collision

bulkheads.
6.1.1 Bulkhead stringers and deep transverses
are to be arranged in line with other primary = 210/k for vertical and transverse girders, in
supporting structure to the adjoining deck, side general.
shell and bottom so as to facilitate the formation
of continuous ring structures. Otherwise For continuous longitudinal girders between the
equivalent scarphing arrangement is to be regions specified above, '' may be obtained by
provided. linear interpolation.

6.1.2 The section modulus requirement 'Z' of 6.1.3 The depth of the girders should not be less
simple girders is not to be less than: than 2.5 times the depth of the cutout (if any) for
the passage of continuous stiffeners. The net
b.p.S 2 x 10 3 cross sectional area 'A' of the girder web at ends
Z  Z c [cm 3 ] is not to be less than
m
A = CkSbp + 0.01 dw tc [cm2]
where,
where,
m = 12 for continuous longitudinal girders with
end attachments in accordance with Ch.3, C = 0.060 for tank and collision bulkheads
Sec.5.
C = 0.045 for other watertight bulkheads
= 10 for other girders with end attachments in
accordance with Ch.3, Sec.5. dw = depth of web [mm].

 = (190 - 45fS), max 160/k [N/mm2], for However, for lower end of vertical girders value
continuous longitudinal girders within 0.4L of C to be taken as 0.08 and 0.06 respectively.
amidships.
6.1.4 Tripping brackets are to be fitted in
= 160/k [N/mm2] for continuous longitudinal accordance with the requirements given in Ch.3,
girders within 0.1L from ends and for vertical or Sec.4.

End of Chapter

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Chapter 10

Superstructures, Deckhouses and Bulwarks

Contents
Section
1 General
2 Scantling
3 Structural Arrangement and Details
4 Bulwarks and Guard Rails

Section 1

General

1.1 Scope 1.2.2 The lowest tier is normally the tier that is
directly situated on the deck to which the rule
1.1.1 The scantlings of the bulwarks and of the depth 'D' is measured or on superstructures
exposed bulkheads of the superstructures and which are less than 1.8 [m] in height.
deckhouses are to comply with the requirements
of this chapter. The scantlings of the decks of 1.3 Symbols
the superstructures and deckhouses are to be in
accordance with the requirements of Ch.8, and 1.3.1 L and k as defined in Ch.1, Sec.2.
those of the sides of the superstructures are to
be in accordance with the requirements of Ch.7. s = spacing of stiffeners [mm].

1.2 Definitions l = span of stiffener [m].

1.2.1 For definitions of the terms

'Superstructure' and 'Deckhouse' refer to Ch.1.

Section 2

Scantlings

2.1 End bulkheads and exposed sides of 2.1.2 The section modulus Z of stiffeners on
deckhouses fronts, sides and aft ends of deck houses and
the front and aft ends of superstructures is not to
2.1.1 The thickness 't' of steel plating of the be less than:
fronts, sides and aft ends of deckhouses and the
front and aft ends of superstructures is not to be Z = 3.6 sl2 x 10-3 . k [cm3] - for uppermost tier
less than:
I is not to be taken less than 2.0 [m].
t = (0.004 s + 2.5) k - for lowest tier
When a multiple tier erection is fitted, the section
= (0.004 s + 1.5) k - for upper tiers modulus of stiffeners on lower tiers is to be
increased at the rate of 15% per tier fitted above
the tier under consideration.

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2.1.3 The upper end of stiffeners on all erections

are to be bracketed to the deck beams or 2.2.2 The section modulus 'Z' of stiffeners is not
longitudinals and the lower end is to be welded to be less than:
to the deck below.
Z = 0.003 sl2 k [cm3]
2.2 Protected machinery casings
where, l is not to be taken less than 2.0 [m].
2.2.1 The thickness of plating is not to be less
than: 2.2.3 Casings supporting one or more decks
above are to be adequately strengthened.
t = (0.003 s + 1.5) k [mm]

Section 3

Structural Arrangement and Details

3.1 Structural continuity

3.1.3 All openings cut on the sides are to be
3.1.1 Adequate transverse strength is to be substantially framed and have well rounded
provided to the deckhouses and superstructures corners.
by means of transverse bulkheads, girders and
web frames. 3.1.4 At the ends of superstructures, which have
no set-in from the ships' side, the side plating is
3.1.2 The front and the after end bulkheads of to extend beyond the ends of the superstructure,
large superstructures and deckhouses are to be and is to be gradually reduced in height down to
effectively supported below by a transverse the sheer strake. The extended plating is to be
bulkhead or by a combination of partial adequately stiffened, particularly at its upper
bulkheads, girders and pillars. Similarly, the edge.
exposed sides of various tiers of erections are to
be supported by bulkheads, girders or carlings
below.

Section 4

Bulwarks and Guard Rails

4.1 General requirements

Consideration will be given to cases where this
4.1.1 Bulwarks or guard rails are to be provided height would interfere with the normal operation
on the exposed parts of the freeboard and of the ship.
superstructure decks and also on all upper deck
spaces normally accessible to crew and 4.1.2 Bulwarks or guard rails as required by
passengers. The height of the bulwarks or guard 4.1.1 may be dispensed with in way of hatch
rails measured above the sheathing, if any, side coamings fitted with suitable handrails.
should not be less than the following:
4.1.3 Where bulwarks on the weather portion of
For all passenger ships : freeboard or superstructure decks form wells,
provision is to be made for rapidly freeing the
 For all Zones : 900 [mm] decks of water.

For all other ships : 4.2 Bulwark construction

 For Zone 1 : 900 [mm] 4.2.1 Bulwarks are to be stiffened at the upper
edge by a strong rail section and supported by
 For Zone 2 : 600 [mm] stays from the deck, spaced not more than 2.0
[m] apart. Where bulwarks are cut in way of a
 For Zone 3 : 300 [mm]. gangway or other openings, stays of increased

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strength are to be fitted at the ends of the
openings. where,

Bulwark stays are to be supported by, or are to h = height of the bulwark [m].
be in line with, suitable underdeck stiffening,
which is to be connected by double continuous s = spacing of bulwark stays [m].
fillet welds in way of the bulwark stay
connection. In the calculation of section modulus 'Z', only the
material connected to the deck is to be included.
Bulwarks are to be adequately strengthened in The contribution from bulwark plating and/or
way of the eyeplates for cargo gear. In way of stay flange may be considered depending upon
the mooring pipes, the plating is to be increased the construction details.
in thickness and also adequately stiffened.
4.4 Guard rails
4.2.2 Bulwarks are generally not to be welded to
the top of the sheerstrake within 0.6L amidships 4.4.1 The guard rails are to be supported by
and so arranged as to ensure their freedom from stanchions fitted not more than 3.0 [m] apart;
main structural stresses.
At least every third stanchion is to be supported
4.3 Bulwark scantlings by a bracket or stay.

4.3.1 The thickness of the bulwark plating is not 4.4.2 Lengths of chain may be accepted in lieu
to be less than 4.0 [mm]. of guard rails if they are fitted between two fixed
stanchions and/or bulwarks.
4.3.2 The section modulus 'Z' at the bottom of
the bulwark stay is not to be less than: 4.4.3 The clear opening below the lowest course
of the guard rails is not to exceed 230 [mm].
Z = (33 + 0.44 L) h2 s [cm3]

End of Chapter

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Chapter 11

Openings and Closing Appliances, Ventilators, Air Pipes and

Discharges

Contents
Section
1 General
2 Hatch Coamings
3 Hatch Covers
4 Miscellaneous Openings
5 Ventilators
6 Air and Sounding Pipes
7 Scuppers and Sanitary Discharges

Section 1

General

1.1 Scope
1.1.3 For the purpose of this section,
1.1.1 This Chapter applies to all ship types in weathertightness of hatch covers means that
general. Additional requirements pertaining to closing appliances do not permit entry of water
special ship types are given in Pt.5. into the ship which may prejudice the safety of
the vessel under the navigational conditions
1.1.2 The requirements of National or local envisaged.
authorities should also be applied, where
relevant.

Section 2

Hatch Coamings

2.1 Coaming heights not forming a part of continuous girders, are to

extend two frame spaces beyond the hatch ends
2.1.1 The height of cargo hatchcoamings above below the deck.
deck is to be not less than 300 [mm] for Zones 1
and 2 and 200 [mm] for Zone 3. Table 2.1.1 : Height of hatch coamings [mm]
Zone 1 Zone 2 Zone 3
In addition, the distance of coaming top above With 1000 600 300
load water line is to be not less than given in weathertight
Table 2.1.1. hatch cover 1)
Without 1700 1000 500
2.2 Hatch coaming construction weathertight
hatch cover
2.2.1 Hatchside coamings are to extend to the Note 1) See 1.1.3
lower edge of the deck beams. Side coamings

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2.2.2 Hatch end coamings when not in line with masthouse or to each other unless they form a
the deck transverses are to extend below the part of the longitudinal strength members. The
deck, at least three longitudinal frame spaces ends of supporting structures of hatch cover
beyond the side coaming. stowage rails are not to end abruptly and are to
be tapered by suitable end brackets.
2.2.3 Continuous hatchway coamings or
coamings forming an effective part of the deck 2.3 Coaming scantlings
girder system are to be made from steel of same
tensile strength as that of the deck plating. 2.3.1 The scantlings of hatch coaming plating
and stiffeners are to be not less than that
2.2.4 If the junction of hatch coamings forms a required for the adjacent deck.
sharp corner, the side and end coamings are to
be extended in the form of tapered brackets in 2.3.2 Hatchway coamings 300 [mm] and above
longitudinal and transverse directions are to be stiffened in their upper edge.
respectively.
Coaming stays are to be fitted at spacing of not
2.2.5 Extension brackets or rails arranged more than 3.0 [m]. The stays are to end on
approximately in line with the cargo hatch side stiffened plating. The coamings are to be
coamings and intended for the stowage of steel satisfactorily stiffened against buckling.
hatch covers are not to be welded to deckhouse,

Section 3

Hatch Covers

3.1 General 3.1.2 Materials for steel hatch covers are to

satisfy the requirements of hull structural steel.
3.1.1 Hatch covers, where fitted, may be of the Where other approved materials are used,
types a) to e) as described below. equivalent strength and stiffness are to be
provided.
Hatch Cover Types :
3.2 Design loads
'a' : Steel plated cargo hatch covers stiffened by
webs or stiffeners and secured by clamping 3.2.1 The design weather load on the weather
devices. Weathertightness is to be ensured by deck hatchcovers is to be taken as:
means of gaskets. Hatch covers used for holds
containing liquid cargoes are also included in p = H1 - 10 ho [kN/m2], minimum 3 [kN/m2]
this category.
where,
'b' : Steel plated pontoon type cargo hatch
covers with internal webs and stiffeners ho = Vertical distance [m] from the maximum
extending over the full width of the hatchway. load waterline to the top of hatch covers.
Weather- tightness is to be achieved by
tarpaulins. H1 = as given in Table 3.2.1.

'c' : Wood or steel hatch covers used in Table 3.2.1

conjunction with the portable beams. Zone H1
Weathertightness to be obtained by tarpaulins. 1 9 for L  20 [m]
9 + 0.15 (L-20) for 20 < l < 60
'd' : Access hatch covers for cargo oil tanks and
15 for L  60 m
adjacent spaces. The hatch covers are to be of
steel and gasketed. 2 0
3 5
'e' : Access hatch covers other than 'd'. The
covers are to be of steel or wood and
weathertight. Escape hatches are to be operable
from both sides.

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3.2.2 For hatch covers subjected to cargo where,
loading the design pressure is to be taken as:
l = the member span between effective supports
p = 12.5 q [kN/m2] [m]

where, s = the member spacing [m]

q = specified cargo loading [t/m2] on the hatch m = 8 for members simply supported at ends
cover.
= 12 for members which can be considered as
3.2.3 The design internal pressure on hatch fixed at both ends.
covers above tanks are to be determined as per
the design pressure on deck structure given in The moment of inertia of stiffeners and girders is
Ch.8. not to be less than:

3.3 Hatchcover plating I = 2.1 Zl [cm4]

3.3.1 The thickness of steel hatch cover plating For other materials the requirement will be
is not to be less than: specially considered.

t  15.8 s p/  x 10 3  t c [mm], or 3.4.2 For covers above cargo and ballast tanks,
fillet welds on tank side are to be double
continuous.
3 [mm] whichever is greater
3.5 Hatch cover edges
where,
3.5.1 The cover edges are to be adequately
p = design pressure as per 3.2 stiffened to withstand the forces imposed upon
them during opening and closing of the hatches.
= 160/k [N/mm2]
3.6 Wooden hatch covers
Hatch covers of G.I. sheet and other material
will be specially considered. 3.6.1 Wooden hatch cover planks are to have a
finished thickness not less than 1/24th of the
3.3.2 The plating of hatch covers acting as unsupported span, with a minimum of 20 [mm].
compression flanges for the hatch cover The planks of wood covers are to be connected
stiffeners and girders is to be effectively at their underside by cross planks spaced not
stiffened against buckling. more than 1.5 [m].
In the middle part of the simply supported span 3.6.2 The ends of all wooden hatch covers are
the critical buckling stress sc is to be such that: to be protected by encircling with galvanized
steel bands.
c  1.15 b [N/mm2]
3.7 Portable hatch beams
where,
3.7.1 The section modulus and the moment of
b = calculated bending stress in the inertia of the portable hatch beams stiffened at
compression flange corresponding to the design their upper and lower edges by continuous flat
load as given in 3.2. bars are to satisfy the requirements of 3.4.

c = the critical buckling stress as per Ch.3, 3.7.2 Carriers or sockets, or other suitable
Sec.6. arrangements are to be provided as means of
the efficient fitting and securing of portable
3.4 Stiffeners and girders hatch beams.

3.4.1 The section modulus of the stiffeners and 3.7.3 Sliding hatch beams are to be provided
girders is not to be less than the following : with an efficient device for locking them in their
correct fore and aft positions when the hatchway
6.25 spl 2 is closed.
Z [cm 3 ]
m

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3.8 Direct calculations 3.9.3 The gasket material is to be of satisfactory

air, seawater and if necessary oil resistant
3.8.1 Hatchcovers of special construction and quality. It is to be effectively secured along the
arrangement e.g. covers designed and edges of the cover in a manner as to ensure that
constructed as a grillage, covers supported the forces from the hatch covers or cargo
along more than two opposite edges and covers stowed on top of the hatchcovers are transferred
supporting other covers, may require to the coaming or to the deck by direct contact
submission of direct strength calculation taking without the load coaming on the gaskets. The
into account the arrangement of stiffeners and sealing is to be achieved by relatively soft
the supporting members. packing. The hatch coaming or steel parts on
the adjacent covers in contact with the packing
3.9 Hatch cover securing arrangement are to be well rounded where necessary.

3.9.1 The gaskets and the securing A metallic contact is to be kept between the
arrangements are to be designed for the hatchcover and the hull to effect electrical
expected relative movement between cover and earthing.
coaming or special devices are to be fitted to
restrict such movement. 3.9.4 Where tarpaulins are fitted to make hatch
covers weathertight. They are to be free from
3.9.2 Securing arrangements together with jute, and are to be waterproof and of ample
suitable gasketting material are to ensure strength. At least two layers of tarpaulins are to
weathertightness of the covers to the be provided and these are to be secured by
satisfaction of the surveyors. battens and wedges or equivalent
arrangements.

Section 4

Miscellaneous Openings

4.1 Manholes 4.3 Openings on engine casing

4.1.1 Manholes on the weather decks are to be 4.3.1 Machinery space openings are to have
closed by substantial covers capable of closing efficient closing appliances. The openings and
them watertight. coamings for fiddley, funnel and machinery
space ventilators in the casing in those positions
4.2 Companionways, doors and accesses on are to be provided with strong covers of steel or
weather decks other equivalent material permanently attached
in their proper positions and capable of being
4.2.1 Companionways on exposed deck are to secured weathertight.
be equivalent in strength and weathertightness
to a deckhouse in the same portion. The height 4.3.2 Skylights are to be of substantial
of the doorway sills above deck is not to be less construction and secured firmly to the deck. For
than 100 [mm] for Zone 3 and 150 [mm] for skylights the coaming height is not to be less
Zone 1 & 2 on exposed locations. than that required for the hatch coamings.
Efficient means are to be provided for closing
For doorways directly leading to engine room and securing the hinged scuttles, if any. The
the sill height above deck is to be not less than thickness of glasses in fixed or opening skylights
400 [mm]. is to be appropriate to their position and size as
required for side scuttles. Glasses are to be
In addition the sill heights above load waterline protected against mechanical damage, and are
should not be less than the values mentioned to be fitted with deadlights or storm covers
below: permanently attached.

Zone 1 1000 [mm] 4.3.3 Side scuttles in the engine casings are to
be provided with fireproof glass.
Zone 2 600 [mm]

Zone 3 300 [mm]

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4.4 Windows and side scuttles the lower edge of glass is to be atleast 500 [mm]
above the load waterline in any condition of list
4.4.1 Side scuttles and windows are to be made or trim. Further, the scuttles are to be
and tested according to Standards. The glass adequately protected against damage by direct
thickness of side scuttles below main deck is to contact.
be not less than 8.0 [mm].
4.4.3 Side scuttles and windows above deck
The glass thickness of windows above deck is may be fitted without deadlight/portable covers
not to be less than: provided the height of lower edge of glass above
waterline is not less than specified in Table
w 4.4.3.
t= [mm], minimum 6.0 [mm]
70
Table 4.4.3 : Height of side scuttles [mm]
where,
Zone ht [mm]
w = the height or the width of the window,
whichever is smaller, [mm]. 1 1700
2 1000
4.4.2 Side scuttles in the shell below main deck
3 500
are to be non opening type with deadlights and

Section 5

Ventilators

5.1 General
Table 5.2.1 : Ventilator coaming
5.1.1 The scantlings of exposed ventilator heights [mm]
coamings are to be equivalent to the scantlings
of deckhouses in the same position. In cargo Without
spaces and other areas where mechanical With closing
closing
damage is likely, the ventilator trunks are to be appliances
appliances
well protected. Zone 1 1000 1700
5.2 Coaming heights Zone 2 600 1000
Zone 3 300 500
5.2.1 Ventilators on exposed decks are to have
the lower edge of openings at a height of not 5.3 Closing appliances
less than 300 [mm] above deck.
5.3.1 Ventilator openings are to be fitted with
In addition the heights of lower edge of openings efficient weathertight closing appliances if
above waterline are to be not less than specified applicable as specified in Table 5.2.1.
in Table 5.2.1.

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Section 6

Air and Sounding Pipes

6.1 General The heights above load waterline of air pipes

with and without closing appliances are not to be
6.1.1 Air and sounding pipes are to comply with less than as specified in Table 5.2.1 for
the requirements of Pt.4, Ch.2. ventilators.

6.1.2 Striking plates of suitable thickness, or 6.2.2 Lower heights may be approved in cases
their equivalent, are to be fitted under all where these are essential for the working of the
sounding pipes. ship, provided closing appliances are of an
approved automatic type.
6.1.3 Air and sounding pipes leading through
cargo containment areas or other spaces where 6.3 Closing appliances
mechanical damage is likely to occur, are to be
well protected. 6.3.1 Permanently attached closing appliances
to prevent free entry of water are to be fitted to
6.2 Height of air pipes all sounding pipes and for air pipes where
required as per 6.2.1.
6.2.1 The height of air pipes from the upper
surface of decks exposed to the weather, to the 6.3.2 Where the closing appliances are not of an
point from where water may have access below, automatic type, provision is to be made for
is not normally to be less than 300 [mm]. relieving vacuum when the tanks are being
pumped out.

Section 7

Scuppers and Sanitary Discharges

7.1 General 7.1.4 Scuppers and discharge pipes should not

normally pass through fuel oil or cargo oil tanks.
7.1.1 Scuppers sufficient in number and size to Where scuppers and discharge pipes pass, un-
provide effective drainage are to be fitted in all avoidably, through fuel oil or cargo oil tanks, and
decks. are led through the shell within the tanks, the
thickness of the piping should be at least the
7.1.2 Scuppers draining weather decks and same thickness as Rule shell plating in way,
spaces within superstructures or deckhouses derived from the appropriate chapters.
not fitted with efficient weathertight doors are to
be led overboard. Piping within tanks is to be tested in accordance
with Pt.4, Ch.2 and Ch.3.
7.1.3 Scuppers and discharges which drain
spaces below the main deck, or spaces within 7.1.5 All piping is to be adequately supported.
intact superstructures or deckhouses on the
main deck fitted with efficient weathertight 7.2 Closing appliances
doors, may be led to the bilges in the case of
scuppers, or to suitable sanitary tanks in the 7.2.1 Where the inboard end of scuppers and
case of sanitary discharges. Alternatively, they discharges are below main deck, normally a
may be led overboard provided that the spaces screw down non-return value in an accessible
drained are above the load waterline, and the location is to be fitted to prevent water from
pipes are fitted with efficient and accessible passing inboard.
means of preventing water from passing inboard
as required in 7.2.1.

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Where the inboard end is above the main deck, 7.3.1 All shell fittings and valves required by 7.2
a non-return valve is to be fitted at the shell, if are to be of steel, bronze or other approved
the height of the inboard end above waterline is ductile material; ordinary cast iron or similar
lower than the following: material is not acceptable.

Zone 1 - 1000 [mm] 7.3.2 All these items, if made of steel or other
approved material with low corrosion resistance,
Zone 2 - 600 [mm] are to be suitably protected against wastage.

Zone 3 - 300 [mm]. 7.3.3 The lengths of pipe attached to the shell
fittings, elbow pieces or valves are to be of
7.3 Materials for valves, fittings and pipes galvanized steel or other equivalent approved
material.

End of Chapter

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Chapter 12

Rudders

Contents
Section
1 General
2 Arrangement and Details
3 Design Loads
4 Rudder Blades
5 Rudder Stock and Pintles
6 Rudder Couplings

Section 1

General

1.1 Scope 1.2.3 Bearing materials for bushings are to be

stainless steel, bronze, white metal, synthetic
1.1.1 The requirements of this Chapter apply to material or lignum vitae. If stainless steel is
arrangement and scantlings of normal proposed to be used for liners or bushes for the
streamlined or plate rudders and their supporting rudder stocks and pintles, the chemical
structure. Rudders fitted with special features composition is to be submitted for approval.
e.g. special profiles, fins, flaps, steering
propellers etc. to increase the lift force will be Hardness of the material of the bushing is to be
specially considered. at least 65 Brinell lower than that of the liner or
the rudder stock or pintle.
1.2 Material
Synthetic bush materials are to be of approved
1.2.1 All materials used in the construction of the type. Arrangement is to be provided for adequate
rudder are to be tested and approved in supply of sea-water to these bearings.
accordance with Pt.2. 'Materials' of the Rules and
Regulations for the Construction and 1.3 Testing
Classification Steel Ships (Main Rules).
1.3.1 Bodies of the rudders are to be tested in
1.2.2 Material grades for plates and sections for accordance with the requirements given in
the rudder blade are to be selected as per Pt.3, Ch.15.
Ch.2, Sec.1.3.

Section 2

Arrangement and Details

2.1 General 2.1.2 Effective means are to be provided for

supporting the weight of the rudder. Where the
2.1.1 Various types of rudder arrangement are support is provided by a carrier bearing attached
shown in Fig. 2.1.1; other combinations of to the rudder head, the structure in way of the
couplings and bearings may, however, be bearing is to be adequately strengthened. The
proposed. plating under all rudder head bearings or rudder
carriers is to be increased in thickness.

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2.1.3 All rudder bearings are to be accessible for trunk (steering gear flat) is more than 300 [mm]
measuring wear without lifting or unshipping the above the deepest waterline in way trimmed
rudder. condition. When the rudder carrier is fitted below
the deepest load water line, two separate seals
2.1.4 Satisfactory arrangement is to be provided or stuffing boxes are to be provided.
to prevent water from entering the steering gear
compartment and lubricant from being washed 2.1.5 Suitable arrangement is to be provided to
away from the rudder carrier. A seal or stuffing prevent the rudder from lifting and accidental
box is to be fitted above the deepest load water unshipping.
line for this purpose unless the top of the rudder

Section 3

Design Loads

3.1 Rudder force V = maximum achievable ship speed (knots) in

the lightest operating condition in which the
3.1.1 The rudder force, upon which rudder rudder is fully immersed. V is not to be taken as
scantlings are to be based, is to be determined less than 6 knots.
from the following formula:
For astern condition, the maximum astern speed
Fr = 132 . K1 . K2 . K3 . A . V2 [N] is to be used, but in no case less than:

where, Vastern = 0.5V

Fr = rudder force [N] K1 = ( + 2)/3; with  not to be taken greater than

2.
A = area of rudder blade [m2]

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 = b2/At; where b is the mean height of the rudder

area [m] and At, the sum of rudder blade area and r = xc - f [m]; but not to be taken less than 0.1C.
area of rudder post or rudder horn, if any, within
the height b [m2] xc = the distance of the point of application of the
design force Fr from the leading edge
Mean breadth C [m] and mean height b [m] of
rudder are calculated according to the co- = 0.33 C in ahead condition
ordinate system in Fig.3.1.1.
= 0.66 C in astern condition.

C = Mean breadth of rudder area [m] See Fig.

3.1.1.

f = C . Af/A where Af is the portion of the rudder

blade area situated ahead of the centre line of the
rudder stock.

3.2.2 In case of rudder blades with stepped

contours the total rudder torque is to be obtained
as follows:

Qr = Qri for i = 1,2,3,.....

where,

Qri = Fri.ri; individual torque component from each

part Ai of the total rudder area.

Fri = Fr. Ai/A

ri = xci fi; but not to be taken less than 0.1 Ci.

xci, fi and Ci are to be taken as xc, f and C as in

3.2.1 for each discrete part except that for those
K2 = Factor depending on the kind of rudder rudder parts immediately aft of rudder horn xci is
profile as per Table 3.1.1. to be taken as 0.25Ci and 0.55Ci in ahead and
astern conditions respectively.
K3 = 0.80 for rudders outside the propeller jet
3.3 Bending moments, shear forces and
= 1.15 for rudders behind a fixed propeller nozzle reactions

= 1.0 otherwise. 3.3.1 The bending moment (BM) and shear force
(SF) distributions along the entire height of the
Table 3.1.1 rudder blade and rudder stock as well as the
K2 bearing reactions (R) may be obtained by direct
Profile type calculation. The rudder is to be assumed as
ahead astern simply supported at the centres of the upper
NACA:00 bearing and the neck bearing. In case of rudders
1.1 0.80
Gottingen profiles supported by the sole piece or rudder horn the
Hollow profiles 1.35 0.90 flexibility of the sole piece or rudder horn, and
rudder and rudder stock is to be taken into
Flat side profiles 1.1 0.90 consideration.

3.2 Rudder torque 3.3.2 For common types of rudders , the following
approximate values may be used:
3.2.1 The rudder torque on regular shaped
rudders in both the ahead and astern conditions - For balanced rudders with heel support :-
of travel is to be calculated as follows:
Fr . b
Qr = Fr . r [N-m]; BM  [N  m]
8
where,

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at mid-height of the rudder blade; Fr . A 1

SF  [N]
Fr . b A
 [N  m]
7 at any cross section upto the centre of the neck
bearing.
at centre of neck bearing.
b2  b3
SF = 0.6 Fr [N] R . Fr [N  m]
b3
at top and bottom ends of the rudder blade;
at the neck bearing;
= 0.1 Fr [N]
b2
at mid-height of the rudder blade.  . Fr [N]
b3
R = 0.6 Fr [N]
at upper bearing;
at the heel pintle bearing;
where,
= 0.7 Fr [N]
A1 = rudder area below the cross section under
at the neck bearing/stern pintle; consideration;

= 0.1 Fr [N] b1 = vertical distance from the centroid of A1 to

the cross section;
at the upper bearing.
b2 = vertical distance from the centroid of rudder
- For spade rudders :- area A to the centre of the neck bearing, and

Fr . A 1 . b1 b3 = vertical distance between the centres of the

BM  [N  m] upper and lower bearings.
A
3.3.3 At upper bearings the bending moments are
at any cross section below and including the neck to be taken as zero and between the upper
bearing. bearing and the neck bearing the bending
moments may be varied linearly.

Section 4

Rudder Blades

4.1 Construction details 4.1.4 Webs are to be connected to the side

plating in accordance with Ch.14. Where fillet
4.1.1 Care is to be taken to avoid notch effects welding is not practicable, side plating is to be
and to maintain continuity of strength around cut- connected by means of slot welding to flat bars
outs and openings in the side plating. The plating welded to the webs. Normally slots of length 75
thickness is to be increased suitably and corners [mm], breadth at least twice the side plating
are to be well rounded and ground smooth. thickness and spaced 200 [mm] centre to centre
will be accepted. The ends of the slots are to be
4.1.2 Side plating and vertical webs transmitting well rounded. In areas subjected to large bending
the torque are to be welded to the coupling flange stresses, horizontal slots may require to be
by full penetration welds. replaced by continuous weld.

4.1.3 In general, welds between plates and heavy 4.1.5 Arrangement is to be provided to drain the
pieces are to be made as full penetration welds. rudders completely. Drain plugs are to be
Where back welding is not practicable, welding is provided with efficient packing.
to be performed against backing bar or
equivalent.

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4.1.6 Internal surfaces of rudders are to be 4.2.3 The thickness of side plating and vertical
efficiently coated for corrosion resistance after webs forming the main piece may have to be
completion of fabrication and testing. Where it is increased locally in way of the coupling and cut-
intended to fill the rudder with plastic foam, outs or openings, if any.
details of the foam material are to be submitted.
4.3 Single plated rudders
4.2 Double plated rudders
4.3.1 Rudder blade thickness is not to be less
4.2.1 Thickness 't' of the rudder side, top and than:
bottom plating is not to be less than:
t = 1.5 . y. V √𝑘. 10-3 + 2.5 [mm]
𝐹
𝑡 5.5𝑠𝑓 𝑘 𝑇 10 10 2.5 𝑚𝑚 where y is the spacing of horizontal arms, [mm];
𝐴 and V, the speed in knots as per 3.1.1.
where,
4.3.2 Rudder blade is to be stiffened by horizontal
arms spaced not more than 1000 [mm] apart.
f a  1.1  0.5 ( s / 1000.l ) ; max .1.00
2
The arms are to be efficiently attached to the
main piece. The thickness of the arms is not to be
s = the smaller of the distances between the less than the blade thickness. The section
horizontal or the vertical web plates [mm]. modulus of the arms in way of main piece is not
to be less than:
l = the larger of the distances between the
horizontal or the vertical web plates [m]. Z = 0.5 . y . x2 V2 k. 10-3 [cm3]

The thickness 't' is however not to be less than where,

the minimum side shell thickness as per Pt.3,
Ch.7. x is the distance from the centre line of the stock
to the after end of the rudder [m].
For nose plates the thickness is to be increased
to 1.25 t. 4.3.3 The diameter of the mainpiece at top end is
not to be less than that of the lower rudder stock,
4.2.2 The thickness of the vertical and horizontal and it may be gradually reduced towards lower
webs is not to be less than 70 per cent of the end.
requirement given in 4.2.1 with a minimum of 7
[mm].

Section 5

Rudder Stock and Pintles

5.1 Rudder stock This requirement is regardless of the liners; and

both ahead and astern conditions are to be
5.1.1 Diameter of the rudder stocks, when considered.
obtained by direct calculation, are normally to
give an equivalent stress se not exceeding 138 5.1.2 The diameter of the rudder stock at and
[N/mm2] i.e. above rudder carrier is given by

 e   2  3 t2  138 [ N/mm 2 ] d u  4.0 3 (Q r ) [mm]

where, 5.1.3 The diameter of rudder stock at any other

cross section is given by
 is the bending stress [N/mm2],
 4 BM 2 
t is the torsional shear stress [N/mm2]. d s  d u . 6 1  . 2  [mm]
 3 Qr 

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where BM is the bending moment at the cross thickness of the pintle housing is not to be less
section under consideration obtained as per 3.3. than 0.25 dp.

5.1.4 The diameter of the rudder stock at neck 5.2.4 Where liners are fitted to pintles, they are to
bearing is to be maintained to a point as far as be shrunk on or otherwise efficiently secured. If
practicable above the top of the neck bearing and liners are to be shrunk on, the shrinkage
may subsequently be tapered to that required at allowance is to be indicated on the plans. Where
the rudder carrier. The length of the taper is to be liners are formed by stainless steel weld deposit,
at least three times the reduction in diameter. the pintles are to be of weldable quality steel, and
Particular care is to be taken to avoid the details of the procedure are to be submitted.
formation of a notch at the upper end of the taper. Bushing is to be effectively secured against
movement.
5.1.5 Sudden changes of section or sharp
corners in way of the rudder coupling, jumping 5.2.5 Pintle clearances are normally to be as
collars and shoulders for rudder carriers are to be given in Table 5.2.5.
avoided. Jumping collars are not to be welded to
the rudder stock. Keyways in the rudder stock are Attention is to be paid to the manufacturer's
to have rounded ends and the corners at the base recommendations particularly where bush
of the keyway are to be adequately radiused. material requires pre-soaking.

5.2 Pintles and bearings

Table 5.2.5 : Pintle Clearances
5.2.1 The diameter dp of the pintles, measured on
the inside of liners where fitted, is not to be less - For metal 0.001 dp + 1.0 [mm]
than: bearing
material
dp = 0.35 R [mm] - For To be specially determined
synthetic considering the swelling
where, bearing and thermal expansion
material properties of the material,
R = Reaction force [N] at the pintle bearing, but not less than 1.5 [mm].
obtained as per Sec.3.3.
5.2.6 The bearing pressure 'p', due to reaction 'R'
5.2.2 Pintles are to have a conical attachment to on projected bearing area is not to exceed the
the gudgeons and the taper on diameter is values given in Table 5.2.6. For the purpose of
generally to range between 1:8 to 1:12. The this calculation, the bearing length is not to be
slugging nut is to be efficiently secured. An taken greater than 1.2 times the rudder stock or
effective sealing against sea water is to be pintle diameter measured outside of liners, if
provided at both ends of the cone. fitted. Higher values than given in the table may
be taken on verification by tests.
5.2.3 The length of pintle housing in the gudgeon
is not to be less than the pintle diameter dp. The

Table 5.2.6 : Bearing pressure

Bearing Materials P [N/mm2]

Steel or bronze against lignum vitae 2.5
Steels against white metal, oil lubricated 4.5
Steel against synthetic material with hardness
5.5
between 60 and 70 shore D(1)
Steel against stainless steel, bronze and hot
7.0
pressed bronze-graphite materials
Note : (1) Indentation hardness test at 23C and with 50% moisture, according to a recognised
standard. Synthetic bearing materials to be of approved type.

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Section 6

Rudder Couplings

6.1 Horizontal bolted couplings

6.1.5 The width of material outside the bolt holes
6.1.1 The diameter of the coupling bolts is not to is not to be less than 0.67 db [mm].
be less than:
6.2 Vertical flange couplings
𝑑 𝑘
𝑑 0.62 𝑚𝑚 6.2.1 The diameter of the coupling bolts is not to
𝑛𝑒 𝑘 be less than:
where,
𝑑 𝑘
𝑑 0.81 𝑚𝑚
ds = Rule stock diameter [mm] in way of the 𝑛𝑘
coupling flange;
where,
ks = material factor for the rudder stock material;
ds = Rule stock diameter [mm] in way of the
kb = material factor for the bolt material coupling flange

n = total number of bolts; ks = material factor for the rudder stock material;

em = mean distance of the bolt axis from the kb = material factor for the bolt material
centre of the bolt system [mm].
n = total number of bolts, not to be less than 8.
6.1.2 Coupling bolts are to be fitted bolts and a
minimum of six (6) bolts are to be provided. Their 6.2.2 The first moment of area of the bolts about
nuts are to be effectively locked. the centre of the coupling to be not less than:

6.1.3 Mean distance em from the centre of the 3

m = 0.00043 d s [cm3]
bolts to the centre of the bolt system is not to be
less than 0.9 ds [mm]. In addition, where the
coupling is subjected to bending stress the mean 6.2.3 The thickness of the coupling flanges must
athwartship distance from the centre of bolts to be at least equal to the bolt diameter; and the
the longitudinal centreline of the coupling is not to width of the flange material outside the bolt holes
be less than 0.6 ds [mm]. must be greater than or equal to 0.67 db.

6.1.4 The thickness of coupling flanges is not to

be less than the diameter of the coupling bolts.

End of Chapter

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Chapter 13

Anchoring and Mooring Equipment

Contents
Section
1 General
2 Structural Arrangement for Anchoring Equipment
3 Anchors
4 Anchor Chain Cables
5 Towlines and Mooring Lines
6 Windlass

Section 1

General

1.1 Introduction intended for vessels operating purely in Inland

Waterways. For Indian River-Sea vessels and
1.1.1 To entitle a vessel to the letter 'L' in her vessels assigned notation INDIAN INSHORE
character of classification, anchoring and TRAFFIC CORRIDOR VESSEL, the
mooring equipment is to be provided in requirements in Part 3, Chapter 15 of the Rules
accordance with the requirements of this and Regulations for the Construction and
Chapter. Classification of Steel Ships are to be complied
with, as relevant and applicable.
These requirements are based on maximum
current of 8 [km/hr], water depth of 5-7 [m] and 1.2 Documentation
good holding ground conditions. Where
environmental conditions are different from those 1.2.1 The arrangement of anchoring and mooring
specified above, the anchoring and mooring equipment and Equipment calculations are to be
equipment would be specially considered based submitted for information.
on actual conditions.
1.2.2 Following details of the proposed
1.1.2 Except in case of tugs, towlines are not equipment are to be submitted for approval:-
subject of classification. However, for tugs
intended for towing other ships, having onboard 1) Number, weight, type and design of anchors.
suitable lines for the same purpose, the
requirement of towline may be waived with 2) Length, diameter, grade and type of chain
written concurrence from the Owners. cables.

1.1.3 Attention is drawn to any relevant 3) Type and breaking load of steel and fibre
requirements of the local Authorities with which ropes.
the ship is to be registered.
1.3 Symbols
1.1.4 The requirements for anchoring and
mooring equipment specified in this Section are 1.3.1 L,B,T as defined in Ch.1, Sec.2.

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Section 2

Structural Arrangement for Anchoring Equipment

2.1 General suitable size and provided with chafing lips. The
chain lockers boundaries are to be watertight.
2.1.1 The fore end of the vessel is to be arranged Provisions are to be made to minimize the
in such a way that the anchors do not protrude ingress of water to the chain locker in bad
beyond the side shell. The anchors are normally weather. Adequate arrangement for drainage of
to be housed in hawse pipes and anchor pockets chain lockers is to be provided.
of adequate size, scantlings and suitable form to
prevent movement of anchor and chain due to Provisions are to be made for securing the
wave action. inboard ends of the chains to the structure. The
strength of this attachment should be between 15
The arrangements are to provide an easy lead of per cent to 30 per cent of the breaking strength of
chain cable from windlass to the anchors. Upon the chain cable. It is recommended that suitable
release of the brake, the anchors are to arrangements be provided so that in an
immediately start falling by their own weight. emergency the chain can be readily made to slip
Substantial chafing lips are to be provided at shell from an accessible position outside the chain
and deck. These are to have sufficiently large, locker.
radiused faces to minimise the probability of
cable links being subjected to large bending 2.1.4 The windlass and chain stoppers are to be
stresses. Alternatively, roller fairleads of suitable efficiently bedded and secured to deck. The
design may be fitted. thickness of deck plating is to be increased in way
of the windlass and chain stoppers and adequate
Alternative arrangements for housing of anchors stiffening underneath is to be provided.
will be specially considered.
2.1.5 Hawse pipe scantlings
2.1.2 The shell plating and framing in way of the
hawse pipes are to be reinforced as necessary. .1 The gross thickness of the hawse pipes is not
to be less than:
2.1.3 When two chain cables are used, the chain
locker is to be divided into two compartments, — for t0 <10 mm; t = min (t0 + 2; 10)
each capable of housing the full length of one
line. The chain locker is to have adequate — for t0 ≥ 10 mm; t = t0
capacity and depth to provide an easy direct lead
for the cable into the chain pipes, when the cable Where t0 = gross thickness of adjacent shell
is fully stowed. The chain pipes are to be of plating [mm]

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Section 3

Anchors

3.1 General bower anchors, the mass of each such anchor

may be reduced as indicated in 3.5.1. For
3.1.1 Anchors are to be of an approved design approval of other HHP anchors, see Pt.3, Ch.15,
and of a type suitable for the intended service. Cl.4.2 of the Rules and Regulations for the
Cast iron anchors are not permitted to be used. Construction and Classification of Steel Ships.

3.1.2 The mass of each bower anchor as required 3.1.7 Anchor shackles are to be of a design and
in this Section is for anchors of equal mass. The material suitable to the service for which the
masses of individual anchors may vary by  7 per anchor is intended.
cent of the calculated masses, provided that the
total mass of the anchors is not less than would 3.2 Manufacture and testing
have been required for anchors of equal mass.
3.2.1 Anchors and anchor shackles are to be
3.1.3 Where the maximum current expected in manufactured and tested in accordance with the
service differs considerably from 8 [km/hr], the requirements of Pt.2, Ch.10 of the Rules and
anchor weight is to be suitably modified. Where Regulations for the Construction and
the maximum current expected in service Classification of Steel Ships.
considerably exceeds 8 [km/hr] or 4.32 [knots],
the calculated anchor mass is to be increased by 3.3 Bow Anchors
the factor:
3.3.1 Cargo Vessels
.
Curent speed in km/hr
8 3.3.1.1 The total mass ‘P’ of the bow anchors of
cargo carriers is to be calculated in accordance
with the following:
.
Curent speed in knots
𝑃 𝑘𝐵𝑇
4.32
.
Where the maximum current expected in service Where, 𝑘 𝑐
8
is less than 8 [km/hr] or 4.32 [knots], the
calculated anchor mass may be reduced by the Loa is the length overall
factor:
.
c is a coefficient defined in Table 3.3.1.1
Current speed in km/hr
8 For pushed barges, k = c

The breath B, to be considered for the application

.
Current speed in knots of these requirements to multi-hull vessels is to
4.32 be determined using the following formula:

𝐵 𝐵𝑖
3.1.4 The mass of the head, including pins and
fittings, of an ordinary stockless anchor is not to
be less than 60 per cent of the total mass of the where Bi is the individual breadth of each hull.
anchor.
Table 3.3.1.1 : Value of Coefficient ‘c’
3.1.5 The mass 'ex stock' of stocked bower or
stream anchors is not to be less than 80 per cent Deadweight [tonnes] c
of the tabular mass of ordinary stockless bower
anchors. The mass of the stock is to be 25 per ≤ 400 45
cent of the total mass of the anchor including the > 400 ≤ 650 55
shackle etc. but excluding the stock. > 650 ≤ 1000 65
> 1000 70
3.1.6 When anchors of a design approved for the
designation 'High Holding Power' are used as

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3.3.2 Passenger vessels and vessels not stern anchors whose total mass is equal to 25%
intended for carriage of goods (e.g. launches) of the maximum mass P calculated in accordance
with 3.3.1.1 for the largest formation considered
3.3.2.1 Passenger vessels and vessels not as a nautical unit.
intended for the carriage of goods, apart from
pushers, are to be fitted with bow anchors whose 3.4.6 Vessels intended to propel downstream
total mass ‘P’ is obtained from the formula in rigid convoys that are longer than 86 [m] are to
3.3.1.1 where: be fitted with stern anchors whose total mass
equals 50% of the greatest mass P calculated in
k: Coefficient corresponding to 3.3.1.1 but, accordance with 4.3.1.1 for the largest formation
where, in order to obtain the value of the considered as a nautical unit.
empirical coefficient c, the maximum
displacement, in m3, is to be taken instead of the 3.4.7 Stern anchors requirements are not
deadweight tonnage. applicable to the following:

3.3.3 Increased bower anchor mass • vessels for which the calculated stern
anchor mass will be less than 150 [kg]
3.3.3.1 For passenger vessels, and for vessels
having a large windage area (such as container • vessels intended to operate on
vessels), the bow anchor mass is to be increased reservoirs, lakes;
as follows:
• pushed barges and pontoons;
𝑃 𝑃 4𝐴
• tugs intended for towing operations
where, 𝐴 is the Transverse profile view (windage only.
area) of the hull above waterline at the draught T,
in m2. 3.5 Mass Reduction

For calculating the area 𝐴 , all superstructures, 3.5.1 The anchor masses calculated in
deckhouses and cargoes (e.g. containers) having accordance with 3.3 and 3.4 may be reduced for
a breadth greater than B/4 are to be taken into certain special anchors, such as high holding
account. power anchors. Examples of such anchors and
the permissible mass reduction is specified in
Parts of windscreens or bulwarks which are more Table 3.5.1
than 0.8 [m] in height are to be regarded as parts
of houses when determining𝐴 . Table 3.5.1 : High Holding Power Anchors

3.4 Stern Anchors Anchor Type Mass Reduction

HA-DU 30%
3.4.1 Stern anchors are to be fitted in compliance
D’Hone Special 30%
with the requirements of 3.4.4 to 3.4.8.
Pool 1 (hol) 35%
3.4.2 The requirement for stern anchors may be Pool 2 (massief) 40%
specially considered in certain cases depending De Biesbosch-Danforth 50%
on specified operating conditions regarding, for Vicinay-Danforth 50%
instance, current speed or vessel positioning. Vicinay AC 14 25%
Vicinay Typ 1 45%
3.4.3 Self-propelled vessels are to be fitted with Vicinay Typ 2 45%
stern anchors whose total weight is equal to 25% Vicinay Typ 3 40%
of the mass P calculated in accordance with 3.3. Stockes 35%
D'Hone-Danforth 50%
3.4.4 Vessels whose maximum length Loa Schmitt high holding
40%
exceeds 86 [m] are to, however, be fitted with anchor
stern anchors whose total mass is equal to 50% SHI high holding anchor,
30%
of the mass P or Pi calculated in accordance with type ST (standard)
3.3. SHI high holding anchor,
30%
type FB (fully balanced)
3.4.5 Pushers Klinsmann anchor 30%
HA-DU-POWER anchor 50%
Vessels intended to propel rigid convoys not
more than 86 [m] in length are to be fitted with

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3.6 Number of Anchors for pushers and vessels whose maximum length
exceeds 86 [m] may be distributed between one
3.6.1 The total mass P specified for bow anchors or two anchors.
may be distributed among one or two anchors. It
may be reduced by 15% where the vessel is 3.6.3 The mass of the lightest anchor is not to be
equipped with only a single bow anchor. less than 45% of that total mass.

3.6.2 The required total weight of stern anchors

Section 4

Anchor Chain Cables

4.1 General Chapter 10 of the Rules and Regulations for the

Construction and Classification of Steel Ships is
4.1.1 Chain cables may be either short link or to be used. Wire rope terminal fittings are to
stud link and of mild steel or special quality steel comply with a recognised standard.
meeting the requirements of breaking strength
and the length as given in 4.3. The required chain 4.2 Manufacture and testing
diameter is to be obtained by using tables of
chain breaking strength given in Pt.2, Ch.10 of 4.2.1 Chain cables, steel wire ropes and shackles
the Rules and Regulations for the Construction are to be manufactured and tested in accordance
and Classification of Steel Ships. with the requirements of Pt.2, Ch.10 of the Rules
and Regulations for the Construction and
4.1.2 In conjunction with HHP anchors, only Classification of Steel Ships.
Grade CC2 or ISO Grade 40 chain cable is to be
used, however, for HHP anchors having a mass 4.3 Minimum Breaking Strength
of 300 [kg] or less, Grade CC1 chain cable may
be accepted provided the diameter of Grade CC1 4.3.1 The minimum breaking load of chain cables
cable required is increased by ten per cent. is to be calculated by the formulae given in Table
4.3.1.
4.1.3 When desired by the Owners, steel wire
ropes may be used instead of chain cables. Steel The breaking loads of short-link chains and stud-
wire ropes are to have a breaking strength not link chains may be determined in accordance
less than that required for chain cables and their with Part 2 Chapter 10 of the Rules and
length is to be not less than 20 per cent in excess Regulations for the Construction and
of the length required for chain cable. Classification of Steel Ships.

In such cases it is recommended that a short 4.3.2 Where the anchors have a mass greater
length of chain or a swivel is fitted between the than that required in 3.3.1 to 3.3.3, the breaking
anchor and the wire rope, having a length equal load of the anchor chain cable is to be determined
at least the distance from the anchor in the as a function of that highest anchor mass.
stowed position to the winch.
4.3.3 The attachments between anchor and
4.1.4 Where wire rope is used in lieu of chain chain are to withstand a tensile load 20% higher
cable for anchoring, galvanised wire rope with an than the tensile strength of the corresponding
independent wire core in accordance with Part 2, chain.

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Table 4.3.1: Breaking load R of chain cable

Anchor Mass [kg] R [kN]

≤ 500 0.35 P’

𝑃 500
> 500 and ≤ 2000 𝑅 0.35 𝑃′
15000

> 2000 0.25P’

Note: P’ is the theoretical mass of the anchor as established in accordance with 3.3 and 3.4

Where the actual anchor mass is greater than required, P ’ is to be taken as the actual anchor
mass

Where the actual anchor is an anchor of the High Holding Power type, the equivalent mass of a
normal anchor is to be used for P’

Table 4.4.1 Minimum length of chain cable per anchor

Minimum length of chain cable [m]

Loa [m]
Zones 2 & 3 Zone 1
< 30 40 Loa + 10 with a minimum of 40
≥ 30 and ≤ 50 Loa + 10 [m] and need not be greater
than 100 [m].
> 50 60

4.4 Length of Chain Cables 4.4.2 Stern anchor chain cables

4.4.1 Bow anchor chain cables The length of stern anchor chain cables is not to
be less than 40 [m]. However, where vessels
Refer to Table 4.4.1 for the minimum length of need to stop facing downstream they are to be
bow anchor chain cables. equipped with a stern anchor chain of not less
than 60 [m] in length.

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Section 5

Towlines and Mooring Lines

5.1 General
Table 5.1.3 : Minimum breaking strength of
5.1.1 Towlines and mooring lines may be of steel mooring lines, Rs
wire, natural fibre or synthetic fibre and are to be
made by an approved manufacturer. During Rs [kN]
loading and unloading of tank vessels carrying Loa *B * T
inflammable liquids, steel wire ropes only are to 𝐿𝑜𝑎 ∗ 𝐵 ∗ 𝑇
be used for mooring purposes. 𝑅𝑠 60
≤ 1000 [m3] 10
5.1.2 Vessels are to be equipped with three 𝐿𝑜𝑎 ∗ 𝐵 ∗ 𝑇
mooring lines. The length and breaking strength > 1000 [m3] 𝑅𝑠 150
of mooring lines are to be as required by Table 100
5.1.2 and Table 5.1.3 respectively. Also see
Sec.1.1.2. 5.1.4 Pushed barges may be equipped with
atleast least four wire ropes having a theoretical
Ropes and lines should preferably be of the breaking strength of 440 [kN] instead of the
following type: towing ropes.
— 6 × 24 wires + 7 fibre cores for towing ropes 5.2 Manufacture and testing
and mooring lines.
5.2.1 Steel wire ropes are to be manufactured
5.1.3 The diameter of a fibre rope is not to be less and tested in accordance with the requirements
than 20 [mm] of Pt.2, Ch.10 of the Rules and Regulations for
the Construction and Classification of Steel
Table 5.1.2 : Mooring Lines Ships.
Mooring line Minimum length [m] 5.3 Mooring arrangement
l’ = min (l1, l2)
5.3.1 Means are to be provided to enable
l1 = Loa + 20 mooring lines to be efficiently secured on board
1st line
ship by an adequate number of suitably placed
l2 = lmax1 bollards on either side of the ship.

5.3.2 Every vessel is to be equipped with one

2nd line l’’ = 2/3 * l’ double bollard each on the fore and after body on
port and starboard side. In between, depending
on the vessel’s size, one to three single bollards
3rd line2 l’’ = 1/3 * l’ are to be arranged on either side of the vessel.

1. lmax = 100 [m] 5.3.3 Mooring winches should be fitted with drum
brakes of sufficient strength to prevent unreeling
2. This line is not required on vessels with Loa of the mooring lines.
< 20 [m].

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5.3.4 Adequate stiffening is to be provided in way less than one third of the total power, in [kW], of
of Bollards, Mooring winches etc. the main engine(s).

5.4 Towing lines 5.4.2 Self-propelled vessels and pushers that are
also intended to tow are to be equipped with an
5.4.1 Tugs are to be equipped with a number of at least 100 [m] long towing line whose breaking
lines that are suitable for their operation. strength in [kN], is not less than one quarter of the
However, the main cable is to be at least 100 [m] total power, in [kW], of the main engine(s).
long and have a breaking strength, in [kN], not

Section 6

Windlass

6.1 General 6.1.4 A power operated windlass is to be capable

of exerting, for a period not less than 30 minutes,
6.1.1 The requirements of 6.1.2 to 6.1.5 apply a continuous duty pull of 28 dc2 [N] and to raise
equally to bow and stern anchor winches. one anchor with chain cable at a mean speed of
not less than 9 [m/min], dc [mm] being the
6.1.2 On ships equipped with anchors having a diameter required for Grade CC1 chain cable.
mass of over 50 [kg], windlass(es) of sufficient
power and suitable for the type and size of chain 6.1.5 Winches suitable for operation by hand as
cable are to be fitted. Arrangements for anchor well as by external power are to be so
davits will be specially considered. constructed that the power drive cannot activate
the hand drive.
6.1.3 The windlasses may be hand or power
operated. Hand operated windlasses are 6.2 Testing
acceptable only if the effort required at the handle
does not exceed 15 [kgf] for raising one anchor 6.2.1 After installation on board, anchoring tests
at a speed of not less than 2 [m/min] and making are to be carried out to demonstrate satisfactory
about 30 turns of the handle per minute. working.

End of Chapter

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Chapter 14

Welding

Contents
Section
1 General
2 Welding
3 Welded Connections

Section 1

General

1.1 Scope members, including type and size of welds are to

be clearly indicated on the plans submitted for
1.1.1 Welding in steel hull construction of all approval. An explanation of all symbols or
types of ships is to comply with the requirements abbreviations used in detailing the weld
of this Chapter. connections should be included on the plans.

Welding in aluminium structures will be specially Details of proposed welding procedure is to be

considered. submitted indicating preheating temperature and
any postwelding heat treatment, if employed.
1.2 Documentation Extent to which automatic welding, including
deep penetration welding, is to be employed
1.2.1 Connection details of the welded structural should also be indicated.

Section 2

Welding

2.1 Welders and supervision electrodes suitable for the lower grade will be
generally acceptable except at structural
2.1.1 Welders are to be proficient in the type of discontinuities or other points of stress
work on which they are to be engaged. The concentration.
records of their tests and qualifications are to be
kept by the builders and made available to the 2.2.3 For the connection of steel of different
Surveyors. A sufficient number of skilled tensile strengths, the electrodes are to be
supervisors are to be employed to ensure suitable for the tensile strength of the component,
effective control at all stages of assembly and on the basis of which the weld fillet size has been
welding operations. determined in Sec.3.

2.2 Welding electrodes 2.3 Preparation for welding

2.2.1 Electrodes and welding consumables 2.3.1 The parts to be welded are to be fitted in
approved by IRS in accordance with the accordance with the approved joint detail. The
requirements of Pt.2, Ch.11 and suitable for the edge preparation is to be accurate and uniform.
type of joint and grade of steel, are to be used. Means are to be provided for maintaining the
parts to be welded, in correct position during the
2.2.2 For the connection of two different grades welding operations. Excessive force is not to be
of steel of the same tensile strength properties, employed in aligning the parts before welding and

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the means employed in maintaining the 2.5 Approval of procedures

alignment are to be so arranged as to allow for
expansion and contraction during the welding 2.5.1 Unless previously approved, welding
operation. All methods employed in correcting procedures are to be established by the yard and
improper alignment are to be to the satisfaction forwarded to IRS for approval. The welding
of the Surveyor. procedure specifications are to include detailed
description of the base material, primer, plate
2.3.2 All surfaces to be welded are to be clean, thickness range, joint/groove design, welding
dry and free from rust, scale and grease. The consumable, welding position, welding
surface and boundaries of each run of deposit are techniques, welding parameters, preheating/
to be thoroughly cleaned and freed from slag interpass temperature and post heat treatment if
before the next run is applied. Before a manual any.
sealing run is applied to the back of a weld, the
original root material is to be gouged out to sound The welding for procedure qualification and
metal. subsequent testing, are to be witnessed by the
IRS Surveyor.
2.3.3 Tack welding is to be kept to a minimum,
and where used, should be equal in quality to that 2.6 Inspection of welds
of the finished welds. Any defective tack weld is
to be cut out before completing the finished 2.6.1 Effective arrangements are to be provided
welds. Care is to be taken in removing the tack for the inspection of finished welds to ensure that
welds to ensure that the structure is not damaged all welding has been satisfactorily completed.
in doing so.
2.6.2 All finished welds are to be visually
2.4 Welding procedure inspected and are to be sound, uniform and
substantially free from slag inclusions, porosity,
2.4.1 Only approved welding procedures are to undercutting or other defects. Welds and
be used, See 2.5. adjacent base metal are to be free from injurious
arc strikes.
2.4.2 Structural arrangements are to be such as
to allow adequate access for satisfactory 2.6.3 For the examination of important structural
completion of all welding operations. Welded welds, visual inspection is to be supplemented by
joints are to be so arranged so as to facilitate radiography or other acceptable non- destructive
downhand welding wherever possible. crack or flaw detection methods. The extent of
such examination is to be to the Surveyors'
2.4.3 The sequence of welding is to be so satisfaction, but particular attention is to be given
planned that any restraint during welding to the following locations:
operations is reduced to a minimum. The ends of
the frames and stiffeners should be left a) Junction and crossings of seams and butts in
unattached to the plating at the subassembly strength deck, sheer strake, side and bottom
stage until connecting welds are made, in the shell within 0.4L amidships.
intersecting systems of plating, framing and
stiffeners, at the erection stage. b) Butts of keel plating and rounded sheerstrake
within 0.4L amidships.
Where a butt meets a seam, the welding of the
seam should be interrupted well clear of the c) Insert plates in way of hatch openings on the
junction and not be continued until the butt is strength deck.
completed. Welding of the butt should continue
past the open seam and the weld be chipped out d) Butts of longitudinal framing and longitudinal
for the seam to be welded straight through. bulkhead stiffeners within 0.4L amidships.

2.4.4 Adequate precautions are to be taken to 2.6.4 Defective sections of welds as found by
ensure that the welding site is protected from the visual or non- destructive examination or
deleterious effects of high moisture, severe wind leakages under hydrostatic tests, are to be
and extreme cold. gouged out as necessary and carefully rewelded.

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Section 3

Welded Connections

3.1 Butt welds and in such a position, that a satisfactory weld

can be made.
3.1.1 Plates of equal thickness may be manually
butt welded as per Fig.3.1.1. For automatic 3.2 'T' connections
welding procedures and special welding
techniques, the welding procedure will be 3.2.1 The throat thickness (See Fig.3.2.1) of the
specially considered. fillet welds is given by:

3.1.2 For joints of plates with difference in throat thickness = tp . weld factor . d/s
thickness of more than 4 [mm], the thicker plate
is to be tapered. The taper is not to exceed 1:3. where,
Edge preparation after the tapering is to be as
indicated in Sec.3.1.1. tp = thickness [mm], of the thinner of the two parts
being connected.
3.1.3 All manual butt welds are normally to be
welded from both sides. Where a back ceiling run d = distance [mm], between the successive weld
is not practicable or in certain cases when the fillets.
stress level in the members is very low, welding
on one side may be permitted provided the s = length [mm], of the correctly proportioned
welding process is found satisfactory. weld fillets, clear of end craterss is not to be less
than 75 [mm].
3.1.4 Where stiffening members, attached by
continuous fillet welds, cross the finished butt or The weld factors for various connections are
seam welds, these welds are to be made flush in generally to be as given in Table - 3.2.1.
way of the faying surface. Similarly for butt welds
in webs of stiffening members, the butt weld is to Where an approved automatic deep penetration
be first completed and made flush with the procedure is used, the weld factors may be
stiffening member before the stiffener is reduced by 15 per cent
connected to the plating by fillet weld. The ends
of the flush portion are to run out smoothly 3.2.2 The throat thickness is not to be less than
without notches or any sudden change of section. 3.0 [mm] and generally not to be greater than
Where such conditions can not be complied with, 0.44 tp for double continuous welds and the
a scallop is to be arranged in the web of the greater of 0.44 tp or 4.5 [mm] for intermittent
stiffening member. Scallops are to be of such size welds.

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Table 3.2.1 : Weld factors for fillet welds

Structural items Weld Factors d.c. Int.weld Remarks

Single Bottom
Centre girder to keel plate or bar keel 0.3 *
to face plate 0.15 *
Side girder to bottom shell 0.15 *
to face plate 0.13 *
to floors 0.20 *
Floors to keel plate 0.15 *
to shell plating 0.15 *
to centre girder 0.35 *
to longitudinal bulkheads 0.35 *
to face plate 0.15 *
sterntube covering 0.15 *
Bottom longitudinal to shell plating 0.13 *

Double Bottom, See Note 1

Centre girder or duct to keel plate 0.3 *
keel
to inner bottom 0.25 *
Side girder to bottom shell 0.15 *
to inner bottom 0.15 *
to floors 0.15 *
Floors to shell plating 0.15 *
to inner bottom/margin plate 0.15 *
to centre girder/keel plate 0.20 *
Margin plate to shell plating 0.4 *
to inner bottom 0.4 *
Inner bottom to side shell 0.4 *
Tank side brackets to shell plating 0.3 *
to margin plate 0.3, *
Bracket floor to inner bottom/bottom shell 0.15 *
to centre girder 0.25 *
to side shell/margin plate 0.25 *
Bottom frames to shell plating 0.13 *
Reverse frames to inner bottom 0.13 *
Longitudinals to shell plating 0.13 *
to inner bottom 0.13 *
Tank boundaries and 0.40 *
bilge wells
Stiffeners to floors and girders 0.13 *

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Structural items Weld Factors d.c. Int.weld Remarks

Structure in Machinery Space
Floors and girders to shell & inner bottom 0.3 *
to face plate 0.2 *
Transverse & to shell plating 0.15 *
longitudinal frames
Floors to centre girder in way of engine,
thrust blocks & boiler seatings
 in single bottom 0.50 *

 in double bottom 0.30 *

Main engine to top plate 0.5 * See Note 2
foundation girders
to hull structure 0.4 *
Floors to engine girder 0.4 *
Brackets etc. to engine girders 0.3 *

Side Structure
Transverse frames to side shell

 in tanks 0.13 *

 elsewhere 0.11 *
Side longitudinals to shell plating 0.13 *
Web frames & side to shell plating
stringers
 within 0.2 x span from ends 0.35 *

 elsewhere 0.20 *
to face plate and tripping bracket 0.15 *
Web frames to side stringers 0.3 *
Bilge keel to ground bars 0.2 *
Bilge keel ground bar to side shell 0.35 * Single cont.

Deck Structure
Strength deck to shell F.P. See Note 3
Other decks to shell and bulkheads 0.3 * Generally
Deck beams to deck plating

 in tanks 0.13 *

 elsewhere 0.11 *
Deck longitudinals to decks 0.13 *
Deck girders to deck plating

 within 0.2 x span from ends 0.35 *

 elsewhere 0.20 *
to face plating and tripping brackets 0.15 *
Cantilever webs to shell, decks, face plates and 0.35 *
longitudinal girders at ends
Pillars to deck, inner bottom and pillar 0.40 *
brackets

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Structural items Weld Factors d.c. Int.weld Remarks

Construction in 0.25L from F.P.
Floors & girders to shell 0.25 *
to inner bottom 0.25 *
Bottom longitudinals to shell 0.15 *
Shell to transverse & longitudinal side 0.15 *
framing
Panting stringers to shell & frames 0.30 *
All internal structure in fore peak (unless a higher factor is 0.13 *
specified)
Aft Peak Construction
All internal structure on bottom, side shell & aft peak 0.3 * See 3.2.5
bulkhead
Bulkheads and Partitions
Boundaries of watertight, oiltight & wash bulkheads 0.4 * To be specially
and shaft tunnels considered for
chemical cargo tanks
Stiffeners on tank & wash bulkheads 0.13 *
on pillar bulkheads 0.13 *
on ordinary bulkheads 0.11 *
Vertical & horizontal to bulkhead plating
girders in tanks &
wash bulkheads
 within 0.2 x span from ends 0.40 *

 elsewhere 0.40 *

 to faceplate 0.30 *

 to tripping brackets 0.30 *

Vertical & horizontal to bulkhead plating 0.15
girders elsewhere
 within 0.2 x span from ends 0.35 *

 elsewhere 0.20 *
to faceplate & tripping brackets 0.15 *

Primary Structures in Cargo Tanks

Webs to shell, deck & bulkheads

 within 0.2 x span from ends 0.4 *

 elsewhere 0.3 * *
Webs to face plates 0.3 *
Webs to webs of other primary members 0.3 *
Boundaries of tripping brackets 0.15 *

Superstructures & deckhouses

External bulkheads to deck

 on 1st and 2nd tiers 0.40 *

 elsewhere 0.25 *
Internal bulkheads boundaries 0.13 *
Stiffeners to external bulkheads 0.10 *

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Structural items Weld Factors d.c. Int.weld Remarks

Hatchways and closing appliances
Hatch coaming to deck at corners 0.5 *
to deck elsewhere 0.4 *
to face plate 0.4 *
to hatch cover rest bar 0.16 *
Hatch cover to stiffeners 0.12 *

Rudders & Nozzles

Rudders See Note 4
Main piece members to coupling flange F.P. *
to each other 0.44 *
Rudder plating to rudder webs, elsewhere 0.20 *
Nozzles generally as for rudders

Miscellaneous fittings & equipment

Framing ring for to deck & bulkhead 0.4 *
manhole type covers
Framing around ports to plating 0.4 *
and W.T./oiltight doors
Sea-chest boundary exposed to sea 0.5 *
welds
elsewhere 0.4 *
Ventilators, air pipes to deck 0.4 *
etc.
Bulwark stays to deck 0.4 *
to bulwark plating 0.2 *
Fabricated anchors F.P.
Masts, derrick posts, crane pedestals, deck machinery & To be considered in each individual case
mooring equipment seating - to deck etc.
d.c double continuous

F.P. Full penetration weld

Note 1 For tank boundaries see 3.2.5.

Note 2 Preferably to be deep penetration or full penetration weld depending on the thickness of the engine girders.

Note 3 Generally full penetration, but alternative proposals may be considered.

Note 4 See Chapter 12, Section 4.1.

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Chapter 14 Part 3
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3.2.3 The leg length is not to be less than √2 d) All framing within holds of bulk carriers
times the specified throat thickness. intended for carriage of coal.

3.2.4 Where the connection is highly stressed, e) All welding inside tanks intended for
deep penetration or full penetration welding may chemicals or edible liquid cargoes.
be required. Where full penetration welding s
required, the abutting plate may require to be f) All lap welds in tanks.
beveled.
g) Primary and secondary members to plating in
3.2.5 Continuous welding is to be adopted in the way of end connections and end brackets to
following locations and in any other region of high plating in the case of lap connection.
dynamic loading:-
h) Other connections as given in Table - 3.2.1.
a) Boundaries of weathertight decks and
erections, including hatch coamings, 3.2.6 Where intermittent welding is used, the
companionways and other openings. welding is to be made continuous around the
ends of brackets, lugs, scallops and at other
b) Boundaries of tanks and watertight orthogonal connections with other members. In
compartments. tanks for water ballast, cargo oil or fresh water,
only scalloped welding is to be used.
c) All structures in the afterpeak and the
afterpeak bulkhead stiffeners. 3.2.7 Where structural members pass through
the boundary of a tank, and leakage into the

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adjacent space could be hazardous or the plating thickness. The distance between the
undesirable, full penetration welding is to be slots is not to exceed 150 [mm]. Complete filling
adopted for the members for at least 150 [mm] on of the slots is normally not permitted.
each side of the boundary. Alternatively, a small
scallop of suitable shape may be cut in the 3.5 End connection
member close to the boundary outside the
compartment, and carefully welded all round. 3.5.1 In way of the end connections of girders
double continuous welding is to be used all
3.3 Lap connections around. The weld area is not to be less than the
cross-sectional area of the member, and the
3.3.1 Overlaps are not to be used to connect throat thickness not less than that given by Table
plates which may be subjected to high tensile or 3.2.1 for girder ends.
compressive loading. However, where they are
adopted, the width of overlap is to be adequate to 3.5.2 Where stiffeners have bracketed end
ensure a good weld, the surfaces are to be in connections, bracket arms are to be welded all
close contact and the joints should be closed all around and the throat thickness is not to be less
round by continuous fillet weld. than 0.35 times the thickness of bracket.

3.4 Slot weld 3.5.3 Where stiffeners are continuous at girder,

they are to be connected to the webs, either
3.4.1 For the connection of plating to internal directly and/or by means of lugs. The weld area
webs, where access for welding is not is to be such that the shear stress does not
practicable, the closing plating is to be attached exceed 80/k [N/mm2]. Where the shear forces are
by continuous full penetration or slot welds to flat high, a double sided connection to the web and/or
bars fitted to the webs. Slots are to be well a web stiffener welded on top of the continuous
rounded at ends, to have a minimum length of 75 stiffener may be required.
[mm] and in general, a minimum width of twice

End of Chapter

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Chapter 15

Hull Inspection, Workmanship and Testing

Contents
Section
1 Hull Inspection
2 Workmanship
3 Testing

Section 1

Hull Inspection

1.1 Approval of works and repair of relevant structures and equipment

can be considered favourably in this regard.
1.1.1 The builders, intending to class vessels to
be built at their yard with IRS, are to demonstrate 1.2 Inspection facilities
their capability to carry out the fabrication to
acceptable quality standards before the 1.2.1 Adequate facilities are to be provided to
commencement of the fabrication. Similar enable the Surveyor to carry out a satisfactory
approval procedure shall apply to subcontractor's inspection of all components during each stage
works also. Previous experience in the building of prefabrication and construction.

Section 2

Workmanship

2.1 General
2.3.1 Flanging and bending of plates while cold
2.1.1 All workmanship is to be of good quality and forming are not to have an average bending
in accordance with good shipbuilding practice. radius less than three times the plating thickness.
Any defect is to be rectified to the satisfaction of The minimum radius is not to be less than twice
the Surveyor before being covered with paint, the plating thickness.
cement or other composition.
2.3.2 During joggling of plates and profiles, the
2.1.2 The assembly sequence and welding depth of joggle is not to be less than four times
sequence are to be agreed prior to construction and the bending radius not less than twice the
and are to be to the satisfaction of the Surveyor. web thickness.

2.2 Plate edges and cut-outs 2.4 Hammering, bending and straightening

2.2.1 Openings, holes and other cut-outs in the 2.4.1 Steel being worked on when hot, is not to
main structural components are to be rounded off be overheated, and it is to be hammered and bent
by adequately large radii. The free edges of cut- in the appropriate heat condition. Steel which is
outs, hatch corners etc. are to be properly burnt, is not to be used.
prepared and are to be free from notches. All
edges should be faired. 2.4.2 Flame heating may be employed to
straighten buckled plating when the buckling is
2.3 Cold forming not severe.

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Section 3

Testing

3.1 Definitions For the general testing requirements, See

Sec.3.8 and Sec.3.9.
3.1.1 Shop primer is a thin coating applied after
surface preparation and prior to fabrication as a 3.3 Structural testing
protection against corrosion during fabrication.
3.3.1 Structural testing as required in Table 3.3.1
Protective coating is a final coating protecting the may be carried out before or after launching.
structure from corrosion.
Shop primer may be applied before carrying out
3.1.2 Structural testing is a hydrostatic test the structural testing.
carried out to demonstrate the tightness of the
tanks and the structural adequacy of the design. 3.3.2 Structural testing may be carried out after
Where practical limitations prevail and the protective coating has been applied, provided
hydrostatic testing is not feasible (for example that one of the following two conditions is
when it is difficult, in practice, to apply the satisfied:
required head at the top of the tank),
hydropneumatic testing may be carried out a) all the welds are completed and carefully
instead. When a hydropneumatic testing is inspected visually to the satisfaction of the
performed, the conditions should simulate, as far Surveyor, prior to the application of the
as practicable, the actual loading of the tank. protective coating,

3.1.3 Hydropneumatic testing is a combination of b) leak testing is carried out prior to the
hydrostatic and air testing, consisting of filling the application of the protective coating.
tank with water up to its top and applying an
additional air pressure. The value of the However, when leak testing is not carried out,
additional air pressure is to be at least as given in protective coating in way of the following welds
Sec.3.4. should be applied only after the structural testing
has been satisfactorily completed:
3.1.4 Leak testing is an air or other medium test
carried out to demonstrate the tightness of the  all erection welds, both manual and
structure. automatic

3.1.5 Hose testing is carried out to demonstrate  all manual fillet weld connections on tank
the tightness of structural items not subjected to boundaries and manual penetration
hydrostatic or leak testing and to other welds.
components which contribute to the watertight or
weathertight integrity of the hull. 3.4 Leak testing

3.2 Application 3.4.1 Where leak testing is carried out in

accordance with Table 3.3.1, an air pressure of 7
The requirements of this Section apply to: [KN/m2] is to be applied during the test.

 tanks, including independent tanks Prior to inspection, it is recommended that the air
pressure in the tank is raised to 10 [KN/m2] and
 watertight or weathertight structures. kept at this level for about 1 hour to reach a
stabilized state, with a minimum number of
The purpose of these tests is to check the personnel in the vicinity of the tank, and then
tightness and/or the strength of structural lowered to the test pressure.
elements.
3.4.2 Welds are to be coated with an efficient
Tests are to be carried out in the presence of the indicating liquid.
Surveyor at a stage sufficiently close to
completion so that any subsequent work would 3.4.3 A U-tube filled with water up to a height
not impair the strength and tightness of the corresponding to the test pressure is to be fitted
structure. to avoid overpressure of the compartment tested

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and to verify the test pressure. The U-tube should 3.6 Hydropneumatic testing
have a cross section larger than that of the pipe
supplying air. When hydropneumatic testing is performed, the
same safety precautions as for leak testing (See
In addition, the test pressure is also to be verified Sec.3.4) are to be adopted.
by means of one master pressure gauge.
Alternative means which are considered to be 3.7 Other testing methods
equally reliable, may be accepted.
Other testing methods may be accepted, at the
3.4.4 Where leak testing is carried out it should discretion of IRS, based upon equivalency
be prior to the application of a protective coating, considerations.
on all fillet weld connections on tank boundaries,
penetrations and erection welds on tank 3.8 General testing requirements
boundaries excepting welds made by automatic
processes. Selected locations of automatic General requirements for testing are given in
erection welds and pre-erection manual or Table 3.3.1.
automatic welds may require to be similarly
tested at the discretion of the Surveyor, taking 3.9 Additional requirements for special type
account of the quality control procedures vessels/tanks
operating in the shipyard. For other welds, leak
testing may be carried out after the protective In addition to the requirements of Table 3.3.1,
coating has been applied, provided that these particular requirements for testing of certain
welds were carefully inspected visually to the spaces within the cargo area of following types of
satisfaction of the Surveyor. vessels are given in Table 3.9.1.

Any other recognized method may be accepted  edible liquid carriers

to the satisfaction of the Surveyor.
 chemical carriers
3.5 Hose testing
These requirements intend generally to verify the
When hose testing is required to verify the adequacy of the structural design of the tank,
tightness of the structures, as defined in Table based on the loading conditions on which the
3.3.1, a minimum pressure in the hose of at least scantlings of the tank structure were determined.
200 [KN/m2] is to be applied at a maximum
distance of 1.5 [m]. The nozzle diameter is not to
be less than 12 [mm].

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Table 3.3.1 : General testing requirements

Item Structure to be tested Type of testing Structural test pressure Remarks

number
[a]
1 Double bottom tanks Structural testing The greater of the following: Tank boundaries
 head of water up to the top of tested from at least
overflow one side
 head of water up to the
uppermost continuous deck
2 Double side tanks Structural testing[a] The greater of the following: Tank boundaries
 head of water upto the top of tested from at least
overflow one side
 1.0 [m] head of water above
highest point of tank
3 Tank bulkheads, deep Structural testing[a] The greater of the following[b]: Tank boundaries
tanks  head of water up to the top of tested from at least
Fuel oil bunkers Structural testing overflow one side
 1.0 [m] head of water above
highest point of tank
 setting pressure of the safety
relief valves, where relevant
4 Fore peak and after Structural testing The greater of the following: Test of the after peak
peak used as tank  head of water up to the top of carried out after the
overflow stern tube has been
 1.0 [m] head of water above fitted
highest point of tank
Fore peak not used as Structural testing  head of water upto the uppermost
tank continuous deck for cargo ships
and bulkhead deck for passenger
ships
After peak not used as Leak testing
tank
5 Watertight bulkheads Hose testing[c] Thorough inspection
of bulkhead to be
carried out
6 Watertight doors below Structural testing[d]  Water pressure head upto the
uppermost continuous uppermost continuous deck for
deck or bulkhead deck cargo ships and bulkhead deck
for passenger ships
7 Double plate rudders Leak testing
8 Shaft tunnel clear of Hose testing
deep tanks
9 Shell doors Hose testing
10 Weathertight Hose testing
hatchcovers and closing
appliances
11 Chain locker (if aft of Structural testing Head of water up to the top
collision bulkhead),
12 Independent tanks Structural testing Head of water upto the top of overflow,
but not less than 0.9 [m],
13 Ballast ducts Structural testing Ballast pump maximum pressure
Notes:

[a] Leak or hydropneumatic testing may be accepted under the conditions specified in 3.4, provided that at least one tank for each
type is structurally tested. This however does not apply to cargo space boundaries in tankers and tanks for segregated cargoes or
pollutants. If the structural test reveals weakness or severe faults not detected by the leak test, all tanks are to be structurally
tested.

[b] Where applicable, the highest point of tank is to be measured to the deck and excluding hatches.

[c] When hose test cannot be performed without damaging possible outfitting (machinery, cables, switchboards, insulation, etc.)
already installed, it may be replaced, at the discretion of IRS by a careful visual inspection of all the crossings and welded joints;
where necessary, dye penetrant test or ultrasonic leak test may be required.

[d] The test may be made before or after the door is fitted. In case test is done before, hose testing is to be carried out in place
after the door is fitted.

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Table 3.9.1 : Additional testing requirements for spaces within the

cargo area of certain types of ships

Item Types of ships Structure to Testing Structural test Remarks

No. be tested requirements pressure
1 Edible liquid Independent Structural Head of water up to
carriers tanks testing the top of overflow
without being less
than 0.9 [m]
2 Chemical Integral or Structural The greater of the
carriers independent testing of following:
tanks cargo tanks  1.0 [m] head of
boundaries water above
from at least highest point of
one side tank
 setting pressure
of the safety
relief valves,
where relevant

End of Chapter

Indian Register of Shipping

 Indian Register of Shipping

Part 4

Main and Auxiliary Machinery

Contents

Chapter 1 General Requirements for the Design and

Construction of Machinery

Chapter 2 Piping Design Requirements

Chapter 3 Pumping and Piping

Chapter 4 Prime Movers and Propulsion Shafting Systems

Chapter 5 Boilers and Pressure Vessels

Chapter 6 Steering Gear

Chapter 7 Control Engineering Systems

Chapter 8 Electrical Installations - Equipment and Systems

Chapter 9 Fire Protection, Detection and Extinction

Chapter 10 Spare Gear

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Contents

Chapter 1

General Requirements for the Design and Construction of Machinery

Section 1 2.2 Accessibility

2.3 Fire protection

General
2.4 Ventilation
1.1 Scope
2.5 Communications
1.2 Machinery to be constructed under survey

1.3 Extent of survey Section 3

1.4 Departures from the rules
Trials
1.5 Plans and particulars
3.1 General
1.6 Availability of machinery for operation
3.2 Trials
1.7 Ambient reference conditions

1.8 Power ratings Section 4

1.9 Units
Certification of Machinery and
1.10 Power conditions for generator sets Components based upon Quality
Management Systems
1.11 Fuel
4.1 General
1.12 Astern power
4.2 Requirements for approval

Section 2 4.3 Information required for approval

Machinery Room Arrangements 4.4 Approval and maintenance of approval

4.5 Certification of products

2.1 General

Chapter 2

Piping Design Requirements

Section 1
1.3 Design pressure
General 1.4 Design temperature

1.1 Scope 1.5 Design symbols

1.2 Classes of pipes 1.6 Heat treatment

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Section 2 4.1 Spheroidal or nodular graphite cast iron

4.2 Grey cast iron

Carbon and Low Alloy Steel Pipes and
Fittings
Section 5
2.1 Materials

2.2 Minimum thickness of steel pipes and bends Plastic Pipes

2.3 Flange connections 5.1 General

2.4 Threaded sleeve joints 5.2 Applications

2.5 Non-destructive examination of welded 5.3 Intactness of bulkheads and decks

pipes
5.4 Design and construction
2.6 Post-weld heat treatment

Section 6
Section 3
Flexible Hoses
Copper and Copper Alloys Pipes and
Fittings 6.1 General

3.1 Materials 6.2 Applications

3.2 Minimum thickness of pipes

Section 7
3.3 Heat treatment
Hydraulic Tests on Pipes and Fittings

Section 4 7.1 Hydraulic tests before installation on board

Cast Iron Pipes and Fittings 7.2 Testing after assembly on board

Chapter 3

Pumping and Piping

Section 1 1.7 Valves and cocks

1.8 Shipside fittings (other than sanitary

General discharges and scuppers)

1.1 Scope 1.9 Piping installation

1.2 Plans
Section 2
1.3 Materials

1.4 Design pressure Bilge and Ballast Piping Systems

1.5 Design temperature 2.1 General

1.6 Redundancy 2.2 Drainage of cargo holds

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2.3 Drainage from fore and aft peaks Section 5
2.4 Drainage from tanks, cofferdams and void
spaces Engine Cooling Water Systems

2.5 Drainage from spaces above fore and after 5.1 General
peaks and above machinery spaces
5.2 Cooling water main supply
2.6 Drainage from machinery spaces
5.3 Cooling water standby supply
2.7 Sizes of bilge suctions
5.4 Relief valves on cooling water pumps
2.8 Bilge pumps and ejectors
5.5 Sea inlets for cooling water pumps
2.9 Pump types

2.10 Bilge piping arrangements and fittings Section 6

2.11 Ballast system Lubricating Oil Piping Systems

6.1 General
Section 3
6.2 Pumps
Air and Sounding Piping Systems
6.3 Control of pumps and alarms
3.1 General
6.4 Filters
3.2 Air pipes
6.5 Valves and cocks on lubricating oil tanks
3.3 Sounding arrangements

Section 7
Section 4
Engine Exhaust Gas Piping Systems
Fuel Oil Systems
7.1 General
4.1 General

4.2 Oil fuel tanks Section 8

4.3 Oil fuel piping Pumping and Piping Systems for
4.4 Arrangement of valves, cocks, pumps and
Vessels not Fitted with Propelling
fittings Machinery

4.5 Filling arrangements 8.1 Scope

4.6 Oil fuel burning arrangements 8.2 Vessels without auxiliary power

4.7 Remote stop of oil fuel pumps and fans 8.3 Vessels with auxiliary power

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Chapter 4

Prime Movers and Propulsion Shafting Systems

Section 1 Section 3

General Propellers

1.1 General 3.1 Scope

1.2 Materials 3.2 Plans and particulars

1.3 Primemovers and reduction gearing 3.3 Materials

1.4 Turning Gear 3.4 Design

3.4.1 Minimum blade thickness

Section 2
3.4.2 Keyless propellers
Main Propulsion Shafting 3.4.3 Controllable pitch propellers

2.1 Scope 3.5 Fitting of propellers

2.2 Plans and particulars

Section 4
2.3 Materials for shafting

2.4 Intermediate and thrust shafts Vibrations and Alignment

2.5 Tailshafts and tube shafts 4.1 Scope

2.6 Hollow shafts 4.2 Basic system requirements

2.7 Integral couplings 4.3 Resilient mountings

2.8 Demountable couplings 4.4 Torsional vibration

2.9 Coupling bolts 4.5 Axial vibrations

2.10 Tailshaft liners 4.6 Lateral vibrations

2.11 Keys and keyways 4.7 Shaft alignment

2.12 Stern tube and bearings

Chapter 5

Boilers and Pressure Vessels

Section 1 1.2 Design pressure

1.3 Metal temperature

General
1.4 Plans and particulars
1.1 Scope

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1.5 Classification of pressure vessels 1.8 Adverse working conditions

1.6 Materials 1.9 Design

1.7 Pressure parts of irregular shape 1.10 Manufacture

Chapter 6

Steering Gears

Section 1 2.2 Fully powered steering gear

2.3 Manual drive

General
2.4 Rudder position
1.1 General
2.5 Rudder propellers and Voith Schneider
equipment
Section 2
2.6 Tillers, quadrants and connecting rods
Design Criteria
2.7 Locking or brake gear and springs
2.1 General 2.8 Rudder stops

Chapter 7

Control Engineering Systems

Section 1 2.5 Computer based systems

2.6 Fire detection alarms systems

General Requirements

1.1 General Section 3

1.2 Plans
Control and Supervision of Machinery
1.3 Alarm and control equipment
3.1 General
1.4 Alterations or additions
3.2 Oil engines for propulsion purposes

Section 2 3.3 Boilers

3.4 Auxiliary engines

Essential Features for Control and
Alarm Systems 3.5 Remote control for propulsion machinery

2.1 General 3.6 Controllable pitch propellers and transverse

thrust units
2.2 Control station(s) for machinery
3.7 Steering gear
2.3 Alarm system
3.8 Main propulsion shafting
2.4 Control systems

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 Part 4
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Chapter 8

Electrical Installations - Equipment and Systems

Section 1 2.1.11 Fire detection, alarm and extinguishing

systems on passenger ships
General Requirements 2.1.12 Navigation Lights

1.1 General 2.1.13 Size of batteries and charging facilities

1.2 Plans 2.1.14 Heating and cooking equipment

1.3 Additions or alterations 2.1.15 Temporary external supply/shore

connection
1.4 Application
2.2 Protection
1.5 Ambient reference conditions
2.2.1 General
1.6 Location and Construction
2.2.2 Protection against overload
1.7 Earthing
2.2.3 Protection against short-circuit
1.8 Creepage and Clearance
2.2.4 Combined circuit-breakers and fuses
1.9 Electrical equipment for use in explosive gas
atmospheres 2.2.5 Protection of circuits

2.2.6 Protection of generators

Section 2
2.2.7 Protection of feeder circuits
System Design
2.2.8 Protection of power transformers
2.1 Design 2.2.9 Protection of lighting circuits
2.1.1 Supply and distribution systems 2.2.10 Protection of meters, pilot lamps,
capacitors and control circuits
2.1.2 Earth indication
2.2.11 Protection of batteries
2.1.3 Number and rating of generating sets
2.2.12 Protection of communication circuits
2.1.4 Essential services
2.3 Renewable sources of electrical power
2.1.5 Diversity factor
2.3.1 General requirements for solar power
2.1.6 Lighting circuits systems
2.1.7 Motor circuits

2.1.8 Motor control

Section 3

2.1.9 Remote stops for ventilation fans and Cables

pumps
3.1 General
2.1.10 Steering gear

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3.2 Insulating Materials 5.2 Testing

3.3 Sheaths and protective coverings

Section 6
3.4 Voltage rating

3.5 Current rating Rotating Machines Construction and

Testing
3.6 Correction factors for current rating
6.1 General
3.7 Testing
6.2 Rating
3.8 Connections between entrained ships
6.3 Temperature rise
3.9 Installation of cables
6.4 Direct current service generators
3.10 Mechanical protection of cables
6.5 Alternating current service generators
3.11 Earthing of metal coverings
6.6 Inspection and testing
3.12 Penetration of bulkheads and decks by
cables
Section 7
3.13 Installation of cables in pipes and conduits

3.14 Cables for alternating current Transformers - Construction and

Testing
3.15 Cable ends
7.1 General
3.16 Joints and branch circuits in cable systems
7.2 Installation

Section 4 7.3 Construction

7.4 Regulation
Switchboards
7.5 Short circuit
4.1 General
7.6 Tests
4.2 Instruments

4.3 Instrument transformers Section 8

4.4 Switchgear
Miscellaneous Equipment
4.5 Fuses
8.1 Accumulator Batteries
4.6 Testing
8.1.1 Construction

Section 5 8.1.2 Location

8.1.3 Installation
Control Gear
8.1.4 Ventilation
5.1 General

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 Part 4
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8.2 Luminaries
Section 9
8.2.1 General

8.3 Accessories - Construction and testing Trials

8.3.1 Enclosures 9.1 General

8.3.2 Inspection and draw boxes 9.2 Insulation resistance measurement

8.3.3 Socket outlets and plugs 9.3 Earth continuity

8.4 Heating and cooking equipment 9.4 Performance

8.4.1 General 9.5 Voltage drop

8.5 Lightning conductors

Chapter 9

Fire Protection, Detection and Extinction

Section 1 2.5 Non-propelled vessels

General
Section 3
1.1 Scope
Fire Detection
1.2 Applicable requirements depending on vessel
type 3.1 General

1.3 Plans and Information 3.2 Fire Alarm System

1.4 Definitions
Section 4
1.5 Ship Types
Fire Extinction
Section 2
4.1 Water supply system

Fire Protection 4.2 Permanently installed firefighting systems for

protecting accommodation spaces, wheelhouses
2.1 General and passenger spaces

2.2 Paints and similar coatings 4.3 Fire extinguishing arrangements in

machinery spaces
2.3 Ventilation
4.4 Portable fire extinguishers
2.4 Means of escape

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Chapter 10

Spare Gear

Section 1 1.1 General

1.2 Table of spare parts

General

End of Contents

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Page 1 of 5
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Chapter 1

General Requirements for the Design and Construction of Machinery

Contents
Section
1 General
2 Machinery Room Arrangements
3 Trials
4 Certification of Machinery and Components based upon Quality management
Systems

Section 1

General

1.1 Scope over which are the source of power for

services essential for safety or for the
1.1.1 The requirements of this Chapter and those operation of the ship.
given in Ch.2 to 10 apply to the construction and
installation of main propulsion and auxiliary  Steering machinery;
machinery systems, together with their
associated equipment, boilers, pressure vessels  Athwartship thrust units, their prime movers
and pumping and piping arrangements fitted in and control mechanisms;
vessels intended to be classed with IRS.
 All pumps necessary for the safety of vessel,
1.2 Machinery to be constructed under survey e.g. bilge, ballast, fire pumps, etc.;

1.2.1 In ships intended to be built under Special  Air compressors, air receivers and other
Survey, all important units of equipment are to be pressure vessels necessary for the operation
surveyed at the manufacturer's works. The of main propulsion and essential machinery.
workmanship is to be to the Surveyor's
satisfaction and the Surveyor is to be satisfied  Alarm and control equipment as detailed in
that the components are suitable for the intended Ch.7; and
purpose and duty. Examples of such units are :
 Electrical equipment and electrical propelling
 Main propulsion engines, including their machinery as detailed in Ch.8.
associated gearing, flexible couplings,
scavenge blowers and superchargers; 1.3 Extent of survey

 Boilers supplying steam for propulsion or for 1.3.1 The Surveyors are to examine and test the
services essential for the safety or the materials and workmanship from the
operation of the ship at sea, including commencement of work until the final test of the
superheaters, economisers, desuperheaters, machinery under full power working conditions.
steam receivers. All other boilers having Any defects, etc., are to be indicated as early as
working pressures exceeding 3.5 bar, and possible. On completion, the Surveyors will
having heating surfaces greater than 4.65 submit a report and, if this is found to be
[m2]; satisfactory by IRS, a certificate of class will be
granted and an appropriate notation assigned in
 Auxiliary engines of 110 [kW] (150 shp) and accordance with Pt.1.

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1.4 Departures from the rules shaft power and corresponding revolutions
per minute giving the maximum torque for
1.4.1 Where it is proposed to depart from the which the machinery is to be classed; and
requirements of the Rules, IRS will be prepared
to give due consideration to the circumstances of  For auxiliary machinery, the maximum
any special case. continuous shaft power and corresponding
revolutions per minute which will be used in
1.5 Plans and particulars service.

1.5.1 Before the work is commenced, plans in 1.9 Units

triplicate of all machinery items, as detailed in the
Ch.2 to 9 giving the requirements for individual 1.9.1 Units and formulae included in the Rules
systems, are to be submitted for approval. The are shown in SI units followed by metric units in
particulars of the machinery, including power brackets, where appropriate.
ratings and design calculations, where
applicable, necessary to verify the design, are 1.9.2 Where the metric version of shaft power, i.e.
also to be submitted. Any subsequent (shp), appears in the Rules, 1 shp is equivalent
modifications are subject to approval before to 75 [kgf metre/sec] or 0.735 [kW].
being put in to operation.
1.9.3 Pressure gauges may be calibrated in bar,
1.5.2 The strength requirements for rotating parts
of the machinery, as specified in Ch.4 to 8, are where,
based upon strength consideration only and their
application does not relieve the manufacturer 1 bar = 0.1 [N/mm2] = 1.02 [kgf/cm2]
from the responsibility for the presence of
dangerous vibrations in the installation at speeds 1.10 Power conditions for generator sets
within the operating range.
1.10.1 Auxiliary engines coupled to electrical
1.6 Availability of machinery for operation generators are to be capable under service
conditions of developing continuously the power
1.6.1 The design and arrangement is to be such to drive the generators at full rated output and, if
that the machinery can be started and controlled developing for a short period (15 minutes) an
on board ship without external aid, so that overload power of not less than 10 per cent.
operating conditions can be maintained under all
circumstances. 1.10.2 Engine builders are to satisfy the
Surveyors by tests on individual engines that the
1.7 Ambient reference conditions above requirements, as applicable, can be
complied with, due account being taken of the
1.7.1 The rating of the main and auxiliary deference between the temperature under test
machinery is to be suitable for the temperature conditions and those specified in 1.7.1.
conditions associated with the geographical limits Alternatively, where it is not practicable to test the
of the restricted service. engine/generator set as a unit, type tests (e.g.
against a brake) representing a particular size
1.7.2 Machinery installations are to be designed and range of engines may be accepted. With oil
such as to ensure proper operations under the engines any fuel stop fitted is to be set to permit
conditions as under: the short period overload power of not less than
10 per cent above full rated output being
 Permanent list of 10 developed.

 Permanent trim of 5 1.11 Fuel

1.8 Power ratings 1.11.1 The flash point (closed cup test) of oil fuel
is to be not less than 55C, unless specially
1.8.1 In the following Chapters, where the approved. 1.11.2 Fuels with flash points lower
dimensions of any particular component are than 55C, but not less than 43C, unless
determined from shaft power, P in [kW] (H, in specially approved, may be used in ships
shp), and revolutions per minute, R, the values to intended for service restricted to certain
be used are to be derived from the following : geographical limits, where it can be ensured that
the temperature of the machinery spaces will
 For main propelling machinery, the maximum always be 10C below the flash point of the fuel.

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In such cases, safety precautions and the
arrangements for storage and pumping will be 1.12.1 Sufficient astern power is to be provided
specially considered. to maintain control of the ship in all normal
circumstances.
1.12 Astern power

Section 2

Machinery Room Arrangements

2.1 General temperature may exceed 220C and where

impingement of flammable liquids may occur are
2.1.1 The machinery is to be so designed, to be effectively shielded to prevent ignition.
installed and protected that risks of fire, Where insulation covering these surfaces is oil
explosions, accidental pollution, leakages and absorbing or may permit penetration of oil, the
accidents thereof, and accidents to personnel insulation is to be encased in steel or equivalent.
working in machinery spaces will be minimised.
2.3.2 Flammable or oil absorbing materials are
2.1.2 The design and arrangement of machinery not to be used in floors, gratings, etc. in boiler and
foundations, shaft connections, piping and engine rooms, shaft tunnels or in compartments
ducting is to take into account the effects of where settling tanks are installed.
thermal expansion, vibrations, mis-alignment and
hull interaction to ensure operation within safe 2.4 Ventilation
limits. Bolts and nuts exposed to dynamic forces
and vibrations are to be properly secured. 2.4.1 All spaces, including engine and cargo
pump spaces, where flammable or toxic gases or
2.2 Accessibility vapours may accumulate, are to be provided with
adequate ventilation under all conditions.
2.2.1 Accessibility, for attendance and
maintenance purposes, is to be provided for 2.5 Communications
machinery plants.
2.5.1 At least one independent means of
2.3 Fire protection communication is to be provided between the
bridge and engine room control station.
2.3.1 All surfaces of machinery where the surface

Section 3

Trials

3.1 General 3.2.2 The trials are to include demonstrations of

the following :
3.1.1 Tests of components and trials of
machinery, as detailed in the Chapters giving the  The adequacy of the starting arrangements to
requirements for individual systems are to be provide the required number of starts of the
carried out to the satisfaction of the Surveyors. main engines;

3.2 Trials  The ability of the machinery to reverse the

direction of thrust of the propeller in sufficient
3.2.1 For all types of installations, the trials are to time, under normal maneuvering conditions,
be of sufficient duration, and carried out under and so bring the ship to rest from maximum
normal maneuvering conditions, to prove the ahead rated speeds
machinery under power. The trials are also to
demonstrate that any vibration which may occur 3.2.3 Where controllable pitch propellers are
within the operating speed range is acceptable. fitted, the free route astern trial is to be carried out

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with the propeller blades set in full pitch astern

position. Where emergency manual pitch setting 3.2.4 All trials are to be to Surveyor's satisfaction.
facilities are provided, their operation is to be
demonstrated to the satisfaction of the
Surveyors.

Section 4

Certification of Machinery and Components based upon Quality

Management Systems

4.1 General 4.2.2 The manufacturer shall demonstrate that

the firm has experience consistent with
4.1.1 This certification scheme is applicable to technology and complexity of the product for
works where the employment of quality control which approval is sought and that firm's products
procedures is well established. IRS will have to have been of a consistently high standard.
be satisfied that the practices employed will
ensure that the quality of finished products is to 4.2.3 The manufacturer should have
the standards which would be demanded when implemented quality management systems
using traditional survey procedures. generally in accordance with the ISO 9000 series
of standards.
4.1.2 IRS will consider proposed designs for
compliance with the Rules, or other appropriate 4.2.4 The manufacturer shall establish and
requirements, and the extent to which the maintain procedures and controls to ensure that
manufacturing processes and control procedures IRS requirements for certification of materials
ensure conformity of the product to the design. A and components at sub-contractor's works are
comprehensive survey will be made by the complied with to the satisfaction of IRS.
Surveyors of the actual operation of the quality
control programme and of the adequacy and 4.3 Information required for approval
competence of the staff to implement it.
4.3.1 Manufacturers applying for approval under
4.1.3 Where IRS considers that the requirements this scheme are to submit the following
of 4.1.2 can be satisfactorily complied with, the information :
manufacturers will, in general, be approved and
authorised to inspect and certify their products.  Description of the products for which
certification is required including, where
4.1.4 The procedures and practices of applicable, model or type number;
manufacturer which have been granted approval
will be kept under continuous review.  Applicable plans and details of materials
used;
4.1.5 Approval by another organization will not
normally be acceptable as sufficient evidence  An outline description of all important
that a manufacturer's arrangements comply with manufacturing plant and equipment;
IRS requirements.
 A summary of equipment used for measuring
4.2 Requirements for approval and testing during manufacturing and
completion;
4.2.1 The manufacturer is required to have
adequate equipment and facilities for those  The quality manual;
operations appropriate to the level of design,
development and manufacture being undertaken.  The system used for identification and
traceability;

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 Number and qualification of personnel 4.4.3 An extension of approval in respect of

engaged in quality control and quality product type may be given at the discretion of IRS
assurance; and without any additional assessment.

 A list of suppliers of materials and 4.4.4 The certificate will be valid for 3 years
components and proposed arrangements to subject to surveillance assessments being
ensure compliance with IRS requirements for carried out every 6 months.
certification.
4.4.5 When significant faults or deficiencies are
4.4 Approval and maintenance of approval found during surveillance assessments or
surveillance assessments are not carried out, the
4.4.1 After receipt and appraisal of the certificate of approval may be
information required by 4.3, an assessment of the withdrawn/suspended at the discretion of IRS.
Works would be carried out by the Surveyors to
ensure compliance with the quality manual. 4.5 Certification of products

4.4.2 If the initial assessment of the Works 4.5.1 After issue of the Quality Assurance
confirms that the implementation of the quality Approval Certificate, the manufacturer would be
management systems is satisfactory, IRS will authorized to issue certificate for products on
issue to the manufacturer a Quality Assurance behalf of IRS subject to the certificates being
Approval Certificate which will include details of countersigned by IRS Surveyors. Arrangements
the products for which approval has been given. for this will be specially advised by IRS.

End of Chapter

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Chapter 2

Piping Design Requirements

Contents
Section
1 General
2 Carbon and Low Alloy Steel Pipes and Fittings
3 Copper and Copper Alloy Pipes and Fittings
4 Cast Iron Pipes and Fittings
5 Plastic Pipes
6 Flexible Hoses
7 Hydraulic Tests on Pipes and Fittings

Section 1

General

1.1 Scope
1.2.3 In addition to the pressure piping systems
1.1.1 The requirements of this Chapter apply to in Table 1.2.1, Class III pipes may be used for
the design and construction of piping systems, open ended piping, e.g. overflows, vents, boiler
including pipe fittings forming parts of such waste steam pipes, open ended drains etc.
systems but excluding steam piping systems and
systems where the temperature exceeds 300C. 1.3 Design pressure

1.1.2 For steam piping systems and systems 1.3.1 The design pressure, P, is the maximum
having temperatures greater than 300C, the permissible working pressure and is to be not
Rules and Regulations for the Construction & less than the highest set pressure of the safety
Classification of Steel Ships will be applicable. valve or relief valve.

1.2 Classes of pipes 1.3.2 The design pressure of feed piping and
other piping on the discharge from pumps is to be
1.2.1 For the purpose of testing, type of joints to taken as the pump pressure at full rated speed
be adopted, heat treatment and welding against a shut valve. Where a safety valve or
procedure, piping systems are divided into three other protective device is fitted to restrict the
classes, as given in Table 1.2.1. pressure to a lower value than the shut valve
load, the design pressure is to be the highest set
1.2.2 For Class I piping, the Rules and pressure of the protective device.
Regulations for the Construction & Classification
of Steel Ships will be applicable.

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Table 1.2.1 : Classes of piping systems

Piping system Class I Class II Class III

Fuel oil P > 16 or T > 150 P  16 and T  150 P  7 and T  60
Other media P > 49 or T > 300 P  40 and T  300 P  16 and T  200

1.4 Design temperature t = the minimum thickness of a straight pipe [mm]

including corrosion allowance and negative
1.4.1 The design temperature is to be taken as tolerance, where applicable;
the maximum temperature of the internal fluid,
but in no case is it to be less than 50C. tb = the minimum thickness of a straight pipe to
be used for a pipe bend [mm] including bending
1.5 Design symbols allowance, corrosion allowance and negative
tolerance, where applicable;
1.5.1 The symbols used in this Chapter are
defined as follows :  = maximum permissible design stress, in
[N/mm2].
a = percentage negative manufacturing tolerance
on thickness; 1.5.2 The outside diameter, D, is subject to
manufacturing tolerance, but these are not to be
b = bending allowance [mm]; used in the evaluation of formulae.

c = corrosion allowance [mm]; 1.5.3 The inside diameter, d, is not to be

confused with nominal size, which is an accepted
D = outside diameter of pipe [mm] (see 1.5.2); designation associated with outside diameters of
standard rolling sizes.
d = inside diameter of pipe [mm] (see 1.5.3);
1.5.4 The weld efficiency factor, e, is to be taken
e = weld efficiency factor (see 1.5.4); as1.0 for seamless and electric resistance and
induction welded steel pipes. Where other
P = design pressure, in [N/mm2]; methods of pipe manufacture are proposed, the
value of e will be specially considered.
Pt = hydraulic test pressure, in [N/mm2];
1.6 Heat treatment
R = radius of curvature of a pipe bend at the
centreline of the pipe [mm]; 1.6.1 Method of heat treatment and means of
temperature control and recording are to be to the
T = design temperature, in C; satisfaction of Surveyors.

Section 2

Carbon and Low Alloy Steel Pipes and Fittings

2.1 Materials 2.1.2 Materials for Class III piping systems may
be manufactured and tested in accordance with
2.1.1 Materials for Class I and Class II piping the requirements of acceptable national
systems, also for ship-side valves and fittings and /international specifications. Pipes having forge
valves on the collision bulkhead, are to be butt welded longitudinal seams are not to be used
manufactured and tested in accordance with the for oil fuel systems, for heating coils in oil tanks,
appropriate requirements of Ch.8, Pt.2, or for pressures exceeding 0.4 [N/mm2]. The
Inspection and Testing of Materials, of Rules & manufacturer's test certificate will be acceptable
Regulations for the Construction and and is to be provided for each consignment of
Classification of Steel Ships. material.

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2.2 Minimum thickness of steel pipes and
bends Table 2.2.2 : Values of c for steel pipes

2.2.1 The maximum permissible design stress, , C [mm]

Piping service
is to be taken as the lowest of the following values (See Note)
:- Compressed air systems 1.0
Hydraulic/Lubricating oil
Et R S 0.3
systems
 or   20 or   R
1.6 2.7 1.6 Fuel oil systems 1.0
Cargo oil systems 2.0
where,
Refrigerating plants 0.3
Et = specified minimum lower yield or 0.2 per Fresh water systems 0.8
cent proof stress at the design temperature,
Note:
R20 = specified minimum tensile strength at
ambient temperature, For pipes passing through tanks an additional
corrosion allowance is to be considered
SR = average stress to produce rupture in according to the figures given in Table and
100,000 hours at the design temperature. depending upon the external medium in order to
account for the external corrosion.

Table 2.2.1 : Carbon and carbon-

manganese steel pies : Maximum 2.2.3 The minimum thickness, tb, of a straight
permissible stress [N/mm2] steel pipe to be used for a pipe bend is to be
determined by the following formula, except
Specified minimum tensile where it can be demonstrated that the use of a
Design strength [N/mm2] thickness less than tb would not reduce the
temp.C thickness below 't' at any point after bending :-
320 360 410 460 490
50 107 120 136 151 160
 PD  100
100 105 117 131 146 156 t b    b  c  [mm]
 2 e  P  100  a
150 99 110 124 139 148
200 92 103 117 132 141 where,

250 78 91 106 122 131 P, D, R, e, b and a are defined in Sec.1, Cl.1.5.1;

300 62 76 93 111 121  and c are defined in tables 2.2.1 and 2.2.2
respectively;
2.2.2 The minimum thickness, t, of straight steel
pipes is to be determined by the following formula
D  PD 
:- b   [mm]
2.5R  2  e  P 
 PD  100
t    c  [mm] In general, R, is to be not less than 3D.
 2 e  P  100  a
2.2.4 The minimum thickness calculated in
where, accordance with 2.2.2 and 2.2.3 is not to be less
than that given in Table 2.2.4. Where the pipes
P, D, e and a are defined in Sec.1, Cl.1.5.1 are efficiently protected against corrosion, the
thickness may be reduced by not more than 1.0
 is defined in 2.2.1 and also obtained from [mm]. For threaded pipes, where permitted, the
Tables 2.2.1. thickness is to be measured at the bottom of the
threads.
c is obtained from Table 2.2.2.

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Table 2.2.4 : Minimum pipe thicknesses, 2.3 Flange connections

t [mm] (see note)
2.3.1 Flanges with their pressure-temperature
Venting ratings in accordance with recognized
overflow & national/international standards will normally be
External accepted.
Pipes in sounding
diameter D
general pipes for
[mm] 2.3.2 Flanges may be cut from plates or may be
structural
tanks forged or cast. The material is to be suitable for
10.2 - 12 1.6 - the design temperature. Flanges may be
13.5 - 19.3 1.8 - attached to the branches by screwing and
20 2 - expanding or by welding. Alternative methods of
21.3 - 25 2 - flange attachment may be accepted provided
details are submitted for consideration.
26.9 - 33.7 2 -
38 - 44.5 2 4.5 2.3.3 Examples of accepted flanged connections
48.3 2.3 4.5 and their uses are given in Fig. 2.3.1 and Table
51 - 63.5 2.3 4.5 2.3.1 respectively.
70 2.6 4.5
76.1 - 82.5 2.6 4.5
88.9 - 108 2.9 4.5
114.3 - 127 3.2 4.5
133 - 139.7 3.6 4.5
152.4 - 168.3 4 4.5
177.8 4.5 5
193.7 4.5 5.4
219.1 4.5 5.9
244.5 - 273 5 6.3
298.5 - 368 5.6 6.3
406.4 - 457.2 6.3 6.3

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Fig. 2.3.1
Table 2.3.1 : Type of flange connections
Lub. and fuel oil Other media
Class of piping Typical flange Typical flange
tC
application application
A-B-C
II A-B-C > 250  250
A-B-C-D-E
III A-B-C-E A - B - C -D - E

2.3.4 Where flanges are secured by screwing, as The vanishing thread on a pipe is to be not less
indicated in Fig.2.3.1, the pipe and flange are to than three pitches in length, and the diameter at
be screwed with a vanishing thread and the the root of the thread is to increase uniformly from
diameter of the screwed position of pipe over the the standard root diameter to the diameter at the
thread is not to be appreciably less than the top of the thread. This may be produced by
outside diameters of the unscrewed pipe. After suitably grinding the dies, and the flange should
the flange has been screwed hard home, the pipe be tapered out to the same formation.
is to be expanded into the flange.

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2.4 Threaded sleeve joints 2.5.2 Selected butt welds of pipes of outside
diameter of 101.6 [mm] and over in Class II piping
2.4.1 Threaded sleeve joints, in accordance with systems are to be radiographed at Surveyor's
national or other established standards, may be discretion. Use of ultrasonic examination in lieu
used with carbon steel pipes within the limits of radiography will be specially considered.
given in Table 2.4.1 and for services other than
pipe systems conveying combustible fluids. 2.5.3 Selected fillet welds in pipes of 101.6 [mm]
outside diameter and over in Class II piping
systems are to be examined by magnetic particle
Table 2.4.1 : Limiting design conditions for or liquid penetrant flaw testing at Surveyor's
threaded sleeve joints discretion.

Maximum Maximum 2.5.4 Defects in welds are to be rectified and re-

Nominal examined by the appropriate test method, all to
pressure temperature
bore [mm] the satisfaction of the Surveyors.
[N/mm2] C
 25 1.2 260
2.6 Post-weld heat treatment
> 25  40 1.0 260
> 40  80 0.85 260 2.6.1 Carbon and carbon-manganese steel pipes
> 80  100 0.7 260 and fabricated branch pieces, manufactured from
material having a carbon content not exceeding
0.25 per cent and having a thickness exceeding
2.5 Non-destructive examination of welded 30 [mm], are to be given a stress relieving heat
pipes treatment on completion of welding. All pipes and
branches having a carbon content in excess of
2.5.1 In addition to visual examination of pipe 0.25 per cent are to be given a stress relieving
welds by the Surveyors, non-destructive heat treatment. Where oxy-acetylene welding
examination of butt and fillet welds is to be carried has been employed, however, all the pipes and
out in accordance with 2.5.2 to 2.5.4 to the branch pieces are to be normalised on
satisfaction of the Surveyors. completion of welding.

Section 3

Copper and Copper Alloys Pipes and Fittings

3.1 Materials are to be carried out to the satisfaction of the

Surveyors.
3.1.1 Materials for Class II piping systems and
shipside valves and fittings and valves on the 3.1.5 In general, the maximum permissible
collision bulkhead are to be manufactured and service temperature of copper and copper alloy
tested in accordance with the requirements of pipes, valves and fittings is not to exceed 200C
Ch.8, Pt.2, Inspection and Testing of Materials, of for copper and aluminium brass, and 300C for
Rules & Regulations for the Construction and copper nickel. Cast bronze valves and fittings
Classification of Steel Ships. complying with the requirements of Ch.8, Pt.2,
Inspection and Testing of Materials, of Rules &
3.1.2 Materials for Class III piping systems are to Regulations for the Construction and
be manufactured and tested in accordance with Classification of Steel Ships may be accepted up
the requirements of acceptable national/ to 260C.
international specifications. The manufacturer's
test certificate will be acceptable and is to be 3.2 Minimum thickness of pipes
provided for each consignment of material.
3.2.1 The minimum thickness, t, of straight
3.1.3 Pipes are to be seamless and branches are copper and copper alloy pipes is to be
to be provided by cast or stamped fittings, pipe determined by the following formula :-
pressings or other approved fabrications.
 PD  100
3.1.4 Brazing and welding materials are to be t    c  [mm]
suitable for the operating temperature and for the  2 e  P  100  a
medium being carried. All brazing and welding
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where P, D and a are as defined in Sec.1, = 0.8 [mm] for copper, aluminium brass and
Cl.1.5.1; copper-nickel alloys where the nickel content is
less than 10 per cent;
 = maximum permissible design stress, in
[N/mm2], from Table 3.2.1; Intermediate values of = 0.5 [mm] for copper-nickel alloys where the
stresses may be obtained by linear interpolation; nickel content is 10 per cent or greater;

c = corrosion allowance; = 0 where the media are non-corrosive relative to

the pipe material.

Table 3.2.1 : Copper and copper alloy pipes

Specifie Permissible stress [N/mm2]

d min.
Condition of
Pipe material tensile Maximum design temperature C
supply
strength
[N/mm2] 50 75 100 125 150 175

Copper Annealed 220 41.2 41.2 40.2 40.2 34.3 27.5

Aluminium
Annealed 320 78.5 78.5 78.5 78.5 78.5 51.0
brass
90/10 copper
Annealed 270 68.6 68.6 67.7 65.7 63.7 61.8
nickel iron
70/30 copper
Annealed 360 81.4 79.4 77.5 75.5 73.5 71.6
nickel
Maximum design temperature C

200 225 250 275 300

Copper Annealed 220 18.6 - - - -

Aluminium
Annealed 320 24.5 - - - -
brass
90/10 copper
Annealed 270 58.8 55.9 52.0 48.1 44.1
nickel iron
70/30 copper
Annealed 360 69.6 67.7 65.7 63.7 61.8
nickel

3.2.2 The minimum thickness, tb, of a straight

seamless copper or copper alloy pipe to be used Table 3.2.2 : Limiting design conditions for
for a pipe bend is to be determined by the formula threaded sleeve joints
below, except where it can be demonstrated that
the use of a thickness less than tb would not Standard pipe Minimum overriding
reduce the thickness below `t` at any point after sizes (outside nominal thickness [mm]
bending : diameter)
Copper Copper alloy
 PD  100 [mm]
t b    b  c  [mm] 8 to 10 1.0 0.8
 2 e  P  100  a 12 to 20 1.2 1.0
where P, D, b and c are defined in Sec.1, 25 to 44.5 1.5 1.2
Cl.1.5.1, and e and c are defined in 3.2.1 50 to 76.1 2.0 1.5
88.9 to 108 2.5 2.0
D  PD  133 to 159 3.0 2.5
b   [mm]
2.5R  2 e  P  193.7 to 267 3.5 3.0
273 to 457.2 4.0 3.5
In general, R is to be not less than 3D. 508 4.5 4.0

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3.2.3 Where the minimum thickness calculated 3.3 Heat treatment

by 3.2.1 or 3.2.2 is less than shown in Table
3.2.2, the minimum nominal thickness for the 3.3.1 Pipes which have been hardened by cold
appropriate standard pipe size shown in the bending are to be suitably heat treated on
Table is to be used. No allowance is required for completion of fabrication and prior to being tested
negative tolerance or reduction in thickness due by hydraulic pressure. Copper pipes are to be
to bending on this nominal thickness. For annealed and copper alloy pipes are to be either
threaded pipes, where permitted, the minimum annealed or stress relief heat treated.
thickness is to be measured at the bottom of the
thread.

Section 4

Cast Iron Pipes and Fittings

4.1 Spheroidal or nodular graphite cast iron in general, be accepted in Class III piping
systems except as stated in 4.2.2.
4.1.1 Spheroidal or nodular graphite iron castings
for pipes, valves and fittings in Class II and III 4.2.2 Grey cast iron is not to be used for the
piping systems are to be made in a grade having following:
a specified minimum elongation not less than 12
per cent on gauge length of 5.65So, where So a) Pipes for steam systems and fire
is the actual cross-sectional area of the test extinguishing systems;
piece.
b) Pipes, valves and fittings for boiler blow
4.1.2 Castings for Class II and III systems, also down systems and other piping systems
for ship-side valves and fittings and valves on subject to shock or vibration;
collision bulkhead, are to be manufactured and
tested in accordance with the requirements of c) Ship-side valves and fittings;
acceptable national specifications. A
manufacturer's test certificate will be accepted d) Valves fitted on collision bulkhead;
and is to be provided for each consignment of
material. e) Clean ballast lines through cargo oil tanks to
forward ballast tanks;
4.1.3 Where the elongation is less than the
minimum required by 4.1.1, the material is, in f) Bilge lines in tanks;
general, to be subject to the same limitations as
grey cast iron. g) Outlet valves of fuel tanks with static head.

4.2 Grey cast iron 4.2.3 Grey iron castings for piping systems are to
comply with acceptable national/international
4.2.1 Grey cast iron pipes, valves and fittings will, specifications.

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Section 5

Plastic Pipes

5.1 General
c) Sanitary and domestic waste pipes wholly
5.1.1 Proposals to use plastics material in situated above the freeboard deck; and
shipboard piping systems will be considered in
relation to the properties of the materials, the d) Water pipes associated with air conditioning
operating conditions of temperature and plants.
pressure, and the intended service. Any
proposed service for plastics pipe not mentioned Not withstanding the foregoing, plastics pipes are
in these Rules is to be submitted for special not to be used in sea water systems where
consideration. leakage or failure of the pipes could give rise to
the danger of flooding.
5.1.2 The specification of the plastics material,
including mechanical and thermal properties and 5.2.3 Since plastics materials are generally heat
chemical resistance data, is to be submitted for sensitive and very susceptible to fire damage,
consideration. plastics pipes will not be acceptable for service
essential to safety, such as the following :
5.1.3 These requirements are applicable to
thermo-plastic pipes but, where appropriate, may a) Fire extinguishing pipes;
also be applied to pipes manufactured in fibre-
reinforced thermosetting resins. b) Bilge pipes in cargo holds;

5.1.4 Plastics pipes are not to be used where they c) Bilge and ballast pipes in the machinery
will be subjected to temperatures above 60C or space;
below 0C. Special consideration will be given to
particular materials in appropriate applications at d) Main and auxiliary water circulating pipes;
higher temperatures.
e) Feed and condensate pipes; and
5.2 Applications
f) Pipes carrying oil or other flammable liquids.
5.2.1 Plastics pipes of approved type may be
used for the following 5.3 Intactness of bulkheads and decks
services:
5.3.1 Where plastics pipes are arranged to pass
a) Air and sounding pipes to tanks used through watertight or fire- resisting bulkheads or
exclusively for carrying water ballast or fresh decks, provision is to be made for maintaining the
water, with the exception of the portion above integrity of the bulkhead or deck in the event of
deck; pipe failure. Details of the arrangements are to be
submitted for approval.
b) Sounding pipes to cargo holds;
5.4 Design and construction
c) Water ballast and fresh water pipes situated
inside tanks used exclusively for carrying 5.4.1 Pipes and fittings are to be of robust
water ballast or fresh water; and construction and are to comply with the
requirements of such national/international
d) Scupper pipes draining inboard provided standards as may be consistent with their
they are not led within the boundaries of intended use. Particulars of scantlings and joints
refrigerated chambers. The first two items (a are to be submitted for consideration.
and b) are not applicable to passenger ships.
5.4.2 All pipes are to be adequately but freely
5.2.2 Plastics pipes may be used for domestic supported. Suitable provision for expansion and
and similar services for which there are no Rule contraction is to be made in each range of pipes
requirements, such as for the following: to allow for large movements between plastics
pipe and steel structure, the coefficient of thermal
a) Domestic cold sea and fresh water systems; expansion for plastics being eight or more times
that of steel.
b) Sanitary systems;

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5.4.3 All fittings and branches are to be suitable pipes and joints between pipes and fittings, as
for the intended service and are to have joints of appropriate, is to be determined by hydraulic
cemented, flanged or other approved types. pressure tests to destruction of sample
assemblies. The pressure is to be so applied that
5.4.4 The strength of the pipes and fittings and failure of the test sample assembly occurs in not
the acceptability of any jointing system employed less than 5 minutes. Deformation of the pipes and
is to be check tested at the Surveyor's discretion. fittings during tests is acceptable.
The strength of pipes, fittings, joints between

Section 6

Flexible Hoses

6.1 General 6.1.5 Attention is to be given to any statutory

requirements of the National Authority of the
6.1.1 Short joining lengths of flexible hoses of country in which the ship is to be registered. Such
approved type may be used, where necessary to requirements may include a fire test for hoses
accommodate relative movement between that are intended to be used in systems
various items of machinery connected to conveying flammable fluids or sea water.
permanent piping systems.
6.2 Applications
6.1.2 For the purpose of approval for the
applications in 6.2, details of the materials and 6.2.1 Synthetic rubber hoses, with integral cotton
construction of the hoses, and the method of or similar braid reinforcement, may be used in
attaching the end fittings, are to be submitted for fresh and sea water cooling systems. In the case
consideration. of sea water systems, where failure of the hoses
could give rise to the danger of flooding, the
6.1.3 In general, the use of hose clips as a means hoses are to be suitably enclosed.
of securing the ends of hoses is to be restricted
to the engine cooling water system, where the 6.2.2 Synthetic rubber hoses, with single or
hose consists of a short, straight length joining double closely woven integral wire braid
two metal pipes, between two fixed points on the reinforcement, or convoluted metal pipes with
engine. wire braid protection, may be used in bilge,
ballast, compressed air, fresh water, sea water,
6.1.4 Prototype pressure tests are to be carried fuel oil and lubricating oil systems. Where
out on each new type of hose, complete with end synthetic rubber hoses are used for fuel oil supply
fittings, and in no case is the bursting pressure to to burners, the hoses are to have external wire
be less than five times the maximum working braid protection in addition to the integral wire
pressure in service. braid.

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Section 7

Hydraulic Tests on Pipes and Fittings

7.1 Hydraulic tests before installation on hydraulic pressure to 1.5 times the nominal
board pressure rating at ambient temperature.
However, the test pressure need not be more
7.1.1 All Class II pipes and their associated than 7 [N/mm2] above the design pressure
fittings are to be tested by hydraulic pressure to specified for the design temperature.
the Surveyor's satisfaction. Further, all steam,
feed, compressed air and fuel oil pipes, together 7.2 Testing after assembly on board
with their fittings, are to be similarly tested where
the design pressure is greater than 0.35 [N/mm2]. 7.2.1 Heating coils in tanks and fuel oil piping are
The test is to be carried out after completion of to be tested by hydraulic pressure, after
manufacture and before installation on board installation on board, to 1.5 times the design
and, where applicable, before insulating and pressure but in no case to less than 0.35 [N/mm2].
coating.
7.2.2 Where bilge pipes are accepted in way of
7.1.2 The test pressure is to be 1.5 times the double bottom tanks or deep tanks, the pipes
design pressure. after fitting are to be tested by hydraulic pressure
to the same pressure as the tanks through which
7.1.3 All valve bodies are to be tested by they pass.

End of Chapter

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Chapter 3

Pumping and Piping

Contents
Section
1 General
2 Bilge and Ballast Piping Systems
3 Air and Sounding Piping Systems
4 Fuel Oil Systems
5 Engine Cooling Water Systems
6 Lubricating Oil Piping Systems
7 Engine Exhaust Gas Piping Systems
8 Pumping and Piping Systems for Vessels not Fitted with Propelling Machinery

Section 1

General

1.1 Scope g) Compressed air piping systems;

1.1.1 The requirements of this Chapter are h) Steering gear piping systems;
applicable to all ships except where otherwise
stated. i) Sea water and fresh water service piping
systems;
1.1.2 Piping systems layouts, for which no
requirements are given herein, will be specially j) Air and sounding piping systems;
considered.
k) Steam and feed water piping systems
1.2 Plans
l) Sanitary piping systems;
1.2.1 The following plans in diagrammatic form
are to be submitted for consideration before m) Fire main and fire extinguishing piping
proceeding with the work. systems.

a) General arrangement of pumps and piping 1.2.2 The plans are to include the information
systems; like, wall thickness, maximum working pressure
temperature and material of all pipes and type,
b) Fuel oil filling, transfer and service piping size and material of the valves and fittings.
systems;
1.3 Materials
c) Bilge and ballast piping systems;
1.3.1 The materials to be used in piping systems
d) Lubricating-oil piping systems; are to be suitable for the service intended. In
general, except where otherwise stated, pipes,
e) Liquid cargo pumping systems; valves and fittings are to be made of steel, cast
iron, copper, copper alloy or other approved
f) Hydraulic power piping systems for essential material.
services;

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1.3.2 Cast iron is not to be used for: 1.7.3 All the valves and cocks are to be fitted in
places where they are easily accessible at all
a) Shipside and collision bulkhead fittings; times and are to be fitted with legible nameplates
indicating their function in the system and their
b) Outlet valves of fuel tanks with static head; installation is to be such that it can be readily
observed that they are open or closed.
c) Bilge and ballast lines passing through
double bottom tanks, pipe tunnel and cargo 1.7.4 All the valves and cocks fitted with remote
oil tanks; control are to be provided with local manual
control independent of the remote operating
d) Any piping which can be subjected to shock mechanism. The operation of the local control is
such as water hammer. not to render the remote control system
inoperable.
1.3.3 Materials sensitive to heat such as
aluminium, lead or plastics, are not to be used in 1.7.5 The valves, cocks and other fittings which
systems essential to the safe operation of the are attached directly to plating, which is required
ship. to be of watertight construction, are to be secured
to the plating by means of studs screwed into the
1.4 Design pressure plating and not by bolts passing through
clearance holes. Alternatively the studs may be
1.4.1 The design pressure is considered to be, welded to the plating.
the most severe condition of co-incident pressure
and temperature expected in normal operation. 1.8 Shipside fittings (other than sanitary
For this purpose the maximum difference in discharges and scuppers)
pressure between inside and outside of the part
is to be considered. 1.8.1 All sea inlet and overboard discharge
valves are to be fitted in either of the following
1.5 Design temperature ways:

1.5.1 Unless otherwise specified the tempe- a) directly on the shell plating;
rature used in design is to be not less than the
mean metal temperature (through the thickness) b) to the plating of fabricated steel water boxes
expected under operating conditions for the part of rigid construction integral with the ship's
considered. plating;

1.5.2 When sudden cyclic changes in tempe- c) to short, rigid distance pieces welded to the
rature are apt to occur in normal operation with shell plating.
only minor pressure fluctuations, the design is to
be governed by the highest probable operating 1.8.2 Valves for ship-side applications are to be
temperature and corresponding pressure. installed such that the section of piping
immediately inboard of the valve can be removed
1.6 Redundancy without affecting the watertight integrity of the
hull.
1.6.1 Redundancy is the ability of a system or a
component thereof to maintain or restore its 1.8.3 All valves and cocks fitted directly to the
function when one failure has occurred. This can shell plating are to have spigots extending
be achieved for instance by installation of more through the plating. These spigot on valves may
units or alternative means for performing the however be omitted, if valves are fitted on pads
function. which themselves form spigots in way of plating.

1.7 Valves and cocks 1.8.4 Valves and cocks are to be attached to the
shell plating by bolts tapped into the plating and
1.7.1 All the valves and cocks are to be so fitted with countersunk heads, or by studs
designed and constructed so that the valve screwed into heavy steel pads fitted to the
covers or glands will not slacken up when the plating. The stud holes are not to penetrate the
valves are operated. pad plating.

1.7.2 All the valves are to be designed to close 1.8.5 Ship side valves and fittings, if made of
with right hand (clockwise when facing the end of steel or material with low corrosion resistance,
the stem) motion of the wheel of the valve. are to be suitably protected against wastage.

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1.8.6 Gratings are to be fitted at all openings in 1.9.5 Provision is to be made to take care of
ship's side for inlet of seawater. The net area expansion or contraction stresses in pipes due to
through the gratings is to be at least twice the temperature stresses or working of the hull.
area of the valves connected to the opening.
1.9.6 Expansion pieces of approved type, made
1.8.7 The scantlings of valves and valve stools of oil resistant re-inforced rubber or other
fitted with steam, or compressed air clearing approved material may be used in circulating
connections are to be suitable for the maximum water systems in machinery spaces.
pressure to which the valves and stools may be
subjected. 1.9.7 All piping systems, where a pressure
greater than the designed pressure could be
1.9 Piping installation developed, are to be protected by suitable relief
valves.
1.9.1 Heavy pipes and valves are to be so
supported that their weight is not taken up by 1.9.8 All pipes, situated in cargo spaces, fish
connected pumps and fittings. holds or other spaces, where they can be
damaged mechanically, are to be suitably
1.9.2 Support of the pipes is to be such that protected.
detrimental vibrations do not arise in the system.
1.9.9 All pipes which pass through chambers
1.9.3 Where pipes are carried through watertight intended for the carriage or storage of
bulkheads or tank tops, means are to be made to refrigerated cargo are to be well insulated. In
ensure the integrity of the watertightness of the case the temperature of the chamber is below 0C
compartment. the pipes are to be insulated from the ship's
structure also, except at positions where the
1.9.4 As far as possible, installation of pipes for temperature of the ship's structure is always
water, oil, or steam, is to be avoided near electric above 0C and is controlled by outside
switchboards. If this is impracticable, all the joints temperature.
in pipe line and valves are to be at a safe distance
from the switchboards and shielded to prevent Air refreshing pipes leading to and from
damage to switchboard. refrigerated chambers need not be insulated from
the ship's structure.

Section 2

Bilge and Ballast Piping Systems

2.1 General 2.1.3 Attention is drawn to any relevant statutory

requirements of the National Authority of the
2.1.1 All ships are to be provided with necessary country in which the ship is to be registered.
pumps, suction and discharge piping and means
of drainage so arranged that any compartment 2.2 Drainage of cargo holds
can be pumped out effectively, when the ship is
on an even keel and is either upright or has a list 2.2.1 In ships having only one hold, and this over
of not more than 5 degrees, through at least one 30 [m] in length, bilge suctions are to be provided
suction, except from machinery spaces where at in the fore and after sections of the hold.
least two suctions are required, one of which is to
be a branch bilge suction and the other is to be a 2.2.2 In ships having a flat bottom with breadth
direct bilge suction. Wing suctions will, generally, exceeding 5 [m], bilge suctions are to be fitted at
be necessary for this purpose, except for short the wings.
narrow compartments, where a single suction
may be sufficient. 2.2.3 Where close ceilings or continuous gusset
plates are fitted over the bilges, arrangements
2.1.2 All passenger ships are to be provided with are to be made whereby the water in the hold
an efficient bilge pumping plant capable of may find its way to the suction pipes.
pumping from and draining any watertight
compartment under all practicable conditions 2.2.4 In ships fitted with double bottoms, suitably
after a casualty whether the ship is upright or located bilge wells are to be provided.
listed.
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2.3 Drainage from fore and aft peaks

2.4.3 Suction pipes from the cofferdams and void
2.3.1 Where the peaks are used as tanks, a spaces are to be led to the main bilge line.
power pump suction is to be led to each tank,
except in case of small tanks (generally not 2.4.4 In ships where deep tanks may be used for
exceeding 2 [m3] used for the carriage of either water ballast or dry cargo, provision is to
domestic fresh water where hand pumps may be be made for blanking the water ballast suction
used. and filling when the tank is being used for
carrying cargo and for blanking the bilge line
2.3.2 The peaks may be drained by hand pumps when the tank is being used for carriage of water
provided the peaks are not used as tanks and ballast.
they are not connected to bilge main. The suction
lift is to be well within the capacity of the hand 2.5 Drainage from spaces above fore and after
pumps and is not to exceed 7.3 [m]. peaks and above machinery spaces

The after peak may be drained by means of a self 2.5.1 Provision is to be made for the drainage of
closing cock situated in a well lighted and chain locker and watertight compartments above
accessible position, and draining into engine the fore peak tank by hand or power pump
room or tunnel. suctions.

2.3.3 The collision bulkhead is not to be pierced 2.5.2 Steering gear compartments or other small
below the bulkhead deck by more than one pipe enclosed spaces situated above the after peak
for dealing with the contents inside the fore peak tank are to be provided with suitable means of
tank except as permitted in 2.3.4. The pipe is to drainage, either by hand or power bilge suctions.
be provided with a screw down valve capable of
being operated from above the bulkhead deck 2.5.3 If the compartments referred to in 2.5.2 are
and the chest of the valve is to be secured to the adequately isolated from the adjacent 'tween
collision bulkhead inside the tank except as decks, they may be drained by scuppers of not
permitted by 2.3.5. An indicator is to be provided less than 38 [mm] bore, discharging into the
to indicate whether the valve is open or shut. tunnel (or machinery spaces in case of ships with
machinery aft) and fitted with self-closing cocks
2.3.4 In ships, other than passenger vessels, situated in well lighted and visible positions.
where the forepeak is divided into two These arrangements are not applicable to
compartments, the collision bulkhead may be passenger ships unless they are specially
pierced by two pipes, i.e. one for each approved in relation to subdivision
compartment and fitted as in 2.3.3. considerations.

2.3.5 In ships other than passenger ships, the 2.5.4 Accommodation spaces which overhang
valve required by 2.3.3 may be fitted on the after machinery spaces may also be drained as in
side of the collision bulkhead, provided the valve 2.5.3.
is readily accessible at all time and is not subject
to mechanical damage. 2.6 Drainage from machinery spaces

2.4 Drainage from tanks, cofferdams and void 2.6.1 The bilge drainage arrangements for
spaces machinery spaces are to be in accordance with
the requirements of 2.1.
2.4.1 All the tanks except self-draining tanks,
whether for water ballast, oil fuel, liquid cargoes, 2.6.2 In ships in which the propelling machinery
etc. are to be provided with suction pipes led to is situated at the after end of the ship, it will
suitable power pumps. The pumping plant is to generally be necessary for the bilge suctions to
be so arranged that any water or liquid within any be fitted in the forward wings as well as in the
compartment of the ship can be pumped out after end of the machinery space, but each case
through at least one suction, when the ship is on will be dealt with according to the size and
an even keel and is either upright or has a list of structural arrangements of the compartment.
not more than 5 degrees.
2.6.3 Where the machinery space is divided into
2.4.2 Where the length of the ballast tank watertight compartments, the drainage system
exceeds 30 [m], an additional suction is to be for all compartments except for main engine room
provided at the forward end of the tank. Where is to be same as for cargo holds except that one
the width of the tank is unusually large, suctions direct bilge suction from each watertight
near the centreline in addition to wing suctions compartment would also be required.
may be required.
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2.7 Sizes of bilge suctions engines power exceeds 220 [kW] (300 shp), at
least two power bilge pumps are to be provided
2.7.1 The internal diameter of the bilge pipes is and at least one of which is to be independently
not to be less than that found by the following driven. See Part 5, Chapter 3 for requirements
formula to the nearest 5 [mm] commercial size regarding passenger ships.
available:
2.8.2 The capacity of the bilge pump may be
found by the following formula:
a) dm = 1.5 L (B  D) + 25 [mm]
Q = 5.75 x 10-3 x d2 [m3/hour]

b) dm = 2.0 C (B  D) + 25 [mm] where,

Q = capacity of pump [m3/hour]

where,
d = rule diameter of bilge main [mm].
dm = internal diameter of bilge main [mm];
2.8.3 In ships, other than passenger ships, where
db = internal diameter of branch bilge [mm];
one bilge pump is of slightly less than rule
capacity, the deficiency may be made good by an
L = Rule length of ship [m];
excess capacity of the other pump. In general this
deficiency is to be limited to 30 percent.
B = Moulded breadth of ship [m];
2.8.4 An ejector in conjunction with a sea water
C = Length of the compartment [m];
pump may be accepted as a substitute for
independent power bilge pump. This however, is
D = Moulded depth to bulkhead deck [m].
not acceptable on passenger ships.
2.7.2 In any case, bilge main suction line and
2.9 Pump types
branch bilge suction line diameters are not to be
less than 40 [mm] and the diameter of the main
2.9.1 The bilge pumps required by the rules are
bilge line is not be less than that of the branch
to be of self-priming type, unless an approved
bilge line.
priming system is provided for these ships.
2.7.3 The internal diameter of the direct bilge
2.9.2 General service pumps and ballast pumps
suction is not to have less than the main bilge line
may be accepted as independent power bilge
when connected to a power pump and not less
pumps provided:
than branch bilge suction when connected to a
hand pump.
a) Their capacity is adequate and in accordance
with 2.8.2;
2.7.4 In oil tankers and similar ships, where the
engine room pumps do not deal with bilge
b) These pumps, together with the pipelines to
drainage outside the machinery spaces, the rule
which they are connected, are fitted with
diameter of the bilge main may be reduced
necessary devices to ensure that there is no
provided the proposed cross-sectional area of
risk of entry of water or oil fuel in the holds or
the bilge main is not less than twice that required
machinery spaces.
for the branch bilge suction in machinery spaces.
2.10 Bilge piping arrangements and fittings
2.7.5 The area of each branch pipe connecting
the bilge main to a distribution chest is to be not
2.10.1 Bilge pipes are not, as far as possible, to
less than the sum of the areas required by the
pass through double bottom tanks. If un-
rules for the two largest branch bilge suction
avoidable, such bilge pipes are to be of heavy
pipes connected to that chest, but need not be
gauge, with welded joints or heavy flanged joints
greater than that required for the main bilge line.
and are to be tested after fitting to the same
pressure as the tanks through which they pass.
2.8 Bilge pumps and ejectors
2.10.2 The parts of bilge pipes passing through
2.8.1 In ships with main propulsion engines up to
deep tanks, intended to carry water ballast, fresh
220 [kW] (300 shp), at least one power bilge is to
water, liquid cargo or fuel oil are normally to be
be provided which may be driven by the main
contained in a pipe tunnel, but where this is not
engines. In addition hand pump suctions are to
done, the pipes are to be of heavy gauge with
be fitted. In ships where the main propulsion

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welded or heavy flange joints. The open ends of 2.10.9 The arrangement of valves, pumps, cocks
such pipes are to be fitted with non-return valves. and their pipe connections is to be such as to
The pipes are to be tested, after fitting, to a prevent the possibility of placing one watertight
pressure of not less than the maximum head to compartment in communication with another, or
which the tanks may be subjected. of cargo spaces, machinery spaces or other dry
spaces coming in communication with the sea or
2.10.3 Expansion bends, not glands, are to be the tanks. For this purpose the bilge suction, pipe
fitted to pipes passing through double bottom of any pump also having sea suction is to be fitted
tanks or deep tanks. with a non-return valve which cannot permit
communication between the bilges and the sea
2.10.4 The intactness of the machinery spaces, or the compartments in use as tanks.
bulkheads and of tunnel plating is not to be
impaired by fitting of scuppers discharging into 2.10.10 Screw-down non-return valves are to be
machinery spaces or tunnel from adjacent provided in the following fittings:
compartments which are situated below the
bulkhead deck. These scuppers may, however, a) Bilge distribution chest valves;
be led into a strongly built scupper drain tank
situated in the machinery space or tunnel but b) Direct bilge suction and bilge pump
closed to these spaces and drained by means of connection to main line;
a suction of appropriate size led from the main
bilge line through a screw-down non-return valve. c) Bilge suction hose connections on the pumps
or on the main line;
a) The scupper tank air pipe is to be led above
the bulkhead deck and provision is to be d) Emergency bilge suctions.
made for ascertaining the level of the water
in the tank; 2.10.11 Bilge suction pipes from machinery
spaces and shaft tunnel, except emergency bilge
b) Where one tank is used for the drainage of suction, are to be led from easily accessible mud
several watertight compartments, the boxes fitted with straight tail pipes to the bilges.
scupper pipes are to be provided with screw- The open ends of the tail pipes are not to be fitted
down non-return valves. with strum boxes. The mud boxes are to be
provided with covers which can be easily opened
2.10.5 No drain valve or cock is to be fitted to the and closed for cleaning purposes.
collision bulkhead. Drain valves or cocks are not
to be fitted to other watertight bulkheads if 2.10.12 Strum boxes are to be fitted to the open
alternative means of drainage are practicable. ends of bilge suction pipes from the cargo holds.
These arrangements are not permissible in The diameter of holes from these strum boxes is
passenger ships. not to be more than 10 [mm] and the total area of
the holes is not to be less than twice the area of
2.10.6 Where drain valves or cocks are fitted to the pipes.
bulkheads other, than collision bulkhead, as
permitted by 2.10.5, the drain valves or cocks are 2.10.13 Where access manholes to bilge wells
to be at all times readily accessible and are to be are necessary, they are to be fitted as near to the
capable of being shut off from positions above the suction strums as practicable.
bulkhead deck. Indicators are to be provided to
show whether the drains are open or shut. 2.10.14 Adequate distance is to be provided
between the open ends of suction pipes and bilge
2.10.7 Bilge pipes which are required for draining well bottom to permit adequate and easy flow of
cargo or machinery spaces are to be entirely water and to facilitate cleaning.
distinct from sea inlet pipes or from pipes which
may be used for filling or emptying spaces where 2.10.15 All the valves, cocks and mud boxes are
water or oil is carried. This does not, however, to be located in easily accessible positions above
exclude a bilge ejection connection, a connecting or at the same level as the floor plates. Where
pipe from a pump to its suction valve chest, or a this is unavoidable, they may be fitted
deep tank suction pipe suitably connected immediately below the floor plates provided the
through a change-over device to bilge, ballast or floor plates are capable of being opened and
oil line. closed easily and suitable name plates are fitted
indicating the fittings below.
2.10.8 The arrangement of pumps, valves and
piping is to be such that any pump could be 2.10.16 Where relief valves are fitted to pumps
opened up for overhaul and repairs without having sea connections, these valves are to be
affecting the operation of the other pumps. fitted in readily visible positions above the

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platform. The arrangement is to be such that any 2.11.1 Provision is to be made for ballasting and
discharge from the relief valves will also be deballasting all the ballast tanks by pipe lines
readily visible. which are entirely separate and distinct from pipe
lines used for bilging.
2.10.17 Where non-return valves are fitted to the
open ends of bilge suction pipes in cargo holds in 2.11.2 Where the length of the ballast tanks
order to decrease the risk of flooding, they are to exceeds 30 [m], an additional suction is to be
be of an approved type which does not offer provided at the forward end of the tanks. Where
undue obstruction to the flow of water. the width of the tank is unusually large, suction
near the centreline in addition to wing suctions
2.11 Ballast system may be required.

Section 3

Air and Sounding Piping Systems

3.1 General 3.2.6 Vent pipes from lubricating oil storage tanks
may terminate in the machinery spaces, provided
3.1.1 Reference to oil in this Section is to be that the open ends are so situated that issuing oil
taken to mean oil which has a flash point of 60C cannot come into contact with electrical
or above (closed cup test). equipment or heated surfaces.

3.1.2 The portions of vent, overflow and sounding 3.2.7 The open ends of vent pipes to oil fuel and
pipes fitted above the weather deck are to be of cargo oil tanks are to be situated where no
steel. danger will be incurred from issuing oil or vapour
when the tank is being filled.
3.1.3 Name plates are to be affixed to the upper
ends of all vent and sounding pipes. 3.2.8 For details regarding height and closing
devices for vent pipes see Pt.3, Ch.11.
3.2 Air pipes
3.2.9 The open ends of vent pipes to oil fuel,
3.2.1 Vent pipes are to be fitted to all tanks, cargo oil and ballast tanks fitted with anodes for
cofferdams, tunnels and other compartments cathodic protection, are to be fitted with a wire
which are not fitted with alternative ventilation gauze diaphragm of incorrodible material which
arrangements. can be readily removed for cleaning. The clear
area through the wire gauze is to be at least equal
3.2.2 The vent pipes are to be fitted at the to the area of the vent pipe.
opposite end of the tank to which the filling pipes
are placed and/or at the highest part of the tank 3.2.10 In the case of all tanks which can be
and are to be of the self draining type. Where the pumped up either by ship's pumps or by shore
tank top is of unusual or irregular profile, special pumps through a filling main, the total cross-
consideration will be given to the number and sectional area of the vent pipes to each tank, or
positions of the vent pipes. of the overflow pipes where an overflow system
is provided, is to be not less than 25 per cent
3.2.3 Tanks provided with anodes for cathodic greater than the effective area of the respective
protection are to be provided with vent pipes at filling pipes.
forward and aft ends.
3.3 Sounding arrangements
3.2.4 Vent pipes to double bottom tanks, deep
tanks extending to the shell plating or tanks which 3.3.1 All tanks, cofferdams and pipe tunnels are
can be run up from the sea and sea chests are to to be provided with sounding pipes or other
be run up from the sea and sea chests are to be approved means for ascertaining the level of
led above the bulkhead deck. liquid in the tanks. Bilges of compartments which
are not at all times readily accessible are to be
3.2.5 Vent pipes to oil fuel and cargo oil tanks, provided with sounding pipes. The soundings are
cofferdams, all tanks which can be pumped up, to be taken as near the suction pipes as
shaft tunnels and pipe tunnels are to be led above practicable.
the bulkhead deck and to open air.

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3.3.2 Where gauge glasses are used for oil spray will not reach any of machinery
indicating the level of liquid in tanks containing components mentioned above. The short
lubricating oil, oil fuel or other flammable liquid, sounding pipes are to be fitted with self-closing
the glasses are to be of heat resisting quality, cocks having cylindrical plugs with weight loaded
adequately supported, protected from levers permanently attached and with pedals for
mechanical damage and fitted with self-closing opening or other approved arrangements. Short
valves at the lower ends and at the top ends if sounding pipes to tanks not intended for oil are to
these are connected to the tanks below the be fitted with screw caps attached by chain to the
maximum liquid level. pipe or with shut off cocks.

3.3.3 Except as permitted by 3.3.4 sounding 3.3.5 In passenger ships, short sounding pipes
pipes are to be led to positions above the are permissible only for sounding cofferdams and
bulkhead deck which are at all times accessible double bottom tanks situated in the machinery
and in the case of oil fuel tanks, cargo oil tanks space and are in all cases to be fitted with self
and lubricating oil tanks, the sounding pipes are closing cocks as described in 3.3.4.
to be led to safe positions on the open deck.
3.3.6 Striking plates of adequate thickness and
3.3.4 Short sounding pipes may be fitted to size are to be fitted under open ended sounding
double bottom tanks and cofferdams in shaft pipes. Where slotted pipes having closed ends
tunnels and machinery spaces provided the are employed, the closing plugs are to be of
pipes are readily accessible. Short sounding substantial construction.
pipes to oil fuel tanks, cargo oil tanks and
lubricating oil tanks are not to be placed in the 3.3.7 The upper ends of all sounding pipes are to
vicinity of boilers, preheaters, heated surfaces, be provided with efficient closing devices. The
electric generators or motors with commutator or sounding pipes are to be arranged to be as
collector rings or electric appliances which are straight as practicable, and if curved, the
not totally enclosed. The short sounding pipes curvature is to be large enough to permit easy
are to be arranged in such a way that overflow or passage of sounding rod/chain.

Section 4

Fuel Oil Systems

4.1 General 4.2 Oil fuel tanks

4.1.1 Oil fuel for machinery and boilers is 4.2.1 Oil fuel tanks are to be separated from fresh
normally to have a flash point not lower than 60C water and lubricating oil tanks by means of
(closed cup test). For emergency generator cofferdams.
engines, the oil fuel is to have a flash point not
lower than 43C (closed cup test). 4.2.2 Oil fuel tanks are not to be located directly
above the highly heated surfaces.
4.1.2 Fuels with flash point lower than 60C may
be used in ships intended for service restricted to 4.3 Oil fuel piping
geographical limits where it can be ensured that
the temperature of the machinery and boiler 4.3.1 Oil fuel pressure pipes are to be led, where
spaces will always be 10C below the flash point practicable, remote from heated surfaces and
of the fuel. In such cases safety precautions and electrical appliances, but where this is
the arrangements for storage and pumping will be impracticable the pipes are to have a minimum
specially considered. However, the flash point of number of joints and are to be led in well lighted
the fuel is not to be less than 43C unless and readily visible positions.
specially approved.

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4.3.2 Transfer, suction and other low pressure oil 4.4.6 Settling tanks are to be provided with
pipes and all pipes passing through oil storage means for draining water from the bottom of the
tanks are to be made of cast iron or steel, having tanks. If the settling tanks are not provided, the
flanged joints suitable for a working pressure of oil fuel bunkers or daily service tanks are to be
not less than 0.69 [N/mm2]. The flanges are to be fitted with water drains.
machined and the jointing material is to be
impervious to oil. Where the pipes are 25 [mm] Open drains for removing water from oil tanks are
bore or less, they may be seamless copper or to be fitted with valves or cocks of self-closing
copper alloy, except those which pass through type and suitable provision is to be made for
storage tanks. collecting the oily discharge.

4.3.3 Pipes in connection with compartments 4.4.7 Where a power driven pump is necessary
storing fresh water are to be separate and distinct for transferring oil fuel, a stand by pump is to be
from any pipes which may be used for oil or oily provided and connected ready for use, or,
water and are not to be led through tanks which alternatively, emergency connections may be
contain oil, nor are oil pipes to be led through made to another suitable power driven pump.
fresh water tanks.
4.4.8 All pumps which are capable of developing
4.3.4 Pipes conveying vegetable oils or similar a pressure exceeding the design pressure of the
cargo oils are not to be led through oil fuel tanks, system are to be provided with relief valves. Each
nor are oil fuel pipes to be led through tanks relief valve is to be in close circuit, i.e. arranged
containing such cargoes. to discharge back to the suction side of the pump
and to effectively limit the pump discharge
4.3.5 In passenger ships, provision is to be made pressure to the design pressure of the system.
for the transfer of oil fuel from any oil fuel storage
or settling tank to any other oil fuel storage tank. 4.4.9 Valves or cocks are to be interposed
between the pumps on the suction and discharge
4.4 Arrangement of valves, cocks, pumps and pipes in order that any pump may be shut off for
fittings opening up and overhaul.

4.4.1 The oil fuel and pumping piping 4.4.10 Drip trays are to be fitted under all oil fuel
arrangements are to be distinct from other appliances which are required to be opened up
pumping systems as far as practicable and the frequently for cleaning or adjustment.
means provided for preventing dangerous
interconnection in service are to be thoroughly 4.5 Filling arrangements
effective.
4.5.1 The bunkering of the ship is to be carried
4.4.2 All valves and cocks forming part of the oil out through a permanently fitted pipeline,
fuel installation are to be capable of being provided with the required fittings and ensuring
controlled from readily accessible positions fuel delivery to all storage tanks. The open end of
which, in the machinery spaces are to be above the fitting pipe is to be led to the tank bottom.
the working platform.
In passenger ships fuel bunkering stations are to
4.4.3 Every oil fuel suction pipe from a double be isolated from other spaces and are to be
bottom tank is to be fitted with a valve or a cock. efficiently drained and ventilated.

4.4.4 For oil fuel tanks which are situated above 4.5.2 Provision is to be made against over-
the double bottom tanks, the inlet and outlet, pressure in the filling pipes, and any relief valve
pipes which are connected to the tank at a point fitted for this purpose is to be discharge in to an
lower than the outlet of the overflow pipe or below overflow tank or other safe position.
the top of the tanks without an overflow pipe, are
to be fitted with shut off valves located on the tank 4.6 Oil fuel burning arrangements
itself.
4.6.1 Filters are to be fitted in the supply lines to
4.4.5 In the machinery spaces valves, mentioned the main and auxiliary machinery. For non-
in 4.4.4, are to be capable of being closed locally redundant units for essential services, it must be
and from positions outside these spaces which possible to clean the filters without stopping the
will always be accessible in the event of fire unit or reducing the supply of filtered oil to the
occurring in these spaces. Instructions for closing unit.
the valves are to be indicated at the valves and
at the remote control positions.

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For auxiliary engines one single oil fuel filter for 4.7 Remote stop of oil fuel pumps and fans
each engine may be accepted.
4.7.1 Emergency stop of power supply to the
4.6.2 Where an oil fuel booster pump is fitted, following pumps and fans is to be arranged from
which is essential to the operation of the main a central place outside the engine and boiler
engine(s), a standby pump is to be provided. The room:
standby pump is to be connected ready for
immediate use but where two or more main  oil fuel transfer pump;
engines are fitted, each with its own pump, a  oil fuel booster pump;
complete spare pump may be accepted provided  nozzle cooling pumps when oil fuel is
that it readily accessible and can be easily used as coolant;
installed.  oil fuel purifiers;
 pumps for oil-burning installations;
4.6.3 Where pumps are provided for fuel valve  fans for ventilation of engine rooms.
cooling, the arrangements are to be as in 4.6.2.

Section 5

Engine Cooling Water Systems

5.1 General c) Where fresh water cooling is employed for

main/auxiliary engines, a standby means of
5.1.1 Centrifugal cooling water pumps are to be cooling need not be fitted if there are suitable
installed as low as possible in the ship. emergency connections from a salt water
system;
5.2 Cooling water main supply
d) Where each auxiliary is fitted with a cooling
5.2.1 Provision is to be made for an adequate water pump, standby means of cooling need
supply of cooling water to the main propelling not be provided for auxiliaries. Where,
machinery and essential auxiliary engines, also however a group of auxiliaries is supplied
to lubricating oil and fresh water coolers, where with cooling water from a common system, a
these coolers are fitted. The cooling water standby cooling water pump is to be provided
pump(s) may be worked from the engines or be for this system. This pump is to be connected
driven independently. ready for immediate use and maybe a
suitable general service pump.
5.3 Cooling water standby supply
5.3.3 When selecting a pump for standby
5.3.1 Provision is also to be made for a separate purposes, consideration is to be given to the
supply of cooling water from a suitable maximum pressure which it can develop if the
independent pump of adequate capacity. overboard discharge valve is partly or fully closed
and, when necessary, condenser doors, water
5.3.2The following arrangements are acceptable, boxes, etc. are to be protected by an approved
depending on the purpose for which the cooling device against inadvertent over pressure.
water is intended:
5.4 Relief valves on cooling water pumps
a) Where only one main engine, with power
exceeding 370 [kW] (500 shp), is fitted, the 5.4.1 Where cooling water pumps can develop a
standby pump is to be connected ready for pressure head greater than the design pressure
immediate use; of the system, they are to be provided with relief
valves on the pump discharge to effectively limit
b) Where more than one main engine is fitted, the pump discharge pressure to the design
each with its own pump, a complete spare pressure of the system.
pump of each type may be accepted;

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5.5 Sea inlets for cooling water pumps 5.5.2 Where sea water is used for the direct
cooling of main engines and auxiliaries, the sea
5.5.1 Sea-water cooling systems for main and water suction pipes are to be provided with
auxiliary machinery are to be connected to at strainers which can be cleaned without
least two cooling water inlets, preferably on interrupting the cooling water supply.
opposite sides of the ship.

Section 6

Lubricating Oil Piping Systems

6.1 General
6.3 Control of pumps and alarms
6.1.1 Lubricating oil systems are to be entirely
separated from other systems. This requirement, 6.3.1 The power supply, to all independently
however, does not apply to hydraulic governing driven lubricating oil pumps is to be capable of
and maneuvering systems for main and auxiliary being stopped from a position outside the space
engines. which will always be accessible in the event of fire
occurring in the compartment in which they are
6.1.2 Lubricating oil tanks are to be separated situated, as well as from the compartment itself.
from other tanks containing water, fuel oil or
cargo oil by means of cofferdams. 6.3.2 All main and auxiliary engines intended for
essential services are to be provided with means
6.2 Pumps of indicating the lubricating oil pressure supply to
them. Where such engines and turbines are of
6.2.1 Where lubricating oil for the main engine(s) more than 75 [kW] (100 shp), audible and visual
is circulated under pressure, a standby alarms are to be fitted to given warning of an
lubricating oil pump is to be provided where one appreciable reduction in pressure of the
main engine is fitted and the output of the engine lubricating oil supply. Further, these alarms are to
exceeds 370 [kW] (500 shp). be actuated from the outlet side of any
restrictions, such as filters, coolers, etc.
6.2.2 Satisfactory lubrication of the engines is to
be ensured while starting and maneuvering. 6.4 Filters

6.2.3 Similar provisions to those of 6.2.1 and 6.4.1 In systems, where lubricating oil is
6.2.2 are to be made where separate lubricating circulated under pressure, provision is to be
oil systems are employed for piston cooling, made for efficient filtration of the oil. For non-
reduction gearing, oil operated couplings and redundant units, for essential services, it must be
controllable pitch propellers, unless approved possible to clean the filters without stopping the
alternative arrangements are provided. Where unit or reducing the supply of filtered oil to the
the oil glands for stern tubes are provided with oil units.
circulating pump, and the continuous running of
this pump is necessary during normal operation, 6.5 Valves and cocks on lubricating oil tanks
then a standby pump for this purpose is to be
provided. 6.5.1 Outlet valves and cocks on lubricating oil
service tanks, other than double bottom tanks,
6.2.4 Independently driven rotary type pumps are situated in machinery spaces are to be capable
to be fitted with non-return valves on the of being closed locally and from positions outside
discharge side of the pumps. the space which will always be accessible in the
event of fire occurring in these spaces. Remote
6.2.5 A relief valve in close circuit is to be fitted controls need only be fitted to outlet valves and
on the pump discharge if the pump is capable of cocks which are open in normal service and are
developing a pressure exceeding the design not required for other outlets such as those on
pressure of the system, the relief valve is to storage tanks.
effectively limit the pump discharge pressure to
the design pressure of the system.

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Section 7

Engine Exhaust Gas Piping Systems

7.1 General possibility of water finding its way inboard. Where

the exhaust is cooled by water spray, the exhaust
7.1.1 Where the surface temperature of the pipes are to be self-draining overboard.
exhaust pipes and silencer may exceed 220C,
they are to be water cooled or efficiently lagged. 7.1.4 Exhaust pipes of two or more engines are
not to be connected together, but are to be led
7.1.2 Where lagging covering the exhaust piping separately to the atmosphere unless arranged to
including flanges, is oil-absorbing or may permit prevent the return of gases to an idle engine.
penetration of oil, the lagging is to be encased in
sheet metal or equivalent. In locations where the 7.1.5 In two-stroke engines fitted with exhaust
Surveyor is satisfied that oil impingement could gas turbo-chargers which operate on the impulse
not occur, the lagging need not be encased. systems, provision is to be made to prevent
broken piston rings entering the turbine casing
7.1.3 Exhaust pipes which are led overboard near and causing damage to blades and nozzle rings.
the waterline are to be protected against the

Section 8

Pumping and Piping Systems for Vessels not Fitted with

Propelling Machinery

8.1 Scope above the load waterline which are at all times
readily accessible. The suction lift is not to
8.1.1 Following requirements are applicable to exceed 7.3 [m] and is to be well within the
vessels not fitted with propelling machinery. capacity of the pump.

8.2 Vessels without auxiliary power 8.2.4 The pump capacity is to be based upon the
diameter of the suction pipe required for the
8.2.1 Hand pumps are to be fitted in number and compartment and as determined in Sec.2.
position, as may be required for the efficient
drainage of the vessel. 8.3 Vessels with auxiliary power

8.2.2 In general, one hand pump is to be provided 8.3.1 In vessels in which auxiliary power is
for each compartment. Alternatively, two pumps available on board, power pump suctions are to
connected to a bilge main, having at least one be provided for dealing with the drainage of tanks
branch to each compartment are to be provided and of the bilges of the principal compartments.
through non-return
valves. 8.3.2 The pumping arrangements are to be as
required for self propelled vessels, so far as these
8.2.3 The hand pumps are to be capable of being requirements are applicable.
worked from the upper deck or from positions

End of Chapter

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Chapter 4

Prime Movers and Propulsion Shafting Systems

Contents
Section
1 General
2 Main Propulsion Shafting
3 Propellers
4 Vibrations and Alignment

Section 1

General

1.1 General 1.3 Primemovers and reduction gearing

1.1.1 The requirements of this Chapter are 1.3.1 Primemovers and reduction gearings are to
applicable to all ships but may be modified for be designed, manufactured and tested in
ships intended for special services. accordance with the requirements of Rules and
Regulations For the Construction & Classi-
1.1.2 Prime movers of electric generators of less fication of Steel Ships.
than 50 [kW] capacity, supplying power for
lighting loads only, when the ship is in harbour, 1.3.2 Engines below 100 [kW] including gear
need not be built under survey. boxes used for propulsion and for essential
auxiliary machinery may be accepted based on
1.1.3 Attention is drawn to any relevant statutory certificate from approved manufacturers. Such
requirements of the country in which the ship is engines between 100 [kW] and 300 [kW] are to
to be registered. be type approved. Engines of 300 [kW] and over
including gear boxes used for propulsion and for
1.1.4 Power transmission systems not specified essential auxiliary machinery, are to be type
in this Chapter will be specially considered. approved and undergo unit certification. Unit
certification may be exempted for those engines
1.2 Materials approved in accordance with the Alternative
Certification Scheme of IRS (See Pt.1, Ch.1,
1.2.1 Materials intended for the main parts of the Sec.4 of the ‘Rules and Regulations for the
prime movers and power transmission systems Construction and Classification of Steel Ships’
are to be manufactured and tested in accordance
with the requirements of Pt.2, Inspection and 1.4 Turning Gear
Testing of Materials, of Rules & Regulations for
the Construction and Classification of Steel 1.4.1 Arrangements are to be provided to turn the
Ships. primemover of main propulsion systems and
auxiliary drives.

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Section 2

Main Propulsion Shafting

2.1 Scope
b) Alloy steels - Not exceeding 800 [N/mm2]
2.1.1 The requirements of this Section relate, in
particular, to formulae for determining the 2.3.2 Ultrasonic tests are required on shaft
diameters of shafting for main propulsion forgings where the diameter is 250 [mm] or
installations, but requirements for couplings, greater.
coupling bolts, keys, keyways, sternbushes and
associated components are also included. The 2.4 Intermediate and thrust shafts
diameter of shafting as calculated may require to
be modified as a result of alignment 2.4.1 The diameter, d, of the shaft is to be not less
considerations and vibration characteristics (See than determined by the following formula :
Sec.8) or the inclusion of stress raisers, other
than those contained in this section. 410 P
d  103.5 k a 3 [mm]
2.2 Plans and particulars (U  160) R
2.2.1 The following plans, in triplicate, together where,
with the necessary particulars of the machinery,
including the maximum power and revolutions a = 0.95 for turbine installations, electric
per minute, are to be submitted for approval propulsion installations and oil engine
before the work is commenced: installations with slip type couplings;
 Final gear shaft; = 1.0 for other oil engine installations;

 Thrust shaft; k = 1.0 for shafts with integral coupling flanges

complying with 2.7 or shrink fit couplings;
 Intermediate shafting;
= 1.10 for shafts with keyways, where the fillet
 Tube shaft, where applicable; radii in the transverse section of the bottom of the
keyway are not to be less than 0.0125 d; after a
 Tail shaft; length of 0.2 d from the end of the keyway, the
shaft diameter may be reduced to the diameter
 Stern bush. calculated with k = 1.0;

2.2.2 The specified minimum tensile strength of = 1.10 for shafts with transverse or radial holes,
each shaft is to be stated. where the diameter of the hole is not greater than
0.3 d;
2.2.3 A shafting arrangement plan indicating the
relative position of the main engines, flywheel, = 1.20 for shafts with longitudinal slots having a
flexible coupling, gearing, thrust block, line length of not more than 1.4 d and a width of not
shafting and bearings, stern tube, 'A' brackets more than 0.2 d, where d is calculated with k=1.0;
and propeller, as applicable, is to be submitted
for information. U = Specified minimum tensile strength of the
material [N/mm2]
2.3 Materials for shafting
P = maximum shaft power [kW];
2.3.1 The materials are to comply with the
relevant requirements of Ch.5, Pt.2, Inspection R = Revolutions per minute corresponding to
and Testing of Materials, of Rules & Regulations maximum shaft power giving maximum torque.
for the Construction and Classification of Steel
Ships. The specified minimum tensile strength of 2.4.2 For shafts with design features other than
forgings is to be selected within the following stated in 2.4.1, the value of k will be specially
general limits : considered.

a) Carbon and carbon-manganese steel - 400-

600 [N/mm2]

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2.5 Tailshafts and tube shafts 2.5.4 The taper of the shaft cone is normally not
to be steeper than 1:12 on diameter in case of
2.5.1 The diameter, dp, of the tailshaft keyed shafts and 1:15 on diameter in case of
immediately forward of the forward face of the keyless shafts.
propeller boss or, if applicable, the forward face
of the tailshaft flange, is to be not less than 2.5.5 Tailshafts which run in sterntubes and tube
determined by the following formula : shafts may have the diameter forward of the
forward stern tube seal gradually reduced to the
410 P diameter of the intermediate shaft. Abrupt
d p  103.5 k a 3 [mm] changes in shaft section at the tailshaft/ tubeshaft
(U  160) R to intermediate shaft couplings is to be avoided.

where, 2.6 Hollow shafts

k = 1.22 for a shaft carrying a keyless propeller, 2.6.1 For hollow shafts where the bore exceeds
or where the propeller is attached to an integral 40 per cent of the outside diameter the minimum
flange, and where the shaft is fitted with shaft diameter is not to be less than that given by
continuous liner or is oil lubricated and provided the following equation :
with an approved type of oil sealing gland;
1
= 1.26 for a shaft carrying a keyed propeller, and do  d 4
[mm]
where the shaft is fitted with a continuous liner or 3 d 
is oil lubricated and provided with an approved 1 -  i 
type of oil sealing gland;  do 

= 1.25 for a shaft carrying a keyless propeller, or where,

where the propeller is attached to an integral
flange and is fitted with water lubricated bearings do = outside diameter [mm],
with non- continuous shaft liners;
d = Rule size diameter of shaft [mm], calculated
= 1.29 for a shaft carrying a keyed propeller and in accordance with 2.4 or 2.5
is fitted with water lubricated bearings with non-
continuous shaft liners; di = diameter of central hole [mm].

U = Specified minimum tensile strength of the 2.6.2 Where the diameter of central hole does not
shaft [N/mm2], but is not to be taken greater than exceed 0.4 times the outside diameter, no
600 [N/mm2]; increase over Rule size need be provided.

P, a and R are defined in 2.4.1. 2.7 Integral couplings

2.5.2 The diameter, dp of the tailshaft determined 2.7.1 The thickness of coupling flanges is not to
in accordance with the formula in 2.5.1 is to be less than the minimum required diameter of
extend over a length not less than that to the the coupling bolts calculated as in para 2.9,
forward edge of the bearing immediately forward where UB = U or 0.2 times the rule diameter of the
of the propeller or 2.5 dp whichever is the greater. shaft under consideration, whichever is greater.

2.5.3 The diameter of the portion of the tailshaft 2.7.2 The fillet radius at the base of the coupling
and tubeshaft forward of the length required by flange is to be not less than 0.08 of the diameter
2.5.2 to the forward end of the forward sterntube of the shaft at the coupling. The fillets are to have
seal is to be determined in accordance with the a smooth finish and are not to be recessed in way
formula in 2.5.1 except that: of nuts and bolt heads.

k = 1.15, when k = 1.22 or 1.26 as required by 2.7.3 Where the propeller is attached by means
2.5.1 of a flange, the thickness of the flange is to be not
less than 0.25 times the actual diameter of the
k = 1.18, when k = 1.25 or 1.29 as required by adjacent part of the tailshaft. The fillet radius at
2.5.1 the base of the coupling flange is to be not less
than 0.125 times the diameter of the shaft at the
The change of diameter from that required by coupling.
2.5.1 to that required by this clause should be
gradual.

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2.8 Demountable couplings 168  d p

t [mm]
2.8.1 Couplings are to be made of steel or other 28
approved ductile material. The strength of
demountable couplings and keys is to be where,
equivalent to that of the shaft. Couplings are to
be accurately fitted to the shaft. t = thickness of liner [mm];

2.8.2 Hydraulic and other shrink fit couplings will dp = diameter of tail shaft under the liner [mm].
be specially considered upon submittal of
detailed pre-loading and stress calculations and 2.10.2 The thickness of the continuous liner
fitting instructions. In general, the torsional between the bearings is not to be less than 0.75t.
holding capacity is to be at least 2.8 times the
transmitted torque and pre-load stress is not to 2.10.3 Continuous liners are preferably to be cast
exceed 70 per cent of the yield strength. in one length. If made of several lengths, the
joining of the separate pieces is to be made by
2.8.3 Provision is to be made to resist astern pull. welding through the whole thickness of liner
before shrinking. In general, the lead content of
2.9 Coupling bolts the gunmetal of each length forming a butt
welded liner is not to exceed 0.5 per cent. The
2.9.1 The diameter of the coupling bolts of the composition of the electrode or filler rods is to be
fitted type at the joining faces of the coupling is to substantially lead free.
be not less than that given by the following
formula: 2.10.4 The liners are to withstand a hydraulic
pressure of 0.2 [N/mm2] after rough machining.
0.427 d 3 (U  155) 2.10.5 The liners are to be carefully shrunk or
db  [mm]
N D UB forced upon the shaft by hydraulic pressure, and
they are not to be secured by pins.
where, 2.10.6 Effective means are to be provided for
preventing water from reaching the shaft at the
db = diameter of the fitted coupling bolts [mm]; part between the after end of the liner and the
propeller boss.
d = required diameter [mm] for the shaft in
accordance with 2.4 or 2.5 as appropriate 2.10.7 If the liner does not fit the shaft tightly
calculated by taking the value of k as 1.0; between the bearing portions in the stern tube,
the space between the shaft and the liner is to be
U = specified minimum tensile strength of the filled with a plastic insoluble non- corrosive
shaft material in [N/mm2]; compound.
UB = specified minimum tensile strength of the 2.11 Keys and keyways
bolt material in [N/mm2];
2.11.1 Round ended or sled-runner ended keys
and also U  UB  1.7U; are to be used, and the key ways in the propeller
boss and cone of the tail shaft are to be provided
N = Number of bolts in the coupling; with a smooth fillet at the bottom of the keyways.
The radius of the fillet is to be at least 0.0125 of
D = Pitch circle diameter of bolt holes [mm]. the diameter of the tail shaft at the top of the cone.
The sharp edges at the top of the keyways are to
2.9.2 The diameter of the non-fitted bolts will be be removed.
specially considered upon the submittal of
detailed pre-loading and stress calculations and 2.11.2 Two screwed pins are to be provided for
fitting instructions. securing the key in the keyway, and the forward
pin is to be placed at least one-third of the length
2.10 Tailshaft liners of the key from the end. The depth of the tapped
holes for the screwed pins is not to exceed the
2.10.1 The thickness, t, of bronze or gunmetal pin diameter and the edges of the holes are to be
liners fitted on tail shafts, in way of bearings, is slightly beveled.
not to be less than given by following formula :

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2.11.3 The distance between the top of the cone
and the forward end of the keyway is to be not d) For bearings which are grease lubricated; the
less than 0.2 of the diameter of the tailshaft at the length of bearing is to be not less than 4 times
top of the cone. the rule diameter required for the tailshaft;

2.11.4 The effective sectional area of the key in e) For water lubricated bearings lined with two
d3 or more circumferentially spaced sectors of
shear, is to be not less than [mm2] an approved plastics material, in which it can
2.6 d 1 be shown that the sectors operate on
hydrodynamic principles, the length of the
where, bearing is to be such that the nominal bearing
pressure will not exceed 0.55 [N/mm2]. The
d = diameter [mm], required for the intermediate length of the bearing is not to be less than
shaft determined in accordance with 2.4, based twice actual diameter of shaft.
on material having a specified minimum tensile
strength of 400 [N/mm2]; 2.12.2 Forced water lubrication is to be provided
for all bearings lined with rubber or plastics and
d1 = diameter of shaft at mid-length of the key for those bearings lined with lignum vitae where
[mm]. the shaft diameter is 380 [mm] or over. The
supply water may come from a circulating pump
2.12 Stern tube and bearings or other pressure source. The water grooves in
the bearings are to be of ample section and of a
2.12.1 The length of the bearing in the sternbush shape which will be little affected by weardown,
next to and supporting the propeller is to be as particularly for bearings of the plastic type.
follows :
2.12.3 The shut off valve or cock controlling the
a) For water lubricated bearings which are lined supply of water is to be fitted direct to the after
with lignum vitae, rubber composition or peak bulkhead, or to the sterntube where the
staves of approved plastic material; the water supply enters the sterntube forward of the
length is to be not less than 4 times the rule bulkhead.
diameter required for the tailshaft under the
liner; 2.12.4 Where a tank supplying lubricating oil to
the sterntube is fitted, it is to be located above the
b) For bearings which are white-metal lined, oil load water line and is to be provided with a low
lubricated and provided with an approved level alarm device in the engine room.
type of oil sealing gland; the length of the
bearing is to be approximately twice the rule 2.12.5 Where sternbush bearings are oil
diameter required for the tailshaft and is to be lubricated, provision is to be made for cooling the
such that the nominal bearing pressure will oil by maintaining water in the after peak tank
not exceed 0.8 [N/mm2]. The length of the above the level of the sterntube or by other
bearing is to be not less than 1.5 times its rule approved means. Means of ascertaining the
diameter; temperature of the oil in the sternbush are also to
be provided.
c) For bearings of cast iron, bronze which are
oil lubricated and fitted with an approved oil 2.12.6 The oil sealing glands used for sterntube
sealing gland; the length of the bearing is, in bearings, which are oil lubricated, are to be of
general, to be not less than 4 times the rule approved type.
diameter required for tailshaft;

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Section 3

Propellers

3.1 Scope 3.3.2 When it is proposed to use materials which

are not included in Table 3.4.1, details of the
3.1.1 The requirements of this Section cover the chemical composition, mechanical properties
construction, materials and inspection of and density are to be submitted for approval.
propellers.
3.4 Design
3.2 Plans and particulars
3.4.1 Minimum blade thickness
3.2.1 A plan, in triplicate, of the propeller is to be
submitted for approval, together with the 3.4.1.1 Where the propeller blades are of
following particulars: conventional design, the thickness, t, of the
propeller blades at 25 per cent radius for solid
a) Maximum shaft power, P, in [kW]; propellers, at 35 per cent for controllable pitch
propellers, neglecting any increase due to fillets,
b) Revolutions per minute of the propeller at is to be not less than :
maximum power, R;
a) For fixed propellers
c) Propeller diameter, D [m];
AP 0.024 B K C s
d) Pitch at 25 per cent radius (for solid t 0.25  1003  [mm]
propellers only), P0.25 [m]; Cn C R N C Cn
b) For controllable pitch propellers
e) Pitch at 35 per cent radius (for controllable
pitch propellers only), P0.35 [m];
AP 0.015 B K C s
t 0.25  805  [mm]
f) Pitch at 70 per cent radius, P0.7, [m]; Cn C R N C Cn
g) Length of blade section of the expanded where,
cylindrical section at 25 per cent radius (for
solid propeller only), L0.25, [mm]; t0.25 = minimum blade thickness required at 25 per
cent radius;
h) Length of blade section of expanded
cylindrical section art 35 per cent radius (for t0.35 = minimum blade thickness required at 35 per
controllable pitch propellers only) L0.35, in cent radius;
[mm];
Cn = Section modulus coefficient at 25 per cent
i) Rake at blade tip measured at shaft axis radius or 35 per cent radius as applicable;
(backward rake positive, forward rake
negative), K, in [mm];
lo
j) Number of blades, N;  and is not to be taken
Uf L T2
k) Developed area ratio, a. greater than 0.10;

3.3 Materials Io = Moment of inertia of the expanded cylindrical

section at 25 per cent radius or 35 per cent
3.3.1 Castings for propellers and propeller blades radius, as applicable, about a straight line
are to comply with the requirement of Ch.8, Pt.2, passing through the center of gravity parallel to
Inspection and Testing of Materials, of Rules & the pitch line or to the nose-tail line, in [mm4];
Regulations for the Construction and
Classification of Steel Ships. The specified
minimum tensile strength is to be not less than
stated in Table 3.4.1.

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Uf = maximum normal distance from the moment 3.4.1.2 Propellers of unusual design or
of inertia axis to points on the face boundary application will be subject to special
(tension side) of the Section at 25 per cent radius consideration upon submittal of detailed stress
or 35 per cent radius, as applicable [mm]; calculations.

L = Length of the blade Section of the expanded 3.4.1.3 Fillets at the root of the blades are not to
cylindrical Section at 25 per cent radius or 35 per be considered in the determination of blade
cent radius, as applicable, [mm]; thickness.

T = Maximum thickness of the expanded

cylindrical Section as approved at 25 per cent or Table 3.4.1 : Material constants
35 per cent radius, as applicable [mm];
Specified
Cs = Section area coefficient at 25 per cent radius Materials min. UTS f w
or 35 per cent radius as applicable; [N/mm2]
Manganese bronze
440 22.6 8.3
Grade Cu 1
a Ni-Manganese
 s 440 22.9 8.0
LT bronze Grade Cu 2
Ni-Aluminium
590 25.7 7.5
bronze Grade Cu 3
as = area of the expanded cylindrical Section at Mn-Aluminium
25 per cent radius or 35 per cent radius, as 630 25.6 7.5
bronze Grade Cu 4
applicable [mm2];
Cast iron 250 11.77 7.2
f = material constant as per Table 3.4.1; Carbon and low
400 14.0 7.9
alloy steels
w = material constant as per Table 3.4.1; Note: The value of f may be increased by 10 percent
for twin screw and outboard propellers of triple
screw ships
a) For fixed-pitch propellers
3.4.2 Keyless propellers
6.0 D 4.3 P0.25
A  1.0  
p 0.7 D 3.4.2.1 Where propellers are fitted without keys,
detailed stress calculations and fitting
instructions are to be submitted for approval.
2 3
 4300 w a   R   D 
B     3.4.3 Controllable pitch propellers
 N   100   20 
3.4.3.1 In the case of controllable - pitch
 1.5 P0.25  propellers, means are to be provided to lock the
C  1   L 0.25 f  B blades in ahead position in case of the failure of
 D  the pitch operating mechanism.

b) For controllable pitch propellers 3.4.3.2 A propeller pitch indicator is to be fitted at

each station from which it is possible to control
6.0 D 3.0 P0.35 the pitch of the propeller.
A  1.0  
p 0.7 D 3.5 Fitting of propellers

3.5.1 The propeller boss is to be a good fit on the

2 3 tailshaft cone. The forward edge of the bore of the
 4900 w a   R  D propeller boss is to be rounded to about 6 [mm]
B     
 N   100   20  radius.

3.5.2 The exposed part of the tailshaft is to be

 1.5 P0.35 
C  1   L 0.35 f  B protected from the action of water by filling all
 D  spaces between propeller hub, cap and shaft with
a suitable filling material. The propeller assembly

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is to be sealed at the forward end with a well-fitted shaft; and, where necessary, a filler piece is to be
soft rubber packing ring. When the rubber ring is fitted in the propeller - hub keyway to provide a
fitted in an external gland, the hub counterbore is flat unbroken seating for the ring. The recess
to be filled with suitable material, and clearances formed at the small end of the taper by the over
between shaft liner and hub counterbore are to hanging propeller hub is to be packed with red
be kept to a minimum. When the rubber ring is lead putty or rust-preventing compound before
fitted internally, ample clearance is to be provided the propeller nut is put on.
between liner and hub and the ring is to be
sufficiently sized to squeeze in to the clearance 3.5.3 Effective means are to be provided to
space when the propeller is driven up on the prevent the slackening of the propeller nut.

Section 4

Vibrations and Alignment

4.1 Scope engines, turbines, motors, generators, flexible

couplings, gearing, shafting and propeller, where
4.1.1 The requirements of this Section are applicable, including all branches, are to be
applicable to main propulsion systems with submitted for approval together with the
power exceeding 200 [kW] and auxiliary associated plans.
machinery systems for essential services with
powers exceeding 200 [kW]. 4.4.2 Particulars of the division of power
developed throughout the speed range for
4.1.2 Unless otherwise advised, it is the turbines, or from all intended combinations of
responsibility of the Shipbuilder as the main operation in oil engine installations having more
contractor to ensure, in co-operation with the than one engine and/or with power take-off
Engine builders, that the information required by systems are to be submitted.
this Section is prepared and submitted.
4.4.3 Any special speed requirements for
4.2 Basic system requirements prolonged periods in service are to be indicated,
e.g., range of trawling revolutions per minute,
4.2.1 The systems are to be free from excessive range of operation revolutions per minute with a
torsional, axial and lateral vibration, and are to be controllable pitch propeller, idling speed, etc.
aligned in accordance with tolerances agreed
with the respective manufacturers. 4.4.4 The calculations and/or measurements
carried out on oil engine installations containing
4.2.2 Where changes are subsequently made to transmission items sensitive to vibratory torque,
a dynamic system which has been approved, e.g. gearing, flexible couplings, or generator
revised calculations are to be submitted for rotors and their drives, are to take into account
consideration. the effects of engine malfunction commonly
experienced in service, such as cylinder(s) not
4.3 Resilient mountings firing.

4.3.1 Where the machinery is installed on 4.4.5 Restricted speed ranges will be imposed in
resilient mountings, linear vibration (steady state regions of speed where stresses are considered
and transient) is not to exceed the limiting values to be excessive for continuous running. Similar
agreed with the manufacturers of the machinery restrictions will be imposed, or other protective
nor those of the resilient mountings. measures required to be taken, where vibratory
torques are considered to be excessive for
4.3.2 Misalignment arising from such vibration is particular machinery items.
not to impose excessive loading on machinery
components within the system. 4.4.6 Where calculations indicate the possibility
of excessive torsional vibration within the range
4.4 Torsional vibration of working speeds, torsional vibration
measurements, using the appropriate recognized
4.4.1 Torsional vibration calculations, including techniques, may be required to be taken from the
an analysis of the vibratory torques and stresses machinery installation for the purpose of
for the dynamic systems formed by the oil determining the need for restricted speed ranges.

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4.5 Axial vibrations carried out. These calculations, taking account of
dynamic bearing stiffnesses, are to cover the
4.5.1 For all main propulsion shafting systems, frequencies giving rise to all critical speeds which
the Shipbuilders are to ensure that amplitudes may result in significant amplitudes within the
due to axial vibrations are satisfactory throughout speed range, and are to indicate relative
the speed range, so far as practicable. Where deflections and bending moments throughout the
appropriate, amplitudes may be reduced by the shafting system.
use of suitable vibration dampers or phasing of
propeller and engine, etc. 4.6.3 The results of these calculations, or the
evidence of previous experience, is to be
4.5.2 Unless previous experience of similar submitted for consideration.
installation shows it to be unnecessary,
calculations of the shafting system are to be 4.6.4 Where calculations indicate the possibility
carried out. These calculations are to include the of excessive lateral vibration amplitudes within
effect of the thrust block seating and the the range of working speeds, measurements
surrounding hull structure taking part in the using an appropriate recognized technique may
vibration. The result of these calculations or the be required to be taken from the shafting system
evidence of previous experience is to be for the purpose of determining the need for
submitted for consideration. restricted speed ranges.

4.7 Shaft alignment

4.5.3 Where calculations indicate the possibility
of excessive axial vibration amplitudes within the 4.7.1 For main propulsion installations, the
range of working speeds, measurements using shafting is to be aligned to give acceptable
an appropriate recognized technique may be bearing reactions, and bending moments at all
required to be taken from the shafting systems for conditions of ship loading and operation. The
the purpose of determining the need for restricted Shipbuilder is to position the bearings and
speed ranges. construct the bearing seatings to minimize the
effects of movements under all operating
4.6 Lateral vibrations conditions.

4.6.1 For all main propulsion shafting systems, 4.7.2 For geared installations, where two or more
the Shipbuilders are to ensure that amplitudes pinions are driving the final reduction wheel,
due to lateral vibrations are satisfactory calculations are to be submitted to verify that
throughout the speed range. shaft alignment is such that proper bearing
reactions are maintained under all operating
4.6.2 Unless previous experience of similar conditions.
installations shows it to be unnecessary,
calculations of lateral, or bending, vibration 4.7.3 Shaft alignment is to be verified by
characteristics of the shafting system are to be measurement.

End of Chapter

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Chapter 5

Boilers and Pressure Vessels

Contents
Section
1 General

Section 1

General

1.1 Scope
1.2.3 It is desirable that there should be a margin
1.1.1 The requirements of this Chapter are between the normal pressure at which the boiler
applicable to pressure vessels of seamless and or pressure vessel operates and the lowest
fusion welded construction, and their mountings pressure at which any safety valve is set to lift, to
and fittings, for the following uses : prevent unnecessary lifting of the safety valve.

a) Fired boilers; 1.3 Metal temperature

b) Exhaust gas heated boilers; 1.3.1 The metal temperature, T, used to evaluate
the allowable stress is to be taken as the actual
c) Economizers, superheaters, reheaters and metal temperature expected under operating
steam receivers for, and associated with (a) conditions for the pressure part concerned, and
and(b); is to be stated by the manufacturer when plans of
the pressure parts are submitted for
d) Steam heated steam generators; consideration.

e) Other pressure vessels, not included in (a) to 1.3.2 For boilers, the design metal temperature is
(d). not to be taken less than the following values,
unless justified by an exact calculation of the
1.1.2 Consideration will be given to temperature drop and is in no case to be taken
arrangements or details of boilers, pressure less than 250C:
vessels and equipment which can be shown to
comply with other recognized standards, a) For steam heated steam generators,
provided they are not less effective. secondary drums of double evaporation
boilers, steam receivers and pressure parts
1.2 Design pressure of fired pressure vessels not heated by hot
gases and adequately protected by
1.2.1 The design pressure is the maximum insulation, the metal temperature, T is to be
permissible working pressure and is to be not taken as the maximum temperature of the
less than the highest set pressure of any safety internal fluid;
valve.
b) For pressure parts heated by hot gases, T is
1.2.2 The calculations made to determine the to be taken as not less than 25C in excess
scantlings of the pressure parts are to be based of the maximum temperature of the internal
on the design pressure, adjusted where fluid;
necessary to take account of pressure variations
corresponding to the most severe operational
conditions.

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c) For combustion chambers of the type used a) General arrangement, including

in horizontal wet-back boilers, T is to be arrangement of valves and fittings;
taken as not less than 50C in excess of the
maximum temperature of the internal fluid; b) Sectional assembly;

d) For furnaces, fire boxes, rear-tube plates of c) Seating arrangements;

dry-back boilers and pressure parts subject
to similar rates of heat transfer, T is to be d) Steam, water drum and header details;
taken as not less than 90C in excess of the
maximum temperature of the internal fluid; e) Water wall details;
e) For boiler, superheater, reheater and
economizer tubes, the design temperature is f) Steam and superheater tubing, including the
to be taken as under : tube support arrangements;

 For boiler tubes the design temperature g) Economizer details;

is to be taken as not less than saturated
steam temperature plus 25C for tubes h) Casing arrangement;
mainly subject to convection heat, or plus
50C for tubes mainly subject to radiant i) Reheat section;
heat;
j) Fuel oil burning arrangement;
 For superheater and reheater tubes, the
design temperature is to be taken as not k) Forced draft system;
less than steam temperature expected in
l) Boiler mountings including steam stop
the part being considered, plus 35C for
valves, safety valves and their relieving
tubes mainly subject to convection heat.
capacities, feed water connections, blow-off
For tubes mainly subject to radiant heat
arrangements, watergauges, test cocks, etc.
the design temperature is to be taken as
not less than the steam temperature
1.4.2 The plans are to include the following
expected in the part being considered,
particulars, in so far as applicable :
plus 50C, but the actual metal
temperature expected is to be stated
a) Scantlings;
when submitting plans;
b) Materials;
 The design temperature for economizer
tubes is to be taken as not less than 35C c) Weld details;
in excess of the maximum temperature
of the internal fluid. d) Design pressures and temperatures;
1.3.3 In general, any part of boiler drums or e) Heating surface areas of boilers and
headers not protected by tubes, and exposed to superheaters;
radiation from the fire or to the impact of hot
gases, is to be protected by a shield of good f) Estimated pressure drop through
refractory material or by other approved means. superheater;
1.3.4 Drums and headers of thickness greater g) Estimated evaporation rate;
than 30 [mm] are not to be exposed to
combustion gases having an anticipated h) Proposed setting pressure of safety valves
temperature in excess of 650C unless they are on steam drum and superheater;
efficiently cooled by closely arranged tubes.
i) Pressure vessel class;
1.4 Plans and particulars
j) Details of heat treatment and testing of
1.4.1 The following plans, in triplicate, for boiler welds;
and pressure vessels are to be submitted for
approval, in so far as applicable:

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k) Calculations of thicknesses, when required;
1.5.2 Pressure vessels which are constructed in
l) Test pressures. accordance with the requirements of Class 2 or
Class 3 will, if manufactured in accordance with
1.5 Classification of pressure vessels the requirements of a superior class, be approved
with the scantlings appropriate to that class.
1.5.1 For Rule purposes, boilers and pressure
vessels are graded as shown in Table 1.5.1.

Table 1.5.1 : Grading of pressure vessels

Steam-heated steam
Boilers Other pressure vessels
generators
 15 
Class 1 p > 3.5 Di >   1 1000 P > 50 or t > 38
p 
 20 
 15  P  50 or Di >   1 1000 and 16 <
Class 2 p  3.5 Di <   1 1000
 p 
p 
t  38 or material temperature > 150C
 20 
Di    1 1000 and t  16 and
Class 3
 p 
material temperature  150C
Notes:

P = design pressure, in bar Di = internal diameter [mm] t = shell thickness [mm]

1.5.3 In special circumstances relating to service 1.6.3 The specified minimum tensile strength of
conditions, materials, operating temperature, the low alloy steel plates, pipes, forgings and
carriage of dangerous gases and liquids, etc., it castings is to be within the general limits of 400 -
may be required that certain pressure vessels be 500 [N/mm2], and pressure vessels made in
manufactured in accordance with the these steels are to be either seamless or Class 1
requirements of a superior class. fusion welded.

1.6 Materials 1.6.4 The specified minimum tensile strength of

boiler and superheater tubes is to be within the
1.6.1 Materials used in the construction of boilers following general limits :
and pressure vessels are to be manufactured in
accordance with the requirements of Pt.2, a) Carbon and carbon-manganese steels - 320
Inspection and Testing of Materials, of Rules & - 460 [N/mm2];
Regulations for the Construction and
Classification of Steel Ships. b) Low alloy steels - 400 - 500 [N/mm2].

1.6.2 The specified minimum tensile strength of 1.6.5 Where it is proposed to use materials other
carbon and carbon manganese steel plates, than those specified in Pt.2, Inspection and
pipes, forgings and castings is to be within the Testing of Materials, of Rules & Regulations for
following general limits : the Construction and Classification of Steel
Ships, details of the chemical compositions, heat
a) For seamless and Class 1 and Class 2 fusion treatment and mechanical properties are to be
welded pressure vessels - 340 - 520 [N/mm2]; submitted for approval. In such cases the values
of the mechanical properties used for deriving the
b) For boiler furnaces, combustion chambers allowable stress are to be subject to agreement
and flanged plates - 400 - 520 [N/mm2]. by IRS.

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1.6.6 Where a fusion welded pressure vessel is b) weight of the vessel and normal contents
to be made of alloy steel and approval of the under operating and test conditions;
scantlings is required on the basis of the high
temperature properties of the material, c) superimposed loads such as other pressure
particulars of the welding consumables to be vessels, operating equipment, insulation,
used, including typical mechanical properties and corrosion-resistant or erosion-resistant
chemical composition of the deposited weld linings and piping;
metal, are to be submitted for approval.
d) reactions of supporting lugs, rings, saddles or
1.7 Pressure parts of irregular shape other types of supports;

1.7.1 Where pressure parts are of such irregular or

shape that it is impracticable to design their
scantlings by the application of formulae given in e) the effect of temperature gradients on
this Chapter, the suitability of their construction is maximum stress.
to be determined by hydraulic proof test of a
prototype or by an agreed alternative method. 1.9 Design

1.8 Adverse working conditions 1.9.1 The boilers and pressure vessels are to be
designed in accordance with the requirements of
1.8.1 Where working conditions are adverse, Ch.5, Pt.4, Main and Auxiliary Machinery, of
special consideration may be required to be given Rules & Regulations for the Construction and
to increasing the scantlings derived from the Classification of Steel Ships.
formulae, e.g. by increasing the corrosion or
other allowance at present shown in the 1.10 Manufacture
formulae, or by adopting a design pressure
higher than defined in 1.2, to offset the possible 1.10.1 The manufacture of boilers and pressure
reduction of life in service caused by the adverse vessels is to be carried out in accordance with the
conditions. In this connection, where necessary, requirements of Ch.10, Pt.4, Main and Auxiliary
account should also be taken of any excess of Machinery, of Rules & Regulations for the
loading resulting from : Construction and Classification of Steel Ships.

a) impact loads, including rapidly fluctuating

pressures;

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Chapter 6

Steering Gears

Contents
Section
1 General
2 Design Criteria

Section 1

General

1.1 General
1.1.5 Steering gears may be manually operated
1.1.1 All ships are to be provided with reliable (steering chains and rods or hand/hydraulic) or
steering systems which would allow the vessel to fully powered (electric or electric/hydraulic).
be steered safely having regard to the use and However, when the rule diameter of the
principal dimensions of the ship. This rudderstock exceeds 150 [mm] in way of tiller, a
requirement does not apply to ships intended to fully powered steering gear is to be provided.
be pushed only. Proposals to fit a hand tiller only
will receive special consideration. 1.1.6 Manually operated gears or power assisted
gears are only acceptable when the operation
1.1.2 For ships not fitted with rudders but does not require an effort exceeding 16 [kgf]
equipped with steering propellers/nozzles or under normal conditions.
Voith-Schneider propellers, see 2.5. For ships
fitted with rudders, a steering gear is to be 1.1.7 If a fully powered steering gear is fitted an
provided. independent secondary means of steering is to
be provided.
1.1.3 The steering gear is to be secured to the
seating by fitted bolts, and suitable chocking 1.1.8 Requirements for chemical tankers, gas
arrangements are to be provided. The seating is carriers and similar vessels will be specially
to be of substantial construction. considered by IRS.

1.1.4 The steering gear is to be so designed that

the rudder cannot change position when not
intended to do so.

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Section 2

Design Criteria

2.1 General wheel. A device is to be fitted to prevent

inadvertent turning of the hand wheel when the
2.1.1 The entire steering gear is to be designed, manual drive is engaged automatically.
constructed and installed to allow for a
permanent transverse list of up to 15 and for 2.2.6 Where the main steering gear is power
ambient temperatures commensurate with the hydraulically operated whilst the secondary
area in which he ship is to operate. steering is a manually operated hydraulic system,
the piping of both systems is to be completely
2.1.2 The parts comprising the steering gear are separate, and the main installation is to operate
to be so dimensioned that they can withstand all without using the steering wheel pump of the
the maximum stresses to which they will be secondary installation.
subjected in normal operating conditions. The
steering gear is to be sufficiently strong so that in 2.2.7 Where both the main and secondary drive
the event of rudder touching the bottom or bank, are power hydraulic, the respective pumps must
the maximum damage would be limited to be driven independently.
deformation or fracturing of the rudder stock.
2.2.8 Where the secondary pump is driven by an
2.1.3 The steering gear is to be so designed that engine which does not operate continuously
a rudder angle of not less than 35 on either side whilst the ship is in motion, means are to be
can be obtained. provided to operate the steering gear instantly
whilst the emergency engine is gaining the
2.1.4 Where the steering gear is manually required speed.
operated, on an average one complete turn of the
hand wheel is to correspond to at least 3 of 2.2.9 The two installations are to have separate
rudder angle. pipes, valves, controls, etc. Where the
independent functioning of the two installations is
2.1.5 Where the steering gear is fully powered, it ensured, they may have common components.
is to be capable of turning the rudder at an
average rate of 4 per second through the entire 2.3 Manual drive
rudder arc when the rudder is fully immersed and
with the ship at full speed. 2.3.1 Where the sole steering installation is a
manually operated system, an independent
2.1.6 Where fully powered steering gear is secondary steering system is not required,
provided with a second, manually operated gear, provided that in the case of a hydraulic system,
the latter is to permit the ship to proceed to a the dimensioning, construction and layout of the
mooring at reduced speed. piping precludes deterioration through
mechanical action or fire, and the construction of
2.2 Fully powered steering gear the steering wheel pump ensures faultless
operation.
2.2.1 Fully powered steering gears may be of the
direct electric or electric/hydraulic type. 2.4 Rudder position

2.2.2 Powered steering gears are to be fitted with 2.4.1 If the position of the rudder(s) is not clearly
means to limit the torque exerted by the drive. perceivable from the steering station, a reliable
rudder angle indicator is to be provided at the
2.2.3 In case of failure of the main drive and the steering station.
secondary drive not engaging automatically, it is
to be possible to engage the secondary drive by 2.4.2 Any rudder angle indicator fitted, is to
hand at the steering position within 5 seconds, function for both the main and secondary steering
with the rudder in any position. gear.

2.2.4 At the steering station, automatic indication 2.5 Rudder propellers and Voith Schneider
is to be provided as to which drive is in operation. equipment

2.2.5 If the independent secondary drive is 2.5.1 Where a steering propeller/nozzle or Voith
manual the power drive is not to actuate the hand Schneider propeller is fitted, two independent

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control systems are to be provided between the and inner diameters of the boss is to be not less
steering station and the propulsion installation. than 1.75 and the height of the boss is not to be
less than the inner diameter of the boss.
2.5.2 Where two or more independent steering
propulsion installations are fitted, a secondary 2.6.5 Co-efficient of friction for shrink fitting is not
independent control system is not required to be taken greater than 0.17 for dry fitting and
provided the ship remains sufficiently 0.15 for oil injection fitting.
maneuverable in the event of one of the
installations failing. 2.6.6 In case of split type boss, the total number
of joining bolts is to be at least 4. The distance of
2.6 Tillers, quadrants and connecting rods the centre of the bolts from the centre of the
rudder stock is generally to be 1.15du and the
2.6.1 For the requirements regarding rudder, thickness of the coupling flange is to be at least
rudder stock, See Pt.3, Ch.12. 1.1 times the required bolt diameter. The
thickness of shim to be fitted between two halves
2.6.2 All components transmitting mechanical before machining is to be 0.0015du. The
forces to the rudder stock are to have a strength diameter of the coupling bolt, db is to be not less
of at least equivalent to the rudder stock in way than :
of the tiller. The combined resultant stress, e,
caused by the transmission of rudder torque, Qr, du
in tillers, vanes and other power transmitting d b  0.60 [mm]
components is not to exceed 138 [N/mm2], i.e. n

where,
 e   2  3 2  138 [ N/mm 2 ]
du = The rudder stock diameter in way of the tiller
where, calculated in accordance with Pt.3, Ch.12, Sec.3;

e = The combined equivalent stress, [N/mm2] n = Total number of joining bolts.

 = The bending stress, [N/mm2] 2.6.7 The shear area of the key, As, is not to be
less than :
= The torsional shear stress, [N/mm2]
0.18 Q r
Qr = The rudder torque [N-m] calculated as per As  [cm 2 ]
Pt.3, Ch.12, Sec.3.2;
dm

2.6.3 The section modulus 'Z' [cm3] and the where,

sectional area 'A' [cm2] of the tiller arms is not to
be less than the following : dm = diameter of the conical part of the
rudderstock at midway of key, [mm]
 x
Z  0.012 Q r 1   [cm 3 ] The keyway is to extend over the full depth of the
 R tiller and have rounded edges. The abutting
surface area of the key, Ab, (discounted rounded
Qr edges) between the key and the rudder stock or
A  2.0 x 10  4 [cm 2 ] the key and the tiller boss is not to be less than:
R
Ab  0.5 As

where, 2.6.8 Where higher tensile bolts are used on

bolted tillers and quadrants, the yield and ultimate
R = The distance [m] from the point of application tensile stresses of the bolt material are to be
of the effort on the tiller to the centre of rudder stated on the plans submitted for approval,
stock; and together with full details of the methods to be
adopted to obtain the required setting-up stress.
x = The distance [m] from the section under Where patent nuts or systems are used, the
consideration to the centre of the rudder stock. manufacturer's instructions for assembly should
be adhered to.
2.6.4 The boss may be fitted on the rudder stock
by shrinking with/without key or may be of the 2.6.9 In bow rudders having a vertical locking pin
split type. The ratio between the mean of outer operated from the deck above, positive means
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are to be provided to ensure that the pin can be when necessary. In the case of hydraulic steering
lowered only when the rudder is exactly central. gears which are fitted with isolating valves on the
In addition, an indicator is to be fitted at the deck body of the gear and duplicate power units, an
to show when the rudder is exactly central. additional mechanical brake need not be fitted.

2.6.10 Steel-wire rope, chain and other 2.7.2 In bow rudders having a vertical locking pin
mechanical systems, when these are used for operated from the deck above, positive means
rudder stock diameters of 120 [mm] and less but are to be provided to ensure that the pin can be
excluding allowance for strengthening in ice, will lowered only when the rudder is exactly central.
be specially considered. In general the breaking In addition, an indicator is to be fitted at the deck
strength of rods/chains etc. is not to be less than: to show when the rudder is exactly central.

Qr 2.7.3 The steering gear, unless hydraulically

Breaking strength  6 [N] powered, is to be protected by means of springs
R or buffers from damage by impact on the rudder.

Where R is defined in 2.6.3. 2.8 Rudder stops

2.7 Locking or brake gear and springs 2.8.1 Suitable stopping arrangements are to be
provided for the rudder. Cut-outs on the steering
2.7.1 An efficient locking or brake arrangement is engine are to be arranged to operate at a smaller
to be fitted to all gears to keep the rudder steady angle of helm than those for the rudder.

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Chapter 7

Control Engineering Systems

Contents
Section
1 General Requirements
2 Essential Features for Control and Alarm Systems
3 Control and Supervision of Machinery

Section 1

General Requirements

1.1 General  List of alarm points.

1.1.1 This Chapter applies to all ships and is in  List of control points.
addition to other relevant Chapters of the Rules.
 Test facilities provided.
1.1.2 Attention should also be given to any
relevant requirements of National, International  Test schedules.
or Local Authorities which would apply to the
ships in service. 1.2.2 Control systems. Plans are required for
the following:
1.1.3 This Chapter states requirements for
systems of automatic or remote control which  Ballast systems.
may be used for controlling the machinery
contained in 1.2.2. The design and installation of  Bilge systems.
other control equipment is to be such that there
is no risk of danger due to failure.  Cargo pumping systems for tankers.
1.1.4 The details of control systems will vary with
 Controllable pitch propellers.
the type of machinery being controlled and
special consideration will be given to each case.
 Electrical generating plant.
1.2 Plans
 Fire detection systems.
1.2.1 Where control systems are applied to
essential machinery or equipment as listed in  Main propelling machinery including
1.2.2, plans are to be submitted in triplicate. They essential auxiliaries.
are to include or to be accompanied by:
 Steam raising plant.
 Details of operating medium, i.e. pneumatic,
hydraulic or electric, including standby  Transverse thrust units.
sources of power.
 Steering gear plant.
 Description and/or block diagram showing
method of operation.  Inert gas generators.

 Line diagrams of control circuits. 1.2.3 Alarm systems. Details of the overall alarm
system linking engine room, wheelhouse and,
 Lists of points monitored. where applicable, accommodation spaces are to
be submitted.

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1.2.4 Control Station. Location and details of 1.3.2 Equipment used in control, alarm and safety
control station are to be submitted, e.g. control systems should whenever practicable, be
panels. selected from the List of Type Approved Control
and Electrical Equipment published by IRS. A
1.2.5 Standard system. Where it is intended to copy of IRS Test Requirements for the Type
employ a system which has been previously Approval of Control and Electrical Equipment will
approved, plans may not be required to be be furnished on application.
submitted.
1.3.3 Assessment of performance parameters,
1.2.6 Computer based systems. In addition to such as accuracy, repeatability and the like, are
documentation specified at 1.2.2 following plans/ to be in accordance with an acceptable National
documents are to be submitted as applicable: or International Standard.
- System requirement specification
1.4 Alterations or additions
- System block diagram showing details of
hardware 1.4.1 When an alteration or addition to the
approved system(s) is proposed, plans are to be
- Software quality plans when requested submitted for approval. The alterations or
additions are to be carried out under survey, and
- Factory acceptance test procedures. the inspection, testing and installation is to be to
the Surveyor's satisfaction.
1.3 Alarm and control equipment
1.4.2 Any changes in software are to be
1.3.1 Major units of equipment associated with submitted for consideration. Where considered
control, alarm and safety systems as defined in necessary, validation tests may be required to be
1.2 are to be surveyed at the manufacturers' carried out to verify the software performance.
works and the inspection and testing is to be to Software version changes are to be identified and
the Surveyor's satisfaction. submitted to surveyor on request.

Section 2

Essential Features for Control and Alarm Systems

2.1 General 2.3.3 Individual alarm channels may be displayed

as group alarms at the main control station (if
2.1.1 Where it is proposed to install control and fitted) or alternatively at subsidiary control
alarm systems to the equipment defined in 1.2.2 stations.
the applicable features contained in 2.2 to 2.5 are
to be incorporated in the system design. 2.3.4 All alarms are to be both audible and visual.
If arrangements are made to silence audible
2.2 Control station(s) for machinery alarms they are not to extinguish visual alarms.

2.2.1 A system of alarm displays and controls are 2.3.5 If an alarm has been acknowledged and a
to be provided which readily ensure identification second fault occurs before the first was rectified
of faults in the machinery and satisfactory then audible and visual alarms are again to
supervision of related equipment. operate.

2.3 Alarm system 2.3.6 Failure of the power supply to the alarm
system is to be indicated.
2.3.1 Where an alarm system, which will provide
warning of faults in the machinery and control 2.3.7 The alarm system should be designed with
systems is installed, the requirements of 2.3.1 to self-monitoring properties. As far as practical,
2.3.10 are to be satisfied. any fault in the alarm system should cause it to
fail to the alarm condition.
2.3.2 Machinery and control system faults are to
be indicated at the relevant control station to 2.3.8 The alarm system is to be designed as far
advise duty personnel of a fault condition. as practical to function independently of control

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systems, such that a failure or malfunction in 2.5 Computer based systems
these systems will not prevent the alarm from
operating. 2.5.1 The requirements specified in this sub-
section are to be complied with for equipment,
2.3.9 Disconnection or manual overriding of any which are intended to be used for essential
part of the alarm system should be clearly services and safety critical equipment, which
indicated. incorporate computer based systems.

2.3.10 The alarm system is to be capable of being 2.5.2 Computer based systems are to be
tested. provided with self-monitoring facilities

2.3.11 The alarm system is to be designed with 2.5.3 Systems is to revert to a defined safe state
self-monitoring capabilities. on initial startup or restart in the event of failure.

2.3.12 In wheelhouse illumination of all 2.5.4 In the event of failure of any programmable
indications and controls are to be provided with electronic equipment the system is to fail to a
dimming facility. defined safe state or maintain safe operation, as
applicable.
2.4 Control systems
2.5.5 Where software is used for control of
2.4.1 Control systems for machinery operations essential equipment, the software is to be
are to be stable throughout their operating range. certified towards software quality assurance.

2.4.2 Failure of the power supply to a control Note: The certification of software for computer
system for propulsion machinery and associated based control systems is to be carried out in
systems is to operate an audible and visual accordance with IRS ‘Guidelines on Certification
alarm. of Software for Computer based Systems’.

2.4.3 When remote or automatic controls are 2.5.6 Alternate means of back-up fully
provided, sufficient instrumentation is to be fitted independent and hard wired are to be provided.
at the relevant control stations to ensure effective Alternatively, if they are dependent on software
control and indicate that the system is functioning then the software is to be certified by IRS towards
correctly. software quality assurance.

2.4.4 Where valves are operated by remote or 2.5.7 Failure of power supply is to initiate an
automatic control, the system of control should alarm.
include the following safety features:
2.5.8 Emergency stop systems are to be hard
(a) Failure of actuator power should not permit a wired and where they are implemented through
closed valve to open inadvertently. computer based system, then the software is to
be certified by IRS.
(b) Positive indication is to be provided at the
remote control station for the service to show 2.5.9 Essential equipment in integrated system
the actual valve position or alternatively that are to be able to operate independently.
the valve is fully open or closed. Valve
position indicating systems are to be of an 2.5.10 Failure of one part of integrated system is
approved type. not to affect the functionality of other parts of the
integrated system.
(c) Equipment located in places which may be
flooded should be capable of operating when 2.6 Fire detection alarms systems
submerged.
2.6.1 Where an automatic fire detection system
(d) A secondary means of operating the valves, is to be fitted in a machinery space the
which may be local manual control is to be requirements of 2.6.2 to 2.6.9 are to be satisfied.
provided.

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2.6.2 A fire detector indicator panel is to be 2.6.6 Detector heads of an approved type are to
located in such a position that a fire in the be located in the machinery spaces so that all
machinery spaces will not render it inoperative. potential fire outbreak points are guarded.

2.6.3 The audible fire alarm is to have a 2.6.7 The fire detection system is to be capable
characteristic tone which distinguishes it from of being tested.
any other alarm system. The audible fire alarm is
to be audible on all parts of the bridge and in the 2.6.8 It is to be demonstrated to the Surveyor's
accommodation areas. satisfaction that detector heads are so located
that air currents will not render the system
2.6.4 The alarm system should, so far as ineffective.
practicable, be designed with self-monitoring
properties. 2.6.9 A drawing showing the location of the fire
detector heads and the fire indicator panel, is to
2.6.5 Failure of power supply to the alarm system be submitted.
is to be indicated.

Section 3

Control and Supervision of Machinery

3.1 General stop or alarm are to be additional to the alarm

circuit and sensor required by 3.2.1.
3.1.1 When machinery, as defined in 1.2.2, is
fitted with automatic or remote controls so that 3.2.3 In the case of cooling system(s), in addition
under normal operating conditions it does not to the alarm indication as required by 3.2.1, a
require any manual intervention by the operators shutdown system for excessively high
then it is to be provided with the arrangements temperatures may be fitted, which is to be
specified in 3.2 to 3.7. Alternative arrangements independent of the alarm system.
which provide equivalent safeguards will be
considered. 3.2.4 Prolonged running in a restricted speed
range is to be prevented automatically;
3.2 Oil engines for propulsion purposes alternatively, indication of restricted speed
ranges is to be provided at each control station.
3.2.1 The following systems are to be provided
with alarms: 3.3 Boilers

System Alarm 3.3.1 A system of water level detection is to be

Lubricating oil pressure for fitted which will operate alarms and shut off
the engine including Low automatically the oil supply to the burners when
gearing the water level falls to a predetermined low level.
Lubricating oil pressure for
Failure, see 3.3.2 The oil fuel is to be shut off automatically
the engine including
3.2.2 from the burners, and alarms are to operate on
gearing
flame failure and failure of combustion air supply
Cooling system(s)
High detected by either low pressure at the fan outlet
temperature
or stopping of the fan motor.
Cooling system(s) Excessively
temperature high, see 3.2.3
3.3.3 Where the burner flame(s) is/are
extinguished and reignited automatically in
3.2.2 In the case of the lubricating oil system, in
response to steam demand then after total flame
addition to the alarm indication as required by failure re-ignition shall not take place until the
3.2.1, at complete loss of lubricating oil the furnace has been purged of explosive gases.
engine is to be stopped automatically or
alternatively a second and separate alarm is to 3.4 Auxiliary engines
be provided giving audible and visible warning in
the wheelhouse and in the engine room. The
3.4.1 The following systems for auxiliary engines
circuit and sensor employed for this automatic of more than 37 kW (50 shp) are to be provided
with alarms:
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System Alarm System Alarm

Lubricating oil pressure Low * Hydraulic system pressure Low
Cooling system temperature High * Power supply to the control
* These alarms may be combined with an system between the remote
Loss of supply
automatic shutdown system, if fitted control station and hydraulic
actuator
3.5 Remote control for propulsion machinery
3.7 Steering gear
3.5.1 The following systems are to be provided
with alarms: 3.7.1 For power operated steering gear,
safeguards and alarms are to be provided as
indicated in 3.7.2 and 3.7.5.
System Alarm
Operating medium for 3.7.2 Provision should be made at the bridge to
hydraulic or pneumatic ensure that the steering gear may be rapidly and
Low pressure
coupling in propulsion effectively transferred to an alternative power and
system control system, which may be manual.
Operating medium for
hydraulic or pneumatic 3.7.3 Where the alternative steering gear system
Low pressure
remote control system for is also power operated this system should be
main engine independent of the main power system.
Electrical supply to remote
control system for main Loss of supply 3.7.4 The control system for the alternative
engine steering gear system required by 3.7.2 is to be
independent of the main steering gear control
3.6 Controllable pitch propellers and trans- system.
verse thrust units
3.7.5 The following systems are to be provided
3.6.1 Preferred alarms and safeguards are with alarms:
indicated in 3.6.2 to 3.6.4.
System Alarm
3.6.2 In the case of main propulsion systems,
Steering gear power
means are to be provided to prevent the engines Failure
system(s)
and shafting being subjected to excessive torque
due to changes in propeller pitch, alternatively an Steering gear control
Failure
system(s)
engine overload indicator may be fitted at each
station for which it is possible to control the pitch Steering gear hydraulic oil
Low
of the propeller. tank level

3.6.3 Where transverse thrust units are remotely 3.8 Main propulsion shafting
controlled, means are to be provided at the
remote control station to stop the propulsion 3.8.1 Where a tank supplying lubricating oil to the
unit. sternbush is fitted, it is to be located above the
load waterline and is to be provided with a low
3.6.4 The following systems are to be provided level alarm.
with alarms:

End of Chapter

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Chapter 8

Electrical Installations - Equipment and Systems

Contents
Section
1 General Requirements
2 System Design
3 Cables
4 Switchboards
5 Control Gear
6 Rotating Machines - Construction and Testing
7 Transformers - Construction and Testing
8 Miscellaneous Equipment
9 Trials

Section 1

General Requirements

1.1 General 1.1.5 In addition to the requirements of this

Chapter, vessels using batteries as the main and/
1.1.1 The requirements of this Chapter apply to or additional source of power for propulsion are
self-propelled and non self-propelled ships for also to be in accordance with IRS ‘Guidelines on
service on inland waterways unless otherwise Battery Powered Vessels’. Requirements for
stated. Attention should also be given to any approval of Lithium-ion battery systems to be
relevant applicable requirements of National or used in battery powered vessels or hybrid
Local Authorities. vessels are specified in IRS Classification Note
“Approval of Lithium-ion Battery Systems”.
1.1.2 In passenger ships, services essential for
safety are to be maintained under emergency 1.2 Plans
conditions and the safety of ship and personnel
from electrical hazards is to be assured. 1.2.1 The plans and particulars in 1.2.2 to 1.2.4
are to be submitted in triplicate for approval.
1.1.3 Electrical installations are to be constructed
and installed in accordance with the relevant 1.2.2 Electrical Equipment: The arrangement
sections of this Chapter and are to be inspected plan and circuit diagram of the switchboard(s).
and tested by the Surveyors. Compliance with the Diagrams of the wiring system including cable
requirements of an acceptable National or sizes, type of insulation, normal working current
International Standard may be accepted as in the circuits and the capacity, type and make of
meeting the requirements of this Chapter, subject protective devices. Calculations of short circuit
to inspection and testing by the Surveyors. currents at main busbars and the secondary side
of transformers are to be submitted.
1.1.4 IRS will be prepared to give consideration
to special cases or to arrangements which are 1.2.3 Oil tankers, and similar vessels: A
equivalent to the Rules. Consideration will also general arrangement of the ship showing
be given to the electrical arrangements of small hazardous zones or spaces and the location of
ships and ships to be assigned class notation for electrical equipment in such zones or spaces. A
a specified limited service. schedule of safe type electrical equipment

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located in hazardous zones or spaces giving 1.6 Location and construction

details of the type of equipment fitted, the
Certifying Authority, the certificate number and 1.6.1 Electrical equipment is to be placed in
copies of the certificate. accessible and adequately lighted spaces clear
of flammable material and heat sources. The
1.2.4 Centralised, remote or automatic spaces should be well ventilated, and the
controls: See Ch.7. equipment should not be exposed to risk of
mechanical injury or damage from water,
1.3 Additions or alterations excessive moisture, steam, oil or any other
dangerous fluid. Where necessarily exposed to
1.3.1 Additions or alterations, (temporary or such hazards, the equipment is to be suitably
permanent) to the approved load of an existing constructed or enclosed.
installation are not to be made until it has been
ascertained that the current carrying capacity and 1.6.2 Live parts are to be efficiently shielded from
the condition of the existing accessories, any accidental contact.
conductors and switchgear are adequate for the
proposed modification. 1.6.3 All electrical apparatus and equipment is to
be constructed and installed so as to avoid injury
1.3.2 Plans for the proposed modifications are to or electrical shock when handled or touched in
be submitted for approval and the alterations or the course of normal operation.
additions are to be carried out under the
inspection, and to the satisfaction of the 1.6.4 All nuts and bolts/screws used to connect
Surveyors. or secure current- carrying parts and working
parts are to be effectively locked, to prevent them
1.4 Application from working loose during operation.

1.4.1 Except where a specific statement is made 1.7 Earthing

to the contrary, all requirements of this Chapter
are applicable to both alternating current and 1.7.1 All non-current-carrying exposed metal
direct current installations. parts of electrical machines or equipment are to
be effectively earthed.
1.4.2 Direct current equipment is to operate
satisfactorily under voltage fluctuations of plus 6 1.7.2 All accessible non-current-carrying metal
per cent and minus 10 per cent. parts of portable electrical apparatus rated in
excess of 55 volts are to be earthed through a
1.4.3 Alternating current equipment is to operate suitable conductor unless equivalent safety
satisfactorily under voltage fluctuations of plus 6 provisions are made such as by double insulation
per cent and minus 10 per cent at rated or by an isolating transformer.
frequency, and under frequency fluctuations of 
5 per cent at rated voltage. 1.7.3 In general earthing connections are to be
equal to the cross section of the current-carrying
1.4.4 Contactors and similar electromagnetic conductor up to 16 [mm2]. Above this figure they
equipment are not to drop out at or above 85 per are to be equal to at least half the cross section
cent rated voltage. of the current carrying conductor with a minimum
of 16 [mm2]. Earthing connections which are not
1.4.5 For D.C. installations supplied by batteries, made of copper are to have a conductance not
consideration is to be given to the supply voltage less than that specified for a copper earthing
variations between the battery's full charged and connection. These are to be securely installed
minimum charged voltages. For installations with and protected where necessary against
float charging, the maximum charging voltage is mechanical damage and electrolytic corrosion.
also to be considered. These are to be made in an accessible location
and secured at both ends by corrosion resistant
1.5 Ambient reference conditions screws or clamps with cross section
corresponding to the earth conductor. Such
1.5.1 The rating of electrical equipment is to be screws or clamps are not to be used for other
suitable for the temperature conditions purposes. Suitable washers and conductor
associated with the geographical limits of the terminals are to be used so that a reliable contact
intended service. See also Ch.1. is ensured.

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1.7.4 The metallic sheaths of cables other than The equipment should conform to IEC publication
the measuring circuits are to be earthed at their 79, "Electrical Apparatus for Explosive Gas
two ends. Atmospheres", or an equivalent national
standard.
1.8 Creepage and clearance
1.9.2 Copies of type test certificate by a
1.8.1 Distance between live parts and between competent independent Testing Authority are to
live parts and earthed metal, whether across be made available.
surfaces or in air, are to be adequate for the
working voltages considering the nature of the 1.9.3 When "safe type" equipment is permitted in
insulating material and the transient over hazardous zones or spaces all switches and
voltages developed by switch and fault protective devices are to interrupt all lines or
conditions. phases and, where practicable, are to be located
in a non-hazardous zone or space unless
1.9 Electrical equipment for use in explosive specifically permitted otherwise. Appropriate
gas atmospheres labels of non-flammable material are to be
permanently affixed to such equipment, switches
1.9.1 Where the Rules require electrical and protective devices for identification
equipment to be of a "safe type", such equipment purposes.
is to be certified for the gases/vapours involved.

Section 2

System Design

2.1 Design System voltages for both alternating current and

direct current are not to exceed:
2.1.1 Supply and distribution systems
 500 V for generation, power, cooking
2.1.1.1 The following systems of generation and and heating equipment permanently
distribution are acceptable for parallel systems at connected to fixed wiring.
constant voltage (refer Table 2.1.1 for details):-
 250 V for lighting, heaters in cabins
a) d.c. two-wire insulated, and public rooms, and other
applications not mentioned above.
b) a.c. single-phase two-wire insulated,
2.1.1.2 Systems of generation and distribution,
c) a.c. three-phase, three-wire insulated, having voltages other than those specified
above, will, upon application, be given special
d) a.c. three-phase, four-wire with neutral consideration.
earthed but without hull return.

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Table 2.1.1 : Systems of generation and distribution

Description Tankers intended for the carriage in bulk of Other vessels

oil, liquefied gases and other hazardous
liquids having a flashpoint not exceeding
60C (closed cup test)
d.c. two wire insulated system Acceptable Acceptable
(See Note 1)
a.c., single-phase, two wire Acceptable Acceptable
insulated system (See Note 1)
a.c., three-phase, three wire Acceptable Acceptable
insulated system (See Note 2)
a.c. or d.c. earthed systems Normally not acceptable (See Note 3) Acceptable
a.c. three-phase, four wire Not acceptable Acceptable upto 1000V
system with neutral earthed
but without hull return
Hull return system of Normally not acceptable Normally not acceptable
distribution (a.c. or d.c.) (See Notes 4 and 5) (See Notes 4 and 5)

Note 1 : None of the poles/phases is earthed (see also para 2.1.2).

Note 2 : Neutral is not earthed.

Note 3 : This may be acceptable for -

a) Power supplied control circuits and instrumentation circuits, where technical or safety reasons require
connection to earth, provided the current in the hull is limited to not more than 5 amps in both normal
and fault conditions.

b) Earthed intrinsically safe circuits.

c) Limited and locally earthed systems, provided that any possible resulting current does not flow directly
through any of the dangerous spaces.

Note 4 : This may be acceptable for -

a) Impressed current cathodic protection systems.

b) Limited and locally earthed systems, such as starting and ignition systems of internal combustion
engines, provided that any possible resulting current does not flow directly through any of the
dangerous spaces.

c) Insulation level monitoring devices, provided the circulation current does not exceed 30 mA under the
most unfavourable conditions.

Note 5 : All final sub-circuits, i.e. all circuits fitted after the last protective device are to be of two insulated
wires the hull return being achieved by connecting to the hull, one of the busbars of the distribution board
from which wires originate.

2.1.2 Earth indication 2.1.3 Number and rating of generating sets

2.1.2.1 Every insulated distribution system is to 2.1.3.1 The number and rating of service
be provided with lamps or other devices to generating sets are to be adequate to ensure the
indicate the state of electrical insulation from operation of services essential for the propulsion
earth and to give an alarm in case of abnormally and safety of the ship. The power source can be
low insulated values. Where lamp indicators are in the form of:
used, the lamps are to be of the metal filament
type and their power is not to exceed 30 watts. a) two diesel alternator sets
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b) one diesel generator and battery. The battery 10 for 24 - 55 V circuits
is to be capable of supplying all essential services
for a period of at least 30 minutes. Means are to 14 for 110 - 127 V circuits
be provided to charge the batteries even when
main engine is stationary. 18 for 220 - 250 V circuits

Note: Generator driven by main propulsion unit is This provision is not applicable to final sub-
accepted as main source of power provided that circuits for cornice lighting, panel lighting and
a battery source is arranged in 2.1.3.1 (b) as back electric signs where lampholders are closely
up source. The generator voltage is to regulated. grouped. In such cases, the number of points is
unrestricted provided the maximum operating
2.1.3.2 On oil tankers and similar vessels, where current in the sub-circuit does not exceed 10
electrical power is required for essential amperes.
equipment, the generating plant and converting
plant is to be of such capacity that this essential 2.1.6.4 Lighting of unattended spaces, such as
equipment can be operated satisfactorily even cargo spaces is to be controlled by multi-pole
with one generating set or converting set out of linked switches located outside such spaces.
action. Provision is to be made for the complete isolation
of these circuits and locking in the "OFF" position
2.1.4 Essential services of the means of control.

2.1.4.1 Where essential services are duplicated, 2.1.6.5 Emergency lighting where required to be
they are to be served by individual circuits provided for passenger vessels, is to be fitted in
separated throughout their length as widely as is accordance with Part 5, Chapter 3.
practicable and without the use of common
feeders, protective devices or control circuits. 2.1.6.6 Where more than one light is installed in
a space, the lighting is to be supplied from at least
2.1.5 Diversity factor two final sub-circuits in such a way that failure of
one of the circuits does not leave the space in
2.1.5.1 Circuits supplying two or more final sub- darkness.
circuits are to be rated in accordance with the
total connected load subject, where justified, to 2.1.6.7 In general, main and emergency lighting
the application of a diversity factor. Where spare are to be provided at the following locations,
ways (feeders) are provided on a section or where required by the Rules/ statutory
distribution board, an allowance for future authorities, as applicable:
increase of load is to be added to the total
connected load before application of any diversity (a) at all stowage and designated preparation
factor. positions for life-saving appliances;

2.1.5.2 The diversity factor may be applied when (b) at all muster stations and, where applicable,
calculating cable size and when calculating the embarkation stations and over sides;
rating of switchgear and fusegear.
(c) escape route alleyways, stairways and exits;
2.1.5.3 The diversity factors are not applicable to
supply cables to distribution switchboards for (d) accommodation areas, cabins and personnel
lighting and heating. lift cars;

2.1.6 Lighting circuits (e) in other areas intended for use by persons
with reduced mobility;
2.1.6.1 Lighting circuits are to be supplied by final
sub-circuits, which are separate from those for (f) in the machinery spaces and main generating
heating and power. This provision need not be stations, including their control positions and their
applied to cabin fans and small wardrobe exits;
heaters.
(g) in the wheelhouse;
2.1.6.2 A final sub-circuit of rating exceeding 15
amperes is not to supply more than one point. (h) at all stowage positions for fireman’s outfits.

2.1.6.3 A final sub-circuit of rating 15 amperes or

less is not to supply more than the following
number of lighting points:-

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2.1.7 Motor circuits provided to protect the motor against

unacceptable overload in the case of single
2.1.7.1 A separate final sub-circuit is to be phasing.
provided for every motor required for essential
services and for every motor of 1 [kW] or more. 2.1.9 Remote stops for ventilation fans and
pumps
2.1.8 Motor control
2.1.9.1 Ventilating fans for machinery and cargo
2.1.8.1 Every electric motor is to be provided with spaces are to be provided with means for
an efficient means of starting and stopping so stopping them from easily accessible control
placed as to be easily accessible to the person stations located outside such spaces.
controlling the motor.
2.1.9.2 Motors driving forced and induced
2.1.8.2 Every motor required for essential draught fans, independently driven pumps
services and every motor of 0.5 [kW] or more is delivering oil to main propulsion machinery for
to be provided with the control apparatus as bearing lubrication and piston cooling, oil fuel
mentioned in 2.1.8.4 to 2.1.8.8. transfer pumps, oil fuel unit pumps and other
similar fuel pumps, fuel and lubricating oil
2.1.8.3 When motor control gear is being purifiers and their attached pumps are to be fitted
selected, the maximum current of the motor is to with remote controls situated outside the space
be taken as its rated full load current. concerned so that the electrical supply thereto
can be disconnected in the event of fire arising in
2.1.8.4 Efficient means of isolation are to be the space in which they are located.
provided so that all voltage may be cut off from
the motor and any associated apparatus 2.1.9.3 In passenger ships all power ventilation
including any automatic circuit breaker. systems, except cargo and machinery spaces
ventilation, which is to be in accordance with
2.1.8.5 Where the primary means of isolation (viz. 2.1.9.1, are to be fitted with master controls so
that provided at the switchboard, section board or that all fans may be stopped from either of two
distribution fuse board) is remote from a motor, separate positions which are to be situated as far
one of the following provisions is to be made :- apart as practicable.

a) An additional means of isolation fitted 2.1.10 Steering gear

adjacent to the motor; or
2.1.10.1 Where electrical control of the steering
b) Provision made for locking the primary system is fitted, an independent alternative
means of isolation in the OFF position; or control system is to be installed. This may be a
duplicate electrical control system or control by
c) Provision made so that the fuses in each line other means.
can be readily removed and retained by
authorized personnel. 2.1.10.2 Provision is to be made on the bridge to
transfer the steering control instantaneously to
2.1.8.6 Means to prevent the undesired restarting the alternative means of control.
after a stoppage due to low volts or complete loss
of volts are to be provided. This does not apply to 2.1.10.3 Indicators for running indication of
motors where a dangerous condition might result steering gear motors are to be installed on the
from the failure to restart automatically e.g. bridge.
steering gear motor. It is, however, to be ensured
that the total starting current of motors having 2.1.10.4 Audible and visual alarms are to operate
automatic re-start will not cause excessive at the steering positions for failure of steering
voltage drop or overcurrent on the installation. gear power system and failure of steering gear
control system.
2.1.8.7 Means for automatic disconnection of the
supply in the event of excess current due to 2.1.11 Fire detection, alarm and extinguishing
mechanical overloading of the motor are to be systems on passenger ships
provided. (This does not apply to steering gear
motors). 2.1.11.1 Where electrically driven emergency fire
pumps are installed in accordance with Ch.9 the
2.1.8.8 Where fuses are installed to protect supply to such pumps is not to pass through the
polyphaser motor circuits, means are to be main machinery space.

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2.1.11.2 Any fire alarm system is to operate both flexible cables from the external source. This box
audible and visual signals at the fire detection should contain a circuit-breaker or isolating
control station(s). switch and fuses and terminals of ample size and
suitable shape to facilitate a satisfactory
2.1.12 Navigation lights connection. The mechanical stress of the
portable cable is to be conveyed directly to the
2.1.12.1 Each navigation light is to be controlled metallic framework and not to electrical
and protected in each insulated pole by a switch connectors. Suitable cables, permanently fixed,
and fuse or circuit breaker mounted in the are to be provided, connecting the circuit
distribution board. breaker/isolating switch in the connection box to
a linked switch and/or circuit breaker at the main
2.1.12.2 Automatic indication of failure is to be switchboard.
provided unless the lights are visible from the
bridge. 2.1.15.2 For alternating current systems an
earthed terminal is to be provided for the
2.1.12.3 Any statutory requirements of the reception of three-phase external supplies with
country of registration are to be complied with earthed neutrals.
and may be accepted as an alternative to the
above. 2.1.15.3 The external connection is to be
provided with an indicator at the main
2.1.13 Size of batteries and charging facilities switchboard in order to show when the cable is
energized.
2.1.13.1 Where batteries are used for starting
main engines, they are to be of adequate 2.1.15.4 Means are to be provided for checking
capacity to meet the requirements of Ch.4. the polarity (for direct current) or the phase
sequence (for three-phase alternating current) of
2.1.13.2 Adequate charging facilities are to be the incoming supply. This device should be
provided, and where batteries are charged from connected between the incoming connectors and
line voltage by means of a series resistor, the interrupting device in the connection
protection against reversal of current is to be box.
provided when the charging voltage is 20 per cent
of line voltage or higher. Means are also to be 2.1.15.5 A notice is to be provided at the
provided to isolate the batteries from the low connection box giving complete information on
voltage system when being charged from a the system of supply and the normal voltage (and
higher voltage system. frequency for alternating current) of the ship's
installed system. Full details of the procedure for
2.1.14 Heating and cooking equipment effecting the connection are to be given on this
notice.
2.1.14.1 Every heating or cooking appliance is to
be controlled as a complete unit by a multi-pole 2.1.15.6 Alternate arrangements for providing a
linked switch mounted in the vicinity of the temporary external supply will be specially
appliance. considered.

2.1.14.2 In the case of small heaters, for 2.2 Protection

individual cabins or similar small dry
accommodation spaces where the floor 2.2.1 General
coverings, bulkheads and ceiling linings are of
insulating materials, a single pole switch is 2.2.1.1 Installations are to be protected against
acceptable. accidental over- currents including short circuits.
The choice, location and characteristics of the
2.1.14.3 Heating arrangements of the exposed protective device are to provide complete and co-
element type are not to be used in any location. ordinated protection to ensure:-

2.1.15 Temporary external supply/shore a) Elimination of the fault to reduce damage to

connection the system and hazard of fire.

2.1.15.1 Where arrangements are provided for b) Continuity of service so as to maintain,

the supply of electric power from a source on through the discriminative action of the
shore or elsewhere, a connection box is to be protective devices, the supply to circuits not
installed in an easily accessible location in a directly affected by the fault.
manner suitable for the convenient reception of

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2.2.2 Protection against overload the necessary breaking capacity. The generator
breakers are not to be used for this purpose.
2.2.2.1 Protection against overloads may be
provided by circuit-breakers, automatic switches 2.2.4.2 Fused circuit-breakers with fuses
or fuses. The tripping characteristics of these connected to the load side may be used where
devices are to be appropriate to the system. operation of the circuit-breaker and fuses is co-
Fuses rated above 320 amperes are not to be ordinated.
used for protection against overload, but may be
used for short- circuit protection. 2.2.4.3 The characteristics of the arrangement
are to be such that:-
2.2.3 Protection against short-circuit
a) When the short-circuit current is broken, the
2.2.3.1 Protection against short-circuit currents is circuit-breaker on the load side is not to be
to be provided by circuit-breakers or fuses. damaged and is to be capable of further
service,
2.2.3.2 The breaking capacity of every protective
device is to be not less than the maximum value b) When the circuit-breaker is closed on the
of the short-circuit current which can flow at the short-circuit current, the remainder of the
point of installation at the instant of contact installation is not to be damaged. However, it
separation. is admissible that the circuit-breaker on the
load side may require servicing after the fault
2.2.3.3 The making capacity of every circuit- has been cleared.
breaker or switch intended to be capable of being
closed, if necessary, on short circuit, is to be not 2.2.5 Protection of circuits
less than the maximum value of the short-circuit
current at the point of installation. On alternating 2.2.5.1 Short circuit protection is to be provided
current this maximum value corresponds to the in each live pole of a direct current system and in
peak value allowing for maximum asymmetry. each phase of an alternating current system.

2.2.3.4 Every protective device or contactor not 2.2.5.2 Protection against overloads is to be
intended for short circuit interruption is to be provided as follows:-
adequate for the maximum short-circuit current
which can occur at the point of installation having a) Two-wire direct current or single-phase
regard to the time required for the short circuit to alternating current system - at least one line
be removed. or phase,

2.2.3.5 In the absence of precise data of rotating b) Insulated three-phase alternating current
machines the following short-circuit currents at system - at least two phases,
the machine terminals are to be assumed. The
short circuit current is to be the sum of short c) Earthed three-phase alternating current
circuit currents of generators and that of motors; system - all three phases.

a) Direct current systems 2.2.5.3 No fuse, non-linked switch or non-linked

Ten times full load current for generators circuit-breaker is to be inserted in an earthed
normally connected (including spare), conductor. Any switch or circuit-breaker fitted is
Six times full load current for motors to operate simultaneously in the earthed
simultaneously in service; conductor and the insulated conductors.

b) Alternating current systems. 2.2.5.4 These requirements do not preclude the

Ten times full load current for generators provision (for test purposes) of an isolating link to
normally connected (including spare) - be used only when the other conductors are
symmetrical RMS, isolated.
Three times full load current for motors
simultaneously in service. 2.2.6 Protection of generators

2.2.4 Combined circuit-breakers and fuses 2.2.6.1 In addition to over-current protection, the
provisions of 2.2.6.2 to 2.2.6.7 are to be adhered
2.2.4.1 The use of a circuit-breaker of breaking to as a minimum.
capacity less than the prospective short-circuit
current at the point of installation is permitted, 2.2.6.2 For generators not arranged to run in
provided that it is preceded on the generator side parallel a multi-pole circuit-breaker arranged to
by fuses, or by a circuit-breaker having at least open simultaneously all insulated poles or in the
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case of generators rated at less than 50 [kW] a provided by the same protective device for the
multi-pole linked switch with a fuse in each motor and its supply cable. The overload
insulated pole on the generator side is to be protection may be replaced by an overload alarm,
provided. The fuse rating in such cases is to be if desired by the Owner.
maximum 125 per cent of the generator rated
current. 2.2.8 Protection of power transformers

2.2.6.3 For generators arranged to run in parallel 2.2.8.1 The primary circuits of power
a circuit-breaker arranged to open transformers are to be protected against short-
simultaneously all insulated poles is to be circuit by circuit-breakers or fuses. The rating of
provided. This circuit-breaker is to be provided fuses or the setting for overcurrent releases of
with:- circuit breakers is not to exceed 125 per cent of
rated primary current.
a) For direct current generators, instantaneous
reverse-current protection operating at not 2.2.8.2 When transformers are arranged to
more than 15 per cent rated current, operate in parallel, means are to be provided for
isolation of the secondary circuits. Switches and
b) For alternating current generators - circuit-breakers are to be capable of withstanding
surge currents.
i) A reverse-power protection, with
time delay selected and set within 2.2.9 Protection of lighting circuits
the limits of 2 per cent to 15 per cent
of full load to a value fixed in 2.2.9.1 Lighting circuits are to be provided with
accordance with characteristics of overload and short- circuit protection.
primemovers.
2.2.10 Protection of meters, pilot lamps,
ii) A device for protection against the capacitors and control circuits
effects of parallel connection in
opposite phase. 2.2.10.1 Protection is to be provided for
voltmeters, voltage coils of measuring
2.2.6.4 The reverse-current protection is to be instruments, earth indicating devices and pilot
adequate to deal with the reverse-current lamps, together with their connecting leads by
conditions emanating from the network, e.g. from means of protective devices fitted to each
winches. The reverse-power protection specified insulated pole or phase.
for alternating current generators may be
replaced by other devices ensuring adequate 2.2.10.2 A pilot lamp installed as an integral part
protection of the prime movers. of another item of equipment need not be
individually protected, provided it is fitted in the
2.2.6.5 Generator circuit-breakers are normally to same enclosure. Where a fault in a pilot lamp
be provided with under voltage release. would jeopardise the supply to essential
equipment such lamps are to be individually
2.2.7 Protection of feeder circuits protected.

2.2.7.1 Isolation and protection of each main 2.2.11 Protection of batteries

distribution circuit is to be ensured by a multi-pole
circuit-breaker or multi-pole switch and fuses. 2.2.11.1 Accumulator batteries other than engine
The provisions of 2.2.2, 2.2.3 and 2.2.5 are to be starting batteries are to be protected against
complied with. The protective devices are to allow short circuit by devices, in each insulated pole,
excess current to pass during the normal placed at a position adjacent to the battery
accelerating period of motors. Where multi-pole compartment.
switch and fuses are used, the fuses are
generally to be installed between the busbars and 2.2.12 Protection of communication circuits
the switch.
2.2.12.1 Communication circuits other than those
2.2.7.2 Circuits which supply motors fitted with supplied from primary batteries are to be
overload protection may be provided with short- protected against overload and short-circuit.
circuit protection only.
2.3 Renewable sources of electrical power
2.2.7.3 Motors of rating exceeding 0.5 [kW] are to
be protected individually against overload and 2.3.1 General requirements for solar power
short- circuit. The short-circuit protection can be systems

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2.3.1.1 Solar power may be used as an additional 2.3.1.7 Manufacturer’s instructions regarding
source for charging battery systems. Suitable maintenance and replacement of PV modules
changeover arrangements are to be provided to are to be available onboard.
ensure charging of the batteries when the output
from photovoltaic (PV) panels is not sufficient to 2.3.1.8 Tests and trials are to be carried out to
charge the batteries. verify satisfactory operation of solar power
systems.
2.3.1.2 The components of solar power systems
are to be suitably sized for charging the 2.3.1.9 PV modules are to comply with
connected batteries. recognised standards such as:

2.3.1.3 The PV panels and associated power (a) IEC 61215-1:2021 Terrestrial
system components are to be suitable for marine photovoltaic (PV) modules - Design
use. qualification and type approval - Part 1:
Test requirements
2.3.1.4 Following are to be considered while
designing and sizing the solar power system: (b) IEC 61215-2:2021 Terrestrial
photovoltaic (PV) modules - Design
 environmental conditions qualification and type approval - Part 1:
 geographical conditions Test procedures
 solar radiation
 rated voltage and current (c) IEC 61701:2020 - Photovoltaic (PV)
 photovoltaic module maintenance modules - Salt mist corrosion testing
requirements
 storage battery capacity (d) IEC 61730-1:2016 – Photovoltaic
(PV) module safety qualification,
2.3.1.5 Adequate space and access is to be Requirements for construction
provided for operation, inspection and
maintenance. Cables are to be secured by cable (e) IEC 62716:2016 – Photovoltaic (PV)
ties, hangers or similar fittings and terminated modules - Ammonia corrosion testing
appropriately. (for modules installed on-board ammonia
carriers)
2.3.1.6 All live parts of the solar power system are
to be insulated and protected by barrier/
enclosure, where required by the Rules.

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Section 3

Cables

3.1 General

3.1.1 Cables are to be in accordance with an Table 3.2.1 : Insulating materials

acceptable National or International Standard,
due regard being given to the ambient conditions Max. rated
stated in 1.5. Insulating materials conductor
temp.C
3.2 Insulating materials Elastomeric Compounds
Natural or synthetic rubber
3.2.1 Permitted insulating materials with 60
(general purpose)
maximum rated conductor temperatures are
given in Table 3.2.1. Rubber
Butyl rubber 80
3.2.2 The rated operating temperature of the Ethylene propylene rubber 85
insulating material is to be at least 10C higher
than the maximum ambient temperature liable to Silicone rubber 95
be produced in the space where the cable is Thermoplastic Compounds
installed. Polyvinyl chloride (general
60
purpose)
3.2.3 Where a rubber or rubber like material with Polyvinyl chloride (heat
maximum conductor temperature greater than 75
resisting quality)
60C is used, it is to be readily identifiable.
Other Materials
3.3 Sheaths and protective coverings Minerals 95
Notes:
3.3.1 Cables are to be protected by one or more
of the following, and the material of the sheath or 1. Silicone rubber and mineral insulation may
protective covering is to be compatible with the be used for higher temperatures (upto
material of the insulation:- 150C for silicone rubber and upto 250C
for mineral insulation) when installed where
a) Sheath they are not liable to be touched by
Lead-alloy personnel. Proposals for such installations
Copper will be specially considered.
Non-metallic
2. The temperature of the conductor is the
b) Protective covering combination of ambient temperature and
Steel-wire armour temperature rise due to load.
Steel-tape armour
Metal-braid armour (basket weave) 3. Other insulating materials will be
Fibrous braid considered.

3.3.2 Unsheathed cables, e.g. rubber insulated

taped and braided or equivalent, may be used 3.3.4 Fibrous braid : Textile braid is to be of
only if installed in conduit. cotton, hemp, asbestos, glass or other equivalent
fiber, and is to be of strength suitable for the size
3.3.3 Non-metallic sheath : Polychloroprene of the cable. It is to be effectively impregnated
compound, polyvinyl chloride compound and with a compound which is resistant to moisture
chlorosulphonated polyethylene may be used for and which is flame retarding.
impervious sheaths. Other compounds will be
given due consideration.

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3.3.5 Cables fitted in the following locations:- for windlass and capstan motors are to be not
less than one hour rated on the basis of the one
 Decks exposed to weather; hour [kW] rating of the motor. In all cases the
rating is to be subject to the voltage drop being
 Bathrooms; within the specified limits.

 Cargo holds; 3.5.4 The current ratings given in Tables 3.5.1 to

3.5.5 are based on the maximum operating
 Machinery spaces; conductor temperatures, given in Table 3.2.1.
Alternatively current rating in accordance with an
or any other location where water condensation acceptable National or International Standard
or harmful vapour (e.g. oil vapour) may be may be applied. See 3.1.1.
present are to have an impervious sheath. In
permanently wet situations, metallic sheaths are
to be used for cables with hygroscopic insulation. Table 3.5.1 : General purpose rubber and
PVC insulation current rating
3.3.6 All cables are to be of flame-retardant type (Based on ambient temp. 45C)
or fire-resisting type, except that non flame-
retardant cables may be accepted for final circuits Nominal
Single 3 or 4
only where cables are installed in metallic cross- 2 core
core core
conduits having internal diameter not exceeding section
25 [mm] and provided the conduits are electrically [mm2] amperes amperes amperes
and mechanically continuous.
1 8 7 6
3.4 Voltage rating 1.5 12 10 8
2.5 17 14 12
3.4.1 The rated voltage of any cable is to be not
4 22 19 15
lower than the nominal voltage of the circuit for
which it is used. 6 29 25 20
10 40 34 28
3.4.2 The voltage drop from the main switchboard
16 54 46 38
bus bars to any point in the installation when the
cables are carrying maximum current under 25 71 60 50
normal conditions of service is not to exceed 6 35 87 74 61
per cent of the nominal voltage.
50 105 89 74
3.5 Current rating 70 135 115 95
95 165 140 116
3.5.1 The highest continuous load carried by a
cable is not to exceed its current rating. The 120 190 162 133
diversity factor of the individual loads and the 150 220 187 154
duration of the maximum demand may be 185 250 213 175
allowed for in estimating the maximum
continuous load and is to be shown on the plans 240 290 247 203
submitted for approval. 300 335 285 235
d.c. a.c. d.c. a.c. d.c. a.c.
3.5.2 In assessing the current rating of lighting
circuits, every lampholder is to be assessed at 400 390 380 332 323 273 266
the maximum load likely to be connected to it, 500 450 430 383 365 315 301
with a minimum of 60 W, unless the fitting is so 630 520 470 442 400 364 329
connected as to take only a lamp rated at less
than 60 W.
3.6 Correction factors for current rating
3.5.3 Cables supplying winches, cranes,
windlasses and capstans are to be suitably rated 3.6.1 Bunching of cables : Where more than six
for their duty. Unless the duty is such as to cables belonging to the same circuit are bunched
require a longer time rating, cables for winch or together a correction factor of 0.85 is to be
crane motors may be half hour rated on the basis applied.
of the half hour [kW] rating of the motors. Cables

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Table 3.5.2 : Heat resisting PVC insulation Table 3.5.3 : Butyl insulation current rating
current rating (Based on ambient temp. 45C)
(Based on ambient temp. 45C)
Nominal
Single 3 or 4
Nominal cross- 2 core
Single 3 or 4 core core
cross- 2 core section
core core
section
[mm2] amperes amperes amperes
[mm2] amperes amperes amperes
1 15 13 11
1 13 11 9
1.5 19 16 13
1.5 17 14 12
2.5 26 22 18
2.5 24 20 17
4 35 30 25
4 32 27 22
6 45 38 32
6 41 35 29
10 63 54 44
10 57 48 40
16 84 71 59
16 76 65 53
25 110 94 77
25 100 85 70
35 140 119 98
35 125 106 88
50 165 140 116
50 150 128 105
70 215 183 151
70 190 162 133
95 260 221 182
95 230 196 161
120 300 255 210
120 270 230 189
150 340 289 238
150 310 264 215
185 390 332 273
185 350 298 245
240 460 391 322
240 415 353 291
300 530 450 371
300 475 404 333
d.c. a.c. d.c. a.c. d.c. a.c.
d.c. a.c. d.c. a.c. d.c. a.c.
400 610 590 519 502 427 413
400 570 560 485 475 400 390
500 690 640 587 544 483 448
500 650 620 550 530 455 435
630 790 690 672 587 553 483
630 740 670 630 570 520 470

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Table 3.5.4 : Ethylene propylene rubber,

cross-linked polyethylene insulation
current rating Table 3.5.5 : Silicon rubber, mineral
(Based on ambient temp. 45C) insulation current rating
Nominal (Based on ambient temp. 45C)
Single 3 or 4
cross- 2 core
core core
section Nominal
Single 3 or 4
[mm ] 2
amperes Amperes amperes cross- 2 core
core core
section
1 16 14 11 [mm2] amperes Amperes amperes

1.5 20 17 14 1 20 17 14

2.5 28 24 20 1.5 24 20 17
4 38 32 27
2.5 32 27 22
6 48 41 34
4 42 36 29
10 67 57 47
6 55 47 39
16 90 77 63
10 75 64 53
25 120 102 84
16 100 85 70
35 145 123 102
25 135 115 95
50 180 153 126
35 165 140 116
70 225 191 158
50 200 175 140
95 275 234 193

70 255 217 179

120 320 272 224

95 310 264 217

150 365 310 256
120 360 306 252
185 415 353 291

240 490 417 343 150 410 349 287

300 560 476 392 185 470 400 329

d.c. a.c. d.c. a.c. d.c. a.c. 240 570 485 400

400 650 630 553 536 445 441 300 660 560 460

500 740 680 629 578 518 476

630 840 740 714 629 588 516

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Table 3.6.1 : Correction factors for temperature

Correction factor for ambient temperature in C

Insulation
25 30 35 40 45 50 55
Rubber or PVC (general
1.53 1.41 1.29 1.15 1.00 0.82 0.58
purpose)
PVC (heat-resisting quality) 1.29 1.22 1.15 1.08 1.00 0.91 0.82
Butyl rubber 1.25 1.2 1.13 1.07 1.pp 0.93 0.85
Ethylene propylene rubber,
1.22 1.17 1.12 1.06 1.00 0.94 0.87
cross-linked polyethylene
Mineral, silicone rubber - - - 1.05 1.00 0.95 0.89

Notes:

1 For cables in refrigerated chambers and holds and for vessels restricted to service in non-tropical
waters, correction factors for 35C may be acceptable.

2 Correction factors for intermediate values of the ambient temperature can be ascertained by
interpolation.

Table 3.6.2 : Correction factors for intermittent rating

Half-hour rating One-hour rating

Correction
factor With metallic Without metallic With metallic Without metallic
sheath [mm2] sheath [mm2] sheath [mm2] sheath [mm2]
1.00 Upto 20 Upto 75 Upto 67 Upto 230
1.10 21 - 40 76 - 125 68 - 170 231 - 400
1.15 41 - 65 126 - 180 171 - 290 401 - 600
1.20 66 - 95 181 - 250 291 - 430 -
1.25 96 - 120 251 - 320 431 - 600 -
1.30 131 - 170 321 - 400 - -
1.35 171 - 220 401 - 500 - -
1.40 221 - 270 - - -

3.6.2 Ambient temperature : The current ratings 3.7 Testing

in Table 3.5.1 to 3.5.5 are based on an ambient
temperature of 45C. For other values of ambient 3.7.1 Tests in accordance with an acceptable
temperature the correction factors shown in National or International Standard are to be made
Table 3.6.1, are to be applied. at the manufacturer's works prior to dispatch.

3.6.3 Intermittent service : Where the load is 3.8 Connections between entrained ships
intermittent, the correction factors in Table 3.6.2
may be applied for half hour and one hour ratings. 3.8.1 Cables are to be suitable for use in the
In no case is a shorter rating than one half hour connections between entrained ships i.e., are to
rating to be used, whatever the degree of be flexible, robust and of commensurate cross-
intermittency. section area.

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3.8.2 The connection is to include provisions for protective covering (e.g. armour or sheath) is
the continuity of out-of-balance or earth-fault adequate to withstand the possible damage.
current return. The connecting device is to
include provisions to ensure that this circuit is
closed before, and opened after, the live circuits. Table 3.9.1 : Distance between supports

3.8.3 Terminal plugs and sockets, if used, are to External diameter

be so arranged that any exposed pins cannot be of cable Non-
energized. Armoured
Not armoured
cables
Excee- cables
excee-
3.8.4 Where hull-return systems are used, hull ding
ding
polarity is to be compatible. [mm] [mm] [mm] [mm]
3.9 Installation of cables - 8 200 250
8 13 250 300
3.9.1 Cable runs are to be, as far as practicable, 13 20 300 350
straight and accessible and as high as possible
above bilges. 20 30 350 400

3.9.2 Cables having insulating materials with 3.10.2 Cables, in spaces where there is
different maximum-rated conductor temper- exceptional risk of mechanical damage (e.g. on
atures are not to be bunched together, or, where weather decks, in cargo hold areas and inside the
this is not practicable, the cables are to be cargo holds) and also below the floor in engine
operated so that no cable reaches temperature room, are to be suitably protected, even if
higher than that permitted for the lowest armoured, unless the steel structure affords
temperature-rated cable in the group. adequate protection.

3.9.3 Cables having a protective covering which 3.10.3 Metal casings for mechanical protection of
may damage the covering of other cables are not cables are to be efficiently protected against
to be bunched with those other cables. corrosion.

3.9.4 The minimum internal radius of bends of 3.11 Earthing of metal coverings
installed cables is to be generally in accordance
with following : 3.11.1 Metal coverings of cables are to be
effectively earthed at both ends of the cable,
4d for cables without braiding, except in final sub-circuits, where earthing at the
armouring or other metal sheath supply end only will be considered adequate.
and with an overall diameter not This does not necessarily apply to
exceeding 25 [mm] instrumentation cables where single point
6d for all other cables earthing may be desirable for technical reasons.
(d = overall diameter of cable)
3.11.2 The electrical continuity of all metal
coverings of cables throughout the length of the
3.9.5 Cables, are to be effectively supported and cable, particularly at joints and tappings, is to be
secured in a manner that prevents damage to ensured.
their coverings.
3.11.3 The lead sheath of lead-sheathed cables
3.9.6 Supports and accessories are to be robust is not to be used as the sole means of earthing
and are to be of corrosion-resistant material or the non-current carrying parts of items of
suitably corrosion inhibited before erection. equipment.

3.9.7 The distance between supports, for 3.12 Penetration of bulkheads and decks by
horizontal as well as vertical runs of cables, is to cables
be chosen according to the type/size of cable, but
generally in accordance with Table 3.9.1. 3.12.1 Penetration of watertight bulkheads or
decks is to be carried out with either individual
3.10 Mechanical protection of cables watertight glands or with packed watertight boxes
carrying several cables. In either case, the
3.10.1 Cables exposed to risk of mechanical watertight integrity and strength of the bulkheads
damage are to be protected by metal channels or and decks are to be maintained. Where cables
casing or enclosed in steel conduit unless the with polyvinyl chloride insulation are being

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installed, particular care is to be taken to avoid 3.13.8 Non-metallic ducting or conduit is to be of
damage to the sheathing during the fitting of flame-retardant material. PVC conduit is not to be
watertight bulkhead glands. used in refrigerated spaces or on open decks,
unless specially approved.
3.12.2 Where cables pass through non-watertight
bulkheads or structural steel, the holes are to be 3.14 Cables for alternating current
bushed, in order to protect the cables, with lead
or other approved material which will prevent 3.14.1 Generally, multi-core cables are to be
damage to the cables by abrasion. If the steel is used in A.C. installations. Where it is necessary
6 [mm] thick, adequately rounded edges may be to use single-core cables for alternating current
accepted as the equivalent of bushing. circuits rated in excess of 20 amperes the
requirements of 3.14.2 to 3.14.8 are to be
3.12.3 Cables passing through decks are to be complied with.
protected by deck tubes or ducts.
3.14.2 Cables are to be either non-armoured or
3.12.4 Materials used for glands and bushings armoured with non- magnetic material.
are to be such that there is no risk of corrosion.
3.14.3 If installed in pipe or conduit, cables
3.12.5 Where rectangular holes are cut in belonging to the same circuit are to be installed
bulkheads or structural steel the corners are to be in the same conduit, unless the conduit or pipe is
adequately rounded. of non-magnetic material.

3.13 Installation of cables in pipes and 3.14.4 Cable clips are to include cables of all
conduits phases of a circuit unless the clips are of non-
magnetic material.
3.13.1 Installation of cables in pipes and conduits
is to be carried out in such a manner that there is 3.14.5 When installing two, three or four single-
no damage to the cable covering. core cables forming respectively single-phase
circuits, three-phase circuits or three-phase and
3.13.2 Metal conduit systems are to be earthed neutral circuits, the cables are to be in contact
and are to be mechanically and electrically with one another, as far as possible. In any case,
continuous across joints. Individual short lengths the distance between the external covering of two
of conduit need not be earthed. adjacent cables is not to be greater than one
diameter.
3.13.3 The internal radius of bend of pipes and
conduit is to be not less than that laid down for 3.14.6 In the case of circuits using two or more
cables, provided that for pipes exceeding 64 parallel connected cables per phase, all cables
[mm] diameter the internal radius of bend is not are to have the same length and cross sectional
less than twice the diameter of the pipe. area.

3.13.4 The drawing-in factor (ratio of the sum of 3.14.7 Where single core cables of rating
the cross-sectional areas of the cables, based on exceeding 50 amperes are used, magnetic
their external diameter, to the internal cross- material is not to be placed between single-core
section area of the pipe) is not to exceed 0.4. cables of a group. If these cables pass through
steel plates, all cables of the same circuit are to
3.13.5 Expansion joints are to be provided where pass through the plate or gland so constructed
necessary. that there is no magnetic material between the
cables, and suitable clearance is provided
3.13.6 Cable pipes and conduits are to be between the cable core and magnetic material.
adequately and effectively protected against This clearance, wherever practicable, is not to be
corrosion. Where necessary, openings are to be less than 75 [mm] when the current exceeds 300
provided at the highest and lowest points to amperes. For currents between 50 amperes and
permit air circulation and to prevent accumulation 300 amperes the clearance may be
of water. proportionately reduced.

3.13.7 Where cables are laid in trunks, the trunks 3.14.8 If single-core cables of current rating
are to be so constructed as not to afford passage greater than 250 amperes are run along a steel
for fire from one deck or compartment to another. bulkhead, wherever practicable the cables
should be spaced away from the steel.

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3.15 Cable ends additional insulation at those points where the

insulation of each core makes or may make
3.15.1 The ends of all conductors of cross- contact with earthed metal.
sectional area greater than 4 [mm2] are to be
fitted with soldering sockets, compression type 3.16 Joints and branch circuits in cable
sockets or mechanical clamps. Corrosive fluxes systems
are not to be used.
3.16.1 Cable runs are normally not to include
3.15.2 Cables having hygroscopic insulation (e.g. joints. However, if a joint is necessary it is to be
mineral insulated) are to have their ends sealed carried so that all conductors are adequately
against ingress of moisture. secured, insulated and protected from
atmospheric action. Terminals and busbars are
3.15.3 Cables with a supplementary insulating to be of dimensions adequate for the cable rating.
belt beneath the protective sheath are to have

Section 4

Switchboards

4.1 General 4.4 Switchgear

4.1.1 Switchboards, section boards and 4.4.1 Circuit breakers and switches are to be of
distribution boards are to be constructed of, or the air break type and are to be constructed in
enclosed with non-flammable, non-hydroscopic accordance with an acceptable National or
material and are to be so installed that live parts International Standard.
are sufficiently guarded and adequate space is
provided for maintenance. Also they are to be 4.4.2 Report of tests to establish the capacity of
protected where necessary in way of pipes etc. circuit-breakers are to be submitted for
consideration when required.
4.1.2 All measuring instruments and all
apparatus controlling circuits are to be clearly and 4.4.3 Overcurrent releases are to be calibrated in
indelibly labeled for identification purposes. An amperes and settings marked on the circuit-
indelible label is to be permanently secured breaker.
adjacent to every fuse and every circuit breaker
and marked with particulars of the full load 4.5 Fuses
current of the generator, motor or cable which the
fuse or circuit breaker protects. Where inverse 4.5.1 Fuses are to comply with an acceptable
time limit and/or reverse current devices are National or International Standard.
provided in connection with a circuit breaker, the
appropriate settings of these devices are to be 4.5.2 Fuse links and fuse bases are to be marked
stated on the label. Name plates are to be of with particulars of rated current and rated voltage.
flame retardant material. Each fuse position is to be permanently and
indelibly labeled with the current carrying
4.2 Instruments capacity of the circuit protected by it and with the
appropriate approved size of fuse or replaceable
4.2.1 Sufficient instrumentation is to be provided element.
for measuring voltage, current, frequency and, for
alternating current generators above 50 [kW]. 4.6 Testing

4.2.2 Where alternating current generators are 4.6.1 Before installation, switchboards complete
required to operate in parallel, synchronising or in sections with all components are to pass the
arrangements are to be fitted. following tests at the manufacturer's works and a
certificate furnished. A high voltage test is to be
4.3 Instrument transformers carried out in all switching and control apparatus
for systems greater than 60V with a test voltage
4.3.1 The secondary windings of instrument of 1000V plus twice the rated voltage with a
transformers are to be earthed.

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minimum of 2000V at any frequency between 25 4.6.4 Immediately after the high voltage test, the
and 100 Hz for one minute applied between (a) insulation resistance between (a) all current-
all current-carrying parts connected together and carrying parts connected together and earth and
earth and (b) between current carrying parts of (b) between current carrying parts of opposite
opposite polarity or phases. polarity or phase, shall not be less than 1
Megohm when tested with a direct current
4.6.2 For systems of 60V or less the test shall be voltage of at least 500V.
at 500V for one minute.
4.6.5 Functional tests. The correct functions of
4.6.3 Instruments and ancillary apparatus may be the installation components in line with the
disconnected during the high voltage test. connections intended to be made have to be
checked as far as possible.

Section 5

Control Gear

5.1 General 25 and 100 Hz and is to be maintained for one

minute without failure.
5.1.1 Control gear is to comply with an
acceptable National or International Standard, 5.2.2 Control gear and resistors operating at 55
amended where necessary for ambient V or below are to be tested to 500 V for one
temperature. minute.

5.1.2 Control gear, including isolating and 5.2.3 Immediately after the high voltage test, the
reversing switches, is to be so arranged that insulation resistance between (a) all current-
shunt field circuits are not disconnected without carrying parts connected together and earth, and
adequate discharging path being provided. (b) between current-carrying parts of opposite
polarity or phase, is not to be less than 1
5.2 Testing megaohm when tested with a direct current
voltage of at least 500 V.
5.2.1 Control gear and resistors are to be tested
by the manufacturers with a high voltage applied 5.2.4 Instruments and ancillary apparatus may be
between the earthed frame and all live parts and disconnected during the high voltage test.
a certificate furnished by them to this effect. For
operating voltages above 55 V, the test voltage is 5.2.5 Functional Test : The correct functions of
to be 1000 V plus twice the rated voltage with a the installation components in line with the
minimum of 2000 V. The voltage is to be connections intended to be made, have to be
alternating at any frequency between checked as far as possible.

Section 6

Rotating Machines Construction and Testing

6.1 General output at maximum cooling air or water

temperature for an unlimited period, without the
6.1.1 Rotating machines are to be constructed in limits of temperature rise in 6.3 being exceeded.
accordance with an acceptable National or Other generators and motors are to be rated in
International Standard, due regard being given to accordance with the duty which they are to
the ambient conditions stated in 1.5. perform, and when tested under rated load
conditions the temperature rise is not to exceed
6.2 Rating the values in 6.3. Alternatively limits of
temperature rise in accordance with an
6.2.1 Ship's service generators including their acceptable National or International Standard
exciters, and continuously rated motors are to be may be applied.
suitable for continuous duty at their full rated
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6.3 Temperature rise an amount equal to the excess temperature of the

cooling medium.
6.3.1 The limits of temperature rise specified in
Table 6.3.1 are based on a cooling air 6.3.3 If the temperature of the cooling medium is
temperature of 45C and a cooling water known to be permanently less than the value
temperature of 30C. given in 6.3.1, the permissible temperature rise
may be increased by an amount equal to the
6.3.2 If the temperature of the cooling medium is difference between the declared temperature and
known to exceed the value given in 6.3.1, the that given in 6.3.1 upto a maximum of 15C.
permissible temperature rise is to be reduced by

Table 6.3.1 : Limits of temperature rise in C

Method of Temperature rise in air-cooled

Item Part of machines measurement machines C Insulation Class
of temperature A E B
1 (a) a.c. windings R 50 65 70
T 40 55 60
(b) Field windings of a.c. and d.c. R 50 65 70
machines having d.c. excitation
other than those in Items 2 and 3 T 40 55 60
(c) Windings of armatures having R 50 65 70
commutators
T 40 55 60
2 Field windings of turbine-type
R - - 80
machines having d.c. excitation
3 (a) Low-resistance field windings of
more than one layer and T,R 50 65 70
compensating windings
(b) Single-layer windings with
T,R 55 70 80
exposed bare surfaces
4 Permanently short-circuited
T 50 65 70
insulated windings
5 Permanently short-circuited The temperature rise of these parts
windings uninsulated shall in no case reach such a value that
T
there is a risk of injury to any insulating
or other material on adjacent parts
6 Iron core and other parts not in The temperature rise of these parts
contact with windings shall in no case reach such a value that
-
there is a risk of injury to any insulating
or other material on adjacent parts
7 Iron core and other parts in
T 50 65 70
contact with windings
8 Commutators and slip-rings open
T 50 60 70
or enclosed

Notes:

1 T = Thermometer method
R = Resistance method

2 When Class F or Class H insulation is employed, the permitted temperature rises are respectively
20C and 40C higher than the values given for Class B insulation.

3 Classes of insulation are to be in accordance with IEC Publication 85 (1957) - "Recommendations

for the Classification of Material for the Insulation of Electrical Machinery and Apparatus in relation
to their Thermal Stability in Service".

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6.4 Direct current service generators load engine speed at all ambient temperatures up
to the specified maximum.
6.4.1 Shunt wound direct current generators are
to be provided with automatic voltage regulators. 6.4.7 Generators required to run in parallel are to
be stable from no load up to the total combined
6.4.2 Direct current generators used for charging load of the group, and load sharing is to be
batteries without series-regulating resistors are to satisfactory.
be either:-
6.4.8 The series winding of each two-wire
a) Shunt wound, or generator is to be connected to the negative
terminal.
b) Compound wound with switches arranged so
that the series winding can be switched out 6.4.9 Equalizer connections are to have a cross-
of service. sectional area appropriate to the system but in no
case less than 50 per cent of that of the negative
6.4.3 If terminal voltage is required to be connection from the generator to the
manually adjusted to ensure satisfactory switchboard.
operation of generators, then, facilities are to be
provided at the switchboard or at an appropriate 6.5 Alternating current service generators
and convenient control position to enable such
adjustments to be made. 6.5.1 Each alternating current service generator,
unless of the self regulating type, is to be
6.4.4 For each direct current generator, whilst provided with automatic means of voltage
being driven by its prime mover, at any regulation.
temperature within the working range, the means
provided is to be capable of adjusting the voltage 6.5.2 The voltage regulation of any alternating
at any load between no load and full load to current generator with its regulating equipment is
within:- to be such that at all loads from zero to full load
the voltage at rated power factor is maintained
a) 1.0 per cent of rated voltage for generators of under steady conditions within 2.5 per cent of
rating less than 100 [kW], rated voltage.

b) 0.5 per cent of rated voltage for generators of 6.5.3 Alternating current generators required to
rating exceeding 100 [kW]. run in parallel are to be stable from 20 per cent
full load [kW] up to the total combined full load
6.4.5 The inherent regulation of service [kW] of the group, and load sharing is to be such
generators is to be such that the following that the load on any generator does not normally
conditions are fulfilled:- differ from its proportionate share of the total load
by more than 15 per cent of the rated output [kW]
a) For shunt or stabilised shunt wound of the largest machine or 25 per cent of the rated
generators when the voltage has been set at output [kW] of the individual machine, whichever
full load, the steady voltage at no load is not is less.
to exceed 115 per cent of the full load value,
and the voltage obtained at any intermediate 6.5.4 When generators are operated in parallel,
value of load is not to exceed the no-load the KVA loads of the individual generating sets
value. are not to differ from their proportionate share of
the total KVA load by more than 5 per cent of the
b) For compound wound generators with the rated KVA output of the largest machine when
generator at full load operating temperature, operating at 0.8 power factor.
and starting at 20 per cent load with voltage
within 1 per cent of rated voltage, then at full 6.6 Inspection and testing
load the voltage is to be within 2.5 per cent
of rated voltage. The average of the 6.6.1 On machines for essential services tests
ascending and descending load/voltage are to be carried out in accordance with the
curves between 20 per cent load and full load relevant standard and a certificate furnished by
is not to vary more than 4 per cent from rated the manufacturers.
voltage.
6.6.2 Generators and motors of 100 [kW] or over
6.4.6 Generators are to be capable of delivering intended for essential services are to be
continuously the full load current and normal inspected by the Surveyors during manufacture
rated voltage at the terminals when running at full and testing.

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Section 7

Transformers - Construction and Testing

7.1 General nameplate of corrosion-resistant metal giving

information on make, type, serial number,
7.1.1 Transformers are to be in accordance with insulation class and any other technical data
an acceptable National or International Standard, necessary for the application of the transformer.
due regard being given to the ambient conditions
stated in 1.5. 7.4 Regulation

7.1.2 Transformers are to be of the dry, natural 7.4.1 The inherent regulation at 0.8 power factor
air cooled type. Proposals for the use of liquid is not to exceed 5 per cent.
cooled transformers will be subject to special
consideration. 7.4.2 Regulation of the complete system is to
comply with 3.4.2.
7.2 Installation
7.5 Short circuit
7.2.1 Transformers are to be placed in easily
accessible well ventilated spaces free from any 7.5.1 All transformers are to be constructed to
gaseous or acid fumes. They are to be clear of withstand, without damage, the thermal and
non-protected ignitable materials, and so mechanical effects of a short-circuit at the
arranged as to be protected against shocks and terminals of any winding for 2 seconds with rated
any damage resulting from water, oil, liquid fuel, primary voltage and frequency without damage.
steam etc.
7.6 Tests
7.3 Construction
7.6.1 Transformers for essential services are to
7.3.1 Transformers are to be double wound be tested by the manufacturer in accordance with
except those for motor starting. the relevant standard and test certificates
supplied.
7.3.2 Each transformer is to be provided with a

Section 8

Miscellaneous Equipment

8.1 Accumulator batteries 8.1.2.2 Large batteries are to be installed in a

space assigned to them only. A box on deck
8.1.1 Construction would meet this requirement if adequately
ventilated and provided with means to prevent
8.1.1.1 The cells of all batteries are to be so ingress of water.
constructed and secured as to prevent spilling of
the electrolyte due to the motion of the ship and 8.1.2.3 Engine starting batteries are to be located
to prevent emission of acid or alkaline spray. as close as practicable to the engine(s) served. If
such batteries cannot be accommodated in the
8.1.1.2 All batteries are to be provided with battery compartment, they are to be installed so
durable labels of flame retardant material, giving that adequate ventilation is ensured.
information on the application for which the
battery is intended, voltage and capacity. 8.1.3 Installation

8.1.2 Location 8.1.3.1 Batteries should be so arranged that each

cell or crate of cells is accessible from the top and
8.1.2.1 Alkaline batteries and lead acid batteries at least one side.
of the vented type are not to be installed in the
same compartment.

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8.1.3.2 Cells or crates are to be carried on non- with suitable grilled mechanical guards to protect
absorbent insulating supports. Similar insulators their lamps and glass globes against such
are to be fitted to prevent any movement of cells damage.
arising from the motion of the vessel. Adequate
space for circulation of air is to be ensured. 8.2.1.2 Precautions are to be taken so that a lamp
for one voltage cannot be inserted in a
8.1.3.3 Where acid is used as the electrolyte a lampholder for another voltage.
tray of acid resisting material is to be provided
below the cells unless the deck below is similarly 8.2.1.3 Incandescent lamps are to be in
protected. accordance with the following :-

8.1.3.4 The interiors of all compartments

including the shelves, are to be painted with B22 upto 250 V and 200 W
corrosion resistant paint.
E27 upto 250 V and 200 W
8.1.3.5 A permanent notice is to be fitted to all
compartments prohibiting naked lights and E40 upto 210 V and 3000 W
smoking in the compartment.
8.2.1.4 Lampholders are to be constructed of
8.1.3.6 Switches, fuses and other electrical flame-retarding and non- hygroscopic material.
equipment liable to cause an arc are not to be All metal parts are to be of robust construction.
fitted in battery compartments. Goliath lampholders (E40) are to be provided with
means for locking the lamp in the holder. The
8.1.4 Ventilation temperature of cable connections is not to
exceed the maximum conductor temperature
8.1.4.1 Battery compartments, lockers and boxes permitted for the cable as given in Table 3.2.1.
are to be adequately ventilated by an
independent ventilating system to avoid 8.2.1.5 The ratings of tubular fluorescent lamps
accumulation of flammable gases. Particular are not to exceed 250 V and 80 W.
attention should be given to the fact that these
gases are lighter than air and tend to accumulate 8.3 Accessories - Construction and testing
at the top of the spaces.
8.3.1 Enclosures
8.1.4.2 Natural ventilation may be employed if
ducts can be run directly from the top of the 8.3.1.1 Enclosures are to be of metal or of flame-
compartment to the open air with no part of the retardant insulating materials.
duct more than 45 degrees from the vertical. If
natural ventilation is impracticable, mechanical 8.3.2 Inspection and draw boxes
ventilation is to be installed. Interior surfaces of
ducts and fans are to be painted with corrosion- 8.3.2.1 If metal conduit systems are used,
resistant paint. Fan motors are not to be located inspection and draw boxes are to be of metal and
in the air stream. are to be in rigid electrical and mechanical
connection with the conduits.
8.1.4.3 Necessary precautions are to be taken to
prevent sparking due to possible contact by the 8.3.3 Socket outlets and plugs
ventilation fan blades with fixed parts.
8.3.3.1 Socket outlets and plugs are to be so
8.1.4.4 All openings through the battery constructed that they cannot be readily short-
compartment bulkheads or decks, other than circuited whether the plug is in or out, and so that
ventilation openings, are to be effectively sealed a pin of the plug cannot be made to earth either
to reduce the possibility of escape of gas from the pole of the socket outlet.
battery compartment into the ship.
8.3.3.2 All socket outlets of current rating 16
8.2 Luminaries amperes or more are to be provided with a
switch.
8.2.1 General
8.3.3.3 Where it is necessary to earth the non-
8.2.1.1 Lighting fittings installed in engine rooms current-carrying parts of portable or transportable
or similar spaces where they are exposed to the equipment, an effective means of earthing is to
risk of mechanical damage are to be provided be provided at the socket outlet.

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8.3.3.4 In all wet situations socket outlets and conductors are to be avoided. All clamps used
plugs are to be effectively shielded against rain are to be of brass or copper, preferably of the
and spray and are to be provided with means for serrated contact type, and efficiently locked.
maintaining this quality after removal of the plug. Soldered connections are not acceptable.

8.4 Heating and cooking equipment 8.5.3 The resistance of the lightning conductors,
measured between the mast head and the
8.4.1 General position on the earth plate or hull to which the
lightning conductor is earthed, is not to exceed
8.4.1.1 Heaters are to be so constructed, 0.02 ohms.
installed and protected that clothing, bedding and
other inflammable material cannot come in 8.5.4 The lightning conductors are to be
contact with them in such a manner as to cause composed of continuous copper tape and/or
risk of fire. There is to be no excessive heating of rope, having a section not less than 100 [mm2]
adjacent bulkheads or decks. and are to be riveted with copper rivets or
fastened with copper clamps to an appropriate
8.5 Lightning conductors copper spike of not less than 13 [mm] in diameter
and projecting at last 150 [mm] above the top of
8.5.1 Lightning conductors are to be fitted to each the mast. The lower end of the lightning
mast of all wood, composite and steel ships conductor is to be securely clamped to a copper
having wooden masts or topmasts. They need plate having an area of at least 0.2 [m2], fixed to
not be fitted to steel ships having steel masts, the ship's hull well below the light load waterline
unless the mast is partly or completely insulated in such a manner that it is immersed under all
from the ship's hull. conditions of heel. In steel ships fitted with
wooden masts, the lower end of the lightning
8.5.2 Lightning conductors are to be run as conductor is to be securely clamped to the
straight as possible, and sharp bends in the nearest metal forming part of the hull.

Section 9

Trials

9.1 General 9.2.2 Power and light circuits : The insulation

resistance between all insulated poles and earth
9.1.1 Before a new installation, or any alteration and, where practicable, between poles, is to be
or addition to an existing installation, is put into at least 1 megaohm. The installation may be
service the tests and trials specified in this subdivided and appliances may be disconnected
Section are to be carried out. These tests and if initial tests produce results less than this figure.
trials are intended to demonstrate the general
condition of the installation at the time of 9.2.3 Low voltage circuits : Circuits operating at
completion. They are in addition to any less than 55 V are to have an insulation
acceptance tests which may have been carried resistance of at least 0.33 megaohm.
out at the manufacturer's works.
9.2.4 Switchboards, Section boards and
9.2 Insulation resistance measurement distribution boards : The insulation resistance is
to be at least 1 megaohm when measured
9.2.1 Insulation resistance is to be measured between each busbar and earth and between
using a self-contained instrument such as a direct busbars. This test may be made with all circuit-
reading ohm-meter of the generator type breakers and switches open, all fuse links for pilot
applying a voltage of at least 500 V. Where a lamps, earth fault-indicating lamps, voltmeters,
circuit incorporates capacitors of more than 2F etc., removed and voltage coils temporarily
total capacitance, a constant-voltage type disconnected, where otherwise damage may
instrument is to be used to ensure accurate test result.
readings.

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9.2.5 Generators and motors : The insulation 9.4.4 Satisfactory commutation, excitation and
resistance of generators and motors, in normal performance of each generator throughout a run
working condition and with all parts in place, is to at full rated load.
be measured and recorded. The test should be
carried out with the machine hot, if possible. The 9.4.5 Voltage regulation of every generator when
insulation resistance of generator and motor full rated load is suddenly thrown off.
cables, field windings and control gear is to be at
least 1 megaohm. 9.4.6 For alternating current and direct current
generators, satisfactory parallel operation and
9.3 Earth continuity [kW] load sharing of all generators capable of
being operated in parallel at all loads up to normal
9.3.1 Tests are to be made to verify that all earth working load. For alternating current generators
continuity conductors are effective and that the satisfactory parallel operation and KVA load
bonding and earthing of metallic conduit and/or sharing of all generators capable of being
sheathing of cables is effective. operated in parallel at all loads up to normal
working load.
9.4 Performance
9.4.7 All essential motors and other important
9.4.1 It is to be established that the provisions of equipment are to be operated under service
the Rules have been complied with respect to the conditions, though not necessarily at full load or
criteria mentioned in this sub-section. simultaneously, for a sufficient length of time to
demonstrate that they are satisfactory.
9.4.2 Temperatures of joints, connections, circuit-
breakers and fuses. 9.5 Voltage drop

9.4.3 The operation of engine governors, 9.5.1 Voltage drop is to be measured, where
synchronising devices, overspeed trips, reverse- necessary, to verify that this is not excessive.
current, reverse-power, over-current and under-
voltage trips and other safety devices.

End of Chapter

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Chapter 9

Fire Protection, Detection and Extinction

Contents
Section
1 General
2 Fire Protection
3 Fire Detection
4 Fire Extinction

Section 1

General

1.1 Scope
1.2.3 Additional requirements for fire safety on
1.1.1 The requirements of this Chapter are passenger ships are given in Part 5, Chapter 3.
applicable to all ship types.
1.3 Plans and information
1.1.2 Special attention is drawn to National and
International Statutory Requirements of countries 1.3.1 The plans and information detailed in 1.3.2,
where the ship is registered or operating and where applicable, are to be submitted for
which are outside the scope of classification as approval together with all relevant details like
defined in these Rules. Rule dimensions of the ship L, B and D and the
number of passengers.
1.1.3 Consideration will be given to the
acceptance of the statutory requirements of 1.3.2 Following plans are to be submitted for
National Authorities as an alternative to the approval
requirements of this Chapter.
a) Means of escape and, where required,
1.1.4 Consideration will be given to special cases the relevant dimensioning.
where the arrangements are equivalent to those
required by these Rules. b) Fire Alarm system

1.1.5 Consideration will be given to the c) Arrangement of Fire pumps and fire main
acceptance of the approval of a National including pumps head and capacity,
Authority in respect of fire insulating materials, hydrant and hose locations
fire fighting appliances and items of equipment as
an alternative to the relevant requirements of this d) Arrangement of fixed fire-extinguishing
Chapter. systems

1.2 Applicable requirements depending on e) Arrangement of sprinkler systems

vessel type including the capacity and head of the
pumps
1.2.1 Unless expressly provided otherwise
requirements not referring to a specific ship type f) Fire control plan
apply to all ships
g) Electrical diagram of power control and
1.2.2 Additional requirements for fire safety on position indication circuits for fire doors.
tankers are given in the relevant Sections of Part
5, Chapter 2.

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1.4 Definitions applicable fire exposure to the standard fire test

(e.g. aluminium alloy with appropriate insulation).
1.4.1 Accommodation space is a living space of
a crew accommodation or a passenger room. 1.4.12 A Standard Fire Test is one in which
specimens of the relevant bulkheads or decks are
1.4.2 Crew Accommodation is a space exposed in a test furnace to temperatures
intended for the use of persons normally living on corresponding approximately to the standard
board, including galleys, store rooms, toilets and time temperature curve. The test method is to be
washing facilities, laundry facilities, in accordance with the Fire Test Procedures
passageways, but not the wheelhouse. Code of IMO.

1.4.3 Passenger Spaces are spaces on board 1.4.13 Machinery spaces are all spaces
intended for passengers and enclosed areas containing propulsion machinery, boilers, oil fuel
such as offices, shops, hairdressing salons, units, internal combustion engines, generators
drying rooms, laundries, saunas, toilets, and major electrical machinery, oil filling stations,
washrooms, passageways, connecting passages refrigerating, stabilizing, ventilation and air
and stairs not encapsulated by walls. conditioning machinery, and similar spaces, and
trunks to such spaces.
1.4.4 Store Room of high risk is a space for the
storage of flammable liquids or a room with an 1.4.14 Oil fuel unit is the equipment used for the
area of over 4 [m2] for storing supplies. preparation of oil fuel for delivery to an oil fired
boiler, or equipment used for the preparation for
1.4.5 Passageway is an area intended for the delivery of heated oil to an internal combustion
normal movement of persons and goods. engine, and includes any oil pressure pumps,
filters and heaters dealing with oil at a pressure
1.4.6 Main engine room is a space where the of more than 0.18 [N/mm2] gauge.
propulsion engines are installed.
1.4.15 Service spaces are those spaces used
1.4.7 Engine room is a space where combustion for galleys, pantries containing cooking
engines are installed. appliances, lockers, mail and specie rooms, store
rooms, workshops other than those forming part
1.4.8 Boiler room is a space housing a fuel- of machinery spaces, and similar spaces and
operated installation designed to produce steam trunks to such spaces.
or heat a thermal fluid
1.5 Ship types
1.4.9 Cargo spaces are all spaces used for
cargo (including cargo oil tanks) and trunks to 1.5.1 Passenger ship is a ship which carries
such spaces. more than twelve passengers, a passenger being
every person other than :
1.4.10 Non-combustible material is a material
which neither burns nor gives off flammable  the master and members of the crew or
vapours in sufficient quantity for self-ignition other persons employed or engaged in
when heated to approximately 750C according any capacity on board a ship on the
to an established test procedure. Any other business of the ship; and
material is a combustible material.  a child under one year of age.

1.4.11 Steel or other equivalent material. 1.5.2 Cargo ship is any ship which is not a
Where the words steel or other equivalent passenger ship or a fishing vessel.
material occur, 'equivalent material' means any
non- combustible material which, by itself or due 1.5.3 Fishing vessel is a vessel used for
to insulation provided, has structural and integrity catching living resources of the sea.
properties equivalent to steel at the end of the

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Section 2

Fire Protection

2.1 General be capable of being stopped from an easily

accessible position outside the machinery
2.1.1 Boundaries of main engine rooms, engine spaces.
rooms, boiler rooms, galleys and stores,
containing highly combustible materials such as 2.4 Means of escape
paints and oils, are to be constructed of steel or
other equivalent material, where adjacent to 2.4.1 Engine rooms and boiler rooms are to be
accommodation spaces and emergency provided with two means of escape as widely
generator rooms. separated as possible. One of the means of
escape may be an emergency exit. If a skylight is
2.1.2 Fuel oil and lubricating oil tanks are not to permitted as an escape, it is to be possible to
have common vertical boundaries with open it from the inside.
accommodation spaces.
2.4.2 The escape trunk is to have clear
2.1.3 Deck coverings within accommodation dimensions of at least 0.6 × 0.6 [m].
spaces on the decks, forming the crown of
machinery and cargo spaces, are to be of a type 2.4.3 In case of engine rooms and boiler rooms
which will not readily ignite. of less than 35 [m2], one means of escape may
be accepted.
2.1.4 Pipes conveying oil or combustible liquids
are to be of an approved material having regard 2.4.4 At least two widely separated means of
to the fire risk. Materials readily rendered escape from each restricted space or group of
ineffective by heat are not to be used for spaces are to be provided at all levels of
overboard scuppers, sanitary discharges and accommodation.
other outlets where the failure of the material in
the event of fire would give rise to danger of 2.4.5 Stairways are to be constructed of steel or
flooding. The approval of plastic piping in any equivalent material. They may be lined with
location will be subject to the consideration of suitable material.
strength and fire hazards involved with special
reference to penetrations through bulkheads, 2.4.6 Stairways and ladderways, in and from all
decks or other significant compartment passenger and crew spaces and spaces in which
boundaries. Attention is to be paid to the crew are normally employed, are to be arranged
provisions of the IMO FTP code, as applicable. to provide ready means of escape to suitable
open deck areas.
2.2 Paints and similar coatings
2.5 Non-propelled vessels
2.2.1 Paints, varnishes and similar preparations
having a nitro-cellulose or other highly flammable 2.5.1 For ships with no crew and passengers, no
base are not to be used in accommodation and fire protection, detection or fire extinguishing
machinery spaces. arrangements are required.

2.3 Ventilation 2.5.2 Ships having accommodation and being

manned are to comply with the requirements of
2.3.1 Power ventilation of machinery spaces is to this Section and Sec.4 in so far as applicable.

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Section 3

Fire Detection

3.1 General c) ion detectors,

3.1.1 Following rooms are to be monitored by d) flame detectors,

means of a fire alarm system.
e) combination detectors (fire detectors
a) Engine rooms combining two or more of the detectors
b) Boiler rooms listed in (a) to (d)).
c) Stairways, corridors and escape routes
in crew accommodation spaces using Fire detectors which respond to other
smoke detectors for ships of 24[m] length factors indicating the onset of a fire may
and over. be approved provided that they are no
less sensitive than the detectors referred
The alarm is to be noticeable in the wheelhouse, to under (a) to (e).
the accommodation spaces and the room to be
protected. 3.2.1.7 Fire detectors may be installed with or
without individual identification
3.1.2 Consideration may be given to waiver of
requirements for fire alarm system in 3.2.2 Construction Requirements of Fire
continuously manned engine rooms and boiler Alarm System
rooms.
3.2.2.1 General
3.2 Fire Alarm System
3.2.2.1.1 Fire alarm systems are to be
3.2.1 Components of Fire Alarm System operational at all times.

3.2.1.1 Fire alarm systems consist of : 3.2.2.1.2 Fire detectors required in accordance
with 3.2.3.2 are to be automatic. One manually
a) fire detection system, operated call point is to be installed at each exit
of the compartment fitted with fire detectors. In
b) fire indicator system, Cargo Ships, manual call points are to be readily
accessible in the corridors and escape routes in
c) control panel crew accommodation spaces of each deck such
that no part is more than 20 [m] from a manual
as well as the external power supply. call point.

3.2.1.2 The fire detection system may be divided 3.2.2.1.3 The system and its components are to
into one or more sections. be able to withstand voltage fluctuations and
surges, changes in ambient temperature,
3.2.1.3 The fire indicator system may have one vibrations, humidity, shocks, impacts and
or more indicator devices. corrosion such as commonly occur on ships.

3.2.1.4 The control panel is the central control 3.2.2.2 Energy Supply
unit of the fire alarm system. It also includes parts
of the fire indicator system (i.e. an indicator 3.2.2.2.1 Energy sources and electric circuits
device). necessary for the operation of the fire alarm
system are to be self-monitoring. Any fault
3.2.1.5 A fire detection section may have one or occurring is to activate a visual and acoustic
more fire detectors alarm signal on the control panel which can be
distinguished from a fire alarm signal.
3.2.1.6 Fire detectors may be
3.2.2.2.2 There are to be at least two power
a) heat detectors, sources for the electrical part of the fire alarm
system, one of which is to be an emergency
b) smoke detectors, power system (i.e. emergency power source and
emergency switchboard). There are to be two

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separate power-feeds solely for this purpose. body, whereby under-sensitivity or over-
These is to lead to an automatic switch in or near sensitivity of the detectors is to be avoided.
the control panel of the fire alarm system.
3.2.2.5.5 Heat detectors are to be set so that with
3.2.2.3 Fire Detection System temperature increase rates of less than 1
[°C/min] they respond at temperatures of
3.2.2.3.1 Fire detectors are to be grouped in fire between 54 [°C] and 78 [°C]. With higher rates of
detection sections. temperature increase, the heat detector is to
respond within temperature limits where under-
3.2.2.3.2 Fire detection systems are not to be or over-sensitivity of the heat detector is avoided.
used for any other purpose. Only closing of the
doors in accordance with Pt.5, Ch.3, 5.3.2.12 and 3.2.2.5.6 The permissible operating temperature
similar functions may be activated and indicated of heat detectors may be increased to 30 [°C]
on the control panel. above the maximum temperature in the upper
part of engine and boiler rooms.
3.2.2.3.3 Fire detection systems are to be
designed in such a way that the first indicated fire 3.2.2.5.7 The sensitivity of flame detectors is to
alarm does not prevent fire alarms set off by other be sufficient to detect flames against an
detectors. illuminated background. Flame detectors are also
to be equipped with a system for identifying false
3.2.2.4 Fire Detection Sections alarms.

3.2.2.4.1 Where the fire detectors cannot be 3.2.2.6 Control Panel

remotely identified individually, a fire detection
section is not to monitor more than one deck. This 3.2.2.6.1 Activation of a fire detector is to set off
does not apply to a fire detection section which a visual and acoustic fire alarm signal at the
monitors an encapsulated stairwell. In order to control panel and the indicator devices.
avoid delays in detecting the origin of the fire, the
number of enclosed spaces included in each fire 3.2.2.6.2 The control panel and the indicator
detection section are to be limited. There are not devices are to be at a location, which is
to be more than fifty enclosed spaces in one fire permanently manned by crew. One indicator is to
detection section. Where the fire detection be at the steering position.
system has remote identification of individual fire
detectors, the fire detection sections may monitor 3.2.2.6.3 The indicator devices are to indicate at
several decks and any number of enclosed least the fire detection section in which a fire
spaces. detector has been activated.

3.2.2.4.2 Engine rooms and boiler rooms are to 3.2.2.6.4 On or near each indicator device there
constitute separate fire detection sections. is to be clear information on the areas monitored
and the location of the fire detection sections.
3.2.2.5 Fire Detectors
3.2.3 Installation Requirements of Fire Alarm
3.2.2.5.1 Only heat, smoke or ion detectors are System
to be used as fire detectors. Other types may only
be used as additional detectors. 3.2.3.1 Fire detectors are to be installed in such
a manner as to ensure the best possible
3.2.2.5.2 Fire detectors are to be type-approved. operation of the system. Locations in the vicinity
of deck girders and ventilation shafts or other
3.2.2.5.3 All automatic fire detectors are to be locations where air currents could adversely
designed in such a way that they can be tested to affect system operation and locations where
ensure that they are working properly and impacts or mechanical damage are likely are to
brought back into service without having to be avoided.
replace any components.
3.2.3.2 In general, fire detectors located on the
3.2.2.5.4 Smoke detectors are to be set so that ceiling are to be at least 0.5 [m] away from
they respond to a reduction in visibility per metre bulkheads. The maximum distance between fire
caused by smoke of more than 2 % to 12.5 %. detectors and bulkheads is to conform to the
Smoke detectors fitted in galleys, engine rooms Table3.2.3.2: IRS may require or approve other
and boiler rooms are to respond within sensitivity distances on the basis of tests which prove the
limits meeting the requirements of the inspection characteristics of the detectors.

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3.2.3.3 The routing of electric cables for the fire unless this is necessary for fire detection in those
alarm system through engine rooms and boiler areas or connection to the corresponding power
rooms or other high fire risk areas is not permitted supply.

Table 3.2.3.2: Fire detector Location

Type of Fire Maximum floor surface area Maximum distance Maximum distance of fire
detector per fire detector between fire detectors detectors from bulkheads
Heat 37 [m2] 9 [m] 4.5 [m]
Smoke 74 [m2] 11 [m] 5.5 [m]

3.2.4 Acceptance Test

c) regularly, at each annual survey.
3.2.4.1 Fire alarm systems must be checked:
In the case of engine rooms and boiler rooms
a) before being put into service for the these checks are to be made under various
first time, machine operation conditions and under
changing ventilation conditions. Inspections as
b) before being put back into service after referred to in (c) above may also be carried out.
any major modification or repair,

Section 4

Fire Extinction

4.1 Water supply system 4.1.2.5 Relief valves are to be provided in

conjunction with all fire pumps if the pumps are
4.1.1 General capable of developing a pressure exceeding the
design pressure of the water service pipes,
4.1.1.1 Requirements of water supply system for hydrants and hoses. These valves are to be so
passenger ships are provided in Pt.5, Ch.3 placed and adjusted as to prevent excessive
pressure in any part of the fire main system.
4.1.2 Fire pumps
4.1.2.6 In ships having a value LxBxD of 1500
4.1.2.1 Ships are to be equipped with a power- [m3] and over, not less than two power driven
driven pump suitable for use as a fire pump. The pumps are to be provided, one of which may be
pump is to have a drive independent of the main main engine driven where the engine can be
propulsion units. On ships with a gross volume (L declutched.
X B X D) of up to 800 [m3] or with a propulsive
power of up to 375 [kW], a bilge pump or cooling 4.1.3 Fire main
water pump coupled to the main engine may also
be used provided that the propeller shafting can 4.1.3.1 In ships of 24 [m] length and over, a fire
be disengaged. main is to be provided so that at least one jet of
water can reach any part of the ship.
4.1.2.2 Sanitary, ballast, bilge or general service
pumps may be accepted as fire pumps. 4.1.3.2 Deck-washing lines may be incorporated
in the fire extinguishing system.
4.1.2.3 The fire pump suction is to be so arranged
that the pump will operate efficiently at the 4.1.3.3 Materials readily rendered ineffective by
lightest draught likely to be encountered in heat are not to be used for fire mains. Where
service. steel pipes are used they are to be galvanized
internally and externally. Cast iron pipes are not
4.1.2.4 The capacity of power fire pumps is to be to be used. The pipes and hydrants are to be so
not less than 10 [m3/h]. placed that the fire hoses may be easily coupled
to them. The arrangement of pipes and hydrants

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shall be such as to avoid the possibility of area of the largest room to be protected subject
freezing. Suitable drainage provisions are to be to 4.2.1.4 (b).
provided for fire main piping. Isolation valves are
to be installed for all open deck fire main 4.2.1.4 For large areas to be protected, either of
branches used for purposes other than fire the following approaches may be followed
fighting. depending upon the fire risk:

4.1.4 Hydrants (a) the areas to be protected are

considered without sprinkler installation for
4.1.4.1 The number and position of the hydrants determining the appropriate fire integrity
are to be such that at least one jet of water from standards to be applied to boundaries
a single length of hose may reach any part of the (Refer Table 5.3.2.1(a) in Part 5, Chapter
ship normally accessible to the passengers and 3);
crew while the ship is being navigated.
(b) the sprinkler pump capacity is
4.1.4.2 The positions of hydrants and valves or determined on the basis of a minimum
cocks are to be such that they are always readily water rate of 5 [l/m2 per minute],
accessible. considering the area of the largest space,
limited to 280 [m2].
4.1.4.3 All water pipes for fire extinguishing are to
be provided with drain valves for use in frosty 4.2.1.5 Systems spraying smaller quantities of
weather. The valves are to be located where they water are to have a type-approval pursuant to
will not be damaged by cargo. IMO Resolution A.800 (19) or another recognized
Standard.
4.1.5 Fire hoses and nozzles
4.2.1.6 The systems are to be checked :
4.1.5.1 Fire hoses are to be of approved material.
The hoses are to be sufficient in length to project a) before being put into service for the
a jet of water to any of the spaces in which they first time;
may be required to be used. Their length, in
general, is not to exceed 18 [m]. Each hose is to b) before being put back into service after
be provided with a nozzle and the necessary they have been triggered;
couplings. Fire hoses, together with any
necessary fittings and tools, are to be kept ready c) before being put back into service after
for use in conspicuous positions near the water any major modification or repair; and
service hydrants or connections.
d) regularly, at each annual survey.
4.1.5.2 In general, not less than two fire hoses
with dual purposes nozzles (jet/spray) of not less 4.2.2 Automatic Pressurized Water Sprinklers
than 12 [mm] bore are to be provided.
4.2.2.1 The automatic pressurised water
4.1.5.3 The jet throw at the nozzle is to be about sprinkler is to be ready for service at all times
12 [m]. when there are persons on board. No additional
action by crew members is to be required to
4.2 Permanently installed firefighting systems trigger operation.
for protecting accommodation spaces,
wheelhouses and passenger spaces 4.2.2.2 The system is to be permanently
maintained at the necessary pressure. The pipes
4.2.1 General are to be filled with water up to the spray nozzles
at all times. The system is to have a continuously
4.2.1.1 Where fitted, permanently installed fire working water supply. It is not to be possible for
fighting systems for protecting accommodation impurities harmful to operation to enter the
spaces, wheelhouses and passenger spaces, system. Appropriate display instruments and test
following requirements are to be complied with. systems (e.g. pressure gauges, pressure-tank
water level indicators, pump test piping) are to be
4.2.1.2 The systems are to be made of steel or installed for monitoring and checking the system.
equivalent non-combustible materials. The pressurised water sprinkler systems located
in the cold storage and freezer rooms should not
4.2.1.3 The systems are to be able to spray water be permanently filled with water. These rooms
at a rate of at least 5 [l/m2 per minute] over the can be protected with dry sprinklers.

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4.2.2.3 The pump for the water supply to the space containing oil fuel units are to be provided
spray nozzles is to be activated automatically by with:
a pressure drop in the system. The pump is to be
dimensioned so that it can continuously provide a) An approved foam type fire extinguisher
a sufficient water supply at the necessary of at least 45 [litre] capacity or carbon
pressure if all the spray nozzles necessary for dioxide extinguisher of 15 [kg] capacity or
covering the area of the largest room to be dry powder extinguisher of 15 [kg]
protected are activated simultaneously (Also capacity to be directed on to any part of
refer Cl. 4.2.1.3 and 4.2.1.4). The pump is to the fuel and lubricating oil pressure
supply the automatic pressurised water sprinkler systems, gearing and other fire hazards.
exclusively. In the event of pump failure, it is to
be possible to provide the spray nozzles with a b) At least two portable foam extinguishers
sufficient water supply from another on-board or equivalent.
pump.
4.3.1.2 Where the size of the space precludes
4.2.2.4 The system is to be divided into sections, access under normal operating conditions,
each with no more than 50 spray nozzles. A provision is to be made to inject the extinguishing
larger number of spray nozzles may be medium into the space from an external location
authorised by IRS with appropriate corroboration, whilst maintaining the fire integrity of the space
in particular a hydraulic calculation. boundaries.

4.2.2.5 The number and the layout of spray 4.3.1.3 Machinery spaces with electrical
nozzles are to ensure effective distribution of installations are to be provided with one or more
water in the rooms to be protected. extinguishers suitable for extinguishing electrical
fire as deemed necessary. One or more of the fire
4.2.2.6 Spray nozzles are to be triggered at a extinguishers required by this section may be of
temperature between 68 [°C] and 79 [°C], in the the type required by this paragraph.
galley areas at a maximum of 93 [°C] and in the
saunas at a maximum of 141 [°C]. 4.3.1.4 In ships constructed of composite
material, engines rooms where total power output
4.2.2.7 The installation of components of is 375 [kW] and above are to be provided with any
automatic pressurised water sprinklers within the one of the fixed fire-extinguishing systems as per
rooms to be protected is to be limited to the 4.3.2, instead of compliance with 4.3.1.1 a) and
necessary minimum. No such system 4.3.1.2,
components are to be installed in main engine
rooms. 4.3.2 Fixed fire extinguishing system

4.2.2.8 Visual and acoustic indicators are to be 4.3.2.1 General

provided in one or more suitable locations, at
least one of which must be permanently manned, 4.3.2.1.1 Where fitted, fixed fire extinguishing
displaying activation of automatic pressurised systems are to meet the following requirements.
water sprinklers for each section.
4.3.2.2 Extinguishing Agents
4.2.2.9 The energy supply of the installation of
automatic pressurised water sprinklers is to be 4.3.2.2.1 The following extinguishing agents may
provided by two independent energy sources that be used in permanently installed fire-fighting
are not to be installed in the same location. Each systems:
energy source is to be capable of supplying the
entire system unassisted. a) CO2 (carbon dioxide);

4.3 Fire extinguishing arrangements in b) HFC 227 ea (heptafluoropropane);

machinery spaces
c) IG-541 (52 % nitrogen, 40 % argon, 8 %
4.3.1 General carbon dioxide);

4.3.1.1 Main engine rooms (regardless of engine d) FK-5-1-12 (Dodecafluoro-2-

power), other engine rooms where total power methylpentane-3-on);
output is not less than 375 [kW], boiler rooms and
e) Water.

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4.3.2.3 Ventilation 4.3.2.5 Piping System

a) Combustion air for the propulsion engines a) The extinguishing agent is to be conveyed
is not to be extracted from rooms that are to to the room, which is to be protected and
be protected by permanently installed fire- distributed there by means of a fixed piping
fighting systems. This is not applicable system. Inside the room to be protected the
where there are two mutually independent piping and associated fittings are to be
and hermetically separated main engine made of steel. Tank connecting pipes and
rooms or if next to the main engine room expansion joints are to be exempt from this
there is a separate engine room with a bow provided the materials used have
thruster, ensuring that the ship can equivalent properties in case of fire. Pipes
continue to make steerageway under its are to be both internally and externally
own power in the event of fire in the main protected against corrosion.
engine room.
b) Outlet nozzles are to be dimensioned and
b) Any forced ventilation present in the room fitted such that the extinguishing agent is
to be protected is to switch off automatically evenly distributed. In particular the
if the fire-fighting system is triggered. extinguishing agent is also to be effective
beneath the floor plates.
c) There are to be devices available with
which all apertures which can allow air to 4.3.2.6 Triggering Device
enter or gas to escape from the room to be
protected can be quickly closed. It is to be a) Fire-fighting systems with automatic
clearly recognisable whether they are open triggering is not permissible.
or closed.
b) It is to be possible to trigger the fire-fighting
d) The volume of starting air receivers, system from a suitable place outside the
converted to free air volume, is to be added room to be protected.
to the gross volume of the machinery space
when calculating the necessary quantity of c) Triggering devices are to be installed in
the fire extinguishing medium. Alternatively, such a way that they can be operated even
a discharge pipe from the safety valves in case of a fire and in the event of damage
may be fitted and led directly to the open by fire or explosion in the room to be
air. protected the necessary quantity of
extinguishing agent can still be conveyed.
e) Over- or under-pressure resulting from the Non-mechanical triggering devices are to
inflow of extinguishing agent is not to be powered from two different mutually
destroy the components of the surrounding independent power sources. These power
partitions of the room to be protected. It is sources are to be located outside the room
to be possible for the pressure to equalise to be protected. Control lines in the room to
without danger. be protected are to be designed so as to
remain functional for at least 30 [minutes] in
f) Protected rooms are to have a facility for the event of fire. This requirement is to be
extracting the extinguishing agent and the fulfilled in the case of electric wiring if it
combustion gases. Such facilities are to be complies with the International Standard
capable of being operated from positions IEC 6033121: 1999. If triggering devices
outside the protected rooms and which are installed in such a way that they are out
must not be made inaccessible by a fire of sight, the panel covering them is to be
within such spaces. If there are identified by the ‘fire-fighting installation’
permanently installed extractors, it is not to symbol, having a side length of at least 10
be possible for these to be switched on cm, and the following text in red lettering on
while the fire is being extinguished. a white background:

4.3.2.4 Fire Alarm System FIRE-FIGHTING INSTALLATION

a) The room to be protected is to be monitored d) If the fire-fighting system is intended for the
by means of a fire alarm system (See 3.2). protection of several rooms, the triggering
The alarm is to be noticeable in the devices for each room have to be separate
wheelhouse, the accommodation spaces and clearly identified.
and the room to be protected.

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Chapter 9 Part 4
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e) The instructions are to be posted alongside f) A sign with the following text in red letters
all triggering devices and are to be clearly on a white ground is to be clearly posted at
visible and indelible. They are to contain, in the entrance to any space the extinguishing
particular, instructions regarding: agent may reach:
WARNING, FIRE-FIGHTING
i. triggering of the fire-fighting system; INSTALLATION !
LEAVE THE ROOM AS SOON AS THE
ii. the need for checking to ensure that all WARNING SIGNAL SOUNDS
persons have left the room to be (description of the signal)
protected;
4.3.2.8 Pressure tanks, fittings and pressure
iii. action to be taken by the crew when pipes
the firefighting system is triggered and
when accessing the protected room a) Pressure tanks, fittings and pressure pipes
after triggering or flooding, in particular are to comply with the provisions of
with regard to the possible presence of national/local authorities.
dangerous substances;
b) Pressure tanks are to be installed in
iv. action to be taken by the crew in the accordance with the manufacturer's
case of failure of the fire-fighting instructions.
system.
c) Pressure tanks, fittings and pressure pipes
f) The operating instructions are to mention are not to be installed in accommodation
that before the fire-fighting system is spaces.
triggered, combustion engines drawing air
from the room to be protected are to be shut d) The temperature in cabinets and
down. installation spaces containing pressure
tanks is not to exceed 50 [°C].
4.3.2.7 Warning System
e) Cabinets or installation spaces on deck are
a) Permanently installed fire-fighting systems to be firmly fixed in place and have air vents
are to be provided with acoustic and optical which are to be arranged in such a way that
warning systems. in the event of a leak in the pressure tank
no gas can escape into the interior of the
b) The warning system is to be set off ship. Direct connections to other rooms are
automatically as soon as the fire-fighting not permitted.
system is first triggered. The warning signal
is to sound for an appropriate time before 4.3.2.9 Quantity of extinguishing agent
the extinguishing agent is released and it is
not to be possible to switch it off. a) If the quantity of extinguishing agent is
intended for protecting more than one
c) Warning signals are to be clearly visible in room, the total amount of extinguishing
the rooms to be protected and outside the agent available does not need to be greater
accesses to them and clearly audible even than the quantity necessary for the largest
under operating conditions producing the room to be protected.
loudest inherent noise. They are to be
clearly distinct from all other acoustic and 4.3.2.10 Fire extinguishing system using CO2
optical signals in the room to be protected.
4.3.2.10.1 Fire-fighting systems using CO2 as the
d) The acoustic warning signals are to be extinguishing agent are to comply with the
clearly audible in the adjacent rooms even following provisions in addition to the 4.3.2.2 to
when connecting doors are closed and 4.3.2.9:
under operating conditions producing the
loudest inherent noise. a) CO2 containers are to be housed outside
the room to be protected in a space or
e) If the warning system is not self-monitoring cabinet hermetically separated from other
as regards short-circuits, wire breaks and rooms. The doors to these installation
voltage drops, it is to be possible to check spaces and cabinets are to open outwards,
that it is working properly. be lockable and bear on the outside a

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symbol for ‘General danger warning’, at unpressurised HFC-227ea is to be taken as

least 5 [cm] in height, together with the 0.1374 [m3/kg].
marking ‘CO2’ in the same colour and with
the same height. e) The volume of HFC-227ea for the room to
be protected is to be at least 8 % of the
b) Installation spaces below decks for CO2 room's gross volume. This volume is to be
containers are to be accessible only from supplied within 10 seconds.
the open air. These spaces are to have
their own adequate artificial ventilation f) The HFC-227ea containers are to be
system with extraction ducts, completely provided with a pressure monitor which
separate from other ventilation systems on triggers an acoustic and optical alarm
board. signal in the wheelhouse in the event of an
unauthorised loss of propellant.
c) The CO2 containers are not to be filled to
more than 0.75 [kg/l]. The specific volume g) After flooding, the concentration in the room
of unpressurised CO2 gas is to be taken as to be protected is not to exceed 10.5 %.
0.56 [m3/kg].
h) The fire-fighting system is not to contain
d) The volume of CO2 for the room to be any parts made of aluminium.
protected shall be at least 40 % of its gross
volume. It shall be possible to supply this 4.3.2.12 Fire extinguishing system using IG-
volume within 120 [seconds], and to check 541
whether supply has been completed.
4.3.2.12.1 Fire-fighting systems using IG-541 as
e) Opening the container valves and operating the extinguishing agent is to comply with the
the flood valve are to be by separate control following provisions in addition to the 4.3.2.2 to
operations. 4.3.2.9:

f) The appropriate time mentioned under a) If there are several rooms to be protected,
4.3.2.7 b) is to be at least 20 [seconds]. each with a different gross volume, each
There is to be a reliable device to ensure room is to be provided with its own fire-
the delay before delivery of the CO2 gas. fighting system.

4.3.2.11 Fire extinguishing system using HFC- b) Each container of IG-541 that is installed in
227 ea (heptafluropropane) the room to be protected is to be equipped
with a pressure relief valve. This is to
4.3.2.11.1 Fire-fighting systems using HFC-227 harmlessly release the contents of the
ea (heptafluropropane) as the extinguishing container into the room to be protected if
agent is to comply with the following provisions in the container is exposed to the effects of
addition to the 4.3.2.2 to 4.3.2.9: fire and the fire-fighting system has not
been triggered.
a) If there are several rooms to be protected,
each with a different gross volume, each c) Each container is to be fitted with a device
room is to be provided with its own fire- for checking the contents.
fighting system.
d) the filling pressure of the container is not to
b) Each container of HFC-227ea that is exceed 200 [bar] at + 15 [°C].
installed in the room to be protected is to be
equipped with a pressure relief valve. This e) the volume of IG-541 for the room to be
is to harmlessly release the contents of the protected is to be at least 44 % and no more
container into the room to be protected if than 50 % of the room's gross volume. This
the container is exposed to the effects of volume is to be supplied within 120
fire and the fire-fighting system has not [seconds].
been triggered.
4.3.2.13 Fire extinguishing system using FK-
c) Each container is to be fitted with a device 5-1-12
for checking the gas pressure.
4.3.2.13.1 Fire-fighting systems using FK-5-1-12
d) The containers are not to be filled to more as the extinguishing agent is to comply with the
than 1.15 [kg/l]. The specific volume of the

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Chapter 9 Part 4
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following provisions in addition to the 4.3.2.2 to continuously into the room for a minimum of
4.3.2.9: 30 [minutes].

a) If there are several rooms to be protected, c) The pumps, their switching mechanisms
each with a different gross volume, each and the valves that are required in order for
room is to be provided with its own the system to operate should be installed in
firefighting system. a room outside the rooms to be protected.
The room in which they are installed should
b) Each container of FK-5-1-12 installed in the be separated from adjacent by at least type
room to be protected is to be equipped with A30 partition walls.
an overpressure relief valve. The pressure
relief valve is to harmlessly release the d) The fire-fighting system must be completely
contents of the container into the room to full of water at all times at least as far as the
be protected if the container is exposed to trip valves and be under the required initial
the effects of fire and the fire-fighting operating pressure. The water supply
system has not been triggered. pumps must be automatically initiated when
the system is triggered. The system must
c) Each container is to be fitted with a device feature a continuously operating water
for checking the gas pressure. supply. Measures must be taken to ensure
impurities do not affect system operation.
d) The containers are not to be filled to more
than 1.00 [kg/l]. The specific volume of the e) The capacity and design of the system's
unpressurised FK-5-1-12 is to be taken as pipe network must be based on a hydraulic
0.0719 [m3/kg]. calculation.

e) The volume of FK-5-1-12 for the room to be f) The number and arrangement of nozzles
protected is to be at least 4 % of the room’s must ensure sufficient distribution of water
gross volume. This volume is to be supplied in the rooms to be protected. The spray
within 10 [seconds]. nozzles must be located so as to ensure
that the water mist is distributed throughout
f) The FK-5-1-12 containers are to be the room to be protected, especially in
provided with a pressure monitor which those areas where there is a higher risk of
triggers an acoustic and optical alarm fire, including behind the fittings and
signal in the wheelhouse in the event of an beneath the floor.
unauthorised loss of propellant.
g) The fire-fighting system's electrical
g) After flooding, the concentration in the room components in the room to be protected
to be protected is not to exceed 10 %. must at a minimum comply with protection
class IP54. The system is to feature two
4.3.2.14 Fire extinguishing system using independent energy sources with
water as the extinguishing agent automatic switching. One of the power
sources must be located outside the room
4.3.2.14.1 Fire-fighting systems using water as to be protected. Each power source should
the extinguishing agent may only release this on its own be capable of ensuring the
agent into the room to be protected in the form of operation of the system.
a water mist. The droplet size must be between 5
and 300 [microns]. h) The fire-fighting system must feature
redundant pumps.
4.3.2.14.2 Fire-fighting systems using water mist
as the extinguishing agent is to comply with the i) The fire-fighting system must be equipped
following provisions in addition to the 4.3.2.2 to with a monitoring device which triggers an
4.3.2.9: alarm signal in the wheelhouse in the
following cases:
a) The fire-fighting system is to have a type-
approval pursuant to MSC/Circ. 11651 or - drop in water tank level (if fitted),
another recognized Standard. - power supply failure,
- loss of pressure in the low
b) The fire-fighting system must be sized pressure system pipework,
according to the largest of the rooms to be - loss of pressure in the high
protected and must be able to spray water pressure circuit,

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- when the system is activated.

 in a suitable position below deck in
4.4 Portable fire extinguishers machinery space such that no position in the
space is more than 10 [m] walking distance
4.4.1 All fire extinguishers are to be of an away from an extinguisher.
approved type.
4.4.6 For the portable fire extinguishers required
4.4.2 The extinguishing medium employed is to by 4.4.5, only powder type extinguishers with a
be suitable for extinguishing fires in the content of at least 6 [kg] or other portable
compartments in which they are intended to be extinguishers with the same extinguishing
used. capacity may be used. They are to be suitable for
Class A, B and C fires. On ships with no liquefied
4.4.3 Fire extinguishers, containing an gas installations, spray foam fire extinguishers
extinguishing medium which, either in itself or using aqueous film-forming foam (AFFF-AR)
when in use, gives off gases harmful to persons, frost proof to -20 [°C] are permissible even if they
are not to be used. are unsuitable for Class C fires. These fire
extinguishers are to have a minimum capacity of
4.4.4 Extinguishers are to be stowed in readily 9 litres.
accessible positions.
4.4.7 On ships with electrical installations having
4.4.5 There is to be at least one portable fire an operating voltage greater than 50 [V], the
extinguisher in accordance with a recognized extinguishing agent shall also be suitable for
standard at each of the following places:: fighting fire in electrical equipment.

 in the wheelhouse; 4.4.8 In addition powder, water or foam fire

extinguishers may be used which are suitable at
 near each entrance to accommodation least for the class of fire most likely to occur in the
spaces; room for which they are intended.

 near the entrance to service spaces 4.4.9 As extinguishing agent, fire-extinguishers

containing heating/cooking equipment or any may contain neither CO2 nor agents capable of
other equipment having similar fire risk when emitting toxic gases in use. Portable fire
not directly accessible from the extinguishers with CO2 as the extinguishing
accommodation; agent may be used only for extinguishing fires in
galleys and electrical installations.
 near each entrance to machinery spaces;

End of Chapter

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Page 1 of 2
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Chapter 10

Spare Gear

Contents
Section
1 General

Section 1

General

1.1 General
1.2 Table of spare parts
1.1.1 Adequate spare parts for the propelling and
essential auxiliary machinery together with 1.2.1 For guidance purposes spare parts for main
necessary tools for maintenance and repair are and auxiliary machinery installations are shown
to be readily available for use. in the following Tables:-

1.1.2 Spare parts are to be supplied and their  Table 1.2.1 - Spare parts for main internal
location is to be the responsibility of the Owner combustion engines;
but must take in to account the design and
arrangements of the machinery and the intended  Table 1.2.2 - Spare parts for auxiliary boilers;
service and operation of the ship. Account should
also be taken of the recommendations of the  Table 1.2.3 - Spare parts for auxiliary air
machinery manufacturer and any applicable compressors.
statutory requirements of the country of
registration of the ship.

Table 1.2.1 : Main internal combustion engines

Sr.
Item Spare Part Qty.
No.
Pads for one face of thrust block 1 set
1 Main thrust block Complete white metal thrust shoe of solid ring type 1
Inner and outer race with rollers, where roller thrust bearings
1
are fitted
Exhaust valves, complete with casings, seats, springs and
1 set
other fittings for one cylinder
Air inlet valves, complete with casings, seats springs and other
1 set
fittings for one cylinder
2 Cylinder valves Starting air valve, complete with casing, seat, springs and
1
other fittings
Relief valve, complete 1
Fuel valves of each size and type fitted complete with all
1/4 set
fittings, for one engine
Special gaskets and packing of each size and type fitted for
3 1 set
cylinder cover and cylinder liner for one cylinder

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Chapter 10 Part 4
Page 2 of 2 Spare Gear

Table 1.2.2 : Auxiliary boilers

Sr.
Item Spare Part Qty.
No.
Tube stoppers or Tube stoppers or plugs, of each size used, for boiler
1 10
plugs superheater and economiser tubes
2 Fire bars Fire bars for one boiler, where coal fired Half set
3 Oil fuel burners Oil fuel burners complete, for one boiler 1 set

Table 1.2.3 : Auxiliary air compressor

Sr.
Item Spare Part Qty.
No.
1 Piston rings Rings of each size fitted for one piston 1 set
2 Valves Suction and delivery valves, complete, of each size fitted Half set

End of Chapter

Indian Register of Shipping

 Indian Register of Shipping

Part 5

Special Ship Types

Contents

Chapter 1 Dry Bulk Carriers

Chapter 2 Tankers

Chapter 3 Passenger Vessels

Chapter 4 Tugs

Chapter 5 Barges and Pontoons

Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
Page 1 of 4
___________________________________________________________________________________

Contents

Chapter 1

Dry Bulk Cargo Carriers

Section 1 2.3 Bottom structure

2.4 Side structure – single skin

General
2.5 Side structure – double skin
1.1 Application
2.6 Deck structure
1.2 Documentation
2.7 Continuous longitudinal hatch coamings
1.3 Design loads in cargo holds
2.8 Bulkheads

Section 2
Section 3
Bulk Carriers
Ore Carriers
2.1 Hull arrangement
3.1 Hull arrangement
2.2 Longitudinal strength

Chapter 2

Tankers

Section 1 Section 3

General Structural Arrangement

1.1 Application 3.1 General

1.2 Class Notation 3.2 Bottom structure

3.3 Side structure

Section 2
3.4 Deck structure
Hull Scantlings
3.5 Tank bulkheads
2.1 General
3.6 Vessels with independent tanks
2.2 Thermal stress
3.7 Construction details

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 Part 5
Page 2 of 4 Contents

Section 4 5.3 Materials of construction

5.4 Requirements for Type N tankers

General Requirements for Tankers
Carrying Dangerous Goods 5.5 Requirements for Type C tankers

4.1 General
Section 6
4.2 Class Notations

4.3 Classification of dangerous goods Vessels Carrying Dangerous Cargoes

in Gaseous State ( Type G Vessels )
4.4 Types of tankers
6.1 Application
4.5 Designation of dangerous liquids to vessel
types 6.2 Documents to be submitted

4.6 Stability 6.3 Materials of construction

4.7 Approved list of cargoes 6.4 Requirements for Type G vessel

4.8 Definitions
Section 7
Section 5 Fire Safety Requirements for Tankers
Carrying Dangerous Goods
Vessels Carrying Dangerous Cargoes
in Liquid State ( Type N & C Vessels ) 7.1 Application

5.1 Application 7.2 Fire-extinguishing arrangements

5.2 Documents to be submitted 7.3 Fire and naked light

Chapter 3

Passenger Vessels

Section 1
2.2 Subdivision and transverse bulkheads
General 2.3 Watertight doors and doors

1.1 Application 2.4 Windows

1.2 Notation 2.5 Passenger spaces

1.3 Definition 2.6 Escape from passenger spaces

1.4 Material 2.7 Warning against unauthorized entry

2.8 Passageways in passenger spaces

Section 2
2.9 Superstructure
Vessel Arrangement
2.10 Tanks and cofferdams
2.1 Stability and freeboard

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Section 3 5.2 Definitions

5.3 Fire prevention

Machinery and Systems
5.4 Fire detection
3.1 Bile system
5.5 Fire extinction
3.2 Air and sounding pipes

3.3 Prevention of communication between

compartments in the event of damage Section 6

Additional Requirements for Ro-Ro

Section 4 PAX Notation

Electrical Installations 6.1 General

4.1 General 6.2 Vessel arrangements

4.2 Emergency source of electrical power 6.3 Hull structure

4.3 Lighting 6.4 Drainage of ro-ro spaces, intended for the

carriage of motor vehicles with fuel in their tanks
4.4 Batteries, accumulators and their charging for their own propulsion
devices
6.5 Electrical installations
4.5 Internal communication facilities
6.6 Fire safety
4.6 Alarm system

4.7 Escape guidance system Section 7

4.8 Watertight doors and doors Additional Requirements for PRM

Notation
Section 5 7.1 Introduction

Fire Protection, Detection and 7.2 General

Extinction
7.3 Passenger spaces
5.1 General

Chapter 4

Tugs

Section 1 Section 2

General Hull Arrangement and Strength

1.1 Application 2.1 General

1.2 Documentation 2.2 Side structure

1.3 Materials 2.3 Deck structure

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2.4 Machinery casings, emergency exits,

scuttles, air pipes, ventilators and bulwark etc. 4.1 General

2.5 Sternframe, rudder and steering gear

Section 5
2.6 Fenders

Stability
Section 3
5.1 General
Towing Arrangement
Section 6
3.1 General

3.2 Towing hook Tests and Trials

6.1 Towing gear

Section 4
6.2 Bollard pull test procedure
Pushing Arrangements

Chapter 5

Barges and Pontoons

Section 1 2.3 Truss arrangements

General
Section 3
1.1 Application
Pushing, Towing – Devices and
1.2 Documentation Connecting Elements

3.1 General
Section 2

Hull Arrangement and Strength Section 4

2.1 General Machinery and Electrical Installation
2.2 Bottom structure
4.1 General

End of Contents

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Chapter 1

Dry Bulk Cargo Carriers

Contents
Section

1 General
2 Bulk Carriers
3 Ore Carriers

Section 1

General

1.1 Application 1.2 Documentation

1.1.1 The requirements of this chapter apply to 1.2.1 The following additional documents are to
single deck vessels designed primarily for be submitted for approval, as applicable:
carriage of dry bulk cargoes and are
supplementary to those given for the assignment a) Design values of maximum mass of bulk
of main characters of class. It is implied that the cargo to be carried in the vessel and total
cargo loading would largely be homogeneous, volume of holds upto top of the hatch
without any hold being empty in fully loaded coaming.
condition.
b) Maximum density of heavy bulk cargo
1.1.2 In general, bulk carriers, built in compliance envisaged and the corresponding angle of
with the above mentioned requirements, as repose.
applicable, will be eligible to be assigned one of
the following class notations: c) Details of all envisaged loading conditions
clearly stating special features if any e.g.
BULK CARRIER loading in heaps. Calculations of still water
BULK CARRIERS, “Strengthened for heavy bending moments in all these loading
Cargoes”. conditions and also for transient conditions
during loading / unloading, if more onerous,
The notation “BULK CARRIER” implies that any are to be submitted.
hold may be filled up to the top of hatch coaming
with bulk cargo of density at least upto 0.8 [t/m3]. 1.3 Design loads in cargo holds

The notation "BULK CARRIER", "Strengthened 1.3.1 Definitions

for heavy cargoes" implies that the vessel is
designed for heavier bulk cargo loadings and any M = maximum mass [tonnes], to be carried in the
hold may be filled up to the top of hatch coaming vessel
with bulk cargo of density at least upto 1.0 [t/m3].
V = Total volume of the holds upto the top of
1.1.3 Ore carriers built in compliance with the hatch coaming [m3]
above mentioned requirements, as applicable,
will be eligible to be assigned class notation
"ORE CARRIER".

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f = value of maximum density of bulk cargo to be

carried in the holds assuming the cargo is filed = 35° for heavy bulk cargo (e.g. iron ore).
homogeneously upto the top of hatch coaming
i.e. (M/V) [t/m3]. 1.3.2 The scantlings of inner bottom and sloping
or vertical bulkhead plating and stiffeners are to
f is not to be taken less than the following: be based on the cargo pressure or the flooding
pressure given below, whichever is greater.
= 0.8 [t/m3] for vessels with class notation “Bulk
carrier”. Cargo pressure, p = 12.5 C.q [kN/m2]

= 1.0 [t/m3] for vessels with class notation, “Bulk Flooding pressure, p = 10h [kN/m2]
carrier” “Strengthened for heavy cargoes” and for
“Ore carriers”. where,

H = height [m], from the load point to the top of C = 1.0 for inner bottom
hatch coaming.
= Tan2 (45 - /2) for vertical bulkheads
h = Maximum density of heavy bulk cargo
envisaged [t/m3]. = Sin2α . Tan2(45° - /2) + Cos2α for sloping
bulkheads
hc = height [m], from the load point to the actual
cargo surface determined by considering the α = angle of sloping bulkhead with the horizontal
corresponding hold geometry, cargo volume at plane, [degrees]
density h angle of repose and the loading pattern
e.g. loading in heaps. q = f . H [t/m2], or

 = angle of repose of bulk cargo in degrees, not = f . hc [t/m2]; whichever is greater.

to be taken greater than:
h = vertical distance from load point to the deck
 = 20° for light bulk cargo (e.g. grain, coal) at side [m].

= 25° for bulk cement cargo

Section 2

Bulk Carriers

2.1 Hull arrangement bulkheads may have to be fitted from side to side
or in wing spaces to provide sufficient transverse
2.1.1 Bulk carriers are to be constructed with two strength.
longitudinal bulkheads bounding the cargo space
or with single side skin construction in association 2.2 Longitudinal strength
with hopperside tanks at the bottom and topside
tanks fitted below the deck. Between the 2.2.1 The longitudinal strength is to be in
longitudinal bulkheads or hopperside tanks, accordance with the requirements given in Pt.3
double bottom construction is generally to be Ch.4, considering the maximum of still water
adopted. However, for vessels upto 65 [m] in bending moments calculated as per 1.2.1.
length single bottom construction with floors at
each frame may be accepted. 2.3 Bottom structure

2.1.2 For vessels of L ≥ 65 [m] longitudinal 2.3.1 The scantlings and arrangements are, in
framing system is to be adopted within the cargo general, to be as per Pt.3, Ch.6, except as given
region on deck and in the double bottom, wing below.
spaces or hopperside and topside tanks.
2.3.2 In double bottom spaces, the spacing of
2.1.3 The number and disposition of transverse plate floors and girders is generally not to exceed
bulkheads are to be as per Pt.3, Ch.9. Additional 2.5 [m] and 3 [m], respectively.

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2.3.3 The scantlings of inner bottom and hopper longitudinal bulkhead may be reduced by 20%
side plating and stiffeners based on Pt.3, Ch.6 provided a strut is fitted at mid span of the
and design pressures given in 1.3.2 are minimum stiffeners. The strut is to have the same cross
requirements. It should be noted that for vessels sectional area as the greater of the members
where cargoes are to be regularly discharged by interconnected.
grabs, the scantlings would require to be
increased suitably to reduce the risk of local 2.5.5 The inner bottom plating is to be extended
damage and erosion and are to be as per Pt.3, into the wing tank structure in the form of a gusset
Ch.6, 4.2.3.. plate, arranged to ensure a smooth structural
transition in way of transverse primary members.
2.3.4 In addition to the requirements of Pt.3, The gusset plate is to be of sufficient width to
Ch.6, the section modulus of single bottom floors provide effective scarfing of the inner bottom into
in cargo holds is also to be not less than the the wing tank structure.
following:
2.5.6 All watertight and non-watertight bulkheads
Z = 0.006 s le2 (f . H – 0.3T) [cm3] in wing tanks are to be suitably reinforced in way
of double bottom scarfing arrangements.
- Where the cargo is always to be leveled Openings in wing tank bulkheads are to be kept
clear of these areas.
Z = 0.006 s le2 (1.25f . H – 0.3T) [cm3]
2.5.7 Ends of longitudinal bulkheads are to be
- Where the cargo is loaded in heaps. well scarfed into the fore and aft structure.

where, 2.5.8 It is recommended that the space between

the side shell and longitudinal bulkhead be
s = spacing of floors [mm] adequately subdivided such that the vessel
remains afloat even when one of the
le = span of floors, measured between compartments is flooded.
longitudinal bulkheads [m].
2.6 Deck structure
The strength of floors is to be maintained in way
of and outboard of the connection with 2.6.1 The scantlings and arrangements of the
longitudinal bulkheads. deck structure are generally to be as per Pt.3,
Ch.8.
2.4 Side structure – single skin
2.6.2 The thickness of the deck plating is to be
2.4.1 The scantlings and arrangement of side maintained over the length of hatch opening and
shell plating and stiffening is to be, in general, as in any case over 0.5L region amidships.
per Pt.3, Ch.7. The thickness of hold frame web
and its lower bracket is not to be less than 8 [mm] 2.7 Continuous longitudinal hatch coamings
and 10 [mm] respectively.
2.7.1 In addition to the requirements of Pt.3,
2.5 Side structure – double skin Ch.4, Sec.3 and Ch.11, Sec.2; the following
requirements are to be complied with.
The following apply to vessels where double skin
structure is provided. 2.7.2 Coamings are to be stiffened at the upper
edge by a horizontal stiffener of substantial size.
2.5.1 Scantlings of the longitudinal bulkhead Additional longitudinal stiffeners are to be fitted
plating and stiffening is to be as per Pt.3, Ch.9 on the coaming above deck to provide sufficient
based on the actual spacing of stiffeners and strength against buckling.
design pressure given in 1.3.2.
2.7.3 Substantial coaming stays are to be fitted
2.5.2 The longitudinal bulkheads are generally to generally not more than 2.0 [m] apart. Special
have the same framing system as the side shell. attention is to be paid to their attachment to deck
and stiffening below.
2.5.3 Where longitudinal framing is adopted,
transverses supporting longitudinal are to be 2.8 Bulkheads
arranged in line with double bottom floors.
2.8.1 The scantlings of bulkheads are to be as
2.5.4 Where transverse framing is adopted, the per Pt.3, Ch.9, taking into account the dry bulk
section modulus of the stiffeners of side shell and cargo loading given in 1.3.2.

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2.8.2 Where bulkheads are of corrugated webs with the plane of bulkheads) is not to be
construction, the angle of corrugation (i.e. of less than 55°.

Section 3

Ore Carriers

3.1 Hull arrangement

3.1.3 In wing tanks, primary bottom structure is to
3.1.1 Ore carriers are to be provided two be so arranged as to maintain structural
longitudinal bulkheads and a double bottom in continuity of the hold double bottom structure in
way of the cargo holds. It is assumed that only the transverse direction.
spaces between the longitudinal bulkheads are
used as cargo holds. 3.1.4 Other additional requirements given in
Sec.2.2 to 2.8 for bulk carriers, also apply to ore
3.1.2 The bottom and deck outside the hatch carriers.
openings are to be longitudinally framed. The
side shell and longitudinal bulkheads also, in
general, are to be longitudinally framed.

End of Chapter

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Chapter 2

Tankers

Contents
Section

1 General
2 Hull Scantlings
3 Structural Arrangement
4 General Requirements for Tankers Carrying Dangerous Goods
5 Vessels Carrying Dangerous Cargoes in Liquid State ( Type N & C Vessels)
6 Vessels Carrying Dangerous Cargoes in Gaseous State ( Type G Vessels)
7 Fire Safety Requirements for Tankers Carrying Dangerous Goods

Section 1
General

1.1 Application 1.2 Class Notation

1.1.1 This chapter applies to vessels intended 1.2.1 Vessels complying with the
for carriage of liquid cargo in tanks. requirements of this chapter are eligible for
1.1.2 The requirements in this chapter are the assignment of the notation TANKER.
supplementary to the applicable requirements 1.2.2 Tanker Vessels carrying dangerous
of Part 1, 2, 3 and 4 of these rules. goods will be given additional notations as
indicated in the individual sections of this
chapter.

Section 2
Hull Scantlings

2.1 General 2.2 Thermal Stress

2.1.1 Hull scantlings are to be determined as 2.2.1 Where heated liquids are intended to be
specified in Part 3 using appropriate design carried in tanks, a calculation of thermal
loads, unless otherwise specified in this stresses is required, if carriage temperature of
chapter.
liquid exceeds 90 degree Celsius.

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Section 3
Structural Arrangement

3.1 General 3.3 Side Structure

3.1.1 The bottom shell, inner bottom and deck 3.3.1 Brackets are to be provided at the ends
are generally to be longitudinally framed in the of the crossties to connect to the transverses
cargo tank region. Vessels provided with or girders. Transverses and vertical webs are
transverse framing will be specially
to be fitted with tripping brackets at the
considered. junctions with cross ties. Where the width of
3.1.2 Inner hull and longitudinal bulkheads the face plate of the cross ties exceeds 150
are to extend beyond the cargo tank region as [mm] on any one side of the web, additional
far forward and aft as practicable and are to tripping brackets are to be provided to support
be effectively scarfed into the adjoining the face plate.
structure. 3.3.2 End connections of cross-ties are to
3.1.3 Primary members are to be so arranged ensure adequate area of connection and may
as to ensure effective continuity of strength require additional bracket thickness. Full
throughout the tank structure. Abrupt changes penetration welding may be required
in depth of sections are to be avoided. Vertical particularly in way of toes of the end brackets.
webs on structure are to be arranged in line 3.4 Deck Structure
with the double bottom floors, deck
transverses and vertical transverses at the 3.4.1 A trunk deck, if fitted is to extend over
longitudinal bulkheads to ensure continuity of the full length of the cargo tanks and is to be
transverse structure. Longitudinal deck effectively scarfed into the main hull structure.
girders are to be supported at transverse The trunk deck and the sides are to be
bulkheads by vertical webs or equivalent. The longitudinally framed and the transverse
depth and scantlings of the continuous girders primary members are to be aligned with the
are to be increased in way to provide effective outboard deck transverses.
support. Where members abutt on both sides
3.4.2 Where external stiffening is carried in
of bulkhead or other deeper members, the
way of the trunk deck, appropriate tripping
alignment of webs and faceplates are to be
ensured. brackets are to be fitted in way of the
underdeck supporting structure. The
3.2 Bottom Structure arrangement and details of the external
girders will be specially considered.
3.2.1 Longitudinal girders are to be provided
at 3.5 Tank Bulkheads
a) centerline (or duct keel) 3.5.1 The arrangement and stiffening of
transverse oil tight bulkheads are to efficiently
b) under longitudinal bulkhead (or
support the lateral liquid pressure as well as
sloping plates of bulkhead stool in
the loads transmitted by end connection of
case of vertically corrugated
longitudinal bulkheads) inner hull, longitudinal bulkheads, shell and
deck longitudinal. Where transverse
c) under sloping plate of hopper side bulkheads are vertically corrugated,
tank where fitted. horizontal stringers or equivalent is to be fitted
to provide adequate resistance to transverse
3.2.2 Plate floors are to be arranged in way of compressive forces.
transverse bulkheads and sloping plates of
bulkhead stools. 3.5.2 The top and bottom strakes of
longitudinal corrugated bulkheads are to be
3.2.3 Transverse continuity of inner bottom is plane over width of 0.1D from the deck and
to be maintained outboard of inner hull. bottom. The thickness of this plating is not to
3.2.4 Spacing of girders is to be in be less than 75% of the adjoining deck and
accordance with Part 3, Ch 6, Sec 6.3. inner bottom plating. Stools provided for

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corrugated bulkheads will be specially wedges in hard wood or synthetic material

considered. capable of transmitting the chocking stress.
3.5.3 Particular attention is to be paid to the 3.6.4.4 Anti-flotation arrangements are to be
through thickness properties at the provided for independent tanks. The anti-
connection to the deck and inner bottom. flotation arrangements are to be suitable to
withstand an upward force caused by an
3.5.4 Where longitudinal bulkheads are empty tank in a hold space flooded to the
corrugated horizontally, the corrugations are damage draught of the vessel, without
to be aligned, and stiffening arrangements on plastic deformation likely to endanger the
plane members are to be arranged to provide hull structure.
adequate support in way of flanges of abutting
corrugations. Where both the longitudinal and 3.6.4.5 Strength check of the seatings and
transverse bulkheads are horizontally stays is to be done. Stress concentrations in
corrugated, the ends are to be connected to the tank walls are to be avoided and care is
ensure continuity. to be taken to ensure that the tank seatings
do not impede the contraction of the tank
3.5.5 Where horizontal girders (or vertical when cooled down to transport temperature.
webs) on the transverse bulkheads do not
form part of a ring structure, they are to be 3.6.4.6 When refrigerated cargo is carried,
arranged with substantial end brackets material used for fastening is to be suitable
forming a buttress extending to the adjacent for the corresponding lower temperature
vertical web (or transverse). The shear and 3.7 Construction Details
combined stresses in the buttress
arrangement is to be specially examined. 3.7.1 The members are to have adequate end
3.6 Vessels with independent tanks fixity, lateral support and web stiffening, and
the structure is to be arranged to minimize
3.6.1 The side frames may be inside or hard spots or other sources of stress
outside the tank. When tank longitudinal sides concentration. Openings are to have well
are framed vertically, stiffeners are to form rounded corners and smooth edges and are
continuous frames with the top and bottom to be located having regard to the stress
stiffeners, whether the frames are connected distribution and buckling strength of the plate
or not by brackets. panel.
3.6.2 The vertical or horizontal stiffeners of 3.7.2 To maintain continuity of strength,
transverse sides are to be welded on to the substantial horizontal and vertical brackets
perpendicular tank sides, either directly or by are to be fitted to transverses or stringers at
means of brackets extending up to the first of the ends of the cross ties. Horizontal brackets
previous side. are to be aligned with the cross tie face plates,
and vertical end brackets are to be aligned
3.6.3 Bottom structure is to be adequately with the cross tie web.
stiffened, to ensure proper contact between
tank plates and vessel bottom. 3.7.3 In a ring system where the end bracket
is integral with the webs of the members, and
3.6.4 Fastening of Independent tanks the face plate is carried continuously along
3.6.4.1 The tank seatings are to be the edges of the members and the bracket,
constructed in such a manner so as to make the full area of the largest face plate is to be
it impossible for the tanks to move in relation maintained upto the mid-point of the bracket
to the vessel structure. Suitable partial and then gradually tapered to the smaller face
girders are to be provided below this plates. Butts in face plates are to be kept well
seatings. clear of the toes of brackets.

3.6.4.2 The tanks are to be supported by the 3.7.4 The thickness of separate end brackets
floors or bottom longitudinals. is generally to be not less than that of the
thicker of the primary member webs being
3.6.4.3 When stringer is chocked against connected, but may be required to be locally
tanks in way of some web frames or side increased at the toes. The bracket is to extend
shell transverses, chocking may consist in a to adjacent tripping brackets, stiffeners or
bolted assembly. Arrangements are to be other support points. Bracket toes are to be
provided to avoid an accidental shifting well radiused. Where the bracket is attached
during navigation in case of applying to a corrugated bulkhead, the plating at the

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bracket toe is to be suitably reinforced. 3.7.8 Longitudinals within the range of cargo
tanks are not permitted to have closely
3.7.5 Tripping brackets are generally to be spaced scallops except in way of ballast pipe
fitted close to the toes of end brackets, in way suctions. Reinforcement in these areas will be
of cross ties and generally at every fourth specially considered. Small air and drain
stiffener elsewhere. Arrangements should holes, cut-outs at erection butts and similar
also be made to prevent tripping at the widely spaced openings are, in general not to
intersection with other primary members.
be less than 200 [mm] clear of the toes of end
3.7.6 In way of cross ties and their end brackets, intersections with primary
connections lightening holes are not to be cut supporting members and other areas of high
in side and longitudinal bulkhead stringers. stress. All openings are to be well rounded
Lightening holes are also to be avoided on with smooth edges.
vertical webs on longitudinal bulkheads and in
3.7.9 Where holes are cut for heating coils,
wing ballast tanks.
the lower edge of the hole is to be not less
3.7.7 Holes cut in primary longitudinal than 100 [mm] from the inner bottom. Where
members within 0.1D of deck and bottom are, large notches are cut in the transverses for
in general to be reinforced. Where holes are the passage of longitudinal framing, adjacent
cut in primary longitudinal members in areas to openings for heating coils, the notches for
of high stress and where primary members longitudinals are to be collared.
are of higher tensile steel, they are to be
elliptical, or equivalent, to minimise stress
concentration.

Section 4
General Requirements for Tankers Carrying Dangerous Goods

4.1 General
In English:
4.1.1 Application
The European Agreement concerning
4.1.1.1 The requirements in this section the International Carriage of
apply to tankers intended for carriage of Dangerous Goods by River.
dangerous goods in bulk.
4.1.1.4 Electronic copies of the ADN can be
4.1.1.2 Attention is also drawn to National downloaded from the site of the United
and International technical and operational Nations Economic Commission for Europe
requirements of countries where the vessel at:
is registered or operating, which are outside
https://www.unece.org/trans/danger/p
Classification.
ubli/adn/adn_e.html
4.1.1.3 The requirements of Classification of
4.1.2 ADN, The European Agreement
Inland Waterways tankers intended for the
concerning the International Carriage of
carriage of dangerous liquids in bulk are
Dangerous Goods by River.
based on the United Nation’s ADN
regulations. The ADN are the regulations for The European Agreement concerning the
the transport of dangerous goods. The International Carriage of Dangerous Goods by
abbreviation ADN stands for: Inland Waterways (ADN) was done at Geneva
on 26 May 2000 on the occasion of a
In French:
Diplomatic Conference held under the joint
Accord europeen relatif au transport auspices of the United Nations Economic
international des marchandises Commission for Europe (UNECE) and the
Dangereuses par voies de Navigation
interieures. Central Commission for the Navigation of the
Rhine (CCNR).

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a) When independent tank is used,

following additional notation will be
4.2 Class Notations assigned
4.2.1 Tanker Type Notations TANK TYPE 1
4.2.1.1 Vessels complying with the b) When integral tank is used,
applicable requirements of section 4, 5 ,6 following additional notation will be
and 7, are eligible for the assignment of the assigned
following notations.
TANK TYPE 2
a) tankers complying with the
requirements of Section 5, 5.4 and c) When walls of cargo tank used are
other relevant rule requirements distinct from outer hull of vessel,
will be eligible to be classed as: following additional notation will be
assigned
TYPE N
TANK TYPE 3
b) tankers complying with the
requirements of Section5, 5.5 and 4.2.4 Based on allowed tanker type and cargo
other relevant rule requirements tank configuration for the cargoes mentioned
will be eligible to be classed as: in list of cargoes, an appropriate combination
of Tanker Type Notation, Cargo Tank Design
TYPE C Notation and Cargo Tank Type Notation is to
c) tankers complying with the be assigned.
requirements of Section 6 and 4.3 Classification of Dangerous Goods
other relevant rule requirements
will be eligible to be classed as: 4.3.1 Classification of dangerous goods are
defined according to the UN Model
TYPE G Regulations.
4.2.2 Cargo Tank Design Notations 4.3.2 The following dangerous goods of the
4.2.2.1 Following additional notations will be classes listed below may be carried in tankers
assigned in accordance with the chosen complying with the rules for carriage of the
cargo tank design: intended cargo:

a) When pressure tank is used, Class 2 Gases

following additional notation will be Class 3 Flammable Liquids
assigned Class 6.1 Toxic Substances
TANK DESIGN 1 Class 8 Corrosive Substances
Class 9 Miscellaneous
b) When closed tank is used,
dangerous substances
following additional notation will be
assigned and articles

TANK DESIGN 2 4.3.3 Products listed in the product list (see

Part 3 Table C of ADN Regulations) are
c) When open tank with flame permitted to be carried in tankers complying
arresters is used, following with the requirements of this chapter.
additional notation will be assigned
4.4 Types of Tankers
TANK DESIGN 3
4.4.1 Based on type of cargo carried by the
d) When open tank is used, following tanker, a distinction can be made between
additional notation will be assigned three different tanker types:
TANK DESIGN 4 a) Type G: means a tank vessel
intended for carriage of liquefied
4.2.3 Cargo Tank Type Notations
gases. Carriage may be under
4.2.3.1 Following additional notations will be pressure or under refrigeration.
assigned in accordance with the chosen
b) Type C: means a tank vessel
cargo tank type:
intended for the carriage of liquids.

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The vessel is to be of the flush- hold spaces as independent

deck/double-hull type with double- tanks.
hull spaces, double bottoms, but
without trunk. The cargo tanks c) Type N: means a tank vessel
may be formed by the vessel’s intended for the carriage of liquids.
inner hull or may be installed in the

Fig.1 : Examples of possible hull configurations for Tankers of the Type G

Fig.2 : Examples of possible hull configurations for Tankers of the Type C

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Fig.3 : Examples of possible hull configurations for Tankers of the Type N

4.4.2 Cargo Tank Design

4.4.3 Cargo Tank Type
a) Pressure cargo tank (see
4.8.11.1) a) Independent cargo tank (see
4.8.12.1)
b) Closed cargo tank (see 4.8.11.2)
b) Integral cargo tank (see 4.8.12.2)
c) Open cargo tank with flame
arrester (see 4.8.11.3) c) Cargo tank with walls distinct from
the outer hull (see 4.8.12.3)
d) Open cargo tank (see 4.8.11.4)

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Table 1: Variations of Cargo Tank Configurations

Type N Tankers
Cargo Tank Type
Walls Distinct from
Independent Integral
outer hull
TANK TYPE 1 TANK TYPE 2
TANK TYPE 3
Pressure Tank
X N.A N.A
Cargo Tank Design

TANK DESIGN 1

Closed Tank
TANK DESIGN 2 X X X
Open Tank with flame arresters
TANK DESIGN 3 X X X
Open Cargo Tank
TANK DESIGN 4 X X X
Type C Tankers
Walls Distinct from
Independent Integral
outer hull
TANK TYPE 1 TANK TYPE 2
TANK TYPE 3
Pressure Tank
X N.A N.A
Cargo Tank Design

TANK DESIGN 1

Closed Tank
TANK DESIGN 2 X X N.A
Open Tank with flame arresters
TANK DESIGN 3 N.A N.A N.A
Open Cargo Tank
TANK DESIGN 4 N.A N.A N.A
Type G Tankers
Walls Distinct from
Independent Integral
outer hull
TANK TYPE 1 TANK TYPE 2
TANK TYPE 3
Pressure Tank
X N.A N.A
Cargo Tank Design

TANK DESIGN 1

Closed Tank
TANK DESIGN 2 X N.A N.A
Open Tank with flame arresters
TANK DESIGN 3 N.A N.A N.A
Open Cargo Tank
TANK DESIGN 4 N.A N.A N.A

4.5 Designation of dangerous liquids to accordance with the requirements of Sec 6,

vessel types or 7. The type of vessel to be used is
specified in Column (6) of Table C of
4.5.1 Permitted Vessels Chapter 3.2 of ADN and in 4.5.2.1 to 4.5.2.7.
4.5.1.1 Dangerous substances may be Cargo tank design and cargo tank type to be
carried in tankers of Type N, C and G in used are mentioned in column (7) and (8) of
Table C of Chapter 3.2 of ADN respectively.

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Dangerous Goods Vessel Type

Class

2 Gases; compressed, liquefied or dissolved under pressure are to be

carried in Type G tankers.
3 Flammable liquids are generally to be carried in Type N tankers unless,
depending on their properties and classification, a higher vessel type is
required. Liquids for which a certain vessel type is requested may also be
carried in a higher vessel type.
6.1 Poisonous (toxic) liquids are to be carried in Chemical tankers of Type C.
These liquids may also be carried in Type C or G tankers respectively.
8 Corrosive liquids are generally to be carried in Tankers of Type N, having,
(depending on the properties of the liquids), open integral cargo tanks or
open cargo tanks independent from the vessel’s structure. For some
liquids, depending on their properties and classification, a higher vessel
type may be required. Corrosive liquids for which a certain vessel type is
requested may also be carried in a higher vessel type.

9 Liquids having a potential hazard during transport not described in the

above categories are to be carried in Tankers of Type N, having,
(depending on the properties of the liquids), open integral cargo tanks or
open cargo tanks independent from the vessel’s structure. These liquids
may also be carried in tankers of Type N Closed, Type C and Type G
respectively.

4.5.2 Carriage in Cargo Tanks conditions of carriage required for

these substances in Table C of
4.5.2.1 Substances, which according to Chapter 3.2 of ADN are met.
column (6) of Table C of Chapter 3.2 of
ADN, have to be carried in a tank vessel of 4.5.2.3 Substances which, according to
type N, open, may also be carried in a tank column (6) of Table C of Chapter 3.2 of ADN
vessel of have to be carried in a tank vessel of type N,
closed, may also be carried in tank vessels
 type N, open, with flame arresters; of
 type N, closed;  type C or G provided that all
 types C or G provided that all conditions of carriage prescribed
conditions of carriage prescribed for tank vessels of type N, closed,
for tank vessels of type N, open, as as well as all other conditions of
well as all other conditions of carriage required for these
carriage required for these substances in Table C of Chapter
substances in Table C of Chapter 3.2 of ADN are met.
3.2 of ADN are met. 4.5.2.4 Substances which, according to
4.5.2.2 Substances which, according to column (6) of Table C of Chapter 3.2 of ADN
column (6) of Table C of Chapter 3.2 of ADN have to be carried in tank vessels of type C
have to be carried in a tank vessel of type N, may also be carried in tank vessels of
open, with flame-arresters, may also be  type G provided that all conditions
carried in tank vessels of of carriage prescribed for tank
 type N, closed, and types C or G vessels of type C as well as all
provided that all conditions of other conditions of carriage
carriage prescribed for tank required for these substances in
vessels of type N, open, with flame Table C of Chapter 3.2 of ADN are
arresters, as well as all other met.

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4.5.2.5 Oily and greasy wastes resulting assigned use of compartments

from the operation of the vessel may only be and spaces (cargo tanks,
carried in fire-resistant receptacles, fitted stores, accommodation, etc.);
with a lid, or in cargo tanks. – A sketch indicating the position
4.5.2.6 A substance which according to of the draught marks referring
column (8) of Table C of Chapter 3.2 of ADN to the vessel’s perpendiculars;
must be carried in cargo tank type 2 (integral – A scheme for ballast/bilge
cargo tank), may also be carried in a : pumping and overflow
prevention systems;
 cargo tank type 1 (independent
– Hydrostatic curves or tables
cargo tank) or
corresponding to the design
 cargo tank type 3 (cargo tank with trim, and, if significant trim
walls distinct from the outer hull) of angles are foreseen during the
the vessel type prescribed in Table normal operation of the vessel,
C or a vessel type prescribed in curves or tables corresponding
4.5.2.1 to 4.5.2.4, provided that all to such range of trim are to be
other conditions of carriage introduced;
required for this substance by – Cross curves or tables of
Table C of Chapter 3.2 of ADN are
stability calculated on a free
met.
trimming basis, for the ranges
4.5.2.7 A substance which according to of displacement and trim
column (8) of Table C of Chapter 3.2 of ADN anticipated in normal operating
must be carried in cargo tank type 3 (cargo conditions, with an indication of
tank with walls distinct from the outer hull), the volumes which have been
may also be carried in a : considered buoyant;
 cargo tank type 1 (independent – Tank sounding tables or
cargo tank) of the vessel type curves showing capacities,
prescribed in Table C of Chapter centres of gravity, and free
3.2 of ADN or a vessel type surface data for all cargo
prescribed in 4.5.2.1 to 4.5.2.4 or in tanks, ballast tanks and
a type C vessel with cargo tank compartments, drinking water
type 2 (integral cargo tank), and sewage water tanks and
provided that at least the tanks containing products for
conditions of carriage concerning the operation of the vessel;
the prescribed N type are met and
– Lightship data (weight and
all other conditions of carriage
centre of gravity) resulting from
required for this substance by
Table C of Chapter 3.2 of ADN or an inclining test or deadweight
4.5.2.1 to 4.5.2.4 are met. measurement in combination
with a detailed mass balance
4.5.2.8 All requirements for the particular or other acceptable measures.
substance as contained in Table C of Part 3 Where the above-mentioned
of the ADN are to be complied with. An information is derived from a
approved list of defined cargoes is to be
sister vessel, the reference to
carried on board.
this sister vessel is to be
4.6 Stability clearly indicated, and a copy of
4.6.1 The intact or damage stability of tankers the approved inclining test
of Type G, C or N is to be in accordance with report relevant to this sister
requirements given in the individual sections. vessel is to be included;
– A copy of the approved test
4.6.2 A stability booklet is to be provided report is to be included in the
containing the following details: stability booklet;
 General description of the vessel:
– General arrangement and
capacity plans indicating the

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 Operating loading and cargo tank type as well as the

conditions with all characteristics of all relevant equipment fitted
relevant details, such in the cargo zone. All relevant requirements of
as: Table C will be used as a basis for the list,
 Lightship data, tank including any relevant additional
fillings, stores, crew requirements contained in column 20.
and other relevant 4.8 Definitions
items on board (mass
4.8.1 Accommodation means spaces
and centre of gravity
intended for the use of persons normally living
for each item, free on board, including galleys, food stores,
surface moments for lavatories, washrooms, bathrooms, laundries,
liquid loads); halls, alleyways, etc., but excluding the
 Draughts amidships wheelhouse.
and at perpendiculars;
 Metacentric height 4.8.2 ADN means European agreement
concerning the International Carriage of
corrected for free
Dangerous Goods by Inland Waterways.
surfaces effect;
 Righting lever values 4.8.3 Bilge water means oily water from the
and curve; engine room bilges, the peak, the cofferdams
 Longitudinal bending and the double-hull spaces;
moments and shear 4.8.4 Boil-off means the vapour produced
forces at read–out above the surface of a boiling cargo due to
points; evaporation. It is caused by heat ingress or a
 Information about drop in pressure;
openings (location,
type of tightness, 4.8.5 Bulkhead means a metal wall,
generally vertical, inside the vessel and which
means of closure); and
is bounded by the bottom, the side plating, a
 Information for the deck, the hatchway covers or by another
master; bulkhead;
4.7 Approved List of cargoes 4.8.6 Bulkhead (watertight) means in a tank
vessel: a bulkhead constructed to withstand a
4.7.1 IRS will give approved list of all the
water pressure of 1[m] above the deck;
dangerous goods accepted for carriage in
tankers. To the extent required for safe 4.8.7 Cargo area means the whole of the
carriage the list can contain reservation for following spaces( Refer to Fig.4: Cargo Area)
certain goods regarding
 the criteria for strength and stability 4.8.7.1 Cargo area (additional part above
deck) (when anti-explosion protection is
of the vessel; and
required, comparable to Zone 1) means
 the compatibility of the accepted the spaces not included in the main part of
dangerous goods with all the the cargo area above deck comprising 1 [m]
construction materials of the radius spherical segments centred over the
vessel, including installations and ventilation openings of the cofferdams and
equipment, which come into the service spaces located in the cargo area
contact with the cargo. part below the deck and 2 [m] spherical
segments centred over the ventilation
4.7.2 A list of cargoes, for the carriage of openings of the cargo tanks and the opening
which the vessel has been approved, will be of the pump-rooms.
attached to the Classification Certificate.
4.8.7.2 Cargo area (main part above
4.7.3 Only those cargoes which are included deck) (when anti-explosion protection is
in the approved list of cargoes may be carried. required – comparable to Zone 1) means
4.7.4 An approved list of cargoes will be the space which is bounded:
issued by IRS and will be based on Table C  At the sides, by the shell plating
of Part 3, Chapter 3.2 of the ADN. Parameters extending upwards from the deck
will include the tanker type, cargo tank design sides

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 Fore and aft, by planes inclined at plane of the vessel, which comprises cargo
45˚ towards the cargo area, tanks, hold spaces, cofferdams, double-hull
starting at the boundary of the spaces and double bottom; these planes
cargo area part below deck normally coincide with the outer cofferdam
 Vertically, 3 [m] above the deck bulkheads or hold end bulkheads. Their
intersection line with the deck is refers to as
4.8.7.3 Cargo area (part below deck) the boundary of the cargo area part below
means the space between two vertical deck.
planes perpendicular to the centre-line

Fig.4: Cargo Area

4.8.8 Cargo pump room (when anti-

explosion protection is required, 4.8.9 Cargo residues means liquid cargo
comparable to Zone 1) means a service which cannot be pumped out of the cargo
space where the cargo pumps and stripping tanks or piping by means of the stripping
pumps are installed together with their system.
operational equipment.

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4.8.10 Cargo tank (when anti-explosion occur rarely and, if so, for short
protection is required, comparable to zone periods only.
0) means a tank which is permanently
attached to the vessel and intended for the 4.8.14 Certified safe type electrical
carriage of dangerous goods. apparatus means an electrical apparatus
which has been tested and approved by the
4.8.11 Cargo Tank Design competent authority regarding its safety of
4.8.11.1 Pressure cargo tank means a operation in an explosive atmosphere, e.g.
cargo tank independent of the vessel’s hull,  intrinsically safe apparatus;
built according to dedicated recognized  flameproof enclosure apparatus;
standards for a working pressure ≥ 400  apparatus protected by
[kPa] pressurization;
4.8.11.2 Closed cargo tank means a cargo  powder filling apparatus;
tank connected to the outside atmosphere  apparatus protected by
through a device preventing unacceptable encapsulation;
overpressure or under pressure  increased safety apparatus.
4.8.11.3 Open cargo tank with flame 4.8.15 Cofferdam (when anti-explosion
arrester means a cargo tank connected to protection is required, comparable to zone 1)
the outside atmosphere through a device means an athwartship compartment which is
fitted with a flame arrester. bounded by watertight bulkheads and which
can be inspected. The cofferdam is to extend
4.8.11.4 Open cargo tank means a cargo
over the whole area of the end bulkheads of
tank in open connection with the outside
the cargo tanks. The bulkhead not facing the
atmosphere.
cargo area is to extend from one side of the
4.8.12 Cargo tank type vessel to the other and from the bottom to the
deck in one frame plane.
4.8.12.1 Independent cargo tank means a
cargo tank which is permanently built in, but 4.8.16 Deflagration means an explosion
which is independent of the vessel’s which propagates at subsonic speed (see EN
structure. 13237:2011);
4.8.12.2 Integral cargo tank means a 4.8.17 Design pressure means the pressure
cargo tank which is constituted by the on the basis of which the cargo tank or the
vessel’s structure itself and bounded by the residual cargo tank has been designed and
outer hull or by walls separate from the outer built.
hull.
4.8.18 Detonation means an explosion which
4.8.12.3 Cargo tank with wall distinct propagates at supersonic speed and is
from the outer hull means an integral characterized by a shock-wave (see EN
cargo tank of which the bottom and side 13237:2011);
walls do not form the outer hull of the vessel
4.8.19 Explosion means a sudden reaction
or an independent cargo tank.
of oxidation or decomposition with an
4.8.13 Classification of zones (see IEC increase in temperature or in pressure or both
publication 79-10, EU directive 1999/92/CE ): simultaneously (see EN 13237:2011);
 Zone 0: areas in which dangerous 4.8.20 Flame arrester means a device
explosive atmospheres of gases, mounted in the vent of part of an installation
vapours or sprays exist or in the interconnecting piping of a system of
permanently or during long installations, the purpose of which is to permit
periods; flow but prevent the propagation of a flame
 Zone 1: areas in which dangerous front. This device is to be tested according to
explosive atmospheres of gases, the European standard EN ISO 16852:2010;
vapours or sprays are likely to 4.8.21 Flame arrester plate stack means the
occur occasionally; part of the flame arrester the main purpose of
 Zone 2: areas in which dangerous which is to prevent the passage of a flame
explosive atmospheres of gases, front;
vapours or sprays are likely to

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4.8.22 Flame arrester housing means the 4.8.29 Loading instrument: A loading
part of a flame arrester the main purpose of instrument consists of a computer (hardware)
which is to form a suitable casing for the flame and a programme (software) and offers the
arrester plate stack and ensure a mechanical possibility of ensuring that in every ballast or
connection with other systems; loading case:
 the permissible values concerning
4.8.23 Flash-point means the lowest
longitudinal strength as well as the
temperature of a liquid at which its vapours
form a flammable mixture with air. maximum permissible draught are
not exceeded; and
4.8.24 Gas (for the purposes of Class 2)  the stability of the vessel complies
means a substance which: with the requirements applicable to
a) at 50 [° C] has a vapour pressure the vessel. For this purpose, intact
greater than 300 [kPa] (3 bar); or stability and damage stability are to
b) is completely gaseous at 20 [° C] be calculated.
under standard pressure of 101.3
[kPa]; 4.8.30 Maximum working pressure means
the maximum pressure occurring in a cargo
Otherwise, Gases means gases or tank or a residual cargo tank during operation.
vapours; This pressure equals the opening pressure of
high velocity vent valves.
4.8.25 Gas detection system means a fixed
system capable of detecting in time significant 4.8.31 Naked light means a source of light
concentrations of flammable gases given off using a flame which is not enclosed in a
by the cargoes at concentrations below the flameproof enclosure.
lower explosion limit and capable of activating
the alarms; 4.8.32 Opening pressure means the
pressure referred to in a list of substances at
4.8.26 High-velocity vent valve means a which the high velocity vent valves open.
pressure relief valve designed to have
nominal flow velocities which exceed the 4.8.33 Packing group means a group to
flame velocity of the flammable mixture, thus which, for packing purposes, certain
preventing flame transmission. This type of substances may be assigned in accordance
installation is to be tested in accordance with with their degree of danger. The packing
standard EN ISO 16852:2010; groups have the following meanings which
are explained in a more detailed manner in
4.8.27 Identification number means the Part 2 of the ADN:
number for identifying a substance to which  Packing group I: Substances
no UN number has been assigned or which presenting high danger;
cannot be classified under a collective entry  Packing group II: Substances
with a UN number. These numbers have four presenting medium danger; and
figures beginning with 9.
 Packing group III: Substances
4.8.28 Liquid means a substance which at 50 presenting a lower danger.
[° C] has a vapour pressure of not more than
300 [kPa] (3 bar) which is not completely 4.8.34 Pressure relief device means a
gaseous at 20 [° C] and 101.3 [kPa], and spring-loaded device which is activated
which: automatically by pressure the purpose of
a) has a melting point or initial melting which is to protect the cargo tank against
point of 20 [° C] or less at a unacceptable excess internal pressure;
pressure of 101.3 [kPa], or 4.8.35 Pressure receptacle means a
b) is liquid according to the ASTM D collective term that includes cylinders, tubes,
4359-90 test method or pressure drums, closed cryogenic
c) is not pasty according to the criteria receptacles, metal hydride storage systems,
applicable to the test for bundles of cylinders and salvage pressure
determining fluidity (penetrometer receptacles;
test)

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4.8.36 Pressures. For tanks, all kinds of 4.8.42 Slops means a mixture of cargo
pressures (e.g. working pressure, opening residues and washing water, rust or sludge
pressure of the high velocity vent valves, test which is either suitable or not suitable for
pressure) are to be expressed as gauge pumping;
pressures in kPa (bar); the vapour pressure of
substances, however, is to be expressed as 4.8.43 Tanker. A vessel which has been
an absolute pressure in kPa (bar). specially designed and constructed for the
carriage of liquids or gases in bulk.
4.8.37 Receptacle means a containment
vessel for receiving and holding substances 4.8.44 Test pressure means the pressure at
or articles, including any means of closing. which a cargo tank, a residual cargo tank, a
This definition does not apply to shells (see cofferdam or the loading and unloading pipes
also Cryogenic receptacle, Inner receptacle, is to be tested prior to being brought into
Rigid inner receptacle and Gas cartridge); service for the first time and subsequently
regularly within prescribed times.
4.8.38 Receptacle for residual products
means a tank, intermediate bulk container or 4.8.45 UN number means the four-figure
tank-container or portable tank intended to identification number of the substance or
collect residual cargo, washing water, cargo article as indicated in the United Nations
residues or slops which are suitable for Model Regulations
pumping; 4.8.46 Water film means a deluge of water
4.8.39 Receptacle for slops means a steel for protection against brittle fracture;
drum intended to collect slops which are 4.8.47 Water spray system means an on-
unsuitable for pumping; board installation that, by means of a uniform
4.8.40 Safety valve means a spring-loaded distribution of water, is capable of protecting
device which is activated automatically by all the vertical external surfaces of the
pressure the purpose of which is to protect the vessel’s hull fore and aft, all vertical surfaces
cargo tank against unacceptable excess of superstructures and deckhouses and deck
internal pressure or negative internal surfaces above the superstructures, engine
pressure (see also, High velocity vent valve, rooms and spaces in which combustible
Pressure-relief device and Vacuum valve); materials may be stored. The capacity of the
water spray system for the area to be
4.8.41 Service space means a space which protected should be at least 10 [l/m2 per
is accessible during the operation of the minute]. The water spray system is to be
vessel and which is neither part of the designed for full-year use. The spray system
accommodation nor of the cargo tanks, with should be operable from the wheelhouse and
the exception of the forepeak and after peak, the safe area;
provided no machinery has been installed in
these latter spaces;

Section 5
Vessels Carrying Dangerous Cargoes in Liquid State
(Type N & C Vessels)

5.1 Application required in the other Parts of the Rules for the
parts of the vessel not affected by the cargo,
5.1.1 This section applies to propelled and as applicable.
non-propelled tankers of Types C, N Closed,
N Open with flame arrestors and N Open, in 5.2.1.1 Documents for Approval
general, intended for the carriage of
a) Ventilation duct arrangement in
dangerous liquid oil and chemical cargoes of
gas-dangerous spaces and
Classes 3, 6.1, 8 and 9 in bulk.
adjacent zones
5.2 Documents to be submitted
b) Details of hull structure in way of
5.2.1 Following plans and documents are to cargo tanks, including support
be submitted in addition to the documentation arrangement for tanks, saddles,

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anti-floating and anti-lifting b) General arrangement plan,

devices, deck sealing showing location of cargo tanks
arrangements, independent cargo and fuel oil, ballast and other
tanks, etc. tanks, void spaces
c) Intact and damage stability c) Loading and unloading operation
calculations description, including cargo tank
filling limits, where applicable
d) Scantlings, material and
arrangement of the cargo 5.3 Materials of Construction
containment system.
5.3.1 Materials and grades of steel are to
e) Details of cargo handling system, comply with the requirements of Part 2
including arrangements and Inspection and Testing of Materials and as
details of piping and fittings required by the individual vessel type. The
independent cargo tanks may also be
f) Details of cargo pumps constructed of other materials, provided these
g) Details of temperature and have at least equivalent properties and
pressure control systems resistance against the effects of temperature
and fire.
h) Bilge and ballast system in cargo
area 5.3.2 Every part of the vessel including any
installation and equipment which may come
i) Gas freeing system in cargo tanks into contact with the cargo is to consist of
including inert gas system materials which can neither be dangerously
affected by the cargo nor cause
j) Ventilation system in cargo area
decomposition of the cargo or react with it so
k) Details of electrical equipment as to form harmful or hazardous products. In
installed in cargo area, including case this aspect has not been examined
the list of certified safe equipment during classification and inspection of the
and apparatus and electrical vessel a relevant reservation is to be entered
bonding of cargo tanks and piping in the list of cargoes.

l) Schematic electrical wiring 5.3.3 Venting piping is to be protected against

diagram corrosion.
m) Pressure drop calculation note 5.3.4 The use of wood, aluminium alloys or
plastic materials within the cargo area is
n) Gas detection system prohibited except where explicitly permitted
o) Cargo tank instrumentation as below or in the certificate of approval

p) Details of fire-extinguishing  The use of wood, aluminium alloys

appliances and systems in cargo or plastic materials within the cargo
area area is only permitted for:
o gangways and external
q) Arrangement drawing of the ladders;
various fire bulkheads and decks
with standard fire test reports for o movable items of
the various arrangements, surface equipment (aluminium
coverings, paints and similar gauging rods are, however
r) Gas return system permitted, provided that
they are fitted with brass
5.2.1.2 Documents for Information feet or protected in another
a) Design characteristics of products way to avoid sparking);
to be carried, including maximum o chocking of cargo tanks
vapour pressure, maximum liquid
which are independent of
cargo temperature and other
the vessel’s hull and
important design conditions
chocking of installations
and equipment;

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o masts and similar round 5.3.7 The suitability of the lining or coating
timber; and its compatibility with the intended cargoes
is the responsibility of the Builder and Owner.
o engine parts; IRS will require the confirmation of the
manufacturer that the lining or coating used to
o parts of the electrical protect the cargo tank structure is compatible
installation; with the cargoes mentioned in list of cargoes.
o loading and unloading 5.4 Requirements for Type N Tankers
appliances;
5.4.1 General
o lids of boxes which are 5.4.1.1 Application
placed on the deck.
5.4.1.1.1 Requirements of this subsection
 The use of wood or plastic materials are applicable to Type N tankers.
within the cargo area is only
5.4.2 Arrangement
permitted for:
5.4.2.1 Protection against the penetration of
o supports and stops of any gases - Type N closed and Type N open
kind. with flame arrester
 The use of plastic materials or 5.4.2.1.1 The vessel is to be designed so
rubber within the cargo area is only as to prevent gases from penetrating into
permitted for: the accommodation and the service
spaces.
o coating of cargo tanks and
of piping for loading and 5.4.2.1.2 Outside the cargo area, the
unloading; lower edges of door-openings in the
sidewalls of superstructures and the
o all kinds of gaskets (e.g. for coamings of access hatches to under-
dome or hatch covers); deck spaces are to have a height of not
less than 0.50 [m] above the deck. This
o electric cables; requirement need not be complied with if
the wall of the superstructures facing the
o hose assemblies for cargo area extends from one side of the
loading and unloading; vessel to the other and has doors the sills
of which have a height of not less than
o insulation of cargo tanks 0.50 [m]. The height of this wall is not to be
and of piping for loading less than 2.00 [m]. In this case, the lower
and unloading; edges of door-openings in the sidewalls of
superstructures and of coamings of
o photo-optical copies of the access hatches behind this wall are to
certificate of approval. have a height of not less than 0.10 [m].
The sills of engine room doors and the
 All permanently fitted materials in
coamings of its access hatches are to,
the accommodation or wheelhouse, however, always have a height of not less
with the exception of furniture, are than 0.50 [m].
not to readily ignite. They are not to
evolve fumes or toxic gases in 5.4.2.1.3 In the cargo area, the lower
dangerous quantities, if involved in edges of door-openings in the sidewalls of
a fire. superstructures are to have a height of not
less than 0.50 [m] above the deck and the
5.3.5 The paint used in the cargo area is not sills of hatches and ventilation openings of
to be liable to produce sparks in case of premises located under the deck are to
impact. have a height of not less than 0.50 [m]
above the deck. This requirement does not
5.3.6 To avoid corrosive attack of the cargo apply to access openings to double-hull
tank structure by chemical cargoes, it is and double bottom spaces.
strongly recommended the structure be
protected by suitable lining or coating.

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5.4.2.1.4 The bulwarks, foot-rails, etc. are conditions when they are to be closed.
to be provided with sufficiently large All ventilation inlets of accommodation
openings which are located directly above and service spaces leading outside are
the deck. to be fitted with fire flaps. Such
ventilation inlets are to be located not
5.4.2.2 Ventilation less than 2 [m] from the cargo area.
5.4.2.2.1 General Ventilation inlets of service spaces in the
cargo area below deck may be located
5.4.2.2.1.1 Each hold space is to have within such area.
two openings. The dimensions and
location of these openings are to be such 5.4.2.2.2.3 The flame-arresters pre-
as to permit effective ventilation of any scribed in 5.4.2.6.4.1, 5.4.3.2.3,
part of the hold space. If there are no 5.4.3.2.4.2, 5.4.3.2.4.3, 5.4.8.4, 5.4.8.5,
such openings, it is to be possible to fill 5.4.8.6 and 5.4.8.7 are to be type
the hold spaces with inert gas or dry air. approved for this purpose by the IRS.

5.4.2.2.1.2 Double-hull spaces and 5.4.2.3 Engine rooms

double bottoms within the cargo area 5.4.2.3.1 Internal combustion engines for
which are not arranged for being filled the vessel’s propulsion as well as internal
with ballast water, hold spaces and combustion engines for auxiliary
cofferdams, are to be provided with machinery are to be located outside the
ventilation systems. cargo area. Entrances and other openings
5.4.2.2.1.3 Any service spaces located of engine rooms are to be at a distance of
in the cargo area below deck are to be not less than 2.0 [m] from the cargo area.
provided with a system of forced The engine rooms are to be accessible
ventilation with sufficient power for from the deck; the entrances are not to
ensuring at least 20 changes of air per face the cargo area.
hour based on the volume of the space. 5.4.2.3.2 The hinges are to face the cargo
The ventilation exhaust ducts are to be area when the doors are not located in a
located up to 50 [mm] above the bottom recess whose depth is at least equal to the
of the service space. The fresh air inlets door width.
are to be located in the upper part; they
are not to be less than 2.0 [m] above the 5.4.2.4 Accommodation and Service
deck, not less than 2.0 [m] from the Spaces
openings of the cargo tanks and not less
than 6.0 [m] from the outlets of safety 5.4.2.4.1 Accommodation spaces and the
valves. The extension pipes which may wheelhouse are to be located outside the
be necessary may be of the hinged type. cargo area forward of the fore vertical
On board open type N vessels other plane or abaft the aft vertical plane
suitable installations without ventilator bounding the part of cargo area below
fans are sufficient. deck. Windows of the wheelhouse which
are located not less than 1.0 [m] above the
5.4.2.2.1.4 Ventilation of accommo- bottom of the wheelhouse may tilt forward.
dation and service spaces is to be
possible. 5.4.2.4.2 Entrances to spaces and
openings of superstructures are not to face
5.4.2.2.2 Additional requirements for Type the cargo area. Doors opening outward
N closed and Type N open with flame and not located in a recess the depth of
arrester which is at least equal to the width of the
doors are to have their hinges facing the
5.4.2.2.2.1 Ventilators used in the cargo cargo area.
area are to be designed so that no
sparks may be emitted on contact of the 5.4.2.4.3 Entrances from the deck and
impeller blades with the housing and no openings of spaces facing the weather are
static electricity may be generated. to be capable of being closed. The
following instruction is to be displayed at
5.4.2.2.2.2 Notice boards are to be fitted the entrance of such spaces:
at the ventilation inlets indicating the

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5.4.2.4.5.6 Notwithstanding 5.4.3.1.11,

pipes from the engine room may pass
"DO NOT OPEN DURING LOADING, through the service space in the cargo
UNLOADING OR GAS-FREEING area or a cofferdam or a hold space or a
WITHOUT PERMISSION. double hull space to the outside provided
CLOSE IMMEDIATELY." that within the service space or
cofferdam or hold space or double-hull
5.4.2.4.4 Entrances and windows of space they are of the thick-walled type
superstructures and accommodation and have no flanges or openings.
spaces which can be opened as well as
other openings of these spaces are to be 5.4.2.4.6 Additional requirements for Type
located not less than 2.0 [m] from the N closed and Type N open with flame
cargo area. Wheelhouse doors and arrester
windows are not to be located within 2.0 5.4.2.4.6.1 Where a driving shaft of
[m] from the cargo area, except when auxiliary machinery penetrates through a
there is no direct connection between the wall located above the deck the
wheelhouse and the accommodation. penetration is to be gastight.
5.4.2.4.5 Penetrations 5.4.2.4.6.2 A service space located
5.4.2.4.5.1 Driving shafts of the bilge or within the cargo area below deck is not
ballast pumps may penetrate through the to be used as a cargo pump room for the
bulkhead between the service space and loading and unloading system, except
the engine room, provided the where:
arrangement of the service space is in  the cargo pump-room is separated
compliance with 5.4.3.1.13 and from the engine room or from
5.4.3.1.14. service spaces outside the cargo
5.4.2.4.5.2 The penetration of the shaft area by a cofferdam or a bulkhead
through the bulkhead is to be gastight with an “A-60” fire protection
and is to be approved by IRS. insulation according to SOLAS 74,
Ch II-2 Reg 3, or by a service
5.4.2.4.5.3 The necessary operating space or a hold space
instructions are to be displayed.
 the “A-60” bulkhead required
5.4.2.4.5.4 Penetrations through the above does not include
bulkhead between the engine room and penetrations referred to in
the service space in the cargo area, and 5.4.2.4.5.1
the bulkhead between the engine room
and the hold spaces may be provided for  ventilation exhaust outlets are
electrical cables, hydraulic and piping for located not less than 6.0 [m] from
measuring, control and alarm systems, entrances and openings of the
provided that the penetrations are accommodation and service
approved by IRS. The penetrations are spaces outside the cargo area
to be gastight. Penetrations through a
 the access hatches and ventilation
bulkhead with an “A-60” fire protection
inlets can be closed from the
insulation according to SOLAS 74 Ch II-
outside
2, Reg.3, are to have an equivalent fire
protection.  all pipes for loading and unloading
as well as those of stripping
5.4.2.4.5.5 Pipes may penetrate the
systems are provided with shut-off
bulkhead between the engine room and
devices at the pump suction side in
the service space in the cargo area
the cargo pump-room immediately
provided that these are pipes between
at the bulkhead. The necessary
the mechanical equipment in the engine
operation of the control devices in
room and the service space which do not
the pump room, starting of pumps
have any openings within the service
and necessary control of the liquid
space and which are provided with shut-
flow rate is to be effected from the
off devices at the bulkhead in the engine
deck
room.

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 the bilge of the cargo pump-room is 5.4.2.5.2 This system is to be capable of

equipped with a gauging device for maintaining a permanent minimum
measuring the filling level which pressure of 7 [kPa] (0.07 bar) in the
activates a visual and audible spaces to be inerted. In addition, the
alarm in the wheelhouse when inerting system is not to increase the
liquid is accumulating in the cargo pressure in the cargo tank to a pressure
pump-room bilge greater than that at which the pressure
valve is regulated. The set pressure of the
 the cargo pump room is provided vacuum-relief valve is to be 3.5 [kPa]
with a permanent gas detection (0.035 bar).
system which automatically
indicates the presence of explosive 5.4.2.5.3 A sufficient quantity of inert gas
gases or lack of oxygen by means for loading or unloading is to be carried or
of direct-measuring sensors and produced on board if it is not possible to
which actuates a visual and obtain it on shore. In addition, a sufficient
audible alarm when the gas quantity of inert gas to offset normal losses
concentration has reached 20% of occurring during carriage is to be on board.
the lower explosive limit. The
5.4.2.5.4 The premises to be inerted are to
sensors of this system are to be
be equipped with connections for
placed at suitable positions at the
introducing the inert gas and monitoring
bottom and directly below the deck.
systems so as to ensure the correct
Measurement is to be continuous.
atmosphere on a permanent basis.
The audible and visual alarms are
installed in the wheelhouse and in 5.4.2.5.5 When the pressure or the
the cargo pump room and, when concentration of inert gas in the gaseous
the alarm is actuated, the loading phase falls below a given value, this
and unloading system is shut monitoring system is to activate an audible
down. Failure of the gas detection and visible alarm in the wheelhouse. When
system is to be immediately the wheelhouse is unoccupied, the alarm
signalled in the wheelhouse and on is also to be audible in a location occupied
deck by means of audible and by a crew member.
visual alarms
5.4.2.6 Cofferdam Arrangements
 the ventilation system prescribed in
5.4.2.2.1.3 has a capacity of not 5.4.2.6.1 Cofferdams or cofferdam
less than 30 changes of air per compartments remaining once a service
hour based on the total volume of space has been arranged in accordance
the service space. with 5.4.3.1.13 and 5.4.3.1.14 are to be
accessible through an access hatch.
5.4.2.4.6.3 The following instruction is to
be displayed at the entrance of the cargo 5.4.2.6.2 Cofferdams are to be capable of
pump room: being filled with water and emptied by
means of a pump. Filling is to be effected
“ BEFORE ENTERING THE CARGO within 30 minutes. These requirements are
PUMP-ROOM CHECK WHETHER IT not applicable when the bulkhead between
IS FREE FROM GASES AND the engine room and the cofferdam
CONTAINS SUFFICIENT OXYGEN. comprises fire-protection insulation “A- 60”
in accordance with SOLAS 74 Ch II-2, Reg
DO NOT OPEN DOORS AND
3. The cofferdams are not to be fitted with
ENTRANCE OPENINGS WITHOUT
inlet valves.
PERMISSION.
5.4.2.6.3 No fixed pipe is to permit
LEAVE IMMEDIATELY IN EVENT OF
connection between a cofferdam and
ALARM.”
other piping of the vessel outside the cargo
5.4.2.5 Inerting Facility area.

5.4.2.5.1 In cases in which inerting or 5.4.2.6.4 Additional requirements for Type

blanketing of the cargo is prescribed, the N closed and Type N open with flame
vessel is to be equipped with an inerting arrester
system.

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5.4.2.6.4.1 When the list of substances open ends of overflow pipes leading on the
on the vessel contains substances for deck are to be provided with a protective
which protection against explosion is device consisting of a gauze diaphragm or
required in column (17) of Table C of a perforated plate.
Chapter 3.2 of ADN, the ventilation
openings of cofferdams are to be fitted 5.4.2.9 Exhaust pipes
with a flame-arrester withstanding a 5.4.2.9.1 Exhausts are to be evacuated
deflagration from the vessel into the open air either
5.4.2.7 Engines upwards through an exhaust pipe or
through the shell plating. The exhaust
5.4.2.7.1 Only internal combustion outlet is to be located not less than 2 [m]
engines running on fuel with a flashpoint of from the cargo area. The exhaust pipes of
more than 55 [°C] are allowed. This engines are to be arranged so that the
provision does not apply to internal exhausts are led away from the vessel.
combustion engines which are part of The exhaust pipes are not to be located
propulsion and auxiliary systems. These within the cargo area.
systems are to meet the requirements of
IRS Classification Note “Natural Gas 5.4.2.9.2 Exhaust pipes are to be provided
Fuelled Vessels for Coastal and Inland with a device preventing the escape of
Waters”. sparks, e.g. spark arresters.

5.4.2.7.2 Ventilation inlets of the engine 5.4.2.10 Bilge pumping and ballasting
room and, when the engines do not take in arrangements
air directly from the engine room, the air 5.4.2.10.1 Bilge and ballast pumps for
intakes of the engines are to be located not spaces within the cargo area are to be
less than 2 [m] from the cargo area. installed within such area.
5.4.2.7.3 Sparking is not to be possible This provision does not apply to:
within the cargo area.
 double hull spaces and double
5.4.2.7.4 The surface temperature of the bottoms which do not have a
outer parts of engines used during loading common boundary wall with the
or unloading operations, as well as that of cargo tanks;
their air inlets and exhaust ducts are not to
exceed the allowable temperature  cofferdams, double hull spaces,
according to the temperature class of the hold spaces and double bottoms
substances carried. This provision does where ballasting is carried out
not apply to engines installed in service using the piping of the fire fighting
spaces provided the provisions of system in the cargo area and bilge
5.4.9.3.7 are fully complied with. pumping is performed using
eductors.
5.4.2.7.5 The ventilation in the closed
engine room is to be designed so that, at 5.4.2.10.2 Where the double bottom is
an ambient temperature of 20 [°C], the used as oil fuel tank, it is not to be
average temperature in the engine room connected to the bilge piping system.
does not exceed 40 [°C].
5.4.2.10.3 Where the ballast pump is
5.4.2.8 Oil fuel tanks installed in the cargo area, the standpipe
and its outboard connection for suction of
5.4.2.8.1 When the vessel is provided with ballast water is to be located within the
hold spaces, the double bottoms within cargo area but outside the cargo tanks.
these spaces may be arranged as oil fuel
tanks, provided their depth is not less than 5.4.2.10.4 A cargo pump-room below deck
0.6 [m]. Oil fuel pipes and openings of is to be capable of being drained in an
such tanks are not permitted in the hold emergency by an installation located in the
space. cargo area and independent from any
other installation. This installation is to be
5.4.2.8.2 The open ends of the air pipes of provided outside the cargo pump room.
oil fuel tanks are to extend to 0.5 [m] above
the open deck. Their open ends and the

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5.4.3 Cargo Containment capacity of a cargo tank is to be

determined in accordance with the
5.4.3.1 Cargo Tanks following table
5.4.3.1.1 The maximum permissible

Table 2 : Tank Sizes

Loa x Boa x D, in Maximum permissible capacity of a cargo

m3 tank (m3)

≤ 600 Loa x Boa x D x 0.3

600 – 3750 180 + (Loa x Boa x D – 600) x 0.0635

> 3750 380

where:
LOA X BOA X D : Product of the tank vessel main dimensions, in [m3]
LOA : overall length of the hull, in [m]
BOA : extreme breadth in [m]
D : Shortest vertical distance between the top of the keel and the lowest point of the
deck at the side of the vessel; (moulded depth) within the cargo area in [m].
In the case of trunk deck vessels, D’ is to be substituted for D.
D’ is to be determined by the following formula:
𝒃𝒕 𝒍𝒕
𝑫 𝑫 𝒉𝒕
𝑩 𝑳

Where,
ht: Height, in [m], of trunk (distance between trunk deck and main deck on trunk side
measured at LOA/2)
bt : Trunk breadth, in [m]
lt : Trunk length, in [m]

5.4.3.1.2 Alternative constructions in

compliance with Chapter 9, 9.3.4 of ADN  for vessels with a length not more
are acceptable.. than 50 [m], the length of a cargo
tank is not to exceed 10 [m]
5.4.3.1.3 The relative density of the
substance to be carried is to be taken into  for vessels with a length of more
consideration in the design of the cargo than 50 [m], the length of a cargo
tanks. The maximum relative density will tank is not to exceed 0.2 L, where
be indicated in the class certificate. L is the vessel rule length.

5.4.3.1.4 When the vessel is provided with This provision does not apply to
pressure tanks, these tanks are to be vessels with independent built-in
designed for working pressure of 400 [kPa] cylindrical tanks having a length to
diameter ratio ≤ 7
5.4.3.1.5 The cargo tank is to comply with
the following:

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5.4.3.1.6 The cargo tanks independent of arranged for being filled with ballast water
the vessel’s hull are to be fixed so that they only. Double bottoms may, however, be
cannot float. used as fuel oil tanks, provided they
comply with 5.4.2.8.
5.4.3.1.7 The capacity of a suction well is
to be limited to not more than 0.10 [m3]. 5.4.3.1.13 A cofferdam, the centre part of
a cofferdam or another space below deck
5.4.3.1.8 The cargo tanks are to be in the cargo area may be arranged as a
separated by cofferdams of at least 0.60 service space, provided the bulkheads
[m] in width from the accommodation, bounding the service space extend
engine room and service spaces outside vertically to the bottom. This service space
the cargo area below deck or, if there are is only to be accessible from the deck.
no such accommodation, engine room and
service spaces, from the vessel’s ends. 5.4.3.1.14 The service space is to be
Where the cargo tanks are installed in a watertight with the exception of its access
hold space, a space of not less than 0.50 hatches and ventilation inlets.
[m] is to be provided between such tanks
and the end bulkheads of the hold space. 5.4.3.1.15 Where independent cargo
In this case an insulated end bulkhead tanks are used, or for double-hull
meeting the definition for Class “A-60” construction where the cargo tanks are
according to SOLAS 74 Ch II-2, Reg 3, is integrated in the vessel’s structure, the
deemed equivalent to a cofferdam. For space between the wall of the vessel and
pressure cargo tanks, the 0.50 [m] wall of the cargo tanks is to be not less
distance may be reduced to 0.20 [m]. than 0.6 [m]. The space between the
bottom of the vessel and the bottom of the
5.4.3.1.9 Hold spaces, cofferdams and cargo tanks is not to be less than 0.5 [m].
cargo tanks are to be capable of being The space may be reduced to 0.4 [m]
inspected. under the pump sumps. The vertical space
between the suction well of a cargo tank
5.4.3.1.10 All spaces in the cargo area are and the bottom structures is to be not less
to be capable of being ventilated. Means than 0.1 [m]. When a hull is constructed in
for checking their gas-free condition are to the cargo area as a double hull with
be provided. independent cargo tanks located in hold
5.4.3.1.11 The bulkheads bounding the spaces, the above values are applicable to
cargo tanks, cofferdams and hold spaces the double hull. If in this case the minimum
are to be watertight. The cargo tanks and values for the inspections of independent
the bulkheads bounding the cargo area tanks referred to in 5.4.3.1.17 are not
are to have no openings or penetrations feasible, it must be possible to remove the
below deck. The bulkhead between the cargo tanks easily for inspection.
engine room and the cofferdam or service 5.4.3.1.16 Where service spaces are
space in the cargo area or between the located in the cargo area under deck, they
engine room and a hold space may be are to be arranged so as to be easily
fitted with penetrations provided that they accessible and to permit persons wearing
conform to the provisions of 5.4.2.4.5 and protective clothing and breathing
5.4.2.4.6.1(if applicable). The bulkhead apparatus to safely operate the service
between the cargo tank and the cargo equipment contained therein. They are to
pump room below deck may be fitted with be designed so as to allow injured or
penetrations provided that they conform to unconscious personnel to be removed
the provisions of 5.4.2.4.6.2. The from such spaces without difficulty, if
bulkheads between the cargo tanks may necessary by means of fixed equipment.
be fitted with penetrations provided that
the loading and unloading pipes are fitted 5.4.3.1.17 Cofferdams, double-hull
with shut-off devices in the cargo tank from spaces, double bottoms, cargo tanks, hold
which they come. These pipes are to be spaces and other accessible spaces within
fitted at least 0.60 [m] above the bottom. the cargo area are to be arranged so that
The shut-off devices are to be operable they may be completely inspected and
from the deck. cleaned. The dimensions of openings
except for those of double hull spaces and
5.4.3.1.12 Double hull spaces and double double bottoms which do not have a wall
bottoms in the cargo area are to be adjoining the cargo tanks are to be

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sufficient to allow a person wearing overpressure or

breathing apparatus to enter or leave the vacuum. Where anti-
space without difficulties. These openings explosion protection is
are to have a minimum cross-sectional required in column (17)
area of 0.36 [m2] and a minimum side of Table C of Chapter
length of 0.50 [m]. They are to be designed 3.2 of ADN, the
so as to allow an injured or unconscious vacuum is to be fitted
person to be removed from the bottom of with a flame arrestors
such a space without difficulties, if capable of withstanding
necessary by means of fixed equipment. In a deflagration and the
these spaces the distance between the pressure relief valve
reinforcements is not to be less than 0.50 with a high-velocity
[m]. In double bottoms this distance may vent valve acting as a
be reduced to 0.45 [m]. Cargo tanks may flame arrester capable
have circular openings with a diameter of of withstanding steady
not less than 0.68 [m]. burning. Gases are to
be discharged
5.4.3.2 Cargo tank opening upwards. The opening
5.4.3.2.1 Cargo tank openings are to be pressure of the high-
located on deck in the cargo area. velocity vent valves
and the opening
5.4.3.2.2 Cargo tank openings with a pressure of the vacuum
cross-section of more than 0.1 [m2] and valve is to be
openings of safety devices for preventing permanently marked
overpressures are to be located not less on the valves.;
than 0.5 [m] above deck.
 A connection for the
5.4.3.2.3 Each cargo tank or group of safe return ashore of
cargo tanks connected to a common gases expelled during
venting piping is to be fitted with safety loading;
devices for preventing unacceptable
overpressures or vacuums. These safety  A device for
devices are to be as follows depressurization of the
tanks. When the list of
5.4.3.2.3.1 For Type N Open vessels substances on the
 Safety devices vessel contains
designed to prevent substances for which
any accumulation of protection against
water and its explosion is required in
penetration into the column (17) of Table C
cargo tanks; of Chapter 3.2 of ADN,
this device is to include
5.4.3.2.3.2 For Type N Open with flame at least a fire-resistant
arrestors flame arrester and a
stop valve which clearly
 Safety equipment fitted indicates whether it is
with flame arrestors open or shut.
capable of withstanding
steady burning and 5.4.3.2.4 Additional requirements for Type
designed to prevent N closed
any accumulations of
5.4.3.2.4.1 Cargo tanks openings are to
water and its
penetration into the be fitted with gastight closures capable of
cargo tanks. withstanding the test pressure in
accordance with 5.4.10.1.3 .
5.4.3.2.3.3 For Type N closed
5.4.3.2.4.2 The outlets of high-velocity
 Safety devices for vent valves are to be located not less
preventing than 2 [m] above the deck and at a
unacceptable distance of not less than 6 [m] from the

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accommodation and from the service e) A flame arrester with a

spaces outside the cargo area. This spring-loaded plate stack,
height may be reduced when within a where the pressure
radius of 1 [m] round the outlet of the measurement device is
high-velocity vent valve, there is no fitted with an alarm system
equipment, no work is being carried out in accordance with
and signs indicate the area. The setting 5.4.5.9.2 to 5.4.5.9.5.
of the high-velocity vent valves is to be Only substance which do not
such that during the transport operation mix and which do not react
they do not blow off until the maximum dangerously with each other
permissible working pressure of the may be carried simultaneously
cargo tanks is reached. in cargo tanks connected to a
5.4.3.2.4.3 One of the following are to be common venting piping. Or,
complied with:
B. Insofar as anti-explosion protection
A. Insofar as anti-explosion protection is prescribed in column (17) of
is prescribed in column (17) of Table C of Chapter 3.2 of ADN,
Table C of Chapter 3.2 of ADN, venting piping connecting two or
venting piping connecting two or more cargo tanks are to be fitted,
more cargo tanks are to be fitted, at the connection to each cargo
at the connection to each cargo tank, with a pressure/vacuum valve
tank, with a flame arrester with a incorporating a flame arrester
fixed or spring-loaded plate stack, capable of withstanding a
capable of withstanding detonation/deflagration so that any
detonation. This equipment may gas releases is removed by the
consist of: venting piping. Only substances
which do not mix and which do not
a) A flame arrester fitted with react dangerously with each other
a fixed plate stack, where may be carried simultaneously in
each cargo tank is fitted cargo tanks connected to a
with a vacuum valve common venting piping; Or,
capable of withstanding a
deflagration and a high- C. Insofar as anti-explosion protection
velocity vent valve of is prescribed in column (17) of
withstanding steady Table C of Chapter 3.2 of ADN,
burning; venting piping connecting two or
more cargo tanks are to be fitted,
b) A flame arrester fitted with at the connection to each cargo
a spring-loaded plate tank, fitted with a vacuum valve
stack, where each cargo incorporating a flame arrester
tank is fitted with a vacuum capable of withstanding a
valve capable of deflagration and a high-velocity
withstanding a vent valve incorporating a flame
deflagration; arrester capable of withstanding
c) A flame arrester with a steady burning. Several different
fixed or spring-loaded substances may be carried
plate stack simultaneously. Or,

d) A flame arrester with a D. Insofar as anti-explosion protection

fixed plate stack, where is prescribed in column (17) of
the pressure Table C of Chapter 3.2 of ADN,
measurement device is venting piping connecting two or
fitted with an alarm system more cargo tanks are to be fitted,
in accordance with at the connection to each cargo
5.4.5.9.2 to 5.4.5.9.5; tank, with a shut-off device capable

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of withstanding a detonation, Intermediate stages during operations are

where each cargo tank is fitted with also to be taken into consideration. The
a vacuum valve capable of proof of sufficient stability is to be shown
withstanding a deflagration and a for every operating, loading and ballast
high-velocity vent valve capable of condition in the stability booklet, to be
withstanding steady burning. Only approved. If it is unpractical to pre-
substances which do not mix and calculate the operating, loading and
which do not react dangerously ballast conditions, an approved loading
with each other may be carried instrument is to be installed and used
simultaneously in cargo tanks which contains the contents of the stability
connected to a common venting booklet.
piping.
5.4.4.1.4 Floatability after damage is to be
5.4.3.2.5 Additional requirements for Type proved for the most unfavorable loading
N closed and Type N open with flame condition. For this purpose, calculated
arrester proof of sufficient stability is to be
established for critical intermediate stages
5.4.3.2.5.1 Closures which are normally of flooding and for the final stage of
used during loading or unloading flooding.
operations are not to cause sparling
when operated. 5.4.4.2 Intact Stability
5.4.4 Stability 5.4.4.2.1 For vessels with independent
cargo tanks and for double-hull
5.4.4.1 General constructions with cargo tanks integrated
5.4.4.1.1 Proof of sufficient stability is to be in the frames of the vessel, the
submitted. requirements for intact stability resulting
from the damage stability calculation is to
5.4.4.1.2 The basic value for the stability be fully complied with.
calculation, the vessel’s lightweight and
location of centre of gravity, is to be 5.4.4.2.2 For vessels with cargo tanks of
determined wither by means of an inclining more than 0.7B in width, proof is to be
experiment or by detailed mass and submitted that the following stability
moment calculation. In latter case the light requirements have been complied with:
weight of the vessel is to be checked by a) In the positive area of the righting
means of a light weight test with a lever curve up to immersion of the
tolerance limit of ±5% between the mass first non-watertight opening,
determined by calculation and the righting lever(GZ) is not to be less
displacement determined by the draught than 0.1 [m]
readings.
b) The surface of the positive area of
5.4.4.1.3 Proof of sufficient intact stability the righting lever curve up to
is to be submitted for all stages of loading immersion of the first non-
and unloading and for the final loading watertight opening and in any
condition for all the relative densities of the event up to an angle of heel ≤27˚ is
substances transported contained in the not to be less than 0.024 [m rad]
list of cargoes. For every loading
operation, taking account of the actual c) The metacentric height (GM)
fillings and floating position of cargo tanks, should not be less than 0.1 [m]
ballast tanks and compartment, drinking
water and sewage tanks and tanks This condition are to be meet bearing
containing products for the operation of the in mind the influence of all free surface
vessel, the vessel is to comply with the in tanks for all stages of loading and
intact and damage stability requirements. unloading.

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5.4.4.3 Damage Stability

5.4.4.3.1 For vessels with independent cargo tanks and for double hull constructions with cargo
tanks integrated in the frames of the vessel, the following assumptions are to be taken into
consideration for the damaged condition.
a) extent of side damage:

Longitudinal extent : At least 0.10 LOA, but not less than 5 [m]

Transverse extent: 0.59 [m] inboard from the vessel’s side at

right angles to the centerline at the level
corresponding to the maximum draught ,
or when applicable, the distance allowed
by 5.4.3.1.2, reduced by 0.01[m]

Vertical extent : From the base line upwards without limit

b) extent of bottom damage:

Longitudinal extent: At least 0.10 LOA, but not less than 5 [m]

Transverse extent: 3 [m]

Vertical extent: From the base 0.49[m] upwards, the

sump excepted

c) Any bulkhead within the damaged area is to be assumed damaged, which means that the
location of bulkheads is to be chosen to ensure that the vessel remains afloat after the flooding
of two or more adjacent compartments in the longitudinal direction.

The following provisions are applicable:

 For bottom damage, adjacent athwartship compartments are also to be assumed

flooded
 the lower edge of any non-watertight opening (e.g. windows, doors and access
hatchways), at the final stage of flooding, is to be not less than 0.10 [m] above the
damage waterline.
 In general, permeability is to be assumed to be 95%. Where an average permeability
of less than 95% is calculated for any compartment, this calculated value obtained
may be used. However, minimum values of permeability, μ, given in
 are to be used. For the main engine room, only the one-compartment standard need
be taken into account, i.e. the end bulkheads of the engine room are to be assumed
as not damaged.

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Table 3: Permeability

Engine Room 85%

Accommodation 95%
Double Bottom, Oil Fuel Tanks, Ballast 0% or 95%
Tanks, etc. depending on whether,
according to their function, they have to be
assumed as full or empty for vessel
floating at the maximum permissible draft

5.4.4.3.2 For the intermediate stage of

flooding the following criteria have to be 5.4.4.3.4 The positive range of the righting
fulfilled: lever curve beyond the stage of
equilibrium is to have a righting lever of ≥
 GZ≥0.03[m] 0.05 [m] in association with an area under
the curve of ≥ 0.0065 [m.rad]. The
 Range of positive GZ: 5˚ minimum values of stability are to be
5.4.4.3.3 At the stage of equilibrium (in the satisfied up to immersion of the first non-
final stage of flooding), the angle of heel is weathertight openings and in any event up
not to exceed 12°. Non-watertight to an angle of heel ≤ 27°. If nonwatertight
openings are not to be flooded before openings are immersed before that stage,
reaching the stage of equilibrium. If such the corresponding spaces are to be
openings are immersed before the stage considered flooded for the purpose of
of equilibrium, the corresponding spaces stability calculation.
are to be considered flooded for the
purpose of stability calculation.

5.4.4.3.5 If openings through which equalization is not to exceed 15 min,

undamaged compartments may provided during the intermediate stages of
additionally become flooded are capable flooding sufficient stability has been
of being closed watertight, the closing proved.
appliances are to be marked accordingly.
5.4.5 Safety and Control Installations
5.4.4.3.6 Where cross- or down-flooding
openings are provided for reduction of 5.4.5.1 Cargo tanks are to be provided with
unsymmetrical flooding, the time of the following equipment:

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a) a mark inside the tank indicating tank stop valves. It is to be possible to easily
the liquid level of 97% check the functioning of the sensors and
electric circuits or these are to be
b) a level gauge “intrinsically safe apparatus”.
c) a level alarm device which is 5.4.5.6 When the control elements of the
activated at the latest when a shut-off devices of the cargo tanks are
degree of filling of 90% is reached located in a control room, it is to be possible
d) a high level sensor for actuating to stop the loading pumps and read the level
the facility against overflowing gauges in the control room, and the visual
when a degree of filling of 97.5% is and audible warning given by the level alarm
reached device, the high level sensor referred to in
5.4.5.1 d) and the instruments for measuring
e) for Type N closed, an instrument the pressure and temperature of the cargo
for measuring the pressure of the is to be noticeable in the control room and
vapour phase inside the cargo tank on deck.
f) an instrument for measuring the 5.4.5.7 When refrigerated substances are
temperature of the cargo if in carried the opening pressure of the safety
column (9) of Table C of Chapter system is to be determined by the design of
3.2 of ADN a heating installation is the cargo tanks. In the event of the transport
required or if in column (20) a of substances that must be carried in a
possibility of heating the cargo is refrigerated state the opening pressure of
required or if a maximum the safety system is not to be less than 25
temperature is indicated. [kPa] greater than the maximum pressure
g) a connection for a closed-type or calculated according to 5.4.6.2.
partly closed-type sampling device, 5.4.5.8 High Level Sensor
and/or at least one sampling
opening as required in column (13) 5.4.5.8.1 The high level sensor referred in
of Table C of Chapter 3.2 of ADN. 5.4.5.1 d) above is to give a visual and
audible alarm on board and at the same
5.4.5.2 When the degree of filling in percent time actuate an electrical contact which in
is determined, an error of not more than the form of a binary signal interrupts the
0.5% is permitted. It is to be calculated on electric current loop provided and fed by
the basis of the total cargo tank capacity the shore facility against overflowing
including the expansion trunk. during loading operations. The signal is to
5.4.5.3 The level gauge is to allow readings be transmitted to the shore facility via a
watertight two-pin lug of a connecter
from the control position of the shut-off
devices of the particular cargo tank. The device in accordance with IEC 60309 for
direct current of 40 to 50 volts,
permissible maximum filling level of 95%
and 97%, as given in list of substances is to identification color white, position of the
be marked on each level gauge. Permanent nose 10 h. The plug is to be permanently
fitted to the vessel close to the shore
reading of the overpressure and vacuum is
to be possible from a location from which connections of the loading and unloading
loading or unloading operations may be piping.
interrupted. The permissible maximum 5.4.5.8.2 The high level sensor is also to
overpressure and vacuum is to be marked be capable of switching off the vessel’s
on each level gauge. Readings are to be own discharging pump.
possible in all weather conditions.
5.4.5.8.3 The high level sensor is to be
5.4.5.4 The level alarm device is to give a independent of the level alarm device, but
visual and audible warning on board when it may be connected to the level gauge.
actuated. The level alarm device is to be
independent of the level gauge. 5.4.5.8.4 During discharging by means of
the on-board pump, it is to be possible for
5.4.5.5 The visual and audible signals given the shore facility to switch it off. For this
by the level alarm device are to be clearly purpose, an independent intrinsically safe
distinguishable from those of the high level power line, fed by the vessel, is to be
sensor. The visual alarm is to be visible at switched off by the shore facility by means
each control position on deck of the cargo

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of an electrical contact. It is to be possible alarm is also to be audible in a location

for the binary signal of the shore facility to occupied by a crew member. It is to be
be transmitted via a watertight two-pole possible to read the gauges in direct
socket or a connecter device in proximity to the control for the water spray
accordance with IEC 60309 for direct system.
current of 40 to 50 volts, identification color
white, position of the nose 10 h. This 5.4.6 Cargo pressure and temperature
socket is to be permanently fitted to the Control
vessel close to the shore connections of 5.4.6.1 Requirements for maintenance of
the unloading piping. cargo pressure and temperature
5.4.5.9 Cargo tank pressure and 5.4.6.1.1 Unless the entire cargo system is
temperature monitoring designed to resist the full effective vapour
5.4.5.9.1 Following requirements are pressure of the cargo at the upper limits of
applicable to Type N closed the ambient design temperatures, the
pressure of the tanks is to be kept below
5.4.5.9.2 When the pressure or the permissible maximum set pressure of
temperature exceeds a set value, the safety valves, by one or more of the
instruments for measuring the vacuum or following means:
overpressure of the gaseous phase in the
cargo tank or the temperature of the cargo a) A system for the regulation of
is to activate a visual and audible alarm in cargo tank pressure using
the wheelhouse. When the wheelhouse is mechanical refrigeration.
unoccupied the alarm also is also to be b) A system ensuring safety in the
audible in a location occupied by a crew event of the heating or increase
member. in pressure of the cargo. The
5.4.5.9.3 When the pressure exceeds the insulation or the design pressure
set value during loading and unloading, of the cargo tank, or the
the instrument for measuring the pressure combination of these two
by means of the plug referred to in 5.4.5.8, elements, is to be such as to
is to initiate simultaneously an electrical leave an adequate margin for the
contact which is to put into effect operating period and the
measures to interrupt the loading and temperatures expected; in each
unloading operation. If the vessel’s own case the system is to be deemed
discharge pump is used, it is to be acceptable by IRS and is to
switched off automatically. ensure safety for a minimum time
of three times the operation
5.4.5.9.4 The instrument for measuring period;
the overpressure or vacuum is to activate
the alarm at latest when an overpressure 5.4.6.1.2 The systems prescribed above
equal to 1.15 times the opening pressure are to be constructed, installed and tested
of the pressure relief device, or a vacuum to the satisfaction of IRS. The materials
pressure equal to the construction vacuum used in their construction is to be
pressure but not exceeding 5 [kPa]. The compatible with the cargoes to be carried.
maximum allowable temperature is For normal service, the upper ambient
indicated in column (20) of Table C of ADN design temperature limits are to be:
Chapter 3.2 of ADN. The sensors for these Air: +45˚ C
alarms may be connected to the alarm
device of the sensor. Water : +32˚ C

5.4.5.9.5 When it is prescribed in column 5.4.6.1.3 The cargo storage system is to

(20) of Table C of ADN Chapter 3.2 of be capable of resisting the full vapour
ADN, the instrument for measuring the pressure of the cargo at upper limits of the
overpressure of the gaseous phase is to ambient design temperatures, whatever
activate a visible and audible alarm in the the system adopted to deal with the boil-
wheelhouse when the overpressure off gas. This requirement is indicated by
exceeds 40 [kPa] during the voyage. remark 37 in column (20) of Table C of
When the wheelhouse is unoccupied, the Chapter 3.2 of ADN.

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5.4.6.2 Refrigeration system 5.4.6.2.4 When several refrigerated

cargoes are not soluble in each other
5.4.6.2.1 The refrigeration system referred under conditions of carriage such that their
to in 5.4.6.1.1 a) is to be composed of one vapour pressures are added together in
or more units capable of keeping the the event of mixing, particular care is to be
pressure and temperature of the cargo at given to the refrigeration systems to
the upper limits of the ambient design prevent any mixing of the cargoes.
temperatures at the prescribed level.
Unless another means of regulating cargo 5.4.6.2.5 When the refrigeration systems
pressure and temperature deemed require water for cooling, a sufficient
satisfactory by IRS is provided, provision quantity is to be supplied by a pump or
is to be made for one or more stand-by pumps used exclusively for the purpose.
units with an output at least equal to that This pump or pumps are to have at least
of the largest prescribed unit. A stand-by two suction pipes, leading from two water
unit is to include a compressor, its engine, intakes, one to port, the other to starboard.
its control system and all necessary Provision is to be made for a stand-by
accessories to enable it to operate pump with a satisfactory flow; this may be
independently of the units normally used. a pump used for other purposes provided
Provision is to be made for a stand-by that its use for supplying water for cooling
heat-exchanger unless the system’s does not impair any other essential
normal heat-exchanger has a surplus service.
capacity equal to at least 25% of the
largest prescribed capacity. It is not 5.4.6.2.6 The refrigeration system may
necessary to make provision for separate take one of the following forms:
piping. Cargo tanks, piping and a) Direct system: the cargo vapours
accessories are to be insulated so that, in are compressed, condensed and
the event of a failure of all cargo returned to the cargo tanks. This
refrigeration systems, the entire cargo system is not to be used for certain
remains for at least 52 hours in a condition cargoes specified in Table C of
not causing the safety valves to open. Chapter 3.2 of ADN. This
5.4.6.2.2 The security devices and the requirement is indicated by remark
connecting lines from the refrigeration 35 in column (20) of Table C of
system are to be connected to the cargo Chapter 3.2 of ADN;
tanks above the liquid phase of the cargo b) Indirect system: the cargo or the
when the tanks are filled to their maximum cargo vapours are cooled or
permissible degree of filling. They are to condensed by means of a coolant
remain within the gaseous phase, even if without being compressed;
the vessel has a list up to 12 degrees.
c) Combined system: the cargo
5.4.6.2.3 When several refrigerated vapours are compressed and
cargoes with a potentially dangerous condensed in a cargo/coolant heat-
chemical reaction are carried exchanger and returned to the
simultaneously, particular care is to be cargo tanks. This system is not to
given to the refrigeration systems so as to be used for certain cargoes
prevent any mixing of the cargoes. For the specified in Table C of Chapter 3.2
carriage of such cargoes, separate of ADN. This requirement is
refrigeration systems, each including the indicated by remark 36 in column
full stand-by unit referred to in 5.4.6.2.1, is (20) of Table C of Chapter 3.2 of
to be provided for each cargo. When, ADN.
however, refrigeration is ensured by an
indirect or combined system and no leak in 5.4.6.2.7 All primary and secondary
the heat exchangers can under any coolant fluids are to be compatible with
foreseeable circumstances lead to the each other and with the cargo with which
mixing of cargoes, no provision need be they may come into contact. Heat
made for separate refrigeration units for exchange may take place either at a
the different cargoes. distance from the cargo tank, or by using
cooling coils attached to the inside or the
outside of the cargo tank.

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5.4.6.2.8 When the refrigeration system is temperature of the product is at least 15 K

installed in a separate service space, this lower at the flashpoint.
service space is to meet the requirements
of 5.4.2.4.6.2. 5.4.6.4 Water spray system

5.4.6.2.9 For all cargo systems, the heat 5.4.6.4.1 When water-spraying is required
transmission coefficient as used for the in column (9) of Table C of Chapter 3.2 of
determination of the holding time is to be ADN, a water-spray system is to be
determined by calculation. Upon installed in the cargo area on deck for the
completion of the vessel, the correctness purpose of cooling the tops of cargo tanks
of the calculation is to be checked by by spraying water over the whole surface
means of a heat balance test. The so as to avoid safely the activation of the
calculation and test is to be performed high-velocity vent valve at 10 [kPa] or as
under supervision by IRS. The heat regulated.
transmission coefficient is to be 5.4.6.4.2 The spray nozzles are to be so
documented and kept on board. The heat installed that the entire cargo deck area is
transmission coefficient is to be verified at covered and the gases released are
every renewal of the certificate of precipitated safely. The system is to be
approval. capable of being put into operation from
5.4.6.3 Cargo heating system the wheelhouse and from the deck. Its
capacity is to be such that when all the
5.4.6.3.1 Boilers which are used for spray nozzles are in operation, the outflow
heating the cargo are to be fuelled with a is not less than 50 litres per square metre
liquid fuel having a flashpoint of more than of deck area and per hour.
55 °C. They are to be placed either in the
engine room or in another separate space 5.4.7 Pumps and piping
below deck and outside the cargo area, 5.4.7.1 Cargo pumps are to be capable of
which is accessible from the deck or from being shut down from the cargo area and
the engine room. from a position outside cargo area.
5.4.6.3.2 The cargo heating system is to 5.4.7.2 Piping for loading and unloading is to
be designed so that the cargo cannot be independent of any other piping of the
penetrate into the boiler in the case of a vessel.
leak in the heating coils. A cargo heating
system with artificial draught is to be 5.4.7.3 The piping for loading and unloading
ignited electrically. is to be arranged so that, after loading or
unloading operations, the liquid remaining in
5.4.6.3.3 The ventilation system of the these pipes may be safely removed and
engine room is to be designed taking into may flow either into the vessel’s cargo tanks
account the air required for the boiler. or the tanks ashore;
5.4.6.3.4 Where the cargo heating system 5.4.7.4 Piping for loading and unloading is to
is used during loading, unloading or gas- be clearly distinguishable from other piping.
freeing, the service space which contains
this system is to fully comply with the 5.4.7.5 Each shore connection of the
requirements of 5.4.9.3.7.1. This venting piping and shore connections of the
requirement does not apply to the inlets of piping for loading and unloading, through
the ventilation system. These inlets are to which the loading or unloading operation is
be located at a minimum distance of 2 [m] carried out, is to be fitted with a shut-off
from the cargo area and 6 [m] from the device. However, each shore connection is
openings of cargo tanks or residual cargo to be fitted with a blind flange when it is not
tanks, loading pumps situated on deck, in operation.
openings of high velocity vent valves, 5.4.7.6 Piping for loading and unloading and
pressure relief devices and shore
venting piping, is not to have flexible
connections of loading and unloading
connections fitted with sliding seals.
piping and must be located not less than 2
m above the deck. The requirements of 5.4.7.7 The stop valves or other shut-off
5.4.9.3.7.1 are not applicable to the devices of the piping for loading and
unloading of substances having a unloading are to indicate whether they are
flashpoint of 60 °C or more when the open or shut.

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5.4.7.8 The piping for loading and unloading b) Gas formation during loading:
is to have, at the test pressure, the required multiply the largest loading flow by
elasticity, leakproofness and resistance to a factor of not less than 1.25
pressure.
c) Density of the vapour mixture of the
5.4.7.9 The piping for loading and unloading cargo based on 50% volume vapour
is to be fitted with pressure gauges at the
of 50% volume air;
outlet of the pumps. The permissible
maximum overpressure or vacuum is to be d) Loss of pressure through ventilation
indicated on each measuring device. pipes, valves and fittings. Account
Readings are to be possible in all weather will be taken of a 30% clogging of
conditions.
the mesh of the flame-arrester;
5.4.7.10 When piping for loading and
unloading are used for supplying the cargo e) Clocking pressure of the safety
tanks with washing or ballast water, the valves
suctions of these pipes are to be located
The permissible maximum loading and
within the cargo area but outside the cargo
tanks. Pumps for tank washing systems with unloading flows for each cargo tank or for
associated connections may be located each group of cargo tanks is to be given in
outside the cargo area, provided the an on-board instruction.
discharge side of the system is arranged in
5.4.7.13 Compressed air generated outside
such a way that the suction is not possible
the cargo area or wheelhouse can be used
through that part. A spring-loaded non-
in the cargo area subject to the installation
return valve is to be provided to prevent any
of a spring-loaded non-return valve to
gases from being expelled from the cargo
ensure that no gases can escape from the
area through the tank washing system.
cargo area through the compressed air
5.4.7.11 A non-return valve is to be fitted at system into accommodation or service
the junction between the water suction pipe spaces outside the cargo area.
and the cargo loading pipe.
5.4.7.14 If the vessel is carrying several
5.4.7.12 The permissible loading and dangerous substances liable to react
unloading flows are to be calculated. dangerously with each other, a separate
Calculations concern the permissible pump with its own piping for loading and
maximum loading and unloading flow for unloading is to be installed for each
each cargo tank or each group of cargo substance. The piping is not to pass through
tanks, taking into account the design of the a cargo tank containing dangerous
ventilation system. These calculations are to substances with which the substance in
take into consideration the fact that in the question is liable to react.
event of an unforeseen cut-off of the vapour
5.4.7.15 Additional requirements for Type N
return piping of the shore facility, the safety
open vessel carrying substances having
devices of the cargo tanks will prevent
corrosive properties, Type Closed and Type
pressure in the cargo tanks from exceeding
N open with flame arrester
the following values:
5.4.7.15.1 Pumps and accessory loading
 over-pressure: 115% of the
and unloading piping is to be located in the
opening pressure of the high-
cargo area
velocity vent valve;
5.4.7.15.2 Cargo pumps situated on deck
 vacuum pressure: not more than are to be located not less than 6 [m] from
the construction vacuum pressure entrances to or openings of, the
but not exceeding 5 [kPa] (0.05 accommodation and service spaces
bar). outside the cargo area.
The main factors to be considered are the 5.4.7.15.3 No cargo piping is to be located
following: below deck, except those inside the cargo
tanks and inside the cargo pump-room;
a) Dimensions of the ventilation
system of the cargo tanks 5.4.7.15.4 The shore connections are to
be located not less than 6 [m] from the

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entrances to, or openings of, the 5.4.8.4.2 in the case of a protected

accommodation and services spaces system:
outside the cargo area.
 A device for ensuring
5.4.7.15.5 The distance referred to in pressure equilibrium, fitted
5.4.7.15.2 and 5.4.7.15.4 may be reduced with a flame-arrester
to 3[m] if a transverse bulkhead complying capable of withstanding
with 5.4.2.2.2 is situated at the end of the steady burning;
cargo area. The openings are to be
provided with doors. The following notice  An ullage opening;
is to be displayed on the doors:  Connections, with stop
“DO NOT OPEN DURING valves, for pipes and hose
LOADING AND UNLOADING assemblies;
WITHOUT PERMISSION.
5.4.8.4.3 in case of a closed system:
CLOSE IMMEDIATELY.”
 A vacuum valve and high-
5.4.7.15.6 Every compartment of the velocity vent valve.
piping for loading and unloading is to be The high velocity vent valve
electrically connected to the hull. is to be so regulated as not
to open during carriage.
5.4.7.16 Additional requirements for Type
Closed and Type N open with flame arrester This condition is met when
the opening pressure of the
5.4.7.16.1 The piping for loading is to valve meets the conditions
extent down to the bottom of the cargo set out in column (10) of
tanks. Table C of Chapter 3.2 of
5.4.8 Receptacles for residual products and ADN; When anti-explosion
receptacles for slops protection is required in
column (17) of Table C of
5.4.8.1 If vessels are provided with a tank Chapter 3.2 of ADN, the
for residual products, it is to comply with the
vacuum-relief valve is to be
provisions of 5.4.8.3 , 5.4.8.4 to 5.4.8.7.
capable of withstanding
Receptacles for residual products and
receptacles for slops are to be located only deflagrations and the high
in the cargo area. During the filling of the velocity vent valve is to
receptacles for residual products, means for withstand steady burning;
collecting any leakage are to be placed
under the filling connections. 5.4.8.4.4 a device for measuring the
degree of filling;
5.4.8.2 Receptacles for slops are to be fire
resistant and are to be capable of being 5.4.8.4.5 connections, with stop valves, for
closed with lids. The receptacles for slops pipes and hose assemblies
are to be marked and be easy to handle. 5.4.8.5 Receptacles for residual products
5.4.8.3 The maximum capacity of a tank for are to be equipped with:
residual products is 30 [m3].  a connection enabling
5.4.8.4 The tank for residual products is to gases released during
be equipped with: filling to be evacuated
safely;
5.4.8.4.1 in the case of open system:
 a possibility of indicating
 A device for ensuring the degree of filling;
pressure equilibrium;
 connections with shut-off
 An ullage opening devices, for pipes and
hose assemblies.
 Connections, with slop
valves, for pipes and hose
assemblies;

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5.4.8.6 Receptacles for residual products 5.4.9.2.2 Every insulated distribution

are to be connected to the venting piping of network is to be fitted with an automatic
cargo tanks only for the time necessary to fill device with a visual and audible alarm for
them. During the filling of the receptacle, checking the insulation level.
released gases are to be safely evacuated.
5.4.9.2.3 For the selection of electrical
5.4.8.7 Receptacles for residual products equipment to be used in zones presenting
and receptacles for slops placed on the deck an explosion risk, the explosion groups
are to be located at a minimum distance and temperature classes assigned to the
from the hull equal to one quarter of the substances carried in accordance with
vessel’s breadth. columns (15) and (16) of Table C of
Chapter 3.2 of ADN is to be taken into
5.4.9 Requirements for Electrical Installations consideration.
5.4.9.1 Documents concerning electrical 5.4.9.3 Type and location of electrical
installations equipment
5.4.9.1.1 In addition to the other required 5.4.9.3.1 Only the following equipment
documentations, the following documents may be installed in cargo tanks, residual
are to be on board: cargo tanks, and piping for loading and
a) a drawing indicating the unloading (comparable to zone 0):
boundaries of the cargo area and
the location of the electrical  measuring, regulation and
equipment installed in this area; alarm devices of the EEx
(ia) type of protection.
b) a list of the electrical equipment
referred to in (a) above including 5.4.9.3.2 Only the following equipment
may be installed in the cofferdams,
the following particulars: machine
double-hull spaces, double bottoms and
or appliance, location, type of hold spaces (comparable to zone 1):
protection, type of protection
against explosion, testing body and  measuring, regulation and
approval number; alarm devices of the
certified safe type;
c) a list of or general plan indicating
the electrical equipment outside  lighting appliances of the
the cargo area which may be “flame-proof enclosure” or
“apparatus protected by
operated during loading, unloading
pressurization” type of
or gas-freeing. All other electrical protection;
equipment is to be marked in red.
See 5.4.9.3.7.1 and 5.4.9.3.8.  hermetically sealed echo
sounding devices the
5.4.9.2 Electrical installations cables of which are led
through thick-walled steel
5.4.9.2.1 Only distribution systems without
tubes with gastight
return connection to the hull are permitted.
connections up to the main
This provision does not apply to: deck;
 active cathodic corrosion  cables for the active
protection; cathodic protection of the
shell plating in protective
 certain limited sections of the steel tubes such as those
installations situated outside provided for echo
the cargo area (e.g. sounding devices.
connections of starters of
diesel engines); The following equipment may be
 the device for checking the installed only in double-hull
insulation level referred to in spaces and double bottoms if
5.4.9.2.2 below. used for ballasting:

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 Permanently fixed d) electrical installations in the

submerged pumps with accommodation, the
temperature monitoring, of wheelhouse or the service
the certified safe type. spaces outside the cargo
areas if:
5.4.9.3.3 Only the following equipment
A. These spaces are fitted
may be installed in the service spaces in
with a ventilation system
the cargo area below deck (comparable to
ensuring an
zone 1):
overpressure of 0.1
 measuring, regulation and [kPa] (0.001 bar) and
alarm devices of the none of the windows is
certified safe type; capable of being
opened; the air intakes
 lighting appliances of the of the ventilation system
“flame-proof enclosure” or are to be located as far
“apparatus protected by away as possible,
pressurization” type of however, not less than 6
protection; [m] from the cargo area
and not less than 2 [m]
 motors driving essential
above the deck;
equipment such as ballast
pumps with temperature B. The spaces are fitted
monitoring; they are to be of with a gas detection
the certified safe type. system with sensors:
5.4.9.3.4 The control and protective i. at the suction inlets
equipment of the electrical equipment of the ventilation
referred to in paragraphs system;
5.4.9.3.1,5.4.9.3.2 and 5.4.9.3.3 above is
to be located outside the cargo area if they ii. directly at the top
are not intrinsically safe. edge of the sill of the
entrance doors of
5.4.9.3.5 The electrical equipment in the the accommodation
cargo area on deck (comparable to zone and service spaces;
1) are to be of the certified safe type.
C. The gas concentration
5.4.9.3.6 Accumulators are to be located measurement is
outside the cargo area. continuous;
5.4.9.3.7 Electrical equipment used during D. When the gas
loading, unloading and gas-freeing during concentration reaches
berthing and which are located outside the 20% of the lower
cargo area are to (comparable to zone 2) explosive limit, the
be at least of the “limited explosion risk” ventilators are switched
type. off. In such a case and
when the overpressure
5.4.9.3.7.1 This provision does not apply
is not maintained or in
to:
the event of failure of the
a) lighting installations in the gas detection system,
accommodation, except for the electrical
switches near entrances to installations which do
accommodation; not comply with
5.4.9.3.7 above, are to
b) radiotelephone installations be switched off. These
in the accommodation or the operations are to be
wheelhouse; performed immediately
c) mobile and fixed telephone and automatically and
installations in the activate the emergency
accommodation or the lighting in the
wheelhouse; accommodation, the

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wheelhouse and the 5.4.9.3.11 The failure of the power supply

service spaces, which is for the safety and control equipment is to
to comply at least with be immediately indicated by visual and
the “limited explosion audible signals at the locations where the
risk” type. The alarms are usually actuated.
switching-off is to be
indicated in the 5.4.9.4 Earthing
accommodation and 5.4.9.4.1 The metal parts of electrical
wheelhouse by visual appliances in the cargo area which are not
and audible signals; live as well as protective metal tubes or
E. The ventilation system, metal sheaths of cables in normal service
the gas detection are to be earthed, unless they are so
system and the alarm of arranged that they are automatically
the switch-off device earthed by bonding to the metal structure
fully comply with the of the vessel.
requirements of 5.4.9.4.2 The provisions of 5.4.9.4.1
5.4.9.3.7 above; above apply also to equipment having
F. The automatic switch- service voltages of less than 50 [V].
off device is set so that 5.4.9.4.3 Independent cargo tanks are to
no automatic switching- be earthed.
off may occur while the
vessel is under way. 5.4.9.4.4 Receptacles for residual
products are to be capable of being
e) Inland AIS (automatic earthed.
identification systems)
stations in the 5.4.9.5 Electrical cables
accommodation and in the 5.4.9.5.1 All cables in the cargo area are
wheelhouse if no part of an
to have a metallic sheath.
aerial for electronic
apparatus is situated above 5.4.9.5.2 Cables and sockets in the cargo
the cargo area and if no part area are to be protected against
of a VHF antenna for AIS mechanical damage.
stations is situated within 2
[m] from the cargo area. 5.4.9.5.3 Movable cables are prohibited in
the cargo area, except for intrinsically safe
5.4.9.3.8 The electrical equipment which electric circuits or for the supply of signal
does not meet the requirements set out in lights, gangway lighting
5.4.9.3.7.1 above together with its
switches are to be marked in red. The 5.4.9.5.4 Cables of intrinsically safe
disconnection of such equipment is to be circuits are only to be used for such circuits
operated from a centralised location on and are to be separated from other cables
board. not intended for being used in such circuits
(e.g. they are not to be installed together
5.4.9.3.9 An electric generator which is in the same string of cables and they are
permanently driven by an engine and not to be fixed by the same cable clamps).
which does not meet the requirements of
5.4.9.3.7.1 above, is to be fitted with a 5.4.9.5.5 For movable cables intended for
switch capable of shutting down the signal lights, gangway lighting, only
excitation of the generator. A notice board sheathed cables of type H 07 RN-F in
with the operating instructions is to be accordance with IEC publication-60 245-4
displayed near the switch. (1994) or cables of at least equivalent
design having conductors with a cross-
5.4.9.3.10 Sockets for the connection of section of not less than 1.5 [mm2] is to be
signal lights and gangway lighting are to used. These cables are to be as short as
be permanently fitted to the vessel close to possible and installed so that damage is
the signal mast or the gangway. not likely to occur.
Connecting and disconnecting is not to be
possible except when the sockets are not 5.4.9.5.6 The cables required for the
live. electrical equipment referred to in

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5.5.9.3.2 and 5.5.9.3.3 are accepted in less than 0.50 [m] above the deck. This
cofferdams, double-hull spaces, double requirement need not be complied with if
bottoms, hold spaces and service spaces the wall of the superstructures facing the
below deck. When the vessel is only cargo area extends from one side of the
authorized to carry substances for which vessel to the other and has doors the sills
no antiexplosion protection is required in of which have a height of not less than
column (17) of Table C in Chapter 3.2 of 0.50 [m]. The height of this wall is not to be
ADN, cable penetration is permitted in the less than 2.00 [m]. In this case, the lower
hold spaces. edges of door-openings in the sidewalls of
superstructures and of coamings of
5.4.10 Inspection and Testing access hatches behind this wall are to
5.4.10.1 Pressure tests have a height of not less than 0.10 [m].
The sills of engine room doors and the
5.4.10.1.1 The cargo tanks, residual cargo coamings of its access hatches are to,
tanks, cofferdams, piping of loading and however, always have a height of not less
unloading, with the exception of discharge than 0.50 [m].
hoses are subjected to initial tests before
being put into service and thereafter at 5.5.2.1.3 In the cargo area, the lower
prescribed intervals. edges of door-openings in the sidewalls of
superstructures are to have a height of not
5.4.10.1.2 Where a heating system is less than 0.50 [m] above the deck and the
provided inside the cargo tanks, the sills of hatches and ventilation openings of
heating coils are to be subjected to initial premises located under the deck are to
tests before being put into service and have a height of not less than 0.50 [m]
thereafter at prescribed intervals above the deck. This requirement does not
5.4.10.1.3 The test pressure for the cargo apply to access openings to double-hull
and double bottom spaces.
tanks and residual cargo tanks is not to be
less than 1.3 times the design pressure. 5.5.2.1.4 The bulwarks, foot-rails, etc. are
The test pressure for the cofferdams and to be provided with sufficiently large
open cargo tanks is to be not less than 10 openings which are located directly above
[kPa] gauge pressure. the deck.
5.4.10.1.4 The test pressure for piping for 5.5.2.2 Ventilation
loading and unloading is to be not less
than 1000 [kPa] gauge pressure. 5.5.2.2.1 Each hold space is to have two
openings, the dimensions and location of
5.4.10.1.5 The maximum intervals for the which are to be such as to permit effective
periodic teats is to be 11 years. ventilation of any part of the hold space. If
5.5 Requirements for Type C Tankers there are no such openings, it is to be
possible to fill the hold spaces with inert
5.5.1 General gas or dry air.
5.5.1.1 Application 5.5.2.2.2 Double-hull spaces and double
bottoms within the cargo area which are
5.5.1.1.1 Requirements of this subsection
not arranged for being filled with ballast
are applicable to Type C tankers.
water, hold spaces and cofferdams are to
5.5.2 Arrangement be provided with ventilation systems.

5.5.2.1 Protection against the penetration of 5.5.2.2.3 Any service spaces located in
gases the cargo area below deck are to be
provided with a system of forced
5.5.2.1.1 The vessel is to be designed so ventilation with sufficient power for
as to prevent gases from penetrating into ensuring at least 20 changes of air per
the accommodation and the service hour based on the volume of the space.
spaces. The ventilation exhaust ducts are to
5.5.2.1.2 Outside the cargo area, the extend down to 50 [mm] above the bottom
lower edges of door-openings in the of the service space. The air is to be
sidewalls of superstructures and the supplied through a duct at the top of the
coamings of access hatches to under- service space. The air inlets are to be
deck spaces are to have a height of not located not less than 2 [m] above the deck,

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at a distance of not less than 2 [m] from the cargo area. Doors opening outward
tank openings and 6 [m] from the outlets of and not located in a recess the depth of
safety valves. The extension pipes, which which is at least equal to the width of the
may be necessary, may be of the hinged doors are to have their hinges face the
type. cargo area.
5.5.2.2.4 Ventilation of accommodation 5.5.2.4.3 Entrances from the deck and
and service spaces is to be possible. openings of spaces facing the weather are
to be capable of being closed. The
5.5.2.2.5 Ventilators used in the cargo following instruction is to be displayed at
area are to be designed so that no sparks the entrance of such spaces:
may be emitted on contact of the impeller
blades with the housing and no static
electricity may be generated. DO NOT OPEN DURING LOADING,
5.5.2.2.6 Notice boards are to be fitted at UNLOADING AND DEGASSING
the ventilation inlets indicating the WITHOUT PERMISSION.
conditions when they are to be closed. Any
ventilation inlets of accommodation and CLOSE IMMEDIATELY.
service spaces leading outside are to be
fitted with fire flaps. Such ventilation inlets 5.5.2.4.4 Entrances and windows of
are to be located not less than 2 [m] from superstructures and accommodation
the cargo area. Ventilation inlets of service spaces which can be opened as well as
spaces in the cargo area may be located other openings of these spaces are to be
within such area. located not less than 2 [m] from the cargo
area. No wheelhouse doors and windows
5.5.2.2.7 The flame-arresters prescribed are to be located within 2 [m] from the
in 5.5.2.6.4, 5.5.3.2.5, 5.5.3.2.6, 5.5.3.2.7, cargo area, except where there is no direct
5.5.8.4, 5.5.8.5, 5.5.8.6 and 5.5.8.7 are to connection between the wheelhouse and
be of a type approved for this purpose by the accommodation.
IRS.
5.5.2.4.5 Penetrations
5.5.2.3 Engine rooms
5.5.2.4.5.1 Driving shafts of the bilge or
5.5.2.3.1 Internal combustion engines for ballast pumps in the cargo area may
the vessel’s propulsion as well as internal penetrate through the bulkhead between
combustion engines for auxiliary the service space and the engine room,
machinery is to be located outside the provided the arrangement of the service
cargo area. Entrances and other openings space is in compliance with 5.5.3.1.16,
of engine rooms are to be at a distance of 5.5.3.1.17, 5.5.3.1.18 and 5.5.3.1.19.
not less than 2 [m] from the cargo area.
The engine rooms are to be accessible 5.5.2.4.5.2 The penetration of the shaft
from the deck; the entrances are not to through the bulkhead is to be gastight
face the cargo area. and is to be approved by IRS.
5.5.2.3.2 Where the doors are not located 5.5.2.4.5.3 The necessary operating
in a recess whose depth is at least equal instructions are to be displayed.
to the door width, the hinges are to face
the cargo area. 5.5.2.4.5.4 Penetrations through the
bulkhead between the engine room and
5.5.2.4 Accommodation and service spaces the service space in the cargo area and
the bulkhead between the engine room
5.5.2.4.1 Accommodation spaces and the and the hold spaces may be provided for
wheelhouse are to be located outside the electrical cables, hydraulic and piping for
cargo area forward of the fore vertical measuring, control and alarm systems,
plane or abaft the aft vertical plane provided that the penetration are
bounding the part of the cargo area below approved by IRS. The penetrations are
deck. Windows of the wheelhouse which to be gastight. Penetrations through a
are located not less than 1 [m] above the bulkhead with an “A-60” fire protection
bottom of the wheelhouse may tilt forward. insulation according to SOLAS 74,
5.5.2.4.2 Entrances to spaces and Chapter II-2, Regulation 3, are to have
openings of superstructures are not to face an equivalent fire protection.

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5.5.2.4.5.5 Pipes may penetrate the suction side in the cargo pump-
bulkhead between the engine room and room immediately at the
the service space in the cargo area bulkhead. The necessary
provided that these are pipes between operation of the control devices in
the mechanical equipment in the engine the pump-room, starting of
room and the service space which do not pumps and necessary control of
have any openings within the service the liquid flow rate is to be
space and which are provided with shut- effected from the deck;
off devices at the bulkhead in the engine
room.  the bilge of the cargo pump-room
is equipped with a gauging
5.5.2.4.5.6 Notwithstanding 5.5.3.1.14, device for measuring the filling
pipes from the engine room may pass level which activates a visual and
through the service space in the cargo audible alarm in the wheelhouse
area or a cofferdam or a hold space or a when liquid is accumulating in the
double-hull space to the outside cargo pump-room bilge;
provided that within the service space or
cofferdam or hold space or doublehull  the cargo pump-room is provided
space they are of the thick-walled type with a permanent gas–detection
and have no flanges or openings. system which automatically
indicates the presence of
5.5.2.4.5.7 Where a driving shaft of explosive gases or lack of oxygen
auxiliary machinery penetrates through a by means of direct-measuring
wall located above the deck the sensors and which actuates a
penetration is to be gastight. visual and audible alarm when
the gas concentration has
5.5.2.4.6 A service space located within
reached 20% of the lower
the cargo area below deck is not to be
explosive limit. The sensors of
used as a cargo pump room for the loading
this system are to be placed at
and unloading system, except where:
suitable positions at the bottom
 the pump room is separated from and directly below the deck.
the engine room or from service Measurement is to be
spaces outside the cargo area by continuous. The audible and
a cofferdam or a bulkhead with visual alarms are installed in the
an “A-60” fire protection wheelhouse and in the cargo
insulation according to SOLAS pumproom and, when the alarm
74, Chapter II-2, Regulation 3, or is actuated, the loading and
by a service space or a hold unloading system is shut down.
space; Failure of the gas detection
system is to be immediately
 the “A-60” bulkhead required signalled in the wheelhouse and
above does not include on deck by means of audible and
penetrations referred to in visual alarms;
6.5.7.5.1;
 the ventilation system prescribed
 ventilation exhaust outlets are in 5.5.2.2.3 has a capacity of not
located not less than 6 [m] from less than 30 changes of air per
entrances and openings of the hour based on the total volume of
accommodation and service the service space.
spaces outside the cargo area;
5.5.2.4.7 The following instruction is to be
 the access hatches and displayed at the entrance of the cargo
ventilation inlets can be closed pump-room:
from the outside;
BEFORE ENTERING THE CARGO
 all piping for loading and PUMP-ROOM CHECK WHETHER
unloading as well as those of
stripping systems are provided IT IS FREE FROM GASES AND
with shut-off devices at the pump CONTAINS SUFFICIENT OXYGEN.

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DO NOT OPEN DOORS AND comprises fire-protection insulation “A-60”

ENTRANCE OPENINGS WITHOUT in accordance with SOLAS 74, Chapter II-
2, Regulation 3, or has been fitted out as a
PERMISSION. service space. The cofferdams are not to
LEAVE IMMEDIATELY IN THE be fitted with inlet valves.
EVENT OF ALARM. 5.5.2.6.3 No fixed pipe is to permit
5.5.2.5 Inerting facility connection between a cofferdam and
other piping of the vessel outside the cargo
5.5.2.5.1 In cases in which inerting or area.
blanketing of the cargo is prescribed, the
vessel is to be equipped with an inerting 5.5.2.6.4 When the list of substances on
system. the vessel contains substances for which
protection against explosion is required in
5.5.2.5.2 This system is to be capable of column (17) of Table C of Chapter 3.2 of
maintaining a permanent minimum ADN, the ventilation openings of
pressure of 7 [kPa] (0.07 bar) in the cofferdams are to be fitted with a flame-
spaces to be inerted. In addition, the arrester withstanding a deflagration.
inerting system is not to increase the
pressure in the cargo tank to a pressure 5.5.2.7 Engines
greater than that at which the pressure 5.5.2.7.1 Only internal combustion
valve is regulated. The set pressure of the engines running on fuel with a flashpoint of
vacuum-relief valve is to be 3.5 [kPa] more than 55º C are allowed. This
(0.035 bar). provision does not apply to internal
5.5.2.5.3 A sufficient quantity of inert gas combustion engines which are part of
for loading or unloading is to be carried or propulsion and auxiliary systems. These
produced on board if it is not possible to systems are to meet the requirements of
obtain it on shore. In addition, a sufficient IRS Classification Note “Natural Gas
quantity of inert gas to offset normal losses Fuelled Vessels for Coastal and Inland
occurring during carriage is to be on board. Waters”.

5.5.2.5.4 The premises to be inerted are to 5.5.2.7.2 Ventilation inlets of the engine
be equipped with connections for room, and when the engines do not take in
introducing the inert gas and monitoring air directly from the engine room, air
systems so as to ensure the correct intakes of the engines are to be located not
atmosphere on a permanent basis. less than 2 [m] from the cargo area.

5.5.2.5.5 When the pressure or the 5.5.2.7.3 Sparking is not to be possible

concentration of inert gas in the gaseous within the cargo area.
phase falls below a given value, this 5.5.2.7.4 The surface temperature of the
monitoring system is to activate an audible outer parts of engines used during loading
and visible alarm in the wheelhouse. When or unloading operations, as well as that of
the wheelhouse is unoccupied, the alarm their air inlets and exhaust ducts is not to
is to also be perceptible in a location exceed the allowable temperature
occupied by a crew member. according to the temperature class of the
5.5.2.6 Cofferdam Arrangements substances carried. This provision does
not apply to engines installed in service
5.5.2.6.1 Cofferdams or cofferdam spaces provided the provisions of
compartments remaining once a service 5.5.9.3.7 are fully complied with.
space has been arranged in accordance
with 5.5.3.1.16, 5.5.3.1.17, 5.5.3.1.18 and 5.5.2.7.5 The ventilation in the closed
5.5.3.1.19 are to be accessible through an engine room is to be designed so that, at
access hatch. an ambient temperature of 20 °C, the
average temperature in the engine room
5.5.2.6.2 Cofferdams are to be capable of does not exceed 40º C.
being filled with water and emptied by
means of a pump. Filling is to be effected 5.5.2.8 Oil fuel tanks
within 30 minutes. These requirements are 5.5.2.8.1 Where the vessel is provided
not applicable when the bulkhead between with hold spaces, the double bottoms
the engine room and the cofferdam within these spaces may be arranged as

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oil fuel tanks, provided their depth is not bottoms which do not have a
less than 0.6 [m]. Oil fuel pipes and common boundary wall with
openings of such tanks are not permitted the cargo tanks;
in the hold space.
 cofferdams, double-hull
5.5.2.8.2 The open ends of the air pipes of spaces, hold spaces and
all oil fuel tanks are to extend to not less double bottoms where
than 0.5 [m] above the open deck. Their ballasting is carried out using
open ends and the open ends of overflow the piping of the fire-fighting
pipes leading to the deck are to be fitted system in the cargo area and
with a protective device consisting of a bilge pumping is performed
gauze diaphragm or a perforated plate. using eductors.
5.5.2.9 Exhaust pipes 5.5.2.10.2 Where the double bottom is
used as a liquid oil fuel tank, it is not to be
5.5.2.9.1 Exhausts are to be evacuated
connected to the bilge piping system.
from the vessel into the open air either
upwards through an exhaust pipe or 5.5.2.10.3 Where the ballast pump is
through the shell plating. The exhaust installed in the cargo area, the standpipe
outlet is to be located not less than 2 [m] and its outboard connection for suction of
from the cargo area. The exhaust pipes of ballast water is to be located within the
engines are to be arranged so that the cargo area but outside the cargo tanks.
exhausts are led away from the vessel.
The exhaust pipes are not to be located 5.5.2.10.4 A cargo pump-room below deck
within the cargo area. is to be capable of being drained in an
emergency by an installation located in the
5.5.2.9.2 Exhaust pipes are to be provided cargo area and independent from any
with a device preventing the escape of other installation. This installation is to be
sparks, e.g. spark arresters. provided outside the cargo pump-room.
5.5.2.10 Bilge pumping and ballasting 5.5.3 Cargo Containment
arrangements
5.5.3.1 Hold spaces and cargo tanks
5.5.2.10.1 Bilge and ballast pumps for
spaces within the cargo area are to be 5.5.3.1.1 The maximum permissible
installed within such area. capacity of a cargo tank is to be
determined in accordance with the
This provision does not apply to: following table:
 double-hull spaces and double

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Table 4: Tank Sizes

Loa x Boa x D, Maximum permissible capacity

in m3 of a cargo tank (m3)

≤ 600 Loa x Boa x D x 0.3

600 – 3750 180 + (Loa x Boa x D – 600) x 0.0635

> 3750 380

where:
LOA X BOA X D : Product of the tank vessel main dimensions, in [m3]
LOA : overall length of the hull, in [m]
BOA : extreme breadth in [m]
D : Shortest vertical distance between the top of the keel and the lowest point of the deck
at the side of the vessel; (moulded depth) within the cargo area in [m].

5.5.3.1.2 Alternative constructions in independent of the vessel’s hull and

compliance with Chapter 9, 9.3.4 of ADN refrigerated cargo tanks may only be
are acceptable installed in a hold space which is bounded
by double-hull spaces and double bottoms
5.5.3.1.3 The relative density of the in accordance with 5.5.3.1.20 below. The
substances to be carried is to be taken into cargo tanks are not to extend beyond the
consideration in the design of the cargo deck. Refrigerated cargo tank fastenings
tanks. The maximum relative density is to are to meet the requirements 3.6.4.
be indicated in the certificate of approval;
5.5.3.1.7 The cargo tanks independent of
5.5.3.1.4 When the vessel is provided with the vessel’s hull are to be fixed so that they
pressure cargo tanks, these tanks are to cannot float;
be designed for a working pressure of 400
[kPa] (4 bar); 5.5.3.1.8 The capacity of a suction well is
to be limited to not more than 0.10 [m3].
5.5.3.1.5 The cargo tank is to comply with
the following: 5.5.3.1.9 Side–struts linking or supporting
the load-bearing components of the sides
 For vessels with a length of not of the vessel with the load-bearing
more than 50 [m], the length of a components of the longitudinal walls of
cargo tank is not to exceed 10 [m]; cargo tanks and side–struts linking the
 For vessels with a length of more load-bearing components of the vessel’s
than 50 [m], the length of a cargo bottom with the tank-bottom are
tank is not to exceed 0.20 L; prohibited;

This provision does not apply to 5.5.3.1.10 A local recess in the cargo
vessels with independent built–in deck, contained on all sides, with a depth
cylindrical tanks having a length to greater than 0.1 [m], designed to house
diameter ratio ≤ 7. the loading and unloading pump, is
permitted if it fulfils the following
5.5.3.1.6 In the cargo area (except conditions:
cofferdams) the vessel is to be designed
as a flush–deck double-hull vessel, with  The recess is not to be greater than
double-hull spaces and double bottoms, 1 [m] in depth;
but without a trunk; Cargo tanks

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 The recess is to be located not less protection insulation according to

than 6 [m] from entrances and SOLAS 74, Chapter II-2,
openings to accommodation and Regulation 3;
service spaces outside the cargo
area;  When the cargo area is fitted with
a water-spray system, electrical
 The recess is to be located at a equipment located in the recess is
minimum distance from the side to be protected against infiltration
plating equal to one quarter of the of water;
vessel’s breadth;
 Pipes connecting the recess to the
 All pipes linking the recess to the hull are not to pass through the
cargo tanks are to be fitted with cargo tanks.
shut-off devices fitted directly on
5.5.3.1.11 The cargo tanks are to be
the bulkhead;
separated by cofferdams of at least 0.60
 All the controls required for the [m] in width from the accommodation,
equipment located in the recess engine rooms and service spaces outside
are to be activated from the deck; the cargo area below deck or, if there are
no such accommodation, engine rooms
 If the recess is deeper than 0.5 [m], and service spaces, from the vessel’s
it is to be provided with a ends. Where the cargo tanks are installed
permanent gas detection system in a hold space, a space of not less than
which automatically indicates the 0.50 [m] is to be provided between such
presence of explosive gases by tanks and the end bulkheads of the hold
means of direct-measuring space. In this case an end bulkhead
sensors and actuates a visual and meeting at least the definition for Class “A-
audible alarm when the gas 60” according to SOLAS 74, Chapter II-2,
concentration has reached 20% of Regulation 3, is to be deemed equivalent
the lower explosion limit. The to a cofferdam. For pressure cargo tanks,
sensors of this system are to be the 0.50 [m] distance may be reduced to
placed at suitable positions at the 0.20 [m];
bottom of the recess.
Measurement is to be continuous; 5.5.3.1.12 Hold spaces, cofferdams and
cargo tanks are to be capable of being
 Visual and audible alarms are to be inspected;
installed in the wheelhouse and on
deck and, when the alarm is 5.5.3.1.13 All spaces in the cargo area are
actuated, the vessel loading and to be capable of being ventilated. Means
unloading system is to be shut for checking their gas-free condition is to
down. Failure of the gas detection be provided.
system is to be immediately 5.5.3.1.14 The bulkheads bounding the
signalled in the wheelhouse and on cargo tanks, cofferdams and hold spaces
deck by means of visual and are to be watertight. The cargo tanks and
audible alarms; the bulkheads bounding the cargo area
 It is to be possible to drain the are to have no openings or penetrations
recess using a system installed on below deck. The bulkhead between the
deck in the cargo area and engine room and the cofferdam or service
independent of any other system; space in the cargo area or between the
engine room and a hold space may be
 The recess is to be provided with a fitted with penetrations provided that they
level alarm device which activates conform to the provisions of 5.5.2.4.5. The
the draining system and triggers a bulkhead between the cargo tank and the
visual and audible alarm in the cargo pump-room below deck may be
wheelhouse when liquid fitted with penetrations provided that they
accumulates at the bottom; conform to the provisions of 5.5.2.4.6. The
bulkheads between the cargo tanks may
 When the recess is located above be fitted with penetrations provided that
the cofferdam, the engine room the loading or unloading piping are fitted
bulkhead is to have an ‘A-60’ fire with shut-off devices in the cargo tank from

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which they come. These shut-off devices strengthened accordingly.

are to be operable from the deck.
When a vessel is built according
5.5.3.1.15 Double-hull spaces and double to the transverse framing
bottoms in the cargo area are to be system, a longitudinal stringer
arranged for being filled with ballast water system is to be arranged instead
only. Double bottoms may, however, be of (c) above. The distance
used as oil fuel tanks, provided they between the longitudinal
comply with the provisions of 5.5.2.8. stringers is not to exceed 0.80
[m] and their depth is to be not
5.5.3.1.16 A cofferdam, the centre part of less than 0.15 [m], provided they
a cofferdam or another space below deck are completely welded to the
in the cargo area may be arranged as a frames. The cross-sectional
service space, provided the bulkheads area of the facebar or faceplate
bounding the service space extend is to be not less than 7.0 [cm2] as
vertically to the bottom. This service space in (c) above. Where cut-outs are
is only to be accessible from the deck; arranged in the stringer at the
5.5.3.1.17 The service space is to be connection with the frames, the
watertight with the exception of its access web depth of the stringer is to be
hatches and ventilation inlets; increased with the depth of cut-
outs.
5.5.3.1.18 No piping for loading and
unloading is to be fitted within the service The mean depth of the double
space referred to under 5.5.3.1.16 above; bottoms is to be not less than
0.70 [m]. It is to be, however,
5.5.3.1.19 Piping for loading and never be less than 0.60 [m]. The
unloading may be fitted in the cargo pump- depth below the suction wells
rooms below deck only when they conform may be reduced to 0.50 [m].
to the provisions of 5.5.2.4.6.
Alternative constructions in
5.5.3.1.20 For double-hull construction accordance with Chapter 9,
with the cargo tanks integrated in the 9.3.4 of ADN are acceptable.
vessel’s structure, the distance between
the side wall of the vessel and the 5.5.3.1.21 When a vessel is built with
longitudinal bulkhead of the cargo tanks is cargo tanks located in a hold space or
to be not less than 1 [m]. The distance may refrigerated cargo tanks, the distance
be reduced to 0.80 [m], provided that, the between the double walls of the hold
following reinforcements have been made: space is to be not less than 0.80 [m] and
the depth of the double bottom is to be not
a) 25% increase in the thickness of less than 0.60 [m].
the deck stringer plate;
5.5.3.1.22 Where service spaces are
b) 15% increase in the side plating located in the cargo area under deck, they
thickness; are to be arranged so as to be easily
c) Arrangement of a longitudinal accessible and to permit persons wearing
framing system at the vessel’s protective clothing and breathing
apparatus to safely operate the service
side, where depth of the
longitudinals are to be not less equipment contained therein. They are to
than 0.15 [m] and the be designed so as to allow injured or
unconscious personnel to be removed
longitudinals are to have a face
plate with the cross-sectional from such spaces without difficulties, if
area of at least 7.0 [cm2]; necessary by means of fixed equipment.
5.5.3.1.23 Cofferdams, double-hull
d) The stringer or longitudinal
framing systems are to be spaces, double bottoms, cargo tanks, hold
spaces and other accessible spaces within
supported by web frames, and
the cargo area are to be arranged so that
like bottom girders fitted with
lightening holes, at a maximum they may be completely inspected and
cleaned in an appropriate manner. The
spacing of 1.80 [m]. These
dimensions of openings except for those of
distances may be increased if
the longitudinals are double-hull spaces and double bottoms

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which do not have a wall adjoining the indicated on the valves;

cargo tanks are to be sufficient to allow a
person wearing breathing apparatus to  a connection for the safe return
enter or leave the space without ashore of gases expelled during
difficulties. These openings are to have a loading;
minimum cross-sectional area of 0.36 [m2]  a device for the safe
and a minimum side length of 0.50 [m]. depressurization of the tanks.
They are to be designed so as to allow an When the list of substances on
injured or unconscious person to be the vessel contains substances
removed from the bottom of such a space for which protection against
without difficulties, if necessary by means explosion is required in column
of fixed equipment. In these spaces the (17) of Table C of Chapter 3.2
distance between the reinforcements are of ADN, this device is to include
not to be less than 0.50 [m]. In double at least a flame arrester
bottoms this distance may be reduced to capable of withstanding steady
0.45 [m]. Cargo tanks may have circular burning and a stop valve which
openings with a diameter of not less than clearly indicates whether it is
0.68 [m]. open or shut.
5.5.3.2 Cargo tank openings 5.5.3.2.6 The outlets of high-velocity vent
5.5.3.2.1 Cargo tank openings are to be valves are to be located not less than 2 [m]
located on deck in the cargo area. above the deck and at a distance of not
less than 6 [m] from the accommodation
5.5.3.2.2 Cargo tank openings with a and from the service spaces outside the
cross-section of more than 0.10 [m2] and cargo area. This height may be reduced
openings of safety devices for preventing when within a radius of 1 [m] round the
overpressures are to be located not less outlet of the high-velocity vent valve, there
than 0.50 [m] above deck. is no equipment, no work is being carried
out and signs indicate the area. The
5.5.3.2.3 Cargo tank openings are to be
setting of the high-velocity vent valves is to
fitted with gastight closures capable of
be such that during the transport operation
withstanding the test pressure in
they do not blow off until the maximum
accordance with 5.5.10.1.2.
permissible working pressure of the cargo
5.5.3.2.4 Closures which are normally tanks is reached.
used during loading or unloading
5.5.3.2.7 One of the following is to be
operations are not to cause sparking when
complied with:
operated.
5.5.3.2.7.1 Insofar as anti-explosion
5.5.3.2.5 Each cargo tank or group of
protection is prescribed in column (17) of
cargo tanks connected to a common
Table C of Chapter 3.2 of ADN, venting
venting piping are to be fitted with:
piping connecting two or more cargo
 safety devices for preventing tanks is to be fitted, at the connection to
unacceptable overpressures or each cargo tank, with a flame arrester
vacuums. When anti-explosion with a fixed or spring-loaded plate stack,
protection is required in column capable of withstanding a detonation.
(17) of Table C of Chapter 3.2 This equipment may consist of:
of ADN, the vacuum valve is to
 a flame arrester fitted with a
be fitted with a flame arrester
fixed plate stack, where each
capable of withstanding a
cargo tank is fitted with a
deflagration and the pressure–
vacuum valve capable of
relief valve with a high-velocity
withstanding a deflagration
vent valve capable of
and a high-velocity vent valve
withstanding steady burning.
capable of withstanding
The gases are to be discharged
steady burning;
upwards. The opening pressure
of the high velocity vent valve  a flame arrester fitted with a
and the opening pressure of the spring-loaded plate stack,
vacuum valve is to be indelibly where each cargo tank is

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fitted with a vacuum valve tanks are to be fitted, at the connection

capable of withstanding a to each cargo tank, with a shut-off device
deflagration; capable of withstanding a detonation,
where each cargo tank is fitted with a
 a flame arrester with a fixed vacuum valve capable of withstanding a
or spring-loaded plate stack; deflagration and a high-velocity vent
 a flame arrester with a fixed valve capable of withstanding steady
plate stack, where the burning.
pressure–measuring device Only substances which do not mix and
is fitted with an alarm system which do not react dangerously with
in accordance with 5.5.5.8.1, each other may be carried
5.5.5.8.2 and 5.5.5.8.3; simultaneously in cargo tanks connected
When a fire-fighting to a common venting piping.
installation is permanently 5.5.4 Stability
mounted on deck in the cargo
area and can be brought into 5.5.4.1 General
service from the deck and
5.5.4.1.1 Proof of sufficient stability is to be
from the wheelhouse, flame
submitted including for stability in
arresters need not be
damaged condition.
required for individual cargo
tanks. Only substances 5.5.4.1.2 The basic values for the stability
which do not mix and which calculation, the vessel’s lightweight and
do not react dangerously with location of the centre of gravity, are to be
each other may be carried determined either by means of an inclining
simultaneously in cargo experiment or by detailed mass and
tanks connected to a moment calculation. In the latter case the
common venting piping; or, lightweight of the vessel is to be checked
by means of a lightweight test with a
5.5.3.2.7.2 Insofar as anti-explosion
tolerance limit of ± 5% between the mass
protection is prescribed in column (17) of
determined by calculation and the
Table C of Chapter 3.2 of ADN, venting
displacement determined by the draught
piping connecting two or more cargo
readings.
tanks are to be fitted, at the connection
to each cargo tank, with a 5.5.4.1.3 Proof of sufficient intact stability
pressure/vacuum relief valve is to be submitted for all stages of loading
incorporating a flame arrester capable of and unloading and for the final loading
withstanding a detonation/deflagration. condition for all the relative densities of the
Only substances which do not mix and substances transported contained in the
which do not react dangerously with list of cargoes. For every loading
each other may be carried operation, taking account of the actual
simultaneously in cargo tanks connected fillings and floating position of cargo tanks,
to a common venting piping; or, ballast tanks and compartments, drinking
water and sewage tanks and tanks
5.5.3.2.7.3 Insofar as anti-explosion
containing products for the operation of the
protection is prescribed in column (17) of
vessel, the vessel is to comply with the
Table C of Chapter 3.2 of ADN, an
intact and damage stability requirements.
independent venting piping for each
Intermediate stages during operations are
cargo tank, fitted with a vacuum valve
also to be taken into consideration. The
incorporating a flame arrester capable of
proof of sufficient stability is to be shown
withstanding a deflagration and a high
for every operating, loading and ballast
velocity vent valve incorporating a flame
condition in the stability booklet, to be
arrester capable of withstanding steady
approved. If it is unpractical to pre-
burning. Several different substances
calculate the operating, loading and
may be carried simultaneously;or,
ballast conditions, an approved loading
5.5.3.2.7.4 Insofar as anti-explosion instrument is to be installed and used
protection is prescribed in column (17) of which contains the contents of the stability
Table C of Chapter 3.2 of ADN, venting booklet.
piping connecting two or more cargo

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5.5.4.1.4 Floatability after damage is to be b) The surface of the positive

proved for the most unfavourable loading area of the righting lever curve
condition. For this purpose, calculated up to immersion of the first
proof of sufficient stability is to be non-watertight opening and in
established for critical intermediate stages any event up to an angle of
of flooding and for the final stage of heel < 27°is not to be less than
flooding. 0.024 [m.rad];
5.5.4.2 Intact stability c) The metacentric height (GM) is
to be not less than 0.10 [m].
5.5.4.2.1 The requirements for intact
stability resulting from the damage stability These conditions are to be met
calculation are to be fully complied with. bearing in mind the influence of
all free surfaces in tanks for all
5.5.4.2.2 For vessels with cargo tanks of stages of loading and
more than 0.70 B in width, proof is to be unloading.
submitted that the following stability
requirements have been complied with: 5.5.4.2.3 The most stringent requirement
of 5.5.4.2.1 and 5.5.4.2.2 is applicable to
a) In the positive area of the the vessel.
righting lever curve up to
immersion of the first non-
watertight opening there is to
be a righting lever (GZ) of not
less than 0.10 [m];

5.5.4.3 Damage stability

5.5.4.3.1 The following assumptions are to be taken into consideration for the damaged condition:
a) extent of side damage:

Longitudinal extent: At least 0.10 LOA, but not less than 5 [m]

Transverse extent : 0.79 [m] inboard from the vessel’s side at right angles to
the centerline at the level corresponding to the maximum
draught , or when applicable, the distance allowed by sec
Chapter 9, 9.3.4 of ADN, reduced by 0.01[m]

Vertical extent : From the base line upwards without limit

b) extent of bottom damage:

Longitudinal extent: At least 0.10 LOA, but not less than 5 [m]

Transverse extent : 3 [m]

Vertical extent : From the base 0.59[m] upwards, the sump excepted

c) Any bulkhead within the damaged area is to be assumed damaged, which

means that the location of bulkheads is to be chosen to ensure that the vessel
remains afloat after the flooding of two or more adjacent compartments in the
longitudinal direction.

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The following provisions are applicable:

 For bottom damage, adjacent athwartship compartments are also to
be assumed flooded
 the lower edge of any non-watertight opening (e.g. windows, doors
and access hatchways), at the final stage of flooding, is to be not less
than 0.10 [m] above the damage waterline.
 In general, permeability is to be assumed to be 95%. Where an
average permeability of less than 95% is calculated for any
compartment, this calculated value obtained may be used. However,
minimum values of permeability, μ, given in Table 5 are to be used.
For the main engine room, only the one-compartment standard need
be taken into account, i.e. the end bulkheads of the engine room are
to be assumed as not damaged.

Table 5: Permeability
Engine Room 85%
Accommodation 95%
Double Bottom, Oil Fuel Tanks, Ballast 0% or 95%
Tanks, etc. depending on whether,
according to their function, they have to
be assumed as full or empty for vessel
floating at the maximum permissible
draft

5.5.4.3.2 For the intermediate stage of

flooding the following criteria have to be 5.5.4.3.4 The positive range of the righting
fulfilled: lever curve beyond the stage of
equilibrium is to have a righting lever of ≥
GZ≥0.03[m] 0.05 [m] in association with an area under
the curve of ≥ 0.0065 [m.rad]. The
Range of positive GZ: 5˚ minimum values of stability are to be
5.5.4.3.3 At the stage of equilibrium (in the satisfied up to immersion of the first non-
final stage of flooding), the angle of heel is weathertight openings and in any event up
not to exceed 12°. Non-watertight to an angle of heel ≤ 27°. If nonwatertight
openings are not to be flooded before openings are immersed before that stage,
reaching the stage of equilibrium. If such the corresponding spaces are to be
openings are immersed before the stage considered flooded for the purpose of
of equilibrium, the corresponding spaces stability calculation.
are to be considered flooded for the
purpose of stability calculation.

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5.5.4.3.5 If openings through which

undamaged compartments may f) an instrument for measuring the
additionally become flooded are capable temperature of the cargo, if in
of being closed watertight, the closing column (9) of Table C of Chapter
appliances are to be marked accordingly. 3.2 of ADN a heating installation
is required, or if a maximum
5.5.4.3.6 Where cross- or down-flooding temperature is indicated in
openings are provided for reduction of column (20) of that list;
unsymmetrical flooding, the time of
equalization is not to exceed 15 min, g) a connection for a closed-type or
provided during the intermediate stages of partly closed-type sampling
flooding sufficient stability has been device, and/or at least one
proved. sampling opening as required in
column (13) of Table C of
5.5.5 Safety and control installations Chapter 3.2 of ADN.
5.5.5.1 Cargo tanks are to be provided with 5.5.5.2 When the degree of filling in per cent
the following equipment: is determined, an error of not more than
0.5% is permitted. It is to be calculated on
a) a mark inside the tank indicating the basis of the total cargo tank capacity
the liquid level of 95%; including the expansion trunk.
b) a level gauge; 5.5.5.3 The level gauge is to allow readings
c) a level alarm device which is from the control position of the shut-off
activated at the latest when a devices of the particular cargo tank. The
degree of filling of 90% is permissible maximum filling levels of 95%
reached; and 97%, as given in the list of substances,
are to be marked on each level gauge.
d) a high level sensor for actuating Permanent reading of the overpressure and
the facility against overflowing at vacuum is to be possible from a location
the latest when a degree of filling from which loading or unloading operations
of 97.5% is reached; may be interrupted. The permissible
e) an instrument for measuring the maximum overpressure and vacuum are to
pressure of the vapour phase be marked on each level gauge. Readings
are to be possible in all weather conditions.
inside the cargo tank;

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5.5.5.4 The level alarm device is to give a electrical circuits actuating the rapid closing
visual and audible warning on board when device are to be secured according to the
actuated. The level alarm device is to be quiescent current principle or other
independent of the level gauge. appropriate error detection measures. The
state of operation of electrical circuits which
5.5.5.5 High Level Sensors cannot be controlled using the quiescent
5.5.5.5.1 The high level sensor referred to current principle are to be capable of being
in 5.5.5.1d) above is to give a visual and easily checked. It is to be possible to actuate
audible alarm on board and at the same the rapid closing device independently of the
time actuate an electrical contact which in electrical signal. The rapid closing device is
the form of a binary signal interrupts the to actuate a visual and audible alarm on
electric current loop provided and fed by board.
the shore facility, thus initiating measures 5.5.5.7 The visual and audible signals
at the shore facility against overflowing given by the level alarm device are to be
during loading operations. The signal is to clearly distinguishable from those of the high
be transmitted to the shore facility via a level sensor. The visual alarm is to be visible
watertight two–pin plug of a connector at each control position on deck of the cargo
device in accordance with standard EN tank stop valves. It is to be possible to easily
60309 for direct current of 40 to 50 volts, check the functioning of the sensors and
identification colour white, position of the electric circuits or these are to be
nose 10 h. The plug is to be permanently “intrinsically safe apparatus”.
fitted to the vessel close to the shore
connections of the loading and unloading 5.5.5.8 Cargo tank pressure and
piping. temperature monitoring
5.5.5.5.2 The high level sensor is also to 5.5.5.8.1 When the pressure or
be capable of switching off the vessel’s temperature exceeds a set value,
own discharging pump. instruments for measuring the vacuum or
overpressure of the gaseous phase in the
5.5.5.5.3 The high level sensor is to be cargo tank or the temperature of the cargo,
independent of the level alarm device, but is to activate a visual and audible alarm in
it may be connected to the level gauge. the wheelhouse. When the wheelhouse is
5.5.5.5.4 During discharging by means of unoccupied the alarm is also to be
the on-board pump, it is to be possible for perceptible in a location occupied by a
the shore facility to switch it off. For this crew member.
purpose, an independent intrinsically safe 5.5.5.8.2 When the pressure exceeds the
power line, fed by the vessel, is to be set value during loading and unloading,
switched off by the shore facility by means the instrument for measuring the pressure
of an electrical contact. It is to be possible is to, by means of the plug referred to in
for the binary signal of the shore facility to 5.5.5.5 and 5.5.5.6 above, initiate
be transmitted via a watertight two–pole immediately an electrical contact which is
socket or a connector device in to put into effect measures to interrupt the
accordance with standard EN 60309, for loading or unloading operation. If the
direct current of 40 to 50 volts, vessel’s own discharge pump is used, it is
identification colour white, position of the to be switched off automatically. The
nose 10 h. This socket is to be instrument for measuring the overpressure
permanently fitted to the vessel close to or vacuum is to activate the alarm at latest
the shore connections of the unloading when an overpressure is reached equal to
piping. 1.15 times the opening pressure of the
5.5.5.6 Vessels which may be delivering pressure relief device, or a vacuum
products required for operation of vessels pressure equal to the construction vacuum
are to be equipped with a transhipment pressure but not exceeding 5 [kPa] (0.05
facility compatible with European standard bar). The maximum allowable temperature
EN 12827:1999 and a rapid closing device is indicated in column (20) of Table C of
enabling refuelling to be interrupted. It is to Chapter 3.2 of ADN. The sensors for the
be possible to actuate this rapid closing alarms mentioned in this paragraph may
device by means of an electrical signal from be connected to the alarm device of the
the overflow prevention system. The sensor.

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5.5.5.8.3 When it is prescribed in column the safety valves, by one or more of the
(20) of Table C of Chapter 3.2 of ADN, the following means:
instrument for measuring the overpressure
of the gaseous phase is to activate a a) a system for the regulation of cargo
visible and audible alarm in the tank pressure using mechanical
wheelhouse when the overpressure refrigeration;
exceeds 40 [kPa] (0.4 bar) during the b) a system ensuring safety in the
voyage. When the wheelhouse is event of the heating or increase in
unoccupied, the alarm is also to be pressure of the cargo. The
perceptible in a location occupied by a insulation or the design pressure of
crew member. the cargo tank, or the combination
5.5.5.9 Where the control elements of the of these two elements, is to be
shut-off devices of the cargo tanks are such as to leave an adequate
located in a control room, it is to be possible margin for the operating period and
to stop the loading pumps and read the level the temperatures expected; in
gauges in the control room, and the visual each case the system is to be
and audible warning given by the level alarm deemed acceptable by IRS and is
device, the high level sensor referred to in to ensure safety for a minimum
5.5.5.1d) and the instruments for measuring time of three times the operation
the pressure and temperature of the cargo period;
are to be noticeable in the control room and 5.5.6.1.2 The systems prescribed in
on deck. Satisfactory monitoring of the 5.5.6.1.1 are to be constructed, installed
cargo area is to be ensured from the control and tested to the satisfaction of IRS. The
room. materials used in their construction are to
5.5.5.10 The vessel is to be so equipped be compatible with the cargoes to be
that loading or unloading operations can be carried. For normal service, the upper
interrupted by means of switches, i.e. the ambient design temperature limits are to
quick-action stop valve located on the be:
flexible vessel–to–shore connecting line Air: +45° C;
must be capable of being closed. The switch
is to be placed at two points on the vessel Water: +32° C.
(fore and aft). This provision applies only 5.5.6.1.3 The cargo storage system is to
when prescribed in column (20) of Table C
be capable of resisting the full vapour
of Chapter 3.2 of ADN. The interruption
pressure of the cargo at the upper limits of
system is to be designed according to the the ambient design temperatures,
quiescent current principle.
whatever the system adopted to deal with
5.5.5.11 When refrigerated substances are the boil-off gas. This requirement is
carried the opening pressure of the safety indicated by remark 37 in column (20) of
system is to be determined by the design of Table C of Chapter 3.2 of ADN.
the cargo tanks. In the event of the transport 5.5.6.2 Refrigeration system
of substances that must be carried in a
refrigerated state the opening pressure of 5.5.6.2.1 The refrigeration system referred
the safety system is to be not less than 25 to in 5.5.6.1.1a) is to be composed of one
[kPa] (0.25 bar) greater than the maximum or more units capable of keeping the
pressure calculated according to 5.5.6.2. pressure and temperature of the cargo at
the upper limits of the ambient design
5.5.6 Cargo Pressure and Temperature
temperatures at the prescribed level.
Control
Unless another means of regulating cargo
5.5.6.1 Requirements for maintenance of pressure and temperature deemed
cargo pressure and temperature satisfactory by IRS is provided, provision
is to be made for one or more stand-by
5.5.6.1.1 Unless the entire cargo system is units with an output at least equal to that
designed to resist the full effective vapour of the largest prescribed unit. A stand-by
pressure of the cargo at the upper limits of unit is to include a compressor, its engine,
the ambient design temperatures, the its control system and all necessary
pressure of the tanks is to be kept below accessories to enable it to operate
the permissible maximum set pressure of independently of the units normally used.

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Provision is to be made for a stand-by service.

heat-exchanger unless the system’s
normal heat-exchanger has a surplus 5.5.6.2.6 The refrigeration system may
capacity equal to at least 25% of the take one of the following forms:
largest prescribed capacity. It is not a) Direct system: the cargo vapours
necessary to make provision for separate are compressed, condensed and
piping. Cargo tanks, piping and returned to the cargo tanks. This
accessories are to be insulated so that, in system is not to be used for certain
the event of a failure of all cargo cargoes specified in Table C of
refrigeration systems, the entire cargo Chapter 3.2 of ADN. This
remains for at least 52 hours in a condition requirement is indicated by remark
not causing the safety valves to open. 35 in column (20) of Table C of
5.5.6.2.2 The security devices and the Chapter 3.2 of ADN;
connecting lines from the refrigeration b) Indirect system: the cargo or the
system are to be connected to the cargo cargo vapours are cooled or
tanks above the liquid phase of the cargo condensed by means of a coolant
when the tanks are filled to their maximum without being compressed;
permissible degree of filling. They are to
remain within the gaseous phase, even if c) Combined system: the cargo
the vessel has a list up to 12 degrees. vapours are compressed and
condensed in a cargo/coolant heat-
5.5.6.2.3 When several refrigerated exchanger and returned to the
cargoes with a potentially dangerous cargo tanks. This system is not to
chemical reaction are carried be used for certain cargoes
simultaneously, particular care is to be specified in Table C of Chapter 3.2
given to the refrigeration systems to of ADN. This requirement is
prevent any mixing of the cargoes. For the indicated by remark 36 in column
carriage of such cargoes, separate (20) of Table C of Chapter 3.2 of
refrigeration systems, each including the ADN.
full stand-by unit referred to in 5.5.6.2.1, is
to be provided for each cargo. When, 5.5.6.2.7 All primary and secondary
however, refrigeration is ensured by an coolant fluids are to be compatible with
indirect or combined system and no leak in each other and with the cargo with which
the heat exchangers can under any they may come into contact. Heat
foreseeable circumstances lead to the exchange may take place either at a
mixing of cargoes, no provision need be distance from the cargo tank, or by using
made for separate refrigeration units for cooling coils attached to the inside or the
the different cargoes. outside of the cargo tank.

5.5.6.2.4 When several refrigerated 5.5.6.2.8 When the refrigeration system is

cargoes are not soluble in each other installed in a separate service space, this
under conditions of carriage such that their service space is to meet the requirements
vapour pressures are added together in of 5.5.2.4.6.
the event of mixing, particular care is to be 5.5.6.2.9 For all cargo systems, the heat
given to the refrigeration systems to transmission coefficient as used for the
prevent any mixing of the cargoes.
determination of the holding time is to be
5.5.6.2.5 When the refrigeration systems determined by calculation. Upon
require water for cooling, a sufficient completion of the vessel, the correctness
quantity is to be supplied by a pump or of the calculation is to be checked by
pumps used exclusively for the purpose. means of a heat balance test. The
This pump or pumps are to have at least calculation and test is to be performed
two suction pipes, leading from two water under supervision by IRS. The heat
intakes, one to port, the other to starboard. transmission coefficient is to be
Provision is to be made for a stand-by documented and kept on board. The heat
pump with a satisfactory flow; this may be transmission coefficient is to be verified at
a pump used for other purposes provided every renewal of the certificate of
that its use for supplying water for cooling approval.
does not impair any other essential

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5.5.6.3 Cargo heating system 5.5.6.4.2 The spray nozzles are to be so

installed that the entire cargo deck area is
5.5.6.3.1 Boilers, which are used for covered and the gases released are
heating the cargo, are to be fueled with a precipitated safely. The system is to be
liquid fuel having a flashpoint of more than capable of being put into operation from
55 °C. They are to be placed either in the the wheelhouse and from the deck. Its
engine room or in another separate space capacity is to be such that when all the
below deck and outside the cargo area, spray nozzles are in operation, the outflow
which is accessible from the deck or from is not less than 50 litres per square metre
the engine room. of deck area and per hour.
5.5.6.3.2 The cargo heating system is to 5.5.7 Pumps and piping
be designed so that the cargo cannot
penetrate into the boiler in the case of a 5.5.7.1 Pumps, compressors and accessory
leak in the heating coils. A cargo heating loading and unloading piping are to be
system with artificial draught is to be placed in the cargo area. Cargo pumps are
ignited electrically. to be capable of being shut down from the
cargo area and, in addition, from a position
5.5.6.3.3 The ventilation system of the outside the cargo area. Cargo pumps
engine room is to be designed taking into situated on deck are to be located not less
account the air required for the boiler. than 6 [m] from entrances to, or openings of,
5.5.6.3.4 Where the cargo heating system the accommodation and service spaces
is used during loading, unloading or gas- outside the cargo area.
freeing, the service space which contains 5.5.7.2 Piping for loading and unloading is to
this system is to fully comply with the be independent of any other piping of the
requirements of 5.5.9.3.7. This vessel. No cargo piping is to be located
requirement does not apply to the inlets of below deck, except those inside the cargo
the ventilation system. These inlets are to tanks and inside the cargo pump-room.
be located at a minimum distance of 2 [m]
from the cargo area and 6 [m] from the 5.5.7.3 The piping for loading and unloading
openings of cargo tanks or residual cargo is to be arranged so that, after loading or
tanks, loading pumps situated on deck, unloading operations, the liquid remaining in
openings of high velocity vent valves, these pipes may be safely removed and
pressure relief devices and shore may flow either into the vessel’s tanks or the
connections of loading and unloading tanks ashore.
piping and must be located not less than 2
[m] above the deck. The requirements of 5.5.7.4 Piping for loading and unloading is to
5.5.9.3.7.are not applicable to the be clearly distinguishable from other piping,
unloading of substances having a flash e.g. by means of colour marking.
point of 60 [°C] or more when the 5.5.7.5 The piping for loading and unloading
temperature of the product is at least 15 K located on deck, with the exception of the
lower at the flash point. shore connections, is to be located not less
5.5.6.4 Water-spray system than a quarter of the vessel's breadth from
the outer shell.
5.5.6.4.1 When water-spraying is required
in column (9) of Table C of Chapter 3.2 of 5.5.7.6 The shore connections are to be
ADN, a water-spray system is to be located not less than 6 [m] from the
installed in the cargo area on deck to entrances to, or openings of, the
enable gas emissions from loading to be accommodation and service spaces outside
precipitated and to cool the tops of cargo the cargo area.
tanks by spraying water over the whole 5.5.7.7 Each shore connection of the
surface so as to avoid safely the activation venting piping and shore connections of the
of the high-velocity vent valve at 50 [kPa] piping for loading and unloading, through
(0.5 bar). The gas precipitation system is which the loading or unloading operation is
to be fitted with a connection device for carried out, is to be fitted with a shut-off
supply from a shore installation. device. However, each shore connection is
to be fitted with a blind flange when it is not
in operation.

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5.5.7.8 The flanges and stuffing boxes are 5.5.7.17 A non-return valve is to be fitted at
to be provided with a spray protection the junction between the water suction pipe
device. and the cargo loading pipe.
5.5.7.9 Piping for loading and unloading, 5.5.7.18 The permissible loading and
and venting piping, are not to have flexible unloading flows are to be calculated.
connections fitted with sliding seals. Calculations concern the permissible
maximum loading and unloading flow for
5.5.7.10 The distance referred to in 5.5.7.1 each cargo tank or each group of cargo
and 5.5.7.6 may be reduced to 3 [m] if a tanks, taking into account the design of the
transverse bulkhead complying with ventilation system. These calculations are to
5.5.2.1.2 is situated at the end of the cargo take into consideration the fact that in the
area. The openings are to be provided with event of an unforeseen cut–off of the vapour
doors. The following notice is to be return piping of the shore facility, the safety
displayed on the doors: devices of the cargo tanks will prevent
DO NOT OPEN DURING LOADING AND pressure in the cargo tanks from exceeding
UNLOADING WITHOUT the following values:

PERMISSION.  over–pressure: 115% of the

opening pressure of the high-
CLOSE IMMEDIATELY. velocity vent valve;
5.5.7.11 Every component of the piping for  vacuum pressure: not more than
loading and unloading are to be electrically the construction vacuum pressure
connected to the hull. but not exceeding 5 [kPa] (0.05
5.5.7.12 The piping for loading is to extend bar).
down to the bottom of the cargo tanks. The main factors to be considered
5.5.7.13 The stop valves or other shut-off are the following:
devices of the piping for loading and a) Dimensions of the ventilation
unloading are to indicate whether they are system of the cargo tanks;
open or shut.
b) Gas formation during loading:
5.5.7.14 The piping for loading and multiply the largest loading
unloading is to have, at the test pressure, flow by a factor of not less than
the required elasticity, leakproofness and 1.25;
resistance to pressure.
c) Density of the vapour mixture
5.5.7.15 The piping for loading and of the cargo based on 50%
unloading is to be fitted with pressure volume vapour and 50%
gauges at the outlet of the pumps. The volume air;
permissible maximum overpressure or
vacuum value is to be indicated on each d) Loss of pressure through
measuring device. Readings are to be ventilation pipes, valves and
possible in all weather conditions. fittings. Account will be taken
of a 30% clogging of the mesh
5.5.7.16 When piping for loading and of the flame-arrester;
unloading are used for supplying the cargo
tanks with washing or ballast water, the e) Chocking pressure of the
suctions of these pipes are to be located safety valves.
within the cargo area but outside the cargo
The permissible maximum loading
tanks. Pumps for tank washing systems with
and unloading flows for each cargo
associated connections may be located
tank or for each group of cargo
outside the cargo area, provided the
tanks are to be given in an on-board
discharge side of the system is arranged in
instruction.
such a way that the suction is not possible
through that part. A spring-loaded non- 5.5.7.19 Compressed air generated outside
return valve is to be provided to prevent any the cargo area or wheelhouse can be used
gases from being expelled from the cargo in the cargo area subject to the installation
area through the tank washing system. of a spring-loaded non-return valve to

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ensure that no gases can escape from the 5.5.8.5 Receptacles for residual products
cargo area through the compressed air are to be equipped with:
system into accommodation or service
spaces outside the cargo area.  a connection enabling gases
released during filling to be
5.5.7.20 If the vessel is carrying several evacuated safely;
dangerous substances liable to react
dangerously with each other, a separate  a possibility of indicating the
pump with its own piping for loading and degree of filling;
unloading is to be installed for each  connections with shut-off devices,
substance. The piping is not to pass through for pipes and hose assemblies.
a cargo tank containing dangerous
substances with which the substance in 5.5.8.6 Receptacles for residual products
question is liable to react. are to be connected to the venting piping of
cargo tanks only for the time necessary to fill
5.5.8 Tanks and receptacles for residual them. During the filling of the receptacle,
products and receptacles for slops released gases are to be safely evacuated.
5.5.8.1 If vessels are provided with a tank 5.5.8.7 Receptacles for residual products
for residual products, it is to comply with the and receptacles for slops placed on the deck
provisions of 5.5.8.3, 5.5.8.4, 5.5.8.5, are to be located at a minimum distance
5.5.8.6 and 5.5.8.7.Receptacles for residual from the hull equal to one quarter of the
products and receptacles for slops are to be vessel’s breadth.
located only in the cargo area. During the
filling of the receptacles for residual 5.5.9 Requirements for Electrical Installations
products, means for collecting any leakage
is to be placed under the filling connections. 5.5.9.1 Documents concerning electrical
installations
5.5.8.2 Receptacles for slops are to be fire
resistant and are to be capable of being 5.5.9.1.1 In addition to the other required
closed with lids. The receptacles for slops documentations, the following documents
are to be marked and be easy to handle. are to be on board:

5.5.8.3 The maximum capacity of a tank for a) a drawing indicating the

residual products is 30 [m3]. boundaries of the cargo area and
the location of the electrical
5.5.8.4 The tank for residual products is to equipment installed in this area;
be equipped with:
b) a list of the electrical equipment
 pressure-relief and vacuum relief referred to in (a) above including
valves. the following particulars: machine
or appliance, location, type of
The high velocity vent valve is to be protection, type of protection
so regulated as not to open during against explosion, testing body and
carriage. This condition is met approval number;
when the opening pressure of the
valve meets the conditions set out c) a list of or general plan indicating
in column (10) of Table C of the electrical equipment outside
Chapter 3.2 of ADN; When anti- the cargo area which may be
explosion protection is required in operated during loading, unloading
column (17) of Table C of Chapter or gas-freeing. All other electrical
3.2 of ADN, the vacuum-relief equipment is to be marked in red.
valve is to be capable of See 5.5.9.3.7 and 5.5.9.3.8.
withstanding deflagrations and the
5.5.9.2 Electrical installations
highvelocity vent valve is to
withstand steady burning; 5.5.9.2.1 Only distribution systems without
return connection to the hull are permitted.
 a level indicator;
This provision does not apply to:
 connections with shut-off devices,
for pipes and hose assemblies.  active cathodic corrosion
protection;

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 certain limited sections of the The following equipment may be

installations situated outside installed only in double-hull spaces and
the cargo area (e.g. double bottoms if used for ballasting:
connections of starters of
diesel engines);  Permanently fixed submerged
pumps with temperature
 the device for checking the monitoring, of the certified safe
insulation level referred to in
type.
5.5.9.2.2 below.
5.5.9.2.2 Every insulated distribution 5.5.9.3.3 Only the following equipment
network is to be fitted with an automatic may be installed in the service spaces in
device with a visual and audible alarm for the cargo area below deck (comparable to
checking the insulation level. zone 1):

5.5.9.2.3 For the selection of electrical  measuring, regulation and

equipment to be used in zones presenting alarm devices of the certified
an explosion risk, the explosion groups safe type;
and temperature classes assigned to the  lighting appliances of the
substances carried in accordance with “flame-proof enclosure” or
columns (15) and (16) of Table C of “apparatus protected by
Chapter 3.2 of ADN is to be taken into pressurization” type of
consideration. protection;
5.5.9.3 Type and location of electrical
 motors driving essential
equipment
equipment such as ballast
5.5.9.3.1 Only the following equipment pumps with temperature
may be installed in cargo tanks, residual monitoring; they are to be of
cargo tanks, and piping for loading and the certified safe type.
unloading (comparable to zone 0):
5.5.9.3.4 The control and protective
 measuring, regulation and equipment of the electrical equipment
alarm devices of the EEx (ia) referred to in paragraphs 5.5.9.3.1,
type of protection. 5.5.9.3.2 and 5.5.9.3.3 above is to be
located outside the cargo area if they are
5.5.9.3.2 Only the following equipment not intrinsically safe.
may be installed in the cofferdams,
double-hull spaces, double bottoms and 5.5.9.3.5 The electrical equipment in the
hold spaces (comparable to zone 1): cargo area on deck (comparable to zone
1) is to be of the certified safe type.
 measuring, regulation and alarm
devices of the certified safe type; 5.5.9.3.6 Accumulators are to be located
outside the cargo area.
 lighting appliances of the “flame-
proof enclosure” or “apparatus 5.5.9.3.7 Electrical equipment used during
protected by pressurization” type of loading, unloading and gas-freeing during
protection; berthing and which are located outside the
cargo area are to (comparable to zone 2)
 hermetically sealed echo sounding be at least of the “limited explosion risk”
devices the cables of which are led type.
through thick-walled steel tubes
with gastight connections up to the 5.5.9.3.7.1 This provision does not apply
main deck; to:
a) lighting installations in the
 cables for the active cathodic
accommodation, except for
protection of the shell plating in
switches near entrances to
protective steel tubes such as
accommodation;
those provided for echo sounding
devices.

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b) radiotelephone installations in the spaces, which is to comply

accommodation or the at least with the “limited
wheelhouse; explosion risk” type. The
switching-off is to be
c) mobile and fixed telephone indicated in the
installations in the accommodation accommodation and
or the wheelhouse; wheelhouse by visual and
d) electrical installations in the audible signals;
accommodation, the wheelhouse E. The ventilation system, the
or the service spaces outside the gas detection system and
cargo areas if: the alarm of the switch-off
A. These spaces are fitted with device fully comply with the
a ventilation system requirements of 5.5.9.3.7
ensuring an overpressure of above;
0.1 [kPa] (0.001 bar) and F. The automatic switch-off
none of the windows is device is set so that no
capable of being opened; automatic switching-off may
the air intakes of the occur while the vessel is
ventilation system are to be under way.
located as far away as
possible, however, not less e) Inland AIS (automatic
than 6 [m] from the cargo identification systems) stations in
area and not less than 2 [m] the accommodation and in the
above the deck; wheelhouse if no part of an aerial
for electronic apparatus is situated
B. The spaces are fitted with a above the cargo area and if no part
gas detection system with of a VHF antenna for AIS stations
sensors: is situated within 2 [m] from the
i. at the suction inlets cargo area.
of the ventilation 5.5.9.3.8 The electrical equipment which
system; does not meet the requirements set out in
ii. directly at the top 5.5.9.3.7 above together with its switches
edge of the sill of the are to be marked in red. The disconnection
entrance doors of of such equipment is to be operated from
the accommodation a centralised location on board.
and service spaces; 5.5.9.3.9 An electric generator which is
C. The gas concentration permanently driven by an engine and
measurement is continuous; which does not meet the requirements of
5.5.9.3.7 above, is to be fitted with a switch
D. When the gas concentration capable of shutting down the excitation of
reaches 20% of the lower the generator. A notice board with the
explosive limit, the operating instructions is to be displayed
ventilators are switched off. near the switch.
In such a case and when the
overpressure is not 5.5.9.3.10 Sockets for the connection of
maintained or in the event of signal lights and gangway lighting are to
failure of the gas detection be permanently fitted to the vessel close to
system, the electrical the signal mast or the gangway.
installations which do not Connecting and disconnecting is not to be
comply with 5.5.9.3.7 above, possible except when the sockets are not
are to be switched off. live.
These operations are to be 5.5.9.3.11 The failure of the power supply
performed immediately and for the safety and control equipment is to
automatically and activate be immediately indicated by visual and
the emergency lighting in audible signals at the locations where the
the accommodation, the alarms are usually actuated.
wheelhouse and the service

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5.5.9.4 Earthing section of not less than 1.5 [mm2] is to be

used. These cables are to be as short as
5.5.9.4.1 The metal parts of electrical possible and installed so that damage is
appliances in the cargo area which are not not likely to occur.
live as well as protective metal tubes or
metal sheaths of cables in normal service 5.5.9.5.6 The cables required for the
are to be earthed, unless they are so electrical equipment referred to in
arranged that they are automatically 5.5.9.3.2 and 5.5.9.3.3 are accepted in
earthed by bonding to the metal structure cofferdams, double-hull spaces, double
of the vessel. bottoms, hold spaces and service spaces
below deck. When the vessel is only
5.5.9.4.2 The provisions of 5.5.9.4.1 authorized to carry substances for which
above apply also to equipment having no antiexplosion protection is required in
service voltages of less than 50 V. column (17) of Table C in Chapter 3.2 of
5.5.9.4.3 Independent cargo tanks are to ADN, cable penetration is permitted in the
be earthed. hold spaces.

5.5.9.4.4 Receptacles for residual 5.5.10 Inspection and Testing

products are to be capable of being 5.5.10.1 Pressure tests
earthed.
5.5.10.1.1 The cargo tanks, residual cargo
5.5.9.5 Electrical cables tanks, cofferdams, piping for loading and
5.5.9.5.1 All cables in the cargo area are unloading are to be subjected to initial
to have a metallic sheath. tests before being put into service and
thereafter at prescribed intervals. Where a
5.5.9.5.2 Cables and sockets in the cargo heating system is provided inside the
area are to be protected against cargo tanks, the heating coils are to be
mechanical damage. subjected to initial tests before being put
5.5.9.5.3 Movable cables are prohibited in into service and thereafter at prescribed
intervals.
the cargo area, except for intrinsically safe
electric circuits or for the supply of signal 5.5.10.1.2 The test pressure for the cargo
lights, gangway lighting. tanks and residual cargo tanks is to be not
less than 1.3 times the construction
5.5.9.5.4 Cables of intrinsically safe
pressure. The test pressure for the
circuits are only to be used for such circuits
and are to be separated from other cables cofferdams and open cargo tanks is to be
not less than 10 [kPa] (0.10 bar) gauge
not intended for being used in such circuits
pressure.
(e.g. they are not to be installed together
in the same string of cables and they are 5.5.10.1.3 The test pressure for piping for
not to be fixed by the same cable clamps). loading and unloading is to be not less
5.5.9.5.5 For movable cables intended for than 1000 [kPa] (10 bar) gauge pressure.
signal lights, gangway lighting, , only 5.5.10.1.4 The maximum intervals for the
sheathed cables of type H 07 RN-F in periodic tests is to be 11 years.
accordance with IEC publication-60 245-4
(1994) or cables of at least equivalent 5.5.10.1.5 The procedure for pressure
design having conductors with a cross- testis to be approved by IRS.

Section 6
Vessels Carrying Dangerous Cargoes in Gaseous State
(Type G Vessels)

6.1 Application non-propelled tankers of Types G, intended

for the carriage of dangerous liquids of Class
6.1.1 This section applies to propelled and 2 in bulk.

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6.2 Documents to be Submitted q) Gas freeing system in cargo

tanks including inert gas
6.2.1 Following plans and documents are to system.
be submitted in addition to the documents
required in the other parts of the rules for the r) Ventilation system in cargo
parts of the vessel not affected by the cargo, area.
as applicable.
s) Refrigeration plant system
6.2.1.1 For Approval diagram, if any.
a) Gas-dangerous zones plan. t) Water spray system diagram.
b) Location of void spaces and u) Details of electrical equipment
accesses to dangerous zones installed in cargo area,
including the list of certified
c) Air locks between safe and safe equipment and
dangerous zones. apparatus and electrical
d) Ventilation duct arrangement bonding of cargo tanks and
in gas-dangerous spaces and piping.
adjacent zones. v) Schematic electrical wiring
e) Details of hull structure in way diagram in cargo area.
of cargo tanks, including w) Gas detection system.
support arrangement for
tanks, saddles, anti-floating x) Cargo tank instrumentation,
and anti-lifting devices, deck including cargo and hull
sealing arrangements, etc. temperature monitoring
system.
f) Calculation of the hull
temperature in all the design y) Emergency shutdown system.
cargo conditions.
z) Details of fire-extinguishing
g) Intact and damage stability appliances and systems in
calculations. cargo area.
h) Scantlings, material and aa) Arrangement drawing of the
arrangement of the cargo various fire bulkheads and
containment system. decks with standard fire test
reports for the various
i) Details of insulation. arrangements, surface
j) Details of ladders, fittings and coverings, paints and similar.
towers in tanks and relative bb) Loading and unloading
stress analysis, if any. operation description,
k) Details of tank domes and including cargo tank filling
deck sealings. limits.

l) Plans and calculations of 6.2.1.2 For Information

safety relief valves. a) Design characteristics of
m) Details of cargo handling and products to be carried,
vapour system, including including maximum density,
arrangements and details of maximum vapour pressure,
piping and fitting. maximum liquid temperature
and other important design
n) Details of cargo pumps and conditions.
cargo compressors.
b) General arrangement plan,
o) Details of process pressure showing location of cargo
vessels and relative valving tanks and fuel oil, ballast and
arrangement. other tanks.
p) Bilge and ballast system in
cargo area.

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6.3 Materials of Construction  The use of plastic materials or

rubber within the cargo area is only
6.3.1 Materials and grades of steel are to permitted for:
comply with the requirements of Part 2
Inspection and Testing of Materials and as o all kinds of gaskets (e.g.
required by the individual vessel type. The for dome or hatch covers);
independent cargo tanks may also be
constructed of other materials, provided these o electric cables;
have at least equivalent properties and o hose assemblies for
resistance against the effects of temperature loading and unloading;
and fire.
o insulation of cargo tanks
6.3.2 Every part of the vessel including any and of piping for loading
installation and equipment which may come and unloading;
into contact with the cargo is to consist of
materials which can neither be dangerously o photo-optical copies of the
affected by the cargo nor cause certificate of approval.
decomposition of the cargo or react with it so
 All permanently fitted material in
as to form harmful or hazardous products. In
the accommodation or
case this aspect has not been examined
wheelhouse, with the exception of
during classification and inspection of the
furniture, is not to evolve fumes or
vessel a relevant reservation is to be entered
toxic gases in dangerous
in the list of cargoes .
quantities, if involved in a fire.
6.3.3 The use of wood, aluminium alloys or
6.3.4 The paint used in the cargo area is not
plastic materials within the cargo area is not
to be liable to produce sparks in case of
allowed, except where explicitly permitted as
impact.
below or in the certificate of approval:
6.3.5 The use of plastic materials for the
 The use of wood, aluminium alloys vessel’s boats is permitted only of the material
or plastic materials within the cargo does not readily ignite.
area is only permitted for:
6.3.6 To avoid corrosive attack of the cargo
o gangways and external tank structure by chemical cargoes, it is
ladders; strongly recommended the structure be
o movable items of protected by suitable lining or coating.
equipment; 6.3.7 The suitability of the lining or coating
o chocking of cargo tanks and its compatibility with the intended cargoes
which are independent of is the responsibility of the Builder and Owner.
the vessel’s hull and IRS will require the confirmation of the
chocking of installations manufacturer that the lining or coating used to
and equipment; protect the cargo tank structure is compatible
with the cargoes mentioned in list of cargoes.
o masts and similar round
timber; 6.4 Requirements for Type G Vessel

o engine parts; 6.4.1 General

o parts of the electrical 6.4.1.1 Application

installation; 6.4.1.1.1 Requirements of this subsection
o lids of boxes which are are applicable to Type G tankers.
placed on the deck. 6.4.2 Arrangement
 The use of wood or plastic 6.4.2.1 Protection against Penetration of
materials within the cargo area is Gases
only permitted for:
6.4.2.1.1 The vessel is to be designed so
o supports and stops of any as to prevent gases from penetrating into
kind. the accommodation and the service
spaces.

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6.4.2.1.2 Outside the cargo area, the 6.4.2.2.4 The ventilation exhaust ducts are
lower edges of door-openings in the to be located up to 50 [mm] above the
sidewalls of superstructures and the bottom of the service space. The air is to
coaming of access hatches to under-deck be supplied through a duct at the top of the
spaces are to have a height of not less service space. The air inlets are to be
than 0.50 [m] above the deck. This located not less than 2 [m] above the deck,
requirement need not be complied with if at a distance of not less than 2[m] from
the wall of the superstructures facing the tank openings and not less than 6 [m] from
cargo area extends from one side of the the outlets of safety valves. The extension
vessel to the other and has doors the sills pipes which may be necessary may be of
of which have a height of not less than the hinged type.
0.50 [m]. The height of this wall is not to be
less than 2 [m]. In this case, the lower 6.4.2.2.5 Ventilation of accommodation
edges of door-openings in the sidewalls of and service spaces is to be possible
superstructures and the coamings of 6.4.2.2.6 Ventilators used in the cargo
access hatches behind this wall are to area are to be designed so that no sparks
have a height of not less than 0.10 [m]. may be emitted on contact of the impeller
The sills of engine room doors and the blades with the housing and no static
coamings of its access hatches are to, electricity may be generated.
however, always have a height of not less
than 0.50 [m]. 6.4.2.2.7 Notice boards are to be fitted at
the ventilation inlets indicating the
6.4.2.1.3 In the cargo area, the lower conditions when they are to be closed. All
edges of door-openings in the sidewalls of ventilation inlets of accommodation and
superstructures are to have a height of not service spaces leading outside are to be
less than 0.50 [m] above the deck and the fitted with fire flaps. Such ventilation inlets
sills of hatches and ventilation openings of are to be located not less than 2 [m] from
premises located under the deck are to the cargo area. Ventilation inlets of service
have a height of not less than 0.50 [m] spaces in the cargo area may be located
above the deck. This requirement does not within such area.
apply to access openings to double-hull
and double bottom spaces. 6.4.2.3 Engine rooms

6.4.2.1.4 The bulwarks, foot-rails, etc are 6.4.2.3.1 Internal combustion engines for
to be provided with sufficiently large the vessel’s propulsion as well as internal
openings which are located directly above combustion engines for auxiliary
the deck. machinery are to be located outside the
cargo area. Entrances and other openings
6.4.2.2 Ventilation of engine rooms are to be at a distance of
6.4.2.2.1 Each hold space is to have two not less than 2 [m] from the cargo area.
openings. The dimensions and location of 6.4.2.3.2 The engine rooms are to be
these openings are to be such as to permit accessible from the deck; the entrances
effective ventilation of any part of the hold are not to face the cargo area. The hinges
space. If there are no such openings, it is are to face the cargo area when the doors
to be possible to fill the hold spaces with are not located in a recess whose depth is
inert gas or dry air. at least equal to the door width.
6.4.2.2.2 Double-hull spaces and double 6.4.2.4 Accommodation and Service
bottoms within the cargo area which are Spaces
not arranged for being filled with ballast
water, hold spaces and cofferdams, are to 6.4.2.4.1 Accommodation spaces and the
be provided with ventilation systems. wheelhouse are to be located outside the
cargo area forward of the fore vertical
6.4.2.2.3 Any service spaces located in plane or abaft the aft vertical plane
the cargo area below deck are to be bounding the part of cargo area below
provided with a system of forced deck. Windows of the wheelhouse which
ventilation with sufficient power for are located not less than 1 [m] above the
ensuring at least 20 changes of air per bottom of the wheelhouse may tilt forward.
hour based on the volume of the space.

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6.4.2.4.2 Entrances to spaces and 6.4.2.4.5.5 Pipes may penetrate the

openings of superstructures are not to face bulkhead between the engine room and
the cargo area. Doors opening outward the service space in the cargo area
and not located in a recess the depth of provided that these are pipes between
which is at least equal to the width of the the mechanical equipment in the engine
doors are to have their hinges facing the room and the service space which do not
cargo area. have any openings within the service
space and which are provided with shut-
6.4.2.4.3 Entrances from the deck and off devices at the bulkhead in the engine
openings of spaces facing the weather are room.
to be capable of being closed. The
following instruction is to be displayed at 6.4.2.4.5.6 Notwithstanding 6.4.3.1.13,
the entrance of such spaces: pipes from the engine room may
penetrate the service space in the cargo
"DO NOT OPEN DURING LOADING, area or a cofferdam or a hold space or a
UNLOADING OR GAS-FREEING double hull space to the outside provided
WITHOUT PERMISSION. that within the service space or
CLOSE IMMEDIATELY." cofferdam or hold space or double-hull
space they are of the thick-walled type
6.4.2.4.4 Entrances and windows of and have no flanges or openings.
superstructures and accommodation
spaces which can be opened as well as 6.4.2.4.5.7 Where a driving shaft of
other openings of these spaces are to be auxiliary machinery penetrates through a
located not less than 2 [m] from the cargo wall located above the deck the
area. Wheelhouse doors and windows are penetration is to be gastight.
not to be located within 2 [m] from the 6.4.2.4.6 A service space located within
cargo area, except when there is no direct the cargo area below deck is not to be
connection between the wheelhouse and used as a cargo pump room for the
the accommodation. vessel’s own gas discharging system, e.g.
6.4.2.4.5 Penetrations compressors or the compressor/ heat
exchanger/ pump combination, except
6.4.2.4.5.1 Driving shafts of the bilge or where:
ballast pumps may penetrate through the
bulkhead between the service space and  the pump-room is separated
the engine room, provided the from the engine room or from
arrangement of the service space is in service spaces outside the
compliance with 6.4.3.1.15, 6.4.3.1.16 cargo area by a cofferdam or
and 6.4.3.1.17. a bulkhead with an “A-60” fire
protection insulation
6.4.2.4.5.2 The penetration of the shaft according to SOLAS 74, Ch II-
through the bulkhead is to be gastight 2 Reg 3, or by a service space
and is to be approved by IRS. or a hold space;
6.4.2.4.5.3 The necessary operating  the “A-60” bulkhead required
instructions are to be displayed. above does not include
6.4.2.4.5.4 Penetrations through the penetrations referred to in
bulkhead between the engine room and 6.4.2.4.5.1;
the service space in the cargo area, and  ventilation exhaust outlets are
the bulkhead between the engine room located not less than 6.0 [m]
and the hold spaces may be provided for from entrances and openings
electrical cables, hydraulic and piping for of the accommodation and
measuring, control and alarm systems, service spaces outside the
provided that the penetrations are cargo area;
approved by IRS. The penetrations are
to be gastight. Penetrations through a  the access hatches and
bulkhead with an “A-60” fire protection ventilation inlets can be
insulation according to SOLAS 74 Ch II- closed from the outside;
2, Reg 3, are to have an equivalent fire
protection.

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 all piping for loading and 6.4.2.4.7 The following instruction is to be

unloading (at the suction side displayed at the entrance of the cargo
and delivery side) are led pump room:
throught the deck above the
“BEFORE ENTERING THE CARGO
pump room. The necessary
PUMP-ROOM CHECK WHETHER IT
operation of the control
IS FREE FROM GASES AND
devices in the pump room,
CONTAINS SUFFICIENT OXYGEN.
starting of pumps or
compressors and necessary DO NOT OPEN DOORS AND
control of the liquid flow rate is ENTRANCE OPENINGS WITHOUT
to be effected from the deck; PERMISSION.
 the system is fully integrated LEAVE IMMEDIATELY IN EVENT OF
in the gas and liquid piping ALARM.”
system;
6.4.2.5 Inerting Facility
 the cargo pump room is
provided with a permanent 6.4.2.5.1 In cases in which inerting or
gas detection system which blanketing of the cargo is prescribed, the
automatically indicates the vessel is to be equipped with an inerting
presence of explosive gases system.
or lack of oxygen by means of 6.4.2.5.2 This system is to be capable of
direct-measuring sensors and maintaining a permanent minimum
which actuates a visual and pressure of 7 [kPa] (0.07 bar) in the
audible alarm when the gas spaces to be inerted. In addition, the
concentration has reached inerting system is not to increase the
20% of the lower explosive pressure in the cargo tank to a pressure
limit. The sensors of this greater than that at which the pressure
system are to be placed at valve is regulated. The set pressure of the
suitable positions at the vacuum-relief valve is to be 3.5 [kPa]
bottom and directly below the (0.035 bar).
deck. Measurement is to be
continuous. The audible and 6.4.2.5.3 A sufficient quantity of inert gas
visual alarms are installed in for loading or unloading is to be carried or
the wheelhouse and in the produced on board if it is not possible to
cargo pump room and, when obtain it on shore. In addition, a sufficient
the alarm is actuated, the quantity of inert gas to offset normal losses
loading and unloading system occurring during carriage is to be on board.
is shut down. Failure of the
6.4.2.5.4 The premises to be inerted are to
gas detection system is to be
be equipped with connections for
immediately signalled in the
introducing the inert gas and monitoring
wheelhouse and on deck by
systems so as to ensure the correct
means of audible and visual
atmosphere on a permanent basis.
alarms;
6.4.2.5.5 When the pressure or the
 the ventilation system concentration of inert gas in the gaseous
prescribed in 6.4.2.2.3 has a phase falls below a given value, this
capacity of not less than 30 monitoring system is to activate an audible
changes of air per hour based and visible alarm in the wheelhouse. When
on the total volume of the the wheelhouse is unoccupied, the alarm
service space. is also to be audible in a location occupied
by a crew member.

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6.4.2.6 Engines from the vessel into the open air either
upwards through an exhaust pipe or
6.4.2.6.1 Only internal combustion through the shell plating. The exhaust
engines running on fuel with a flashpoint of outlet is to be located not less than 2 [m]
more than 55 [°C] are allowed. This from the cargo area. The exhaust pipes of
provision does not apply to internal engines are to be arranged so that the
combustion engines which are part of exhausts are led away from the vessel.
propulsion and auxiliary systems. These The exhaust pipes are not to be located
systems are to meet the requirements of within the cargo area.
IRS Classification Note “Natural Gas
Fuelled Vessels for Coastal and Inland 6.4.2.8.2 Exhaust pipes of engines are to
Waters”. be provided with a device preventing the
escape of sparks, e.g. spark arresters.
6.4.2.6.2 Ventilation inlets of the engine
room and, when the engines do not take in 6.4.2.9 Bilge Pumping and Ballasting
air directly from the engine room, the air Arrangements
intakes of the engines are to be located not
less than 2 [m] from the cargo area. 6.4.2.9.1 Bilge and ballast pumps for
spaces within the cargo area are to be
6.4.2.6.3 Sparking is not to be possible installed within such area. This provision
within the cargo area. does not apply to:
6.4.2.6.4 The surface temperature of the  double-hull spaces and double
outer parts of engines used during loading bottoms which do not have a
or unloading operations, as well as that of common boundary wall with the
their air inlets and exhaust ducts are not to cargo tanks;
exceed the allowable temperature
according to the temperature class of the  cofferdams and hold spaces where
substances carried. This provision does ballasting is carried out using the
not apply to engines installed in service piping of the fire-fighting system in
spaces provided the provisions of the cargo area and bilge–pumping
6.4.8.3.7 are fully complied with. is performed using eductors.

6.4.2.6.5 The ventilation in the closed 6.4.2.9.2 Where the double bottom is used
engine room is to be designed so that, at as a liquid oil fuel tank, it is not to be
an ambient temperature of 20 [°C], the connected to the bilge piping system.
average temperature in the engine room 6.4.2.9.3 Where the ballast pump is
does not exceed 40 [°C]. installed in the cargo area, the standpipe
6.4.2.7 Oil Fuel Tanks and its outboard connection for suction of
ballast water is to be located within the
6.4.2.7.1 When the vessel is fitted with cargo area.
hold spaces and double bottoms, double
bottoms within the cargo area may be 6.4.2.9.4 It is to be possible for an under-
arranged as oil fuel tanks, provided their deck pump-room to be stripped in an
depth is not less than 0.6 [m]. Oil fuel pipes emergency using a system located in the
and openings of such tanks are not cargo area and independent of any other
permitted in the hold space. system. This stripping system is to be
located outside the pump-room.
6.4.2.7.2 Open ends of air pipes of all oil
fuel tanks are to extend to not less than 0.5 6.4.3 Cargo Containment
[m] above the open deck. The open ends 6.4.3.1 Hold Spaces and Cargo Tanks
and the open ends of overflow pipes
leading to the deck are to be fitted with a 6.4.3.1.1 The maximum permissible
protective device consisting of a gauze capacity of a cargo tank is to be
diaphragm or a perforated plate. determined in accordance with Table 6.
6.4.2.8 Exhaust Pipes where
6.4.2.8.1 Exhausts are to be evacuated

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Table 6: Tank Sizes

Maximum permissible capacity of a
LOA x BOA x H (m3)
cargo tank (m3)
< 600 LOA x BOA x H x 0.3
600 to 3750 180 + (LOA x BOA x H – 600) x 0.0635
> 3750 380

LOA X BOA X H : Product of the tank vessel main dimensions, in m, where :

LOA : overall length of the hull, in m;
BOA: Extreme breadth of the hull, in m;
H : Shortest vertical distance between the top of the keel and the lowest point of the
deck at the side of the vessel (moulded depth) within the cargo area in m;
where
In the case of trunk deck vessels, H’ is to be substituted for H. H’ is to be determined
by the following formula:
𝒃𝒕 𝒍𝒕
𝑯 𝑯 𝒉𝒕
𝑩 𝑳

Where,
ht: Height, in m, of trunk (distance between trunk deck and main deck on trunk side
measured at L/2)
bt : Trunk breadth, in [m]
lt : Trunk length, in [m]

6.4.3.1.2 Alternative constructions in 6.4.3.1.5.1.3 The cargo tanks are to

accordance with Chapter 9, 9.3.4 of ADN be supported by saddles extending
are acceptable. between the tanks to not less than 20°
below the horizontal centreline of the
6.4.3.1.3 Length to diameter ratio of cargo tanks.
pressure tanks is not to exceed 7.
6.4.3.1.5.1.4 Refrigerated cargo
6.4.3.1.4 The pressure tanks are to be tanks and cargo tanks used for the
designed for a cargo temperature of + 40 transport of refrigerated liquefied gases
[°C]. are to be installed only in hold spaces
6.4.3.1.5 In the cargo area, the vessel is to bounded by double-hull spaces and
be designed as follows Note 1) : double-bottom. Cargo tank fastenings
are to meet the requirements of IRS
6.4.3.1.5.1 As a double bottom-hull and (See 3.6.4).
double bottom vessel:
6.4.3.1.5.2 As a single-hull vessel:
6.4.3.1.5.1.1 The internal distance
between the side platings of the vessel 6.4.3.1.5.2.1 With the side platings
and the longitudinal bulkheads is not to of the vessel between gangboard and
be less than 0.80 [m], top of floor plates provided with side
stringers at regular intervals of not
6.4.3.1.5.1.2 The height of the more than 0.60 [m] which are
double bottom is not to be less than supported by web frames spaced at
0.60 [m], intervals of not more than 2 [m];

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6.4.3.1.5.2.2 The side stringers and are to be suitably insulated to ensure that
the web frames are to have a height of the temperature of the vessel’s structure
not less than 10% of the depth, does not fall below the minimum allowable
however, not less than 0.30 [m]; design temperature. The insulation
material is to be resistant to flame spread.
6.4.3.1.5.2.3 The side stringers and
web frames are to be fitted with a face 6.4.3.1.10 The hold spaces are to be
plate made of flat steel and having a separated from the accommodation,
cross-section of not less than that of engine rooms and service spaces outside
7.5 [cm2] and 15 [cm2], respectively; the cargo area below deck by bulkheads
provided with a Class A-60 fire protection
6.4.3.1.5.2.4 The distance between insulation according to SOLAS 74,
the sideplating of the vessel and the Chapter II-2, Regulation 3. A space of not
cargo tanks are to be not less than 0.80 less than 0.20 [m] is to be provided
[m]and between the bottom and the between the cargo tanks and the tank
cargo tanks not less than 0.60 [m]. The bulkheads of the tank spaces. Where the
depth below the suction wells may be cargo holds have plane end bulkheads,
reduced to 0.50 [m]; this space is not to be less than 0.50[m].
6.4.3.1.5.2.5 The lateral distance 6.4.3.1.11 The hold spaces and cargo
between the suction well of the cargo tanks are to be capable of being
tanks and the bottom structure is to be supported.
not less than 0.10 [m];
6.4.3.1.12 All spaces in the cargo region
6.4.3.1.5.2.6 The cargo tank are to be capable of being ventilated.
supports and fastenings are to extend Means for checking their gas free
not less than 10° below the horizontal condition are to be provided.
centreline of the cargo tanks.
6.4.3.1.13 The bulkheads bounding the
Note 1) : Alternatively, for a different cargo tanks, cofferdams and hold spaces
design of the hull in the cargo area, are to be watertight. The cargo tanks and
proof is to be submitted by way of the bulkheads bounding the cargo area
calculations that in the event of a are to have no openings or penetrations
lateral collision with another vessel below deck. The bulkhead between the
having a straight bow, an energy of engine room and the service spaces within
22 [MJ] can be absorbed without any the cargo area or between the engine
rupture of the cargo tanks and the room and a hold space may be fitted with
piping leading to the cargo tanks. penetrations provided that they conform to
Alternative construction in the provisions of 6.4.2.4.5
accordance with Chapter 9, 9.3.4 of
ADN are acceptable. 6.4.3.1.14 Double-hull spaces and double
bottoms in the cargo area are to be
6.4.3.1.6 The cargo tanks are to be fixed arranged for being filled with ballast water
so that they cannot float. only. Double bottoms may, however, be
6.4.3.1.7 The capacity of suction well is to used as fuel tanks, provided they comply
be limited to not more than 0.10 [m3]. For with the requirements of 6.4.2.7.
pressure cargo tanks, however, the 6.4.3.1.15 A space in the cargo area below
capacity of a suction well may be of 0.20 deck may be arranged as a service space,
[m3]. provided that the bulkhead bounding the
6.4.3.1.8 Side-struts linking or supporting service space extends vertically to the
the load-bearing components of the sides bottom and the bulkhead not facing the
of the vessel with the load-bearing cargo area extends from one side of the
components of the longitudinal walls of vessel to the other in one frame plane.
cargo tanks and side-struts linking the This service space is only to be accessible
load-bearing components of the vessel’s from the deck.
bottom with the tank bottom are not to be 6.4.3.1.16 The service space is to be
provided. watertight with the exception of its access
6.4.3.1.9 Cargo tanks intended to contain hatches and ventilation inlets.
products at a temperature below -10 [°C]

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6.4.3.1.17 No piping for loading or 6.4.3.2.2 Cargo tank openings are to be

unloading is to be fitted within the service fitted with gastight closures which comply
space referred to in 6.4.3.1.15 above. with the provisions of 6.4.9.1.1.
Piping for loading and unloading may be
fitted in the cargo pump rooms below deck 6.4.3.2.3 The exhaust outlets of the
only when they comply with the pressure relief valves are to be located not
requirements in 6.4.2.4.6 less than 2 [m] above the deck at a
distance of not less than 6 [m] from the
6.4.3.1.18 Where service spaces are accommodation and from the service
located in the cargo area under deck, they spaces located outside the cargo area.
are to be arranged so as to be easily This height may be reduced when within a
accessible and to permit persons wearing radius of 1 [m] round the pressure relief
protective clothing and breathing valve outlet there is no equipment, no work
apparatus to safely operate the service is being carried out and signs indicate the
equipment contained therein. They are to area.
be designed so as to allow injured or
unconscious personnel to be removed 6.4.3.2.4 The closing devices normally
from such spaces without difficulty, if used in loading and unloading operations
necessary by means of fixed equipment. is not to be capable of producing sparks
when operated.
6.4.3.1.19 Hold spaces and other
accessible spaces within the cargo area 6.4.3.2.5 Each tank in which refrigerated
are to be arranged so that they may be substances are carried is to be equipped
completely inspected and cleaned in an with a safety system to prevent
appropriate manner. The dimensions of unauthorized vacuum or overpressure.
openings except for those of double hull 6.4.4 Stability
spaces and double bottoms which do not
have a wall adjoining the cargo tanks are 6.4.4.1 General
to be sufficient to allow a person wearing
6.4.4.1.1 Proof of sufficient stability is to be
breathing apparatus to enter or leave the
submitted including stability in damaged
space without difficulty. These openings condition.
are to have a minimum cross-sectional
area of 0.36 [m2] and a minimum side 6.4.4.1.2 The basic value for the stability
length of 0.50 [m]. They are to be designed calculation, the vessel’s lightweight and
so as to allow an injured or unconscious location of centre of gravity, is to be
person to be removed from the bottom of determined wither by means of an inclining
such a space without difficulties, if experiment or by detailed mass and
necessary by means of fixed equipment. In moment calculation. In latter case the light
these spaces the distance between the weight of the vessel is to be checked by
reinforcements is not to be less than 0.50 means of a light weight test with a
[m]. In double bottoms this distance may tolerance limit of ±5% between the mass
be reduced to 0.45 [m]. Cargo tanks may determined by calculation and the
have circular openings with a diameter of displacement determined by the draught
not less than 0.68 [m]. readings.
6.4.3.1.20 In case the vessel has insulated 6.4.4.1.3 Proof of sufficient intact stability
cargo tanks, the hold spaces are to only is to be submitted for all stages of loading
contain dry air to protect the insulation of and unloading and for the final loading
the cargo tanks against moisture. condition for all the relative densities of the
substances transported contained in the
6.4.3.2 Cargo Tank Openings
list of cargoes. For every loading
6.4.3.2.1 Cargo tank openings are to be operation, taking account of the actual
located on deck in the cargo area. Cargo fillings and floating position of cargo tanks,
tank openings with a cross-section greater ballast tanks and compartment, drinking
than 0.10 [m2] are to be located not less water and sewage tanks and tanks
than 0.50 [m] above the deck. containing products for the operation of the

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vessel, the vessel is to comply with the more than 0.7B in width, proof is to be
intact and damage stability requirements. submitted that the following stability
Intermediate stages during operations are requirements have been complied with:
also to be taken into consideration. The
proof of sufficient stability is to be shown a) In the positive area of the righting
for every operating, loading and ballast lever curve up to immersion of the
condition in the stability booklet, to be first non-watertight opening,
approved. If it is unpractical to pre- righting lever(GZ) is not to be less
calculate the operating, loading and than 0.1 [m]
ballast conditions, an approved loading b) The surface of the positive area of
instrument is to be installed and used the righting lever curve up to
which contains the contents of the stability immersion of the first non-
booklet. watertight opening and in any
6.4.4.1.4 Floatability after damage is to be event up to an angle of heel ≤27˚ is
proved for the most unfavorable loading not to be less than 0.024 [m rad]
condition. For this purpose, calculated c) The metacentric height (GM) is not
proof of sufficient stability is to be to be less than 0.1 [m]
established for critical intermediate stages
of flooding and for the final stage of These conditions are to be met bearing
flooding. in mind the influence of all free surface
in tanks for all stages of loading and
6.4.4.2 Intact Stability unloading.
6.4.4.2.1 The requirements for intact 6.4.4.2.3 The more stringent requirement
stability resulting from the damage stability of 6.4.4.2.1 and 6.4.4.2.2 is to be applied
calculation is to be fully complied with. to the vessel.
6.4.4.2.2 For vessels with cargo tanks of

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6.4.4.3 Damage Stability

6.4.4.3.1 the following assumptions are to be taken into consideration for the damaged condition.
a) extent of side damage:

Longitudinal extent : At least 0.10 L, but not less than 5 [m]

Transverse extent : 0.79 [m] inboard from the vessel’s side at

right angles to the centerline at the level
corresponding to the maximum draught, or
when applicable, the distance allowed by sec
Chapter 9, 9.3.4 of ADN, reduced by 0.01[m]

Vertical extent : From the base line upwards without limit

b) extent of bottom damage:

Longitudinal extent : At least 0.10 L, but not less than 5 [m]

Transverse extent : 3 [m]

Vertical extent : From the base 0.59[m] upwards, the well

excepted

c) Any bulkhead within the damaged area is to be assumed damaged, which

means that the location of bulkheads is to be chosen to ensure that the vessel
remains afloat after the flooding of two or more adjacent compartments in the
longitudinal direction.
The following provisions are applicable:
 For bottom damage, adjacent athwartship compartments are also to be
assumed flooded;
 the lower edge of any non-watertight opening (e.g. windows, doors and
access hatchways), at the final stage of flooding, is to be not less than 0.10
[m] above the damage waterline;
 In general, permeability is to be assumed to be 95%. Where an average
permeability of less than 95% is calculated for any compartment, this
calculated value obtained may be used. However, minimum values of
permeability, μ, given in Table below are to be used. For the main engine
room, only the one-compartment standard need be taken into account, i.e.
the end bulkheads of the engine room are to be assumed as not damaged.

Engine Room 85%

Accommodation 95%
Double Bottom, Oil Fuel Tanks, Ballast 0% or 95%
Tanks, etc. depending on whether,
according to their function, they have to be
assumed as full or empty for vessel
floating at the maximum permissible draft

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6.4.4.3.2 For the intermediate stage of

flooding the following criteria have to be 6.4.4.3.4 The positive range of the righting
fulfilled: lever curve beyond the stage of
equilibrium is to have a righting lever of ≥
GZ≥0.03[m] 0.05 [m] in association with an area under
the curve of ≥ 0.0065 [m.rad]. The
Range of positive GZ: 5˚ minimum values of stability are to be
6.4.4.3.3 At the stage of equilibrium (in the satisfied up to immersion of the first non-
final stage of flooding), the angle of heel is weathertight openings and in any event up
not to exceed 12°. Non-watertight to an angle of heel ≤ 27°. If non-watertight
openings are not to be flooded before openings are immersed before that stage,
reaching the stage of equilibrium. If such the corresponding spaces are to be
openings are immersed before the stage considered flooded for the purpose of
of equilibrium, the corresponding spaces stability calculation.
are to be considered flooded for the
purpose of stability calculation.

a) a level gauge;
6.4.4.3.5 If openings through which
undamaged compartments may b) a level alarm device which is
additionally become flooded are capable activated at the latest when a
of being closed watertight, the closing degree of filling of 86% is reached;
appliances are to be marked accordingly. c) a high level sensor for actuating
6.4.4.3.6 Where cross- or down-flooding the facility against overflowing
openings are provided for reduction of when a degree of filling of 97.5% is
unsymmetrical flooding, the time of reached;
equalization is not to exceed 15 min, d) an instrument for measuring the
provided during the intermediate stages of pressure of the gas phase inside
flooding sufficient stability has been the cargo tank;
proved.
e) an instrument for measuring the
6.4.5 Safety and Control Installations temperature of the cargo;
6.4.5.1 Cargo tanks are to be provided with f) a connection for a closed-type
the following equipment: sampling device.

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6.4.5.2 When the degree of filling in percent in 6.4.5.5.1 above. The socket is to be
is determined, an error of not more than permanently fitted to the vessel close to
0.5% is permitted. It is to be calculated on the shore connections of the loading and
the basis of the total cargo tank capacity unloading piping.
including the expansion trunk.
6.4.5.6 The visual and audible signals given
6.4.5.3 The level gauge is to allow readings by the level alarm device are to be clearly
from the control position of the shut-off distinguishable from those of the high level
devices of the particular cargo tank. The sensor. The visual alarm is to be visible at
permissible maximum filling level of 91%, each control position on deck of the cargo
95% and 97%, as given in list of substances tank stop valves. It is to be possible to easily
is to be marked on each level gauge. check the functioning of the sensors and
Permanent reading of the overpressure and electric circuits or these are to be of the “fail
vacuum is to be possible from a location safe” design.
from which loading or unloading operations
may be interrupted. The permissible 6.4.5.7 When the pressure or the
maximum overpressure and vacuum is to be temperature exceeds a set value, the
marked on each level gauge. Readings are instruments for measuring the pressure and
to be possible in all weather conditions. temperature of the cargo is to activate an
audible and visible alarm in the wheelhouse.
6.4.5.4 The level alarm device is to give a When the wheelhouse is unoccupied, the
visual and audible warning on board when alarm is also to be audible in a location
actuated. The level alarm device is to be occupied by a crew member.
independent of the level gauge.
6.4.5.8 When the pressure exceeds a set
6.4.5.5 High Level Sensor value during loading or unloading, the
instrument for measuring the pressure is to
6.4.5.5.1 The high level sensor referred in simultaneously initiate an electrical contact
6.4.5.1 c) above is to give a visual and which, by means of the plug referred to in
audible alarm on board and at the same 6.4.5.5 above, enables measures to be
time actuate an electrical contact which in taken to interrupt the loading and unloading
the form of a binary signal interrupts the operation. If the vessel’s own discharge
electric current loop provided and fed by pump is used, it is to be switched off
the shore facility against overflowing automatically. The sensors for the alarms
during loading operations. The signal is to referred to above may be connected to the
be transmitted to the shore facility via a alarm installation.
watertight two-pin lug of a connecter
device in accordance with IEC 60309 for 6.4.5.9 When the control elements of the
direct current of 40 to 50 volts, shut-off devices of the cargo tanks are
identification color white, position of the located in a control room, it is to be possible
nose 10 h. The plug is to be permanently to stop the loading pumps and read the level
fitted to the vessel close to the shore gauges in the control room, and the visual
connections of the loading and unloading and audible warning given by the level alarm
piping. device, the high level sensor referred to in
6.4.5.1 c) and the instruments for measuring
6.4.5.5.2 The high level sensor is also to the pressure and temperature of the cargo
be capable of switching off the vessel’s is to be noticeable in the control room and
own discharging pump. on deck. Satisfactory monitoring of the
6.4.5.5.3 The high level sensor is to be cargo is to be ensured from the control
independent of the level alarm device, but room.
it may be connected to the level gauge. 6.4.5.10 The vessel is to be so equipped
6.4.5.5.4 During discharging by means of that loading or unloading operations can be
the on-board pump, it is to be possible for interrupted by means of switches, i.e. the
the shore facility to switch it off. For this quick-action stop valve located on the
purpose, an independent intrinsically safe flexible vessel-to-shore connecting line is to
power line, fed by the vessel, is to be be capable of being closed. The switches
switched off by the shore facility by means are to be placed at two pints on the vessel
of an electrical contact. The signal is to be (fore and aft). The interruption systems are
transmitted via arrangements as indicated to be designed according to the quiescent
current principle.

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6.4.5.11 When refrigerated substances are 6.4.5.13 Vessels carrying refrigerated

carried the opening pressure of the safety liquefied gases are to have on board, for the
system is to be determined by the design of purpose of preventing damage to the cargo
the cargo tanks. In the event of the transport tanks during loading and unloading, a
of the substances that are to be carried in a written instruction for pre-cooling. This
refrigerated state the opening pressure of instruction is to be applied before the vessel
the safety system is not to be less than 25 is put into operation and after long term
[kPa] greater than the maximum pressure maintenance.
calculated according to 6.4.6.2
6.4.6 Cargo Pressure and Temperature
6.4.5.12 On vessels certified to carry Control
refrigerated liquefied gases the following
protective measures are to be provided in 6.4.6.1 Requirements for maintenance of
the cargo area: cargo pressure and temperature

6.4.5.12.1 Drip trays are to be installed 6.4.6.1.1 Unless the entire cargo system is
under the shore connections of the piping designed to resist the full effective vapour
for loading and unloading through which pressure of the cargo at the upper limits of
the loading and unloading operation is to the ambient design temperatures, the
be carried out. They are to be made of pressure of the tanks is to be kept below
materials which are able to resist the the permissible maximum set pressure of
temperature of the cargo and be insulated the safety valves, by one or more of the
from the deck. The drip trays are to have a following means:
sufficient volume and an overboard drain. a) a system for the regulation of cargo
6.4.5.12.2 A water spray system to cover: tank pressure using mechanical
refrigeration;
 exposed cargo tank
b) a system ensuring safety in the
domes and exposed parts
event of the heating or increase in
of cargo tanks;
pressure of the cargo. The
 exposed on-deck storage insulation or the design pressure of
vessels for flammable or the cargo tank, or the combination
toxic products; of these two elements, is to be
such as to leave an adequate
 parts of the cargo deck margin for the operating period and
area where a leakage may the temperatures expected; in
occur. each case the system is to be
The capacity of the water spray acceptable by IRS and is to ensure
system is to be such that when safety for a minimum time of three
all spray nozzles are in times the operation period;
operation, the outflow is of 300 c) when the LNG is used as fuel, a
[lit/m2] of cargo deck area per system for the regulation of cargo
hour. The system is to be tank pressure whereby the boil-off
capable of being put into vapours are utilized as fuel;
operation from the wheelhouse
and from the deck; d) any other system, subject to
special consideration
6.4.5.12.3 A water film around the shore
connection of the piping for loading and 6.4.6.1.2 The systems prescribed in
unloading in use to protect the deck and 6.4.6.1.1 are to be constructed, installed
the shipside in way of the shore and tested to the satisfaction of IRS. The
connection of the piping for loading and materials used in their construction are to
unloading in use during connecting and be compatible with the cargoes to be
disconnecting the loading arm or hose. carried. For normal service, the upper
The water film is to have sufficient ambient design temperature limits are:
capacity. The system is to be capable of air: +45° C;
being put into operation from the wheel
house and from the deck. water: +32° C.

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6.4.6.1.3 The cargo storage system is to however, refrigeration is ensured by an

be capable of resisting the full vapour indirect or combined system and no leak in
pressure of the cargo at the upper limits of the heat exchangers can under any
the ambient design temperatures, foreseeable circumstances lead to the
whatever the system adopted to deal with mixing of cargoes, no provision need be
the boil-off gas. This requirement is made for separate refrigeration units for
indicated by the remark 37 in column (20) the different cargoes.
of Table C of Chapter 3.2 of ADN.
6.4.6.2.4 When several refrigerated
6.4.6.2 Refrigeration System cargoes are not soluble in each other
under conditions of carriage such that their
6.4.6.2.1 The refrigeration system referred vapour pressures are added together in
to in 6.4.6.1.1 a) is to be composed of one the event of mixing, particular care is to be
or more units capable of keeping the given to the refrigeration systems to
pressure and temperature of the cargo at prevent any mixing of the cargoes.
the upper limits of the ambient design
temperatures at the prescribed level. 6.4.6.2.5 When the refrigeration systems
Unless another means of regulating cargo require water for cooling, a sufficient
pressure and temperature deemed quantity is to be supplied by a pump or
satisfactory by a recognized classification pumps used exclusively for the purpose.
society is provided, provision is to be made This pump or pumps are to have at least
for one or more stand-by units with an two suction pipes, leading from two water
output at least equal to that of the largest intakes, one to port, the other to starboard.
prescribed unit. A stand-by unit is to Provision is to be made for a stand-by
include a compressor, its engine, its pump with a satisfactory flow; this may be
control system and all necessary a pump used for other purposes provided
accessories to enable it to operate that its use for supplying water for cooling
independently of the units normally used. does not impair any other essential
Provision is to be made for a stand-by service.
heat-exchanger unless the system’s
normal heat-exchanger has a surplus 6.4.6.2.6 The refrigeration system may
capacity equal to at least 25% of the take one of the following forms:
largest prescribed capacity. It is not a) Direct system: the cargo vapours
necessary to make provision for separate are compressed, condensed and
piping. Cargo tanks, piping and returned to the cargo tanks. This
accessories are to be insulated so that, in system is not to be used for certain
the event of a failure of all cargo cargoes specified in Table C of
refrigeration systems, the entire cargo Chapter 3.2 of ADN. This
remains for at least 52 hours in a condition requirement is indicated by remark
not causing the safety valves to open. 35 in column (20) of Table C of
6.4.6.2.2 The security devices and the Chapter 3.2 of ADN;
connecting lines from the refrigeration b) Indirect system: the cargo or the
system are to be connected to the cargo cargo vapours are cooled or
tanks above the liquid phase of the cargo condensed by means of a coolant
when the tanks are filled to their maximum without being compressed;
permissible degree of filling. They are to
remain within the gaseous phase, even if c) Combined system: the cargo
the vessel has a list up to 12 degrees. vapours are compressed and
condensed in a cargo/coolant heat-
6.4.6.2.3 When several refrigerated exchanger and returned to the
cargoes with a potentially dangerous cargo tanks. This system is not to
chemical reaction are carried be used for certain cargoes
simultaneously, particular care is to be specified in Table C of Chapter 3.2
given to the refrigeration systems so as to of ADN. This requirement is
prevent any mixing of the cargoes. For the indicated by remark 36 in column
carriage of such cargoes, separate (20) of Table C of Chapter 3.2 of
refrigeration systems, each including the ADN.
full stand-by unit referred to in 6.4.6.2.1,
are to be provided for each cargo. When,

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6.4.6.2.7 All primary and secondary 6.4.7.2 Piping

coolant fluids are to be compatible with
each other and with the cargo with which 6.4.7.2.1 Piping for loading and unloading
they may come into contact. Heat is to be independent of any other piping of
exchange may take place either at a the vessel. No cargo piping is to be located
distance from the cargo tank, or by using below deck, except those inside the cargo
cooling coils attached to the inside or the tanks and in the service spaces intended
outside of the cargo tank. for the installation of the vessel’s own gas
discharging system.
6.4.6.2.8 When the refrigeration system is
installed in a separate service space, this 6.4.7.2.2 Piping for loading and unloading
service space is to meet the requirements is to be clearly distinguishable from other
of 6.4.2.4.6. piping, e.g. by means of colour marking.

6.4.6.2.9 For all cargo systems, the heat 6.4.7.2.3 The piping for loading and
transmission coefficient as used for the unloading on deck, the venting piping with
determination of the holding time are to be the exception of the shore connections but
determined by calculation. Upon including the safety valves, and the valves
completion of the vessel, the correctness are to be located within the longitudinal
of the calculation is to be checked by line formed by the outer boundaries of the
means of a heat balance test. The domes and not less than one quarter of the
calculation and test is to be performed vessel’s breadth from the outer shell. This
under supervision of IRS. The heat requirement does not apply to the relief
transmission coefficient is to be pipes situated behind the safety valves. If
documented and kept on board. The heat there is, however, only one dome
transmission coefficient is to be verified at athwartships, these pipes and their valves
every renewal of the certificate of are to be located at a distance not less
approval. than 2.7 [m] from the shell. Where cargo
tanks are placed side by side, all the
6.4.6.3 Water Spray System connections to the domes are to be
located on the inner side of the domes.
6.4.6.3.1 When water-spraying is required The external connections may be located
in column (9) of Table C of Chapter 3.2 of on the fore and aft centre line of the dome.
ADN a water-spray system is to be The shut-off devices is to be located
installed in the cargo area on deck for the directly at the dome or as close as possible
purpose of reducing gases given off by the to it. The shut-off devices of the loading
cargo by spraying water. The system is to and unloading piping are to be duplicated,
be fitted with a connection device for one of the devices being constituted by a
supply from the shore. The spray nozzles remote-controlled quick-action stop
are to be so installed that released gases device. When the inside diameter of a
are precipitated safely. The system is to be shut-off device is less than 50 [mm] this
capable of being put into operation from device may be regarded as a safety device
the wheelhouse and from the deck. The against bursts in the piping.
capacity of the water-spray system is to be
such that when all the spray nozzles are in 6.4.7.2.4 The shore connections are to be
operation, the outflow is of 50 [lit/m2] of located not less than 6 [m] from the
cargo deck area and per hour. entrances to or openings of, the
accommodation and service spaces
6.4.7 Pumps and Piping outside the cargo area.
6.4.7.1 Pumps, compressors and accessory Each shore connection of the venting piping
loading and unloading piping are to be and shore connections of the piping for
placed in the cargo area. Cargo pumps and loading and unloading, through which the
compressors are to be capable of being shut loading or unloading operation is carried out,
down from the cargo area and, in addition,
from a position outside the cargo area.
is to be fitted with a shut‐off device and a
Cargo pumps and compressors situated on quick‐action stop valve. However, each shore
deck are to be located not less than 6 [m] connection is to be fitted with a blind flange
from entrances to, or openings of, the when it is not in operation.
accommodation and service spaces outside
the cargo area.

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position of the vessel’s own gas discharging

system. The maximum permissible
6.4.7.2.5 Piping for loading and unloading, overpressure or vacuum is to be indicated
and venting piping, is not to have flexible by a measuring device. Readings are to be
connections fitted with sliding seals. possible in all weather conditions.
6.4.7.2.6 Piping for transport of 6.4.7.8 Use of the cargo piping for ballasting
refrigerated liquefied gases purposes is not to be possible.
6.4.7.2.6.1 The piping for loading and 6.4.7.9 Compressed air generated outside
unloading and cargo tanks is to be the cargo area or wheelhouse can be used
protected from excessive stresses due to in the cargo area subject to the installation
thermal movement and from movements of a spring-loaded non-return valve to
of the tank and hull structure. ensure that no gases can escape from the
6.4.7.2.6.2 Where necessary, piping for cargo area through the compressed air
loading and unloading is to be thermally system into accommodation or service
insulated from the adjacent hull structure spaces outside the cargo area.
to prevent the temperature of the hull 6.4.8 Requirements for Electrical Installations
falling below the design temperature of
the hull material. 6.4.8.1 Documents concerning electrical
installations
6.4.7.2.6.3 All piping for loading and
unloading, which may be closed off at 6.4.8.1.1 In addition to the other required
each end when containing liquid documentation, the following documents
(residue), is to be provided with safety are to be on board:
valves. These safety valves are to
a) a drawing indicating the
discharge into the cargo tanks and are to
boundaries of the cargo area and
be protected against inadvertent closing.
the location of the electrical
6.4.7.3 The distance referred to in 6.4.7.1 equipment installed in this area;
and 6.4.7.2.4 may be reduced to 3.00 [m] if
b) a list of the electrical equipment
a transverse bulkhead complying with
referred to in (a) above including
6.4.2.1.2 is situated at the end of the cargo
machine or appliance, location,
area. The openings are to be provided with
type of protection, type of
doors.
protection against explosion,
The following notice is to be displayed on testing body and approval number
the doors
c) a list of or general plan indicating
DO NOT OPEN DURING LOADING AND the electrical equipment outside
UNLOADING WITHOUT PERMISSION. the cargo area which may be
operated during loading, unloading
CLOSE IMMEDIATELY. or gas-freeing. All other electrical
6.4.7.4 Every component of the piping for equipment is to be marked in red.
loading and unloading is to be electrically See 6.4.8.3.7 and 6.4.8.3.8.
connected to the hull. 6.4.8.2 Electrical Installations
6.4.7.5 The stop valves or other shut-off 6.4.8.2.1 Only distribution systems without
devices of the piping for loading and return connection to the hull are allowed.
unloading are to indicate whether they are
open or shut. This provision does not apply to:

6.4.7.6 The piping for loading and unloading  active cathodic corrosion
are to have, at the test pressure, the protection;
required elasticity, leak proofness and
 local installations outside the
resistance to pressure.
cargo area (e.g. connections of
6.4.7.7 The piping for unloading is to be starters of diesel engines);
fitted with pressure gauges at the inlet and
outlet of the pump. Reading of the pressure  the device for checking the
gauges is to be possible from the control insulation level referred to in
6.4.8.2.2 below:

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6.4.8.2.2 Every insulated distribution 6.4.8.3.3 Only the following equipment

network is to be fitted with an automatic may be installed in the service spaces in
device with a visual and audible alarm for the cargo area below deck (comparable to
checking the insulation level. zone 1):
6.4.8.2.3 For the selection of electrical  measuring, regulation and alarm
equipment to be used in zones presenting devices of the certified safe type;
an explosion risk, the explosion groups
and temperature classes assigned to the  lighting appliances of the “flame-
substances carried in the list of proof enclosure” or “apparatus
substances are to be taken into protected by pressurization” type of
consideration (See columns (15) and (16) protection;
of Table C of Chapter 3.2 of ADN).  motors driving essential equipment
6.4.8.3 Type and Location of Electrical such as ballast pumps with
Equipment temperature monitoring; they are to
be of the certified safe type.
6.4.8.3.1 Only the following equipment
may be installed in cargo tanks and piping 6.4.8.3.4 The control and protective
for loading and unloading (comparable to equipment of the electrical equipment
zone 0): referred to in 6.4.8.3.1, 6.4.8.3.2 and
6.4.8.3.3 above are to be located outside
 measuring, regulation and alarm the cargo area if they are not intrinsically
devices of the EEx (ia) type of safe.
protection.
6.4.8.3.5 The electrical equipment in the
6.4.8.3.2 Only the following equipment cargo area on deck (comparable to zone
may be installed in the cofferdams, 1) is to be of the certified safe type.
double-hull spaces, double bottoms and
hold spaces (comparable to zone 1) 6.4.8.3.6 Accumulators are to be located
outside the cargo area.
 measuring, regulation and alarm
devices of the certified safe type;
 lighting appliances of the “flame- 6.4.8.3.7 Electrical equipment used during
proof enclosure” or “apparatus loading, unloading and gas-freeing during
protected by pressurization” type of berthing and which are located outside the
protection; cargo area (comparable to zone 2) are to
be at least of the “limited explosion risk”
 hermetically sealed echo sounding type.
devices the cables of which are led
6.4.8.3.7.1 The requirements of
through thick-walled steel tubes
6.4.8.3.7 are not applicable to:
with gastight connections up to the
main deck; a) lighting installations in the
accommodation, except for
 cables for the active cathodic
switches near entrances to
protection of the shell plating in
accommodation;
protective steel tubes such as
those provided for echo sounding b) radiotelephone installations in the
devices; accommodation or the
wheelhouse;
The following equipment may be
installed only in double-hull spaces c) mobile and fixed telephone
and double bottoms if used for installations in the accommodation
ballasting: or the wheelhouse;
 permanently fixed submerged d) electrical installations in the
pumps with temperature accommodation, the wheelhouse
monitoring, of the certified type. or the service spaces outside
cargo areas if:

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A. These spaces are fitted with a requirements of 6.4.8.3.7

ventilation system ensuring an above;
overpressure of 0.1 [kPa]
(0.001 bar) and none of the F. The automatic switch-off device
windows is capable of being is to be set so that no automatic
opened; the air intakes of the switching-off may occur while
ventilation system located as the vessel is under way.
far away as possible, however, e) Inland AIS (automatic identification
not less than 6 [m] from the systems) stations in the
cargo area and not less than 2 accommodation and in the
[m] above the deck; wheelhouse if no part of an aerial
B. The spaces are fitted with a gas for electronic apparatus is situated
detection system with sensors: above the cargo area and if no part
of a VHF antenna for AIS stations
i. at the suction inlets of is situated within 2 [m] from the
the ventilation system; cargo area.
ii. directly at the top edge 6.4.8.3.8 The electrical equipment which
of the sill of the does not meet the requirements set out in
entrance doors of the 6.4.8.3.7 above together with its switches
accommodation and are to be marked in red. The disconnection
service spaces when of such equipment is to be operated from
the cargo in the gas a centralized location on board.
phase is heavier than
air; otherwise sensors 6.4.8.3.9 An electric generator which is
are to be fitted close to permanently driven by an engine and
the ceiling; which does not meet the requirements of
6.4.8.3.7 above, is to be fitted with a
C. The gas concentration switch capable of shutting down the
measurement is continuous; excitation of the generator. A notice board
with the operating instructions is to be
D. When the gas concentration displayed near the switch.
reaches 20% of the lower
explosive limit, the ventilators 6.4.8.3.10 Sockets for the connection of
are to be switched off. In such a signal lights and gangway lighting are to
case and when the be permanently fitted to the vessel close to
overpressure is not maintained the signal mast or the gangway.
or in the event of failure of the Connecting and disconnecting is also not
gas detection system, the to be possible except when the sockets
electrical installations which do are not live.
not comply with 6.4.8.3.7
above, are to be switched off. 6.4.8.3.11 The failure of the power supply
These operations are to be for the safety and control equipment is to
performed immediately and be immediately indicated by visual and
automatically and activate the audible signals at the locations where the
emergency lighting in the alarms are usually actuated.
accommodation, the 6.4.8.4 Earthing
wheelhouse and the service
spaces, which are to comply at 6.4.8.4.1 The metal parts of electrical
least with the “limited explosion appliances in the cargo area which are not
risk” type. The switching-off is live as well as protective metal tubes or
to be indicated in the metal sheaths of cables in normal service
accommodation and are to be earthed, unless they are so
wheelhouse by visual and arranged that they are automatically
audible signals; earthed by bonding to the metal structure
of the vessel.
E. The ventilation system, the gas
detection system and the alarm 6.4.8.4.2 The provisions of 6.4.8.4.1
of the switch-off device are to above apply also to equipment having
fully comply with the service voltages of less than 50 [V].

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6.4.8.4.3 Independent cargo tanks are to design having conductors with a cross-
be earthed. section of not less than 1.5 [mm2] are to be
used. These cables are to be as short as
6.4.8.4.4 Receptacles for residual possible and installed so that damage is
products are to be capable of being not likely to occur.
earthed.
6.4.8.5.6 The cables required for the
6.4.8.5 Electrical Cables electrical equipment referred to in
6.4.8.5.1 All cables in the cargo area are 6.4.8.3.2 and 6.4.8.3.3 are accepted in
to have a metallic sheath. cofferdams, double-hull spaces, double
bottoms, hold spaces and service spaces
6.4.8.5.2 Cables and sockets in the cargo below deck.
area are to be protected against
mechanical damage. 6.4.9 Inspection and Testing

6.4.8.5.3 Movable cables are prohibited in 6.4.9.1 Pressure Test

the cargo area, except for intrinsically safe 6.4.9.1.1 Cargo tanks and piping for
electric circuits or for the supply of signal loading and unloading are to comply with
lights and gangway lighting. the provisions concerning pressure
6.4.8.5.4 Cables of intrinsically safe vessels.
circuits are only to be used for such circuits 6.4.9.1.2 All cofferdams are to be
and are to be separated from other cables subjected to initial tests before being put
not intended for being used in such circuits into service and thereafter at the
(e.g. they are not to be installed together prescribed intervals. The test pressure is
in the same string of cables and they are not to be less than 10 [kPa] (0.10 bar)
not to be fixed by the same cable clamps). gauge pressure.
6.4.8.5.5 For movable cables intended for 6.4.9.1.3 The maximum intervals for the
signal lights and gangway lighting, only periodic tests referred to in 6.4.9.1.1 above
sheathed cables of type H 07 RN-F in is to be 11 years.
accordance with standard IEC 60 245–
4:1994 or cables of at least equivalent

Section 7
Fire Safety Requirements for Tankers Carrying Dangerous Goods

7.1 Application with jet/spray nozzles having a diameter of

not less than 12 [mm] are to be provided.
7.1.1 All tankers carrying dangerous goods Alternatively one or more of the hose
are to meet the requirements of this section. assemblies may be substituted by directable
7.2 Fire-extinguishing arrangements jet/spray nozzles having a diameter of not
less than 12 [mm]. It is to be possible to
7.2.1 A fire-extinguishing system is to be reach any point of the deck in the cargo area
installed on the vessel. This system is to simultaneously with at least two jets of water
comply with the following requirements: which do not emanate from the same
7.2.1.1 It is to be supplied by two hydrant. A spring-loaded non-return valve is
independent fire or ballast pumps, one of to be fitted to ensure that no gases can
which is to be ready for use at any time. escape through the fire-extinguishing
These pumps and their means of propulsion system into the accommodation or service
and electrical equipment are not to be spaces outside the cargo area;
installed in the same space; 7.2.1.3 The capacity of the system is to be
7.2.1.2 It is to be provided with a water main at least sufficient for a jet of water to have a
fitted with at least three hydrants in the minimum reach of not less than the vessel’s
cargo area or wheelhouse above deck. breadth from any location on board with two
Three suitable and sufficiently long hoses spray nozzles being used at the same time;

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7.2.1.4 The water supply system is to be 7.2.2.2.5 Overpressure or negative

capable of being put into operation from the pressure caused by the diffusion of the
wheelhouse and from the deck; extinguishing agent is not to destroy the
constituent elements of the space to be
7.2.1.5 Measures are to be taken to prevent protected. It is to be possible to ensure the
the freezing of fire-mains and hydrants. safe equalisation of pressure.
7.2.2 In addition, the engine rooms, the pump- 7.2.2.2.6 Protected spaces are to be
room and all spaces containing essential provided with a means of extracting the
equipment (switchboards, compressors, etc.) extinguishing agent. If extraction devices
for the refrigeration equipment, if any, are to are installed, it is not to be possible to start
be provided with a permanently fixed fire- them up during extinguishing.
extinguishing system meeting the following
requirements: 7.2.2.3 Fire alarm system
7.2.2.1 Extinguishing agents 7.2.2.3.1 The space to be protected is to
be monitored by an appropriate fire alarm
7.2.2.1.1 For the protection of spaces in system. The alarm signal is to be audible
engine rooms, boiler rooms and pump in the wheelhouse, the accommodation
rooms, only permanently fixed fire- and the space to be protected.
extinguishing systems using the following
extinguishing agents are permitted: 7.2.2.4 Piping system
a) CO2 (carbon dioxide); 7.2.2.4.1 The extinguishing agent is to be
routed to and distributed in the space to be
b) HFC 227 ea (heptafluoropropane); protected by means of a permanent piping
c) IG-541 (52% nitrogen, 40% argon, system. Piping installed in the space to be
8% carbon dioxide). protected and their fittings are to be made
of steel. This does not apply to the
d) FK-5-1-12 (dodecafluoro 2- connecting nozzles of tanks and
methylpentane-3-one). compensators provided that the materials
7.2.2.2 Ventilation, air extraction used have equivalent fireretardant
properties. Piping is to be protected
7.2.2.2.1 The combustion air required by against corrosion both internally and
the combustion engines which ensure externally.
propulsion should not come from spaces
protected by permanently fixed fire- 7.2.2.4.2 The discharge nozzles are to be
extinguishing systems. This requirement is so arranged as to ensure the regular
diffusion of the extinguishing agent. In
not mandatory if the vessel has two
independent main engine rooms with a particular, the extinguishing agent must
gastight separation or if, in addition to the also be effective beneath the floor.
main engine room, there is a separate 7.2.2.5 Triggering device
engine room installed with a bow thruster
that can independently ensure propulsion 7.2.2.5.1 Automatically activated fire-
in the event of a fire in the main engine extinguishing systems are not permitted.
room. 7.2.2.5.2 It is to be possible to activate the
7.2.2.2.2 All forced ventilation systems in fire-extinguishing system from a suitable
the space to be protected are to be shut point located outside the space to be
down automatically as soon as the fire- protected.
extinguishing system is activated. 7.2.2.5.3 Triggering devices are to be so
7.2.2.2.3 All openings in the space to be installed that they can be activated in the
protected which permit air to enter or gas event of a fire and so that the risk of their
to escape are to be fitted with devices breakdown in the event of a fire or an
enabling them to be closed rapidly. It is to explosion in the space to be protected is
be clear whether they are open or closed. reduced as far as possible. Systems which
are not mechanically activated are to be
7.2.2.2.4 Air escaping from the pressure– supplied from two energy sources
relief valves of the pressurised air tanks independent of each other. These energy
installed in the engine rooms is to be sources are to be located outside the
evacuated to the open air.

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space to be protected. The control lines 7.2.2.6.2 The alarm device is to be set off
located in the space to be protected are to automatically as soon as the fire-
be so designed as to remain capable of extinguishing system is first activated. The
operating in the event of a fire for a alarm device is to function for an
minimum of 30 minutes. The electrical appropriate period of time before the
installations are deemed to meet this extinguishing agent is released; it is not to
requirement if they conform to the IEC be possible to turn it off.
60331–21:1999 standard. When the
triggering devices are so placed as not to 7.2.2.6.3 Alarm signals are to be clearly
be visible, the component concealing them visible in the spaces to be protected and
are to carry the “Fire-fighting system” their access points and be clearly audible
symbol, each side being not less than 10 under operating conditions corresponding
[cm] in length, with the following text in red to the highest possible sound level. It is to
letters on a white ground: be possible to distinguish them clearly
from all other sound and visual signals in
FIRE-EXTINGUISHING SYSTEM the space to be protected.
7.2.2.5.4 If the fire-extinguishing system is 7.2.2.6.4 Sound alarms are to also be
intended to protect several spaces, it is to clearly audible in adjoining spaces, with
comprise a separate and clearly–marked the communicating doors shut, and under
triggering device for each space. operating conditions corresponding to the
highest possible sound level.
7.2.2.5.5 The instructions are to be posted
alongside all triggering devices and are to 7.2.2.6.5 If the alarm device is not
be clearly visible and indelible. The intrinsically protected against short
instructions are to be in a language the circuits, broken wires and drops in voltage,
master can read and understand. They are it is to be possible to monitor its operation.
to include information concerning:
7.2.2.6.6 A sign with the following text in
a) the activation of the fire- red letters on a white background is to be
extinguishing system; clearly posted at the entrance to any space
the extinguishing agent may reach:
b) the need to ensure that all persons
have left the space to be protected; WARNING, FIRE-EXTINGUISHING
SYSTEM!
c) The correct behaviour of the crew
in the event of activation and when LEAVE THIS SPACE IMMEDIATELY
accessing the space to be WHEN THE … (DESCRIPTION) ALARM
protected following activation or IS ACTIVATED!
diffusion, in particular in respect of
the possible presence of 7.2.2.7 Pressurised tanks, fittings and
dangerous substances; piping
7.2.2.7.1 Pressurised tanks, fittings and
piping are to conform to the requirements
d) the correct behaviour of the crew in of the competent authority.
the event of the failure of the fire
extinguishing system to function 7.2.2.7.2 Pressurised tanks are to be
properly. installed in accordance with the
manufacturer’s instructions.
7.2.2.5.6 The instructions are to mention
that prior to the activation of the fire- 7.2.2.7.3 Pressurised tanks, fittings and
extinguishing system, combustion engines piping are not to be installed in the
installed in the space and aspirating air accommodation.
from the space to be protected, are to be 7.2.2.7.4 The temperature of cabinets and
shut down. storage spaces for pressurised tanks is not
7.2.2.6 Alarm device to exceed 50 [°C].

7.2.2.6.1 Permanently fixed fire- 7.2.2.7.5 Cabinets or storage spaces on

extinguishing systems are to be fitted with deck are to be securely stowed and are to
an audible and visual alarm device. have vents so placed that in the event of a

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pressurised tank not being gastight, the 7.2.2.10 Fire-extinguishing system

escaping gas cannot penetrate into the operating with CO2
vessel. Direct connections with other
spaces are not permitted. 7.2.2.10.1 In addition to the requirements
contained in 7.2.2.1 to 7.2.2.9, fire-
7.2.2.8 Quantity of extinguishing agent extinguishing systems using CO2 as an
extinguishing agent are to conform to the
7.2.2.8.1 If the quantity of extinguishing following provisions:
agent is intended for more than one space,
the quantity of extinguishing agent 7.2.2.10.1.1 Tanks of CO2 are to be
available does not need to be greater than placed in a gastight space or cabinet
the quantity required for the largest of the separated from other spaces. The doors
spaces thus protected. of such storage spaces and cabinets are
to open outwards; they are to be capable
7.2.2.9 Installation, maintenance, of being locked and are to carry on the
monitoring and documents outside the symbol “Warning: danger”,
7.2.2.9.1 The mounting or modification of not less than 5 [cm] high and “CO2” in the
the system is to only be performed by a same colours and the same size;
company specialised in fire-extinguishing 7.2.2.10.1.2 Storage cabinets or spaces
systems. The instructions (product data for CO2 tanks located below deck are
sheet, safety data sheet) provided by the only to be accessible from the outside.
manufacturer of the extinguishing agent or These spaces are to have an artificial
the system are to be followed. ventilation system with extractor hoods
7.2.2.9.2 The system is to be inspected by and are to be completely independent of
an expert: the other ventilation systems on board;

a) before being brought into service; 7.2.2.10.1.3 The level of filling of CO2
tanks is not to exceed 0.75 [kg/l]. The
b) each time it is put back into service volume of depressurised CO2 is to be
after activation; taken to be 0.56 [m3/kg];
c) after every modification or repair; 7.2.2.10.1.4 The concentration of CO2 in
d) regularly, not less than every two the space to be protected is to be not
years. less than 40% of the gross volume of the
space. This quantity is to be released
7.2.2.9.3 During the inspection, the expert within 120 seconds. It is to be possible to
is required to check that the system monitor whether diffusion is proceeding
conforms to the requirements of 7.2.2. correctly;
7.2.2.9.4 The inspection is to include, as a 7.2.2.10.1.5 The opening of the tank
minimum: valves and the control of the diffusing
valve are to correspond to two different
a) an external inspection of the entire operations;
system;
7.2.2.10.1.6 The appropriate period of
b) an inspection to ensure that the time mentioned in 7.2.2.6 b) is to be not
piping is leakproof; less than 20 seconds. A reliable
c) an inspection to ensure that the installation is to ensure the timing of the
control and activation systems are diffusion of CO2.
in good working order; 7.2.2.11 Fire-extinguishing system
d) an inspection of the pressure and operating with HFC-227 ea
contents of tanks; (heptafluoropropane)

e) an inspection to ensure that the 7.2.2.11.1 In addition to the requirements

means of closing the space to be of 7.2.2.1 to 7.2.2.9, fire-extinguishing
protected are leakproof; systems using HFC-227 ea as an
extinguishing agent is to conform to the
f) an inspection of the fire alarm following provisions:
system;
g) an inspection of the alarm device.

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7.2.2.11.1.1 Where there are several 7.2.2.12.1.2 Every tank containing IG-
spaces with different gross volumes, 541 placed in the space to be protected
each space is to be equipped with its is to be fitted with a device to prevent
own fire-extinguishing system; overpressure. This device is to ensure
that the contents of the tank are safely
7.2.2.11.1.2 Every tank containing HFC- diffused in the space to be protected if
227 ea placed in the space to be the tank is subjected to fire, when the
protected is to be fitted with a device to fire-extinguishing system has not been
prevent overpressure. This device is to brought into service;
ensure that the contents of the tank are
safely diffused in the space to be 7.2.2.12.1.3 Each tank is to be fitted with
protected if the tank is subjected to fire, a device for checking the contents;
when the fire-extinguishing system has
not been brought into service; 7.2.2.12.1.4 The filling pressure of the
tanks is not to exceed 200 [bar] at a
7.2.2.11.1.3 Every tank is to be fitted with temperature of +15 [°C];
a device permitting control of the gas
pressure; 7.2.2.12.1.5 The concentration of IG-541
in the space to be protected is to be not
7.2.2.11.1.4 The level of filling of tanks is less than 44% and not more than 50% of
not to exceed 1.15 [kg/l]. The specific the gross volume of the space. This
volume of depressurised HFC-227 ea is quantity is to be released within 120
to be taken to be 0.1374 [m3/kg]; seconds.
7.2.2.11.1.5 The concentration of HFC- 7.2.2.13 Fire-extinguishing system
227 ea in the space to be protected is to operating with FK-5-1-12
be not less than 8% of the gross volume
of the space. This quantity is to be 7.2.2.13.1 In addition to the requirements
released within 10 seconds; of 7.2.2.1 to 7.2.2.9, fire-extinguishing
systems using FK-5-1-12 as an
7.2.2.11.1.6 Tanks of HFC-227 ea are to extinguishing agent is to comply with the
be fitted with a pressure monitoring following provisions:
device which triggers an audible and
visual alarm in the wheelhouse in the 7.2.2.13.1.1 Where there are several
event of an unscheduled loss of spaces with different gross volumes,
propellant gas. Where there is no every space is to be equipped with its
wheelhouse, the alarm is to be triggered own fire-extinguishing system;
outside the space to be protected; 7.2.2.13.1.2 Every tank containing FK-5-
7.2.2.11.1.7 After discharge, the 1-12 placed in the space to be protected
concentration in the space to be is to be fitted with a device to prevent
protected is not to exceed 10.5% overpressure. This device is to ensure
(volume); that the contents of the tank are safely
diffused in the space to be protected if
7.2.2.11.1.8 The fire-extinguishing the tank is subjected to fire, when the
system is not to comprise aluminium fire-extinguishing system has not been
parts. brought into service;
7.2.2.12 Fire-extinguishing system 7.2.2.13.1.3 Every tank is to be fitted with
operating with IG-541 a device permitting control of the gas
pressure;
7.2.2.12.1 In addition to the requirements
of 7.2.2.1 to 7.2.2.9, fire-extinguishing 7.2.2.13.1.4 The level of filling of tanks is
systems using IG-541 as an extinguishing not to exceed 1[kg/l]. The specific
agent is to conform to the following volume of depressurized FK-5-1-12 is to
provisions: be taken to be 0.0719 [m3/kg];
7.2.2.12.1.1 Where there are several 7.2.2.13.1.5 The volume of FK-5-1-12 in
spaces with different gross volumes, the space to be protected is to be not
every space is to be equipped with its less than 5.5% of the gross volume of the
own fire-extinguishing system; space. This quantity is to be released
within 10 seconds;

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7.2.2.13.1.6 Tanks of FK-5-1-12 are to fire-extinguishing system is to be suitable and

be fitted with a pressure monitoring sufficient for fighting fires.
device which triggers an audible and 7.3 Fire and naked light
visual alarm in the wheelhouse in the
event of an unscheduled loss of 7.3.1 The outlets of funnels are to be located
extinguishing agent. Where there is no not less than 2 [m] from the cargo area.
wheelhouse, the alarm is to be triggered Arrangements are to be provided to prevent
outside the space to be protected; the escape of sparks and the entry of water.
7.2.2.13.1.7 After discharge, the 7.3.2 Heating, cooking and refrigerating
concentration in the space to be appliances are not to be fuelled with liquid
protected is not to exceed 10.0%. fuels, liquid gas or solid fuels. The installation
in the engine room or in another separate
7.2.3 Vessel is to be equipped with at least
space of heating appliances fueled with liquid
two additional hand fire-extinguishers, which
fuel having a flash–point above 55 [°C] is,
are to be located in the cargo area. The fire
however, permitted. Cooking and refrigerating
extinguishing agent contained in these
appliances are permitted only in the
additional hand fire-extinguishers is to be
accommodation.
suitable for fighting fires involving the
dangerous good carried. 7.3.3 Only electrical lighting appliances are
permitted.
7.2.4 The fire-extinguishing agent and the
quantity contained in the permanently fixed

End of Chapter

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Chapter 3

Passenger Vessels

Contents
Section

1 General
2 Vessel Arrangement
3 Machinery and Systems
4 Electrical Installations
5 Fire Protection, Detection and Extinction
6 Additional Requirements for Ro-Ro PAX Notation
7 Additional Requirements for PRM Notation

Section 1

General

1.1 Application 1.3 Definitions

1.1.1 This Chapter applies to self-propelled 1.3.1 Passenger vessel: a day trip or cabin
passenger vessels. vessel constructed and equipped to carry more
than 12 passengers.
1.1.2 Attention is drawn to technical and
operational requirements of National/Local 1.3.2 Day-trip vessel: a passenger vessel
authorities where the vessel is registered or without overnight passenger cabins.
operating.
1.3.3 Cabin vessel: a passenger vessel with
1.2 Notation overnight passenger cabins.

1.2.1 Vessels complying with the requirements of 1.3.4 Main Engine Room: Space where the
this chapter are eligible for the assignment of the propulsion engines are installed
notation PASSENGER VESSEL.
1.3.5 Engine Room: Space where combustion
1.2.2 An additional class notation FERRY will be engines are installed.
assigned to a vessel on regular scheduled
service. 1.3.6 Boiler Room: a space housing a fuel-
operated installation designed to produce steam
1.2.3 An additional class notation RO-RO PAX or heat a thermal fluid.
will be assigned to passenger vessels intended
for carriage of passengers and vehicles and built 1.3.7 Wheelhouse: the area which houses all the
in accordance with Sec 6 of this chapter. control and monitoring instruments necessary for
manoeuvring the vessel.
1.2.4 An additional class notation PRM will be
assigned to a passenger vessel in which areas 1.3.8 Crew Accommodation: a space intended
are provided for use by persons with reduced for the use of persons normally living on board,
mobility, according to the provisions of Sec 7 of including galleys, store rooms, toilets and
this chapter.

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washing facilities, laundry facilities, 1.3.14 Evacuation Areas: part of muster areas
passageways, but not the wheelhouse. of the vessel from which evacuation of persons
can be carried out.
1.3.9 Passenger Space: space on board
intended for passengers and enclosed areas 1.3.15 Store Room of high risk: a space for the
such as offices, shops, hairdressing salons, storage of flammable liquids or a room with an
drying rooms, laundries, saunas, toilets, area of over 4 [m2] for storing supplies.
washrooms, passageways, connecting passages
and stairs not encapsulated by walls. 1.3.16 Passageway: an area intended for the
normal movement of persons and goods.
1.3.10 Accommodation Space: a living space of
a crew accommodation or a passenger space. 1.3.17 Persons with reduced mobility: persons
On board passenger vessels, galleys are not facing particular problems when using public
regarded as accommodation space. transport, such as the elderly and the
handicapped and persons with sensory
1.3.11 Stairwell: the well of an internal staircase disabilities, persons in wheelchairs, pregnant
or of a lift. women and persons accompanying young
children.
1.3.12 Galley: a room equipped with an open
flame cooking appliance or any electrically 1.4 Material
heated cooking plate or hot plate with a power of
not more than 5 [kW]. 1.4.1 Glass doors and walls in passageways and
also window panes are to be manufactured from
1.3.13 Muster Areas: areas of the vessel which pre-stressed glass or laminated glass. They may
are specially protected and in which persons also be made from a synthetic material.
muster in the event of danger.

Section 2

Vessel Arrangement

2.1 Stability and Freeboard 2.2.2 Bulkheads rising up to the deck are to be
provided as follows :
2.1.1 The intact stability, damage stability and
freeboard of the vessel are to be in accordance a) A Collision Bulkhead: The distance
with IRS Classification Note “Stability between the collision bulkhead and the
Requirements for Inland Waterways Passenger forward perpendicular is to be at least
Ships”. 0.04LWL and not more than 0.04LWL + 2
[m].
2.1.2 The maximum draught is to be in
compliance with the requirements of 2.1.1 and is b) An Aft-Peak Bulkhead, where vessel
to be marked on the vessel’s sides at about mid- length exceeds 25 [m]: The aft peak
length. bulkhead is to be installed at a distance of
between 1.4 [m] and 0.04 LWL + 2 [𝑚]
2.2 Subdivision and Transverse Bulkheads measured from the aft point of the
intersection of the hull with the maximum
2.2.1 The number and position of bulkheads are draught line.
to be selected such that, in the event of flooding,
the vessel remains buoyant according to the 2.2.3 A transverse bulkhead may be fitted with a
requirements used for the compliance of 2.1.1. bulkhead recess, if all parts of this recess lie
Every portion of the internal structure, which within the area which is externally bounded by a
affects the efficiency of the subdivision of such vertical surface running at a distance of BWL/5
vessels, is to be watertight, and is to be of a parallel to the course of the hull in the line of
design which will maintain the integrity of the maximum draught.
subdivision.

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2.2.4 The bulkheads, which are taken into d) each of the compartments divided by the
account in the damage stability calculations, are door is fitted with a bilge level alarm.
to be watertight and are to extend up to the
bulkhead deck. 2.3.2 Doors in bulkheads referred to in 2.2.4 that
are open for long periods are to comply with the
2.2.5 The number of openings in the bulkheads following requirements:
referred above in 2.2.4 are to be kept to the
minimum consistent with the type of construction a) they are to be capable of being closed
and normal operation of the vessel. Openings from both sides of the bulkhead and from
and penetrations are not to have a detrimental an easily accessible point above the
effect on the watertight function of the bulkheads. bulkhead deck;

2.2.6 Collision bulkheads are to have no b) after being closed by remote control, the
openings and no doors. door is to be such that it can be opened
again locally and closed safely. Closure is
2.2.7 Doors are not permitted in bulkheads not to be impeded by carpeting, foot rails
separating the engine rooms from passenger or other obstructions;
space or crew accommodation.
c) the time taken for the remote-controlled
2.2.8 Where double bottoms are fitted, their closure process is to be at least 30
height is to be at least 0.65 [m], and where wing [seconds] but not more than 60 [seconds];
voids are fitted, their width is to be at least 0.65
[m]. d) during the closure procedure an audible
alarm is to sound by the door;
2.3 Watertight Doors and Doors
e) the door drive and alarm are also to be
2.3.1 Manually operated doors without remote capable of operating independently of the
control, in bulkheads referred to in 2.2.4, are on-board power supply. There is to be a
permitted only in areas not accessible to device at the location of the remote
passengers. They are to: control that displays whether the door is
open or closed.
a) remain closed at all times and be opened
only temporarily to allow access; 2.3.3 Doors in bulkheads referred to in 2.2.4, and
their actuators are to be located in the area which
b) be fitted with suitable devices to enable is externally bounded by a vertical surface
them to be closed quickly and safely; running at a distance of BWL/5 parallel to the
course of the hull in the line of maximum draught.
c) display the following notice on both sides
of the doors: 2.3.4 There is to be a warning system in the
wheelhouse to indicate which of the doors in
‘Close door immediately after passing bulkheads referred to in 2.2.4 are open.
through’.
2.3.5 Remote controls of bulkhead doors
A manually controlled remote controlled according to 2.3.2 are to be clearly indicated as
bulkhead door in the passenger space may be such.
provided on vessels of length not more than
45[m] and authorized to carry number of 2.3.6 Cold-storage room doors, even when
passengers restricted to that length of the vessel locked, are also to be capable of being opened
in meters, if: from the inside.

a) the vessel has only one deck; 2.4 Windows

b) this door is accessible directly from the 2.4.1 Windows may be situated below the margin
deck and is not more than 10 [m] away line if they are watertight, cannot be opened,
from the deck; possess sufficient strength, protected by
deadlights or portable covers and conform to
c) the lower edge of the door opening lies at 1.4.1.
least 0.3 [m]above the floor of the
passenger space, and

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2.4.2 Requirements of 2.4.1 are deemed to be On day trip vessels, one of these two exits
fulfilled if the construction of watertight windows can be replaced by two emergency exits.
complies with the following provision: Rooms, with the exception of cabins, and
groups of rooms that have only one exit,
a) Pre-stressed glass complying with are to have at least one emergency exit.
International Standard ISO 614 : 2012 is
used. b) If rooms are located below the bulkhead
deck, one of the exits can be a watertight
b) Round windows comply with International bulkhead door, (complying with 2.3.2),
Standard leading into an adjacent compartment
from which the upper deck can be
 ISO 1751 : 2012, reached directly. The other exit is to lead
 Series B: medium heavy-duty directly or, if permitted in accordance with
windows (a), as an emergency exit into the open
 Type: non-opening window. air, or to the bulkhead deck. This
requirement does not apply to individual
c) Angular windows comply with cabins.
International Standard
 ISO 3903 : 2012, c) Exits according to (a) and (b) are to be
 Series E: heavy-duty windows suitably arranged and are to have a clear
width of at least 0.8 [m] and a clear height
 Type: non-opening window
of at least 2 [m]. For doors of passenger
cabins and other small rooms, the clear
d) ISO Standard windows may be replaced
width can be reduced to 0.7 [m].
by windows whose construction is at least
equivalent to the requirements of b) to c). d) In the case of rooms or groups of rooms
intended for more than 80 passengers the
2.4.3 Cabins without an opening window are to sum of the widths of all exits intended for
be connected to a ventilation system. passengers and which are to be used by
them in an emergency is to be at least
2.5 Passenger Spaces 0.01 [m] per passenger.
2.5.1 Location of Passenger Spaces e) If the total width of the exits is determined
by the number of passengers, the width of
2.5.1.1 On all decks, passenger spaces are to be
each exit is to be at least 0.005 [m] per
located aft of the collision bulkhead and, if they
passenger.
are below the bulkhead deck, forward of the aft-
peak bulkhead.
f) Emergency exits are to have a shortest
2.5.1.2 Passenger spaces are to be separated side at least 0.6 [m] long or a minimum
from the engine and boiler rooms by gas-tight diameter of 0.7 [m]. They are to open in
boundaries. the direction of escape and be marked on
both sides.
2.5.1.3 Deck areas, which are enclosed by
awnings or similar mobile installations not only 2.5.3 Doors of Passenger Spaces
above but also fully or partially to the side, are to
comply with the same requirements as enclosed 2.5.3.1 Doors of passenger spaces are to comply
passenger spaces. with the following requirements:

2.5.2 Number and Width of the Exits of a) With the exception of doors leading to
Passenger Spaces connecting corridors, they are to be
capable of opening outwards or be
2.5.2.1 The number and width of the exits of constructed as sliding doors.
passenger spaces are to comply with the
following requirements: b) Cabin doors are to be made in such a way
that they can also be unlocked from the
a) Rooms or groups of rooms designed or outside at any time.
arranged for 30 or more passengers or
including berths for 12 or more c) Powered doors are to open easily in the
passengers, are to have at least two exits. event of failure of the power supply to this
mechanism.

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2.5.4 Corridors staircases have to be in area, which is
externally bounded by a vertical surface
2.5.4.1 Connecting corridors are to comply with running at a distance of BWL/5 parallel to
the following requirements: the course of the hull in the line of
maximum draught area.
a) They are to have a clear width of at least
0.8 [m]. If they lead to rooms used by 2.5.6 Bulwarks and Guard Rail
more than 80 passengers, they are to
comply with the provisions mentioned in 2.5.6.1 Parts of the deck intended for
2.5.2.1(d) and (e) regarding the width of passengers, and which are not enclosed, are to
the exits leading to connecting corridors. comply with the following requirements:

b) Their clear height is not to be less than 2 a) They are to be surrounded by a fixed
[m]. bulwark or guard rail at least 1 [m] high
or a railing according a recognized
c) Connecting corridors more than 1.5 [m] standard such as IS9448.
wide are to have handrails on either side.
2.5.7 Embarking and Disembarking
d) Where a part of the vessel or a room Arrangement
intended for passengers is served by a
single connecting corridor, the clear width 2.5.7.1 Parts of the deck intended for
thereof is to be at least 1 [m]. passengers, and which are not enclosed, are to
comply with the following requirements:
e) Connecting corridors are to be free of
steps. a) Openings and equipment for embarking or
disembarking and openings for loading or
f) They are to lead only to open decks, unloading are to be such that they can be
rooms or staircases. secured and have a clear width of at least
1 [m].
g) Dead ends in connecting corridors are not
to be longer than two meters. b) If the openings and equipment for
embarking or disembarking cannot be
2.5.5 Stairs and their Landing observed from the wheelhouse,
appropriate auxiliary means are to be
2.5.5.1 Stairs and their landings in the passenger provided.
spaces are to comply with the following
requirements: 2.6 Escape from Passenger Spaces

a) They are to be constructed in accordance 2.6.1 In addition to the provisions of 2.5.4.1,

with a recognized national/international escape routes are to also comply with the
standard. following requirements:

b) They are to have a clear width of at least a) Stairways, exits and emergency exits are
0.8 [m]. If they lead to connecting to be so arranged that, in the event of a
corridors or areas used by more than 80 fire in any given area, the other areas may
passengers, the stairs are to have a width be evacuated safely.
of at least 0.01 [m] per passenger.
b) The escape routes are to lead by the
c) They are to have a clear width of at least shortest route to evacuation areas.
1 [m] if they provide the only means of
access to a room intended for c) Escape routes are not to lead through
passengers. engine rooms or galleys.

d) Staircases in the same room are to be d) There are to be no rungs, ladders or the
provided on each side of the vessel. In like installed at any point along the
case, staircases in the same room are not escape routes.
provided on each side, then the

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e) Doors to escape routes are to be 2.9 Superstructure

constructed in such a way as not to
reduce the minimum width of the escape 2.9.1 Superstructures (or their roofs) consisting
route referred to in 2.5.4.1(a) or (d). entirely of panoramic panes, shelters created by
awnings, or similar mobile installations, together
f) Escape routes and emergency exits are with their substructures, may only be constructed
to be clearly indicated by signs. The signs in such a manner that the way in which they are
are to be lit by the emergency lighting built and the materials employed pose no risk of
system. injury to persons on board in the event of
damage.
2.6.2 Escape routes and emergency exits are to
have a suitable safety guidance system (Refer 2.9.2 Rooms in which crew members are
Section 4, 4.7). accommodated are to comply with the provisions
of this section, as far as practicable.
2.7 Warning against Unauthorized Entry
2.10 Tanks and Cofferdams
2.7.1 The parts of the vessels not intended for
passengers, in particular access to the 2.10.1 Tanks containing fuel oil/lubricating oil are
wheelhouse, to the winches and to the engine to be separated from passenger, crew and
rooms, are to be such that they can be secured baggage compartments by a gastight and
against unauthorised entry. At any such access, watertight boundary or alternatively by a
a warning symbol/sign is to be displayed in a cofferdam.
prominent position.
2.10.2 A cofferdam between the passenger, crew
2.8 Passageways in Passenger spaces and baggage compartments is mandatory when
the common bulkhead is subject to a static liquid
2.8.1 Transparent doors and transparent walls (if pressure under normal service conditions.
fitted) extending as far as the floor in
passageways are to be prominently marked.

Section 3

Machinery and Systems

3.1 Bilge System 3.1.3 Arrangement of bilge pumps and bilge

main
3.1.1 General
3.1.3.1 Bilge Pumps
3.1.1.1 Requirements of this sub-section are to
be complied with, in addition to the requirements 3.1.3.1.1 The power bilge pumps are to be placed
of Pt.4, Ch.3, Sec.2. in separate watertight compartments, which will
not readily be flooded by the same damage.
3.1.1.2 A bilge pumping system with permanently
installed pipe work is to be provided. 3.1.3.1.2 The arrangements are to be such that
at least one power pump will be available for use
3.1.1.3 The bilge pumping plant is to be capable in all ordinary circumstances in which the vessel
of draining any watertight compartment under all may be flooded. This requirement will be satisfied
practicable conditions after a casualty, whether if:
the vessel is upright or listed.
a) one of the pumps is an emergency pump
3.1.2 Number of Pumps of a submersible type having a source of
power situated above the bulkhead deck;
3.1.2.1 Two independent power driven bilge
pumps are to be provided. or

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b) the pumps and their sources of power are 3.1.4 Requirement for bilge pumps and bilge
so disposed throughout the length of the suction
vessel that, under any conditions of
flooding which the vessel is required to 3.1.4.1 Every bilge pump provided is to be self-
withstand by Statutory Regulations at priming.
least one pump in an undamaged
compartment will be available. 3.1.4.2 Each independent bilge pump is to have
a direct bilge suction from the space in which it is
3.1.3.2 Bilge Main situated, but not more than two such suctions are
required in any one space. Where two or more
3.1.3.2.1 The bilge main is to be so arranged that suctions are provided, there is to be at least one
no part is situated nearer the side of the vessel suction at each side of the space.
than , B/5 measured at right angles to the
centreline at the level of the deepest load line, 3.1.4.3 All bilge suctions are to be fitted with
where B is the breadth of the vessel. readily accessible strainers so that they may be
regularly checked and cleaned.
3.1.3.2.2 Where any bilge pump or its pipe
connection to the bilge main is situated outboard 3.1.4.4 Provision is to be made to prevent the
of the line B/5, then a non-return valve is to be compartment served by any bilge suction pipe
provided in the pipe connection at the junction being flooded, in the event of the pipe being
with the bilge main. The emergency bilge pump severed, or otherwise damaged by collision or
and its connections to the bilge main are to be so grounding in any other compartment. For this
arranged that they are situated inboard of the line purpose, where the pipe is at any part situated
B/5 nearer the side of the vessel than B/5 or less than
0.5 [m] above the bottom, a non-return valve is to
3.1.3.3 Bilge Valves be fitted to the pipe in the compartment
containing the open end.
3.1.3.3.1 All manifolds and valves fitted in
connection with the bilge pumping arrangements 3.1.5 Bilge Alarms
are to be located in positions which are readily
accessible at all times under normal 3.1.5.1 A bilge alarm is to be fitted;
circumstances. If in any such vessel there is only a) in any compartment containing propulsion
one system of bilge pipes common to all such machinery; and
pumps, the necessary valves for controlling the
bilge suctions are to be capable of being b) in any other compartment likely to
operated from above the vessel’s bulkhead deck. accumulate bilge water.

3.1.3.3.2 Where, in addition to the main bilge c) The alarm is to provide an audible
pumping system, an emergency bilge pumping warning, and a separate visual warning,
system is provided, it is to be independent of the for each protected space at the control
main system and so arranged that a pump is position. Once activated the audible alarm
capable of operating on any compartment under is to continue to sound until
flooding conditions; in this case, the valves and acknowledged.
cocks necessary for the operation of the
emergency system need to be capable of being 3.2 Air and Sounding Pipes
operated from above the bulkhead deck.
3.2.1 Short sounding pipes are permissible only
3.1.3.3.3 Every valve which is required to be for sounding cofferdams and double bottom
operated from above the bulkhead deck is to tanks situated in a machinery space, and are in
have its means of control, at its place of all cases to be fitted with self-closing cocks as
operation, clearly marked to show the purpose it described in Pt.4, Ch.3, 3.3.4. In addition:
serves and how it may be opened and closed. It
is to be provided with a means to indicate
whether it is open or closed.

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a) Short sounding pipes to fuel oil, (flash 3.3.1 Open ended pipes and ventilation ducts are
point not less than 55°C), lubricating oil to be arranged such that in any condition of
tanks and other flammable oil tanks flooding, water cannot enter other watertight
(flash point not less than 55°C) are to be compartments:
fitted with an additional small diameter
self-closing test cock, in order to ensure a) If several compartments are connected by
means of open ended pipelines or
that the sounding pipe is not under a
ventilation ducts they are to be arranged
pressure of oil before opening-up the
such that the open ends are situated
sounding cock. above the maximum assumed damage
condition.
b) Provision is to be made to ensure that
discharge of oil through this test cock b) Pipelines/ ventilation ducts are not
does not present an ignition hazard. required to comply with (a) above if they
c) An additional small diameter self-closing are provided with shut off valves capable
test cock is not required for lubricating oil of being operated from above the
tanks. bulkhead deck. Shut-off devices above
the bulkhead deck are to be clearly
3.2.2 Elbow sounding pipes are not permitted. indicated as such.

3.2.3 Sounding pipes of fuel tanks are not to c) Pipelines having no open end are to be
terminate in accommodation or passenger considered as not damaged if they are
spaces. situated inboard of the line B/5 and the
distance from the bottom is more than 0.5
3.3 Prevention of communication between [m]
compartments in the event of damage

Section 4

Electrical Installations

4.1 General 4.2.1.2 A failure of the main or emergency power

equipment is not to mutually affect the
4.1.1 The electrical equipment and installations operational safety of the installations.
(including any electrical means of propulsion) are
to be such that the vessel and all persons 4.2.2 Equipment/Systems requiring
onboard are protected against electrical hazards. Emergency Source of Power

4.1.2 The electrical equipment and installations 4.2.2.1 Emergency source of power is to be
are to be maintained to ensure that the vessel is provided to supply the following:
in an operational and habitable condition.
a) navigation lights;
4.1.3 The main source of electrical power may be
driven by auxiliary or the main propulsion engine. b) search lights
It is to be capable of illuminating any part of the
vessel normally accessible to and used by the c) audible warning devices;
passengers or crew, and provide power to main
electrical systems, which are to operate without d) emergency lighting;
recourse to the emergency source of power.
e) radiotelephone installations;
4.2 Emergency source of electrical power
f) general alarm, PA System and on-board
4.2.1 General message communications systems
essential for safety and operation of
4.2.1.1 All passenger vessels are to be provided vessel;
with an emergency source of electrical power.

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g) passenger and crew warning systems; space where the main power source and
connected equipment is installed, except where
h) fire detection and alarm systems; necessary to provide power to emergency
equipment in such areas.
i) fire-extinguishing systems and fire-
extinguishing media release alarms; 4.2.4.3 The emergency switchboard is to be
installed as near as is practicable to the
j) automatic sprinkler systems; emergency source of power.

k) control and power systems to power- 4.2.5 Types of Emergency Source of Electrical
operated watertight doors and fire doors Power
and their status indication;
4.2.5.1 The following are admissible for use as an
l) personnel lifts and lifting equipment for emergency source of power:
persons with reduce mobility provided for
evacuation purposes; a) auxiliary generator sets with their own
independent fuel (flash point of not less
than 43[°C]) supply, and independent
m) emergency bilge pump and equipment
cooling system which, in the event of a
necessary for the operation of remote
power failure, start and take over the
controlled bilge valves; and
supply of power within 30 [seconds]
automatically or, if they are located in the
n) davits and hoisting gear for gangways
immediate vicinity of the wheelhouse or
intended for emergency use and rescue
any other location permanently manned
boats, where installed.
by crew members, can be brought into
operation manually; or
4.2.3 Operating Period of Emergency power
supply
b) accumulator batteries, which, in the
event of a power failure, connect
4.2.3.1 The emergency source of power is to be
automatically or, if they are located in the
capable of powering the items listed in 4.2.2.1
immediate vicinity of the wheelhouse or
without refueling or recharging for a projected
any other location permanently manned
operating period depending on the purpose of the
by crew members, can be connected
vessel and as agreed by the national/local
manually. Accumulator battery banks are
authority. In any case, the operating period of the
to be capable of being isolated. They are
emergency of power is not to be less than 60
to be capable of powering the power
[minutes].
consumers as mentioned in 4.2.2.1
throughout the prescribed period without
4.2.4 Arrangement
recharging and without an unacceptable
voltage reduction.
4.2.4.1 The emergency power plant is to be
installed outside the main engine room, outside
To enable the crew to undertake a) or b) above,
the rooms housing the main power sources and
emergency battery lighting is to be provided in
outside the room where the main switchboard is
way of the emergency means of power supply
located; it is to be separated from these rooms by
described. This may be by the use of torches
partitions according to Section 5. The emergency
stowed in a readily accessible place nearby.
power plant is to be installed either above the
margin line or as far away as possible from the
4.2.6 Control and Monitoring
main power sources, to ensure that, in the event
of flooding, it is not flooded at the same time as
4.2.6.1 Where emergency generating sets are
these power sources.
fitted they are to be capable of being started
readily when cold.
4.2.4.2 Cables feeding the electrical installations
in the event of an emergency are to be installed
4.2.6.2 The emergency switchboard may be
and routed in such a way as to maintain the
supplied from the main switchboard during
continuity of supply of these installations in the
normal operation.
event of fire or flooding affecting the main power
supply. Unless emergency power cables are
4.2.6.3 Where the emergency source of power is
suitably protected against fire and flame to a
an accumulator battery, arrangements are to be
duration as decided in 4.2.3.1, they are not to be
such that emergency lighting will automatically
routed through the main engine room, galleys or

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come into operation on failure of the main lighting 4.3.3.2 For the following rooms and locations,
supply. adequate lighting and emergency lighting is to be
provided:
4.2.6.4 An indicator is to be mounted in the
machinery space, or in the wheelhouse, to a) locations where life-saving equipment is
indicate when any accumulator battery fitted in stored and where such equipment is
accordance with 4.2.5 is being discharged. normally prepared for use;

4.3 Lighting b) escape routes, access for passengers,

including gangways, entrances and
4.3.1 General exits, connecting corridors, lifts and
accommodation area companionways,
4.3.1.1 Only electrical equipment are permitted cabin areas and accommodation areas;
for lighting.
c) markings on the escape routes and
4.3.1.2 When two or more lighting appliances are emergency exits;
installed in an engine room or boiler room, they
are to be distributed between at least two circuits. d) in other areas intended for use by
This requirement also apply to rooms where persons with reduced mobility;
cooling machinery, hydraulic machinery or
electric motors are installed. e) operation rooms, engine rooms, steering
equipment rooms and their exits;
4.3.1.3 In the important spaces mentioned below
the lighting is to be supplied by at least two f) wheelhouse;
different circuits:
g) emergency electrical power source
a) Passageways room;
b) stairways leading to the boat deck, and
h) points at which extinguishers and fire
public spaces and day rooms for
extinguishing equipment controls are
passengers and crew
located;
c) large galleys.
i) areas in which passengers, shipboard
personnel and crew muster in the event
The lamps are to be so arranged that adequate
of danger
lighting is maintained even if one of the circuits
fails.
j) embarkation stations and over sides
4.3.1.4 If a vessel is divided into fire zones, at
4.3.3.3 The power supply and the duration of the
least two circuits are to be provided for the
supply is to conform to 4.2.
lighting of each fire zone, and each of these must
have its own power supply line. One circuit is to
4.3.3.4 As far as practicable the emergency
be supplied from the emergency power source.
lighting system is to be installed in a manner, that
The supply lines are to be so located that, in the
it will not be rendered unserviceable by a fire or
event of a fire in one main fire zone, the lighting
other incident in rooms in which the main source
in the other zones is as far as practicable
of electrical power, any associated transformers,
maintained.
the main switchboard and the main lighting
distribution panel are installed.
4.3.2 Main Lighting
4.3.3.5 The emergency lighting system is to be
4.3.2.1 There is to be a main lighting system
cut in automatically following a failure of the main
supplied by the main source of electrical power
power supply. Local switches are to be provided
and illuminating all parts of the vessel normally
only where it may be necessary to switch off the
accessible to the passengers and crew.
emergency lighting (e.g. in the wheelhouse).
4.3.3 Emergency Lightning
4.3.3.6 The light fittings for the emergency
lighting is to be marked as such.
4.3.3.1 An emergency lighting system is to be
installed, the extent of which is to conform to
4.3.3.2.

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4.4 Batteries, Accumulators and their b) control stations where there is no other
charging devices direct communication means from the
wheelhouse; and
4.4.1 Accumulators are not to be installed in the
wheelhouse, accommodation area and holds, c) in the access and evacuation areas for
passenger spaces, cabins and galleys. The passengers.
above requirement is not applicable for
accumulators:
Loudspeakers may be omitted in passenger
spaces where it can be demonstrated that
a) in mobile equipment; or
effective direct communication between the
wheelhouse and the passenger spaces is
b) with charging power of less than 0.2
possible.
[kW].
4.5.2.3 The system is to be designed in such a
4.5 Internal Communication Facilities
way as to ensure that the information transmitted
can be clearly distinguished from background
4.5.1 Communication from steering position
noise.
4.5.1.1 All passenger vessels are to have internal
4.6 Alarm System
communication facilities according to 4.5.1.2.
4.6.1 Passenger and Crew Warning System
4.5.1.2 It is to be possible to establish
communication links from the steering position:
4.6.1.1 The vessel is to be equipped with an
alarm system enabling passengers, crew
a) with the bow of the vessel;
members and shipboard personnel to alert the
vessel’s command and crew. This alarm is to be
b) with the stern of the vessel if no direct
given only in areas assigned to the vessel’s
communication is possible from the
command and to the crew; it should only be
steering position;
possible for the vessel’s command to stop the
alarm. The alarm is to be capable of being
c) with the crew accommodation;
triggered from at least the following places:
d) with the master's cabin.
a) in each cabin;
e) with service spaces
b) in the corridors, lifts and stairwells, with
f) with engine room (control platform) the distance to the nearest trigger not
exceeding 10 [m] and with at least one
g) muster areas for passengers trigger per watertight compartment;

Reception at all positions of these internal c) in accommodation area, dining rooms

communication links is to be via loudspeaker, and and similar recreation rooms;
transmission is to be via a fixed microphone. The
link with the bow and stern of the vessel may be d) in toilets, intended for use by persons
of the radio-telephone type. with reduced mobility;
4.5.2 Public address systems
e) in engine rooms, galleys and similar
4.5.2.1 Required public address systems are to rooms where there is a fire risk;
comply with the relevant requirements of the
appropriate Statutory Authority and with the f) in the cold-storage rooms and other store
following requirements. rooms of high risk.

4.5.2.2 The public address system is to be The alarm triggers are to be protected against
capable of broadcasting messages from the unintentional use and installed at a height above
wheelhouse to: the floor of 0.85 [m] to 1.10 [m];

a) all passenger spaces;

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4.6.2 General Emergency Alarm System 4.7 Escape Guidance System

4.6.2.1 Required electrically operated bell or 4.7.1 Passenger vessels are to have suitable
other equivalent warning systems for sounding guidance systems to clearly identify the escape
the general emergency alarm signal are to routes and emergency exits when the normal
comply with the relevant requirements of the emergency lighting is less effective due to smoke.
appropriate Statutory Authority and with the Such guidance systems are to take the form of
requirements of this sub- Section. low-location lighting (LLL).

4.6.2.2 The vessel is to be equipped with an 4.7.2 In addition to the emergency lighting as
alarm system enabling the vessel's command to required by 4.3.3 the escape routes, including
alert passengers. This alarm is to be clearly and stairways, exits and emergency exits, are to be
unmistakably audible in all rooms accessible to marked by low-location lighting (LLL) throughout
passengers. It is to be capable of being triggered the whole of the escape route, particularly at
from the wheelhouse and from a location that is corners and intersections.
permanently staffed.
4.7.3 In general ,the LLL system is to be as per
4.6.2.3 The vessel is to be equipped with an the requirements in IMO Resolution A.752(18)
independent alarm system enabling the vessel's “Guidelines for Evaluation, Testing and
command to alert the crew and shipboard Application of Low-Location Lighting on
personnel, in the accommodation, engine rooms Passenger Ships”. Requirement for time duration
and where appropriate, pump rooms. The alarm of functioning of LLL System given in clause 2.3
system is also to reach the recreation rooms for of A.752(18) is dispensed and instead the LLL
the shipboard personnel, the cold-storage rooms system is to function for at least 30 minutes after
and other store rooms of high risk. Alarm triggers its activation.
are to be protected against unintentional use.
4.8 Watertight Doors and Doors
4.6.2.4 Means are to be provided to allow the
system to be capable of sounding the alarm 4.8.1 Refer to Section 2 for the requirements for
required by 4.6.2.3 independently of the alarm to watertight doors and doors.
the passenger spaces required by 4.6.2.2.

Section 5

Fire Protection, Detection and Extinction

5.1 General
b) Ventilation systems showing the
5.1.1 Statutory Requirements penetrations on divisions, location of
dampers, means of closing, etc.
5.1.1.1 Attention is drawn to fire safety
requirements of National/Local Authorities where c) Escape plan
the vessel is registered or operating.
5.2 Definitions
5.1.2 Documentation
5.2.1 Non-combustible: a substance which
5.1.2.1 For fire safety of passenger vessels neither burns nor produces flammable vapours in
additional plans and information are to be such quantities that they ignite spontaneously
submitted as detailed below for approval: when heated to approximately 750 [°C];
a) Structural fire protection, showing the 5.2.2 Flame-retardant: material which does not
method of construction, purpose and readily catch fire, or whose surface at least
category of the various spaces of the restricts the spread of flames pursuant to the
vessels, the fire rating of bulkheads and following test procedures :
decks, means of closings of openings
divisions, draught stops. a) Code for Fire Test Procedures, Annex
1 Part 5 (Test for surface flammability -

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Test for surface materials and primary
deck coverings), 5.3 Fire Prevention

b) Code for Fire Test Procedures, Annex 5.3.1 Testing

1 Part 7 (Test for vertically supported
textiles and films) 5.3.1.1 The suitability for fire protection of
materials and components is to be established by
c) Code for Fire Test Procedures, Annex an accredited test institution based on
1 Part 8 (Test for upholstered furniture) appropriate test methods.

d) Code for Fire Test Procedures, Annex 5.3.2 Structural Fire Protection
1 Part 9 (Test for bedding components)
of the; 5.3.2.1 The minimum required fire integrity of all
bulkheads and decks is shown in Table 5.3.2.1
5.2.3 Self-extinguishing: the characteristic of a (a) or 5.3.2.1(b), as applicable. Requirements
burning substance whereby it extinguishes itself given in Table 5.3.2.1 (a) and 5.3.2.1 (b) are not
of its own accord within a short period once the applicable to day trip vessels of length less than
ignition source has been removed, i.e. does not 24 [m].
continue to burn;
5.3.2.2 In day trip vessels of length less than 24
5.2.4 Fire-resistance: the property of structural [m], the machinery space boundaries are to be
components or devices as certified by the constructed of steel (rated A0) or equivalent
following test procedure : material. The engine space is to be capable of
being closed down in order that the fire
a) Code for Fire Test Procedures Annex extinguishing medium cannot escape. Where it
1, Part 3, (Part 3 – Test for "A", "B" and is not practical to have a machinery space, the
"F" class divisions) engine is to be enclosed in a box. The box is to
perform the same function as the machinery
5.2.5 Code for Fire Test Procedures: the space boundaries referred earlier. Partitions
International Code for the Application of Fire Test between galley, store rooms of high risk
Procedures (FTP code) adopted under containing flammable liquids and other areas are
Resolution MSC.307(88) by the Maritime Safety also to be of Type A0 or equivalent material.
Committee of the International Maritime
Organization (IMO);

Table 5.3.2.1(a) : Partitions between rooms, in which no pressurised sprinkler systems according
to Pt.4, Ch.9, 4.2 are installed

Rooms Control Stairwells Muster Accommodati Engine Galleys Store

centres areas on Spaces Rooms Rooms of
high risk
Control Centres - A0 A0/B151) A30 A60 A60 A0/A605)
Stairwells - A0 A0 A60 A0 A0/A305)
Muster Areas - A0/B152) A60 A30 A0/A605)
Accommodation -/A0/B03) A60 A30 A0/A305)
Spaces
Engine Rooms A60/A04) A60 A60
Galleys A0 A30/A0/B
156)
Store Rooms of -
high risk

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Table 5.3.2.1(b): Partitions between rooms, in which pressurised sprinkler systems according to
Pt.4, Ch.9, 4.2 are installed

Rooms Control Stairwells Muster Accommodati Engine Galleys Store

centres areas on spaces Rooms Rooms of
high risk
Control Centres - A0 A0/B151) A0 A60 A30 A0/A305)
Stairwells - A0 A0 A60 A0 A0
Muster Areas - A0/B152) A60 A0 A0/A305)
Accommodation -/B15/B03) A60 A0 A0
Spaces
Engine Rooms A60/A04) A60 A60
Galleys - A0/B156)
Store Rooms of -
high risk
1) Partitions between control centres and internal muster areas are to correspond to Type A0, but external
muster areas only to Type B15.

2) Partitions between accommodation spaces and internal muster areas are to correspond to Type A0, but
external muster areas only to Type B15.

3) Partitions between cabins and corridors are to comply with Type B0. Partitions between cabins and
saunas are to comply with Type A0, for rooms that are fitted with pressurised sprinkler systems, they are to
comply with type B15.

4) Partitions between engine rooms according to 4.2.4.1 are to comply with Type A60; in other cases they
are to comply with Type A0.

5) Partitions between store rooms for the storage of flammable liquids and control centres / muster areas
are to comply with Type A60, for rooms fitted with pressurised sprinkler systems A30. Partitions between
store rooms for the storage of flammable liquids and stairwells/ accommodation spaces are to be of Type
A30.

6) Partitions between store rooms for the storage of flammable liquids and galleys are to be of Type A30
and A0 where pressurized sprinklers are fitted. Partitions between other store rooms of high risk and galleys
are to be of Type A0. Type B15 is sufficient for partitions between galleys, on one side, and cold-storage
rooms and food store rooms of high risk, on the other.

7) Windows below the muster areas/embarkation stations are to have same fire integrity as the structure on
which it is fitted.

5.3.2.3 For the purpose of determining the b) Stairwell: the well of an internal staircase
appropriate fire integrity standard to be applied to or of a lift;
boundaries between adjacent spaces, such
spaces are classified according to their fire risk c) Muster Areas: areas of the vessel which
described in the following categories. The title of are specially protected and in which
each category is intended to be typical rather persons muster in the event of danger;
than restrictive.
d) Accommodation Spaces: a room of an
a) Control Centres : a wheelhouse, an area
accommodation or a passenger space.
which contains an emergency electrical
On-board passenger vessels, galleys are
power plant or parts thereof or an area
not regarded as accommodation space.
with a centre permanently occupied by
crew , such as for fire alarm equipment, e) Engine Room: space where combustion
remote controls of doors or fire dampers; engines are installed;

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f) Galley: a room equipped with an open
flame cooking appliance or any Type B15 : 15 minutes
electrically heated cooking plate or hot Type B0 : 0 minutes;
plate with a power of not more than 5
[kW]; c) they are constructed in such a way as
to prevent the transmission of flames
g) Store Room of high risk: a room for the until the end of the first half hour of the
standard fire test.
storage of flammable liquids or a room
with an area of over 4 [m2] for storing
5.3.2.6 Paints, lacquers and other surface
supplies. treatment products as well as deck coverings
used in rooms except engine rooms and store
5.3.2.4 Type A partitions are bulkheads, walls rooms of high risk are to be flame-retardant.
and decks which satisfy the following Carpets, fabrics, curtains and other hanging
requirements: textile materials as well as upholstered furniture
and components of bedding are to be flame-
a) They are made of steel or of another retardant, if the rooms in which they are located
equivalent material; are not equipped with a pressurised sprinkler
system according to Pt.4, Ch.9, 4.2.
b) They are appropriately stiffened;
5.3.2.7 Ceilings and wall claddings of
c) They are insulated with an approved accommodation spaces, including their
non-combustible material such that the substructures, where these accommodation
average temperature on the side facing space do not have a pressurised sprinkler system
away from the fire rises to not more than in accordance with Pt.4, Ch.9, 4.2, are to be
140 [°C] above the initial temperature manufactured from non-combustible materials
and at no point, including the gaps at the with the exception of their surfaces, which are to
joints, does a temperature increase of be at least flame-retardant. This requirement
more than 180 [°C] above the initial does not apply to saunas.
temperature occur within the following
specified periods: 5.3.2.8 Furniture and fittings in accommodation
space which serve as muster areas, where a
Type A60 :60 minutes pressurised sprinkler system according to Pt.4,
Type A30 :30 minutes Ch.9, 4.2 is not fitted, are to be manufactured
Type A0 :0 minutes; from non-combustible materials.
d) they are constructed in such a way as 5.3.2.9 Paints, lacquers and other materials used
to prevent the transmission of smoke and on exposed internal surfaces are not to produce
flames until the end of the one-hour excessive amounts of smoke or toxic
standard fire test; substances. This is to be proven in accordance
with the Code for Fire Test Procedures.
5.3.2.5 Type B partitions are bulkheads, walls,
decks, ceilings or facings that meet the following 5.3.2.10 Insulation materials in accommodation
requirements: spaces are to be non-combustible. This does not
apply to insulations used on coolant-carrying
a) they are made of an approved non- pipes. The surfaces of the insulation materials
combustible material. Furthermore, all used on these pipes are to be at least flame-
materials used in the manufacture and retardant.
assembly of partitions are to be non-
combustible, except for the facing, which 5.3.2.11 Awnings and similar mobile installations
is to be at least flame retardant; with which deck areas are fully or partially
enclosed and their substructures are to be at
b) they demonstrate an insulation value least flame-retardant.
such that the average temperature on the
side facing away from the fire rises to not 5.3.2.12 Doors in partitions according to 5.3.2.1
more than 140 [°C] above the initial are to satisfy the following requirements:
temperature and at no point, including
the gaps at the joints, does a a) They are to satisfy the same
temperature increase of more than 225 requirements set out in 5.3.2.1 as the
[°C] above the initial temperature occur partitions themselves.
within the following specified periods:

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b) They are to be self-closing in the case

of doors in partition walls according to ii) if there is a pressurised
5.3.2.13 or in the case of enclosures sprinkler system according to
around engine rooms, galleys and Pt.4, Ch.9, 4.2 installed in this
stairwells. room on all decks, this room has
a smoke extraction system
c) Self-closing doors which remain open according to 5.3.4 and the room
in normal operation are to be such that has access on all decks to a
they can be closed from a location stairwell.
permanently occupied by crew; Once a
door has been remotely closed, it is to be 5.3.3 Ventilation System
possible to reopen and close it safely on
the spot. 5.3.3.1 Ventilation systems and air supply
systems are to satisfy the following requirements:
d) Watertight doors according to Sec 2
need not be insulated. a) they are to be designed in such a way
as to ensure that they themselves do not
5.3.2.13 Walls according to 5.3.2.1 are to be cause the spread of fire and smoke;
continuous from deck to deck or end at
continuous ceilings, which satisfy the same b) openings for air intake and extraction
requirements as referred to in 5.3.2.1. and air supply systems are to be such
that they can be closed off;
5.3.2.14 The following passenger spaces are to
be divided by vertical partitions of at least A-0 fire c) ventilation ducts are to be made from
integrity and continuous from deck to deck (also steel or an equivalent non-combustible
refer to 5.3.2.1): material and be securely connected to
each other and to the superstructure of
a) passenger spaces with a total the vessel;
surface area of more than 800 [m2];
d) when ventilation ducts are passed
b) passenger spaces in which there are through partitions according to 5.3.2.1 of
cabins, at intervals of not more than Type A, or partitions according to
40 [m]. 5.3.2.14, they are meet the following
requirements:
5.3.2.15 Hollows above ceilings, beneath floors
and behind wall claddings are to be separated at i) with a cross sectional area
intervals of not more than 14 [m] by non- equal to, or less than, 0.02 [m2],
combustible draught stops which, even in the are to be fitted with a steel sheet
event of fire, provide an effective fireproof seal. sleeve having a thickness of at
least 3 [mm] and a length of at
5.3.2.16 Stairs are to be made of steel or another least 200 [mm], divided
equivalent non-combustible material. preferably into 100 [mm] on each
side of a bulkhead or, in the case
5.3.2.17 Internal stairs and lifts are to be of a deck, wholly laid on the
encapsulated at all levels by walls according to lower side of the decks
5.3.2.1. The following exceptions are penetrated;
permissible:
ii) with a cross sectional area
a) a staircase connecting only two decks exceeding 0.02 [m2], but not
does not need to be encapsulated, if on more than 0.075 [m2], the
one of the decks the staircase is openings are to be lined with
enclosed according to 5.3.2.1; steel sheet sleeves. The sleeves
are to have a thickness of at
b) in an accommodation space, stairs least 3 [mm] and length of at
need not be encapsulated if they are least 900[mm] when passing
located entirely within the interior of this through bulkheads, this length is
room, and to be divided preferably into 450
[mm] on each side of the
i) if this room extends over only bulkhead. These ducts, or
two decks, or sleeves lining such ducts, are to

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be provided with fire insulation. be operated from a location permanently
The insulation is to have at least occupied by crew;
the same fire integrity as the
division through which the duct f) natural smoke extraction systems are
passes. to be fitted with an opening mechanism,
operated either manually or by a power
iii) with a cross-sectional area source inside the extraction system;
exceeding 0.075 [m2] to be fitted
with automatic fire dampers g) manually operated triggering devices
which can be operated from a and opening mechanisms are to be
location permanently manned by accessible from inside or outside the
crew. room being protected.

e) ventilation systems for galleys and 5.4 Fire Detection

engine rooms are to be separated from
ventilation systems which supply other 5.4.1 General
areas;
5.4.1.1 Accommodation spaces, galleys, engine
f) air extraction ducts are to be provided rooms and other rooms presenting a fire risk are
with lockable openings for inspection and to be connected to a fire alarm system (See Pt.4,
cleaning. These openings are to be Ch.9, Sec.3). The existence of a fire and its exact
located close to the fire dampers; whereabouts is to be automatically displayed at a
location permanently manned by crew members.
g) built-in ventilators are to be such that Provision of fire alarm systems for
they can be switched off from a central accommodation spaces constantly supervised by
location outside the engine room. crew may be specially considered.

5.3.3.2 Galleys are to be fitted with ventilation 5.4.1.2 On passenger vessels, which do not have
systems and stoves with extractors. The air a fire detection system with remote identification
extraction ducts of the extractors are to satisfy the of individual fire detectors, a fire detection section
requirements according to 5.3.3.1 and, is not to comprise more than the area constituted
additionally, be fitted with manually operated fire in accordance with 5.3.2.14. The activation of a
dampers at the inlet openings. Insulation on fire detector in an individual cabin in this fire
galley ducts are to be in accordance with the detection section is to set off a visual and
applicable requirements of 5.3.2.1 for galley. acoustic signal in the passageway outside that
cabin.
5.3.4 Control of Smoke Spread
5.4.1.3 Power supply requirements for fire alarm
5.3.4.1 In vessels of 24 m length and over, control system are to be as per Pt. 4, Ch. 9, 3.2.2.2. With
centres, stairwells and internal muster areas are respect to requirements of Pt. 4, Ch. 9, 3.2.2.2.2,
to be fitted with natural or mechanical smoke on day-trip vessels up to 25 [m] length, a
extraction systems. Smoke extraction systems separate emergency power supply is sufficient.
are to satisfy the following requirements:
5.5 Fire Extinction
a) they are to offer sufficient capacity and
reliability; 5.5.1 Portable Fire Extinguishers

b) they are to comply with the operating 5.5.1.1 In addition to the portable extinguishers
conditions for passenger vessels; according to Pt.4, Ch.9, Sec.4, at least the
following portable extinguishers are to be
c) if smoke extraction systems also serve available on board:
as general ventilators for the rooms, this
shall not hinder their function as smoke a) one portable extinguisher for every
extraction systems in the event of a fire; 120 [m2] of gross floor area in passenger
spaces;
d) smoke extraction systems are to have
a manually operated triggering device; b) one portable extinguisher per group of
10 cabins, rounded upwards;
e) mechanical smoke extraction systems
are to additionally be such that they can

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c) one portable extinguisher in each 5.5.2.5 Materials for fire-fighting equipment are to
galley and in the vicinity of any room in either be heat-resistant or be suitably protected
which flammable liquids are stored or against failure to work when subjected to high
used. In galleys the extinguishing agent temperatures.
shall also be suitable for fighting fat fires.
5.5.2.6 Pipes and hydrants are to be arranged in
These additional fire extinguishers are to meet such a way that the risk of freezing is avoided.
the requirements of Pt.4, Ch.9, 4.4.6 & 4.4.7. In
every galley and in hairdressing salons and 5.5.2.7 The fire extinguishing pumps are to:
perfumeries, there is to be a fire blanket to hand.
a) be installed or housed in separate
5.5.2 Water supply system compartments;

5.5.2.1 vessels are to be provided with a system b) be such that they can be operated
consisting of: independently of each other;

a) two independent power-driven fire c) each be capable, on all decks, of

extinguishing pumps of sufficient maintaining the necessary pressure at
capacity, at least one of which is the hydrants and achieving the requisite
permanently installed; length of water jet;

b) one fire extinguisher line with a d) be installed forward of the aft-peak

sufficient number of hydrants with bulkhead.
permanently connected fire extinguisher
hoses at least 20 [m] in length and fitted Fire extinguishing pumps may also be used for
with a nozzle capable of producing both general purposes.
a mist and a jet of water and
incorporating a shut-off facility. 5.5.3 Fixed fire extinguishing system

5.5.2.2 Systems are to be designed and 5.5.3.1 Engine rooms where total power output is
dimensioned in such a way that: 375 [kW] and above, are to be fitted with a fixed
fire extinguishing system according to Pt.4, Ch.9,
a) any point of the vessel can be reached Sec.4, 4.3.2.
from at least two hydrants in different
places, each with a single hose length of 5.5.4 Breathing Apparatus
not more than 20 [m];
5.5.4.1 On cabin vessels there are to be:
b) the pressure at the hydrants is at least
300 [kPa]; and a) two self-contained breathing
apparatus sets corresponding to EN 137
c) on all decks a water jet length of at : 2006 of Type 2 with full-face masks
least 6 [m] can be attained. corresponding to EN 136 : 1998 or
equivalent and provided with spare
If a hydrant cupboard is provided, an charges or a breathing air compressor;
‘extinguisher hose’ symbol, of at least 10 cm side
length, is to be affixed to the outside of the b) two sets of equipment consisting of at
cupboard. least a protective suit, helmet, boots,
gloves, axe, crowbar, torch and safety-
5.5.2.3 Hydrant valves with screw threads or line,
cocks are to be such that they can be set so that
each of the fire extinguisher hoses can be c) four smoke hoods.
separated and removed during operation of the
fire extinguishing pumps. 5.5.4.2 For cabin vessels with a length of not
more than 45 [m], 5.5.4.1 is not applicable,
5.5.2.4 Fire extinguisher hoses in the internal provided smoke-hoods in a number
area are to be rolled up on an axially connected corresponding to the number of berths are readily
reel. accessible in each cabin.

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Section 6

Additional Requirements for Ro-Ro PAX Notation

6.1 General are to be alarmed with audible and visual

indication to the navigation bridge
6.1.1 Application
6.3 Hull structure
6.1.1.1 Passenger vessels complying with the
requirements of this Section are eligible for the 6.3.1 Framing
assignment of the additional class notation RO-
RO PAX. 6.3.1.1 In general, car decks or platforms are to
be longitudinally framed. Where a transverse
6.1.2 Definition framing system is adopted, it is to be considered
by IRS on a case-by-case basis.
6.1.2.1 Special category spaces are those
enclosed vehicle spaces above and below the 6.4 Drainage of Ro-Ro spaces, intended for
bulkhead deck, into and from which vehicles can the carriage of motor vehicles with fuel in
be driven and to which passengers have access. their tanks for their own propulsion
Special category spaces may be accommodated
on more than one deck. 6.4.1 Scupper draining

6.1.3 Documentation to be submitted 6.4.1.1 Scuppers from cargo spaces intended for
the carriage of motor vehicles with fuel in their
6.1.3.1 In addition to the documentation required tanks for their own propulsion are not to be led to
other parts of the rules following information is to machinery or other places where sources of
be submitted: ignition may be present.

a) Plans of ramps, elevators for vehicle/ 6.5 Electrical installations

cargo handling including structural and
operational arrangements and test 6.5.1 Protective measures on car decks
conditions.
6.5.1.1 Installations in special category
b) Plan of arrangement of motor vehicles, spaces situated above the bulkhead deck
railway cars and/or other types of vehicles
which are intended to be carried and 6.5.1.1.1 On any deck or platform, if fitted, on
indicating securing and load bearing which vehicles are carried and on which
arrangements explosive vapours might be expected to
accumulate, except for platforms with openings
c) Characteristics of motor vehicles, of sufficient size permitting penetration of fuel
railways cars and/or other types of gases downwards, electrical equipment and
vehicles which are intended to be carried: cables are to be installed at least 450 [mm] above
(as applicable) axle load, axle spacing, the deck or platform. Where the installation of
number of wheels per axle, wheel electrical equipment and cables at less than 450
spacing, size of tyre print. [mm] above the deck or platform is deemed
necessary for the safe operation of the vessel,
d) Plan of dangerous areas, of vessels the electrical equipment is to be of a certified safe
intended for the carriage of motor vehicles type as stated in 6.5.1.1.2 and to have the
with fuel in their tanks. minimum explosion group IIA and temperature
class T3. Electrical equipment is to be as stated
6.2 Vessel arrangements in 6.5.1.1.3

6.2.1 Ro-Ro Deck 6.5.1.1.2 Electrical equipment are not to be

installed or operated in areas subject to explosion
6.2.1.1 Where vehicle ramps are installed to give hazard, with the exception of explosion-protected
access to spaces below the bulkhead deck, their equipment of a type suitable for shipboard use.
openings are to be able to be closed weathertight Electrical equipment is deemed to be explosion
to prevent ingress of water below. Such opening protected, if they are manufactured to a

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recognized standard such as IEC 60079 6.5.1.3.1 Electrical equipment and cables in
publications or EN 50014-50020, and if they have exhaust ventilation ducts are to be as stated in
been tested and approved by a testing authority 6.5.1.1.2 and to have the minimum explosion
recognized by IRS. Notes and restrictions at the group IIA and temperature class T3.
certificate have to be observed. Cables are to be
armoured or screened, or run inside a metal tube. 6.6 Fire Safety

6.5.1.1.3 For equipment in these areas protective 6.6.1 Fire Protection

measures are to be taken which, depending on
the type and purpose of the equipment, could 6.6.1.1 The boundary bulkheads and decks
comprise e.g.: surrounding ro-ro deck spaces are to be insulated
to A60 standard. However, where an open deck
 use of explosion-protected facilities, or space (that is not a passenger space, muster
station or evacuation station), a sanitary or similar
 use of facilities with type Ex n protection, space, void or auxiliary machinery space having
or little or no fire risk, is on one side of the division,
this standard may be reduced to A0.
 use of facilities which in operation do not
cause any sparks and whose surfaces, 6.6.1.2 Adequate ventilation is to be provided in
which are accessible to the open air, do special category spaces, sufficient to give at least
not attain any unacceptable 10 air changes per hour.
temperatures, or
6.6.2 Fire Fighting
 facilities which in a simplified way are
overpressure encapsulated or are 6.6.2.1 Enclosed ro-ro deck spaces are to be
fumetight-encapsulated (minimum fitted with an approved fixed pressure water-
protection type IP 55) and whose spraying system for manual operation, which is to
surfaces do not attain any unacceptable protect all parts of any deck and vehicle platform
temperatures. in such spaces.

6.5.1.2 Installations in special category 6.6.2.2 In view of serious loss of stability, which
spaces situated below the bulkhead deck could arise due to large quantities of water
accumulating on the deck or decks consequent
6.5.1.2.1 An electrical equipment installed is to be on the operation of fixed pressure water-spraying
as stated in 6.5.1.1.2 and to have the minimum system, scuppers are to be fitted so as to ensure
explosion group IIA and temperature class T3. that such water is rapidly discharged directly
overboard.
6.5.1.3 Ventilation

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Section 7

Additional Requirements for PRM Notation

7.1 Introduction a) For doors intended for use by

persons with reduced mobility, from
7.1.1 Persons with reduced mobility have safety the direction from which the door
needs exceeding those of other passengers. opens, there is to be a minimum
These requirements are intended to ensure that clearance of 0.60 [m] between the
persons with reduced mobility can stay and move inner edge of the doorframe on the
safely on board vessels. In addition, in an lock side and an adjacent
emergency such persons should have the same perpendicular wall.
level of safety as other passengers.
7.3.3 Corridors
7.1.2 It is not necessary that all passenger
spaces fulfil the specific safety requirements of 7.3.3.1 In addition to 2.5.4.1, connecting
persons with reduced mobility. Therefore, those corridors are to comply with the following
requirements apply only to certain areas. requirements:

7.1.3 These rules do not address port facilities a) Connecting corridors intended for
and similar installations, which are subject to use by persons with reduced mobility
national/local requirements. are to have a clear width of 1.3 [m].

7.2 General 7.3.4 Stairs and their Landing

7.2.1 Application 7.3.4.1 In addition to 2.5.5.1, stairs intended for

use by persons with reduced mobility are to
7.2.1.1 Passenger vessels complying with the comply with the following requirements:
requirements of this Section are eligible for the
assignment of the additional class notation PRM. a) the gradient of the stairs is not to exceed
38°;
7.3 Passenger Spaces
b) the stairs are to have a clear width of at
7.3.1 Number and Width of the Exits of least 0.9 [m];
Passenger Spaces
c) spiral staircases are not allowed;
7.3.1.1 In addition to 2.5.2.1, number and width
of the exits of passenger spaces are to comply d) the stairs are not to run in a direction
with the following requirements: transverse to the vessel;
a) Exits of rooms intended for use by
e) the handrails of the stairs are to extend
persons with reduced mobility are to approximately 0.3 [m] beyond the top and
have a clear width of at least 0.9 [m]. bottom of the stairs without restricting
traffic routes;
7.3.2 Doors of Passenger Spaces
f) handrails, front sides of at least the first
7.3.2.1 In addition to 2.5.3.1, doors of passenger and the last step as well as the floor
spaces are to comply with the following coverings at the ends of the stairs are to
requirements: be colour highlighted.

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7.3.4.2 Lifts intended for persons with reduced 7.3.6.1 In addition to 2.5.7.1, parts of the deck
mobility, and lifting equipment, like stairlifts or intended for passengers, and which are not
lifting platforms, are to be constructed according enclosed, are to comply with the following
to a relevant recognized standard or requirements:
requirements of statutory authorities.
c) Openings, used normally for the
7.3.5 Bulwarks and Guard Rails embarking or disembarking of persons
with reduced mobility, are to have a clear
7.3.5.1 In addition to 2.5.6.1, parts of the deck width of at least 1.5 [m].
intended for passengers, and which are not
enclosed, are to comply with the following 7.3.7 Passageways in passenger spaces
requirements:
7.3.7.1 Passageways intended for use by
b) Bulwarks and railings of decks intended persons with reduced mobility are to have a clear
for use by persons with reduced mobility width of 1.3 [m] and be free of doorsteps and sills
are to be at least 1.1 [m] high. more than 0.025 [m] high. Walls in passageways
intended for use by persons with reduced mobility
7.3.6 Embarking and Disembarking are to be equipped with handrails at a height of
Arrangement 0.9 [m] above the floor.

End of Chapter

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Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
Page 1 of 4
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Chapter 4

Tugs

Contents
Section

1 General
2 Hull Arrangement and Strength
3 Towing Arrangement
4 Pushing Arrangements
5 Stability
6 Tests and Trials

Section 1

General

1.1 Application Towing arrangement

1.1.1 The requirements of this chapter apply to - Maximum and continuous bollard pull and the
tugs and are supplementary to those given for the breaking strength of the tow rope.
assignment of main characters of class.
Towing hook
A tug is a vessel designed primarily for towage of
other vessels, which does not exclude occasional - It's attachment and corresponding
pushing duties, if arranged for this purpose. strengthening of hull structure, slip
arrangements.
A pusher tug is a vessel designed primarily for
pushing other vessels. Bollard Pull test program

1.1.2 Vessels built in compliance with the above - Items specified in Sec.6.
requirements will be eligible to be assigned the
class notation " TUG" or “PUSHER TUG”. 1.2.2 Additional Certificates of Approval are to be
submitted for :-
1.1.3 The maximum value of bollard pull [tonnes]
measured during bollard pull test will be entered a) Towing hook with attachments
in the Register of Ships as " BPmax ....... ". In b) Towline.
addition, if requested, the continuous bollard pull
[tonnes] measured as per the procedure given in 1.3 Materials
Sec.5.2 will be entered in the Register of Ships
as "BPcont ..... ". 1.3.1 Towing hook including its attachment is to
be made of forged steel, special quality carbon
1.2 Documentation and carbon-manganese steel castings or
fabricated from rolled steel products
1.2.1 The following additional plans and manufactured and tested in accordance with Pt.2
documents are to be submitted for approval, as of the ‘Rules and Regulations for the
applicable. Construction and Classification of Steel Ships.

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Chapter 4 Part 5
Page 2 of 4 Tugs

Section 2

Hull Arrangement and Strength

2.1 General the casing stiffeners are to be connected to

beams at both ends.
2.1.1 The draught T, used for determination of
scantlings is not to be taken less than 0.90 D. 2.4.2 Emergency exit from the machinery space
to the deck is to be capable of being used at
2.1.2 The structure in the forebody and afterbody extreme angles of heel and is to be located on or
is to be adequately reinforced against forces near the vessel’s centreline. The coaming height
arising from pushing operations. is to be not less than 450 [mm]. The hatch cover
is to have hinges arranged athwartships and is to
2.1.3 Structure in way of openings provided for be capable of being opened and closed
fitment of propulsion units is to be reinforced to weathertight from either side.
ensure the continuity of longitudinal and
transverse strength. 2.4.3 Side scuttles are generally not permitted
below the main deck except under special
2.1.4 Single bottom floors clear of the machinery consideration when the distance from the lower
space may be flanged in lieu of a face plate. edge of side scuttles to the waterline is at least
750 [mm] and the scuttles of non-opening type
2.2 Side structure with hinged inside deadlights meeting the
requirements of Type A (heavy) scuttles
2.2.1 In fore peak space, side stringers according to ISO Recommendation 1751, are
supporting vertical peak frames are to be fitted at provided.
mid-height.
Fixed lights of skylights on the deck are to have
2.2.2 For tugs engaged in berthing operations, it glass thickness appropriate to their location as
is recommended to provide a stringer all around required for side scuttles, and fitted with hinged
the vessel at a suitable height, to provide deadlight on the weather side.
additional stiffness against contact.
2.4.4 In the area aft of the tow hook, the air pipes
2.3 Deck structure and vent pipes are to be so arranged as to
prevent damage from the towline and to provide
2.3.1 Foundations of towing winch and towing maximum practicable angle of downflooding.
hook are to be capable of withstanding the Closing appliances on air pipes on upper deck
breaking strength of the towline without any the upper end of which may get immersed at an
permanent deformations. The design of angle of 30° are to be of automatic type.
structures under these foundations and under
heavy duty bollards is to be based on additional 2.4.5 The bulwarks are to be sloped inboard to
loads imposed by the tow line at its breaking avoid damage due to contact.
strength.
2.5 Sternframe, rudder & steering gear
2.4 Machinery casings, emergency exits,
scuttles, air pipes, ventilators & bulwark etc. 2.5.1 In the case of tugs designed for maximum
helm angle more than 35, the scantlings of the
2.4.1 Exposed machinery casings are generally rudder, rudder stock, stern frame and the steering
to be not less than 900 [mm] high above the gear will be specially considered.
upper surface of the deck. Proposals of reduced
height to facilitate lowering of the towline, will 2.6 Fenders
receive individual consideration on the basis of
safety against the ingress of water. 2.6.1 In addition to the special fendering provided
for pushing operations, an efficient fender is to be
The scantlings of the exposed machinery casings fitted all around on the vessels’s side at deck
are to be 20% more than those required for level.
exposed deckhouses in the same location and at

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Section 3

Towing Arrangement

3.1 General 3.2 Towing hook

3.1.1 The towline is to be in accordance with Pt.3, 3.2.1 Towing hook should be provided with an
Ch.13, Sec.3.2. efficient slip arrangement to facilitate release of
the towline regardless of the angle of heel and the
3.1.2 The position of the towing hook or towing direction of the towline. The releasing device is
winch is to be carefully selected so as to minimise also to be operable from the bridge. The breaking
the heeling moment as well as the risk of girting strength of the hook, or its equivalent should at
due to the pull exerted by the tow rope. least be 50 percent more than that of the towline.

Section 4

Pushing Arrangements

4.1 General are to be adequately supported and integrated

into the fore peak structure.
4.1.1 Pusher tugs relying on direct contact for
pushing are to be fitted with push stems or push 4.1.2 Where the transmission of forces from the
knees and adequate coupling arrangements, pusher tug to be pushed vessel is arranged
such as winches and wires, are to be provided. through rigid or semi-rigid coupling
Unless the stem is designed to fit into a slot in the arrangements, the connecting devices as well as
pushed vessel, a twin push stem/knee is their supporting hull structure are to be in
recommended. The push stem or pushing knees accordance with Pt.5, Ch.6, Sec.3.

Section 5

Stability

5.1 General
GZ’ = Righting lever GZ, [m], at angle of deck
5.1.1 In addition to the general requirements, the immersion or at 30 degrees, whichever is lower.
stability of tugs is to be assessed considering the
effect of transverse heeling force caused when Ft = The transverse heeling force, [tonnes],
the tow rope is not in line with the tug’s generally may be taken at 0.5 BPmax.
longitudinal centerline. Compliance with the
following criteria is recommended, as a minimum: Iv = Vertical distance, [m], from the center of
propeller(s) to the center of towline.
GZ’ > 1.5 (Ft . lv) / (Displacement) [m]

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Section 6

Tests and Trials

6.1 Towing gear 6.2.4 The test is to be conducted in fair weather

and at location where sufficient water depth and
6.1.1 In addition to the tests at the manufacturer's distance between the tug and the shore bollard is
works, the towing gear including the towing hook, available. Corrections to the measured values of
winch and their emergency release systems are the bollard pull on any account will not be
to be tested after installation. admissible.

6.2 Bollard pull test procedure 6.2.5 An approved and calibrated load measuring
device, preferably giving a continuous read-out is
6.2.1 The proposed test programme is to be to be fitted between the eye of the towline and the
submitted prior to the testing. bollard.

6.2.2 Test for continuous bollard pull is to be 6.2.6 During the test, efficient communication is
carried out with the main engines running at the to be maintained between the vessel and the
maximum attainable engine RPM without shore personnel recording the bollard pull.
exceeding the maximum RPM and torque
recommended by the engine builder for 6.2.7 The vessel is to maintain a fixed course for
continuous operation. at least 10 minutes during which the bollard pull
is to be recorded.
6.2.3 The test is to be carried out with the vessel's
own propellers only. All auxiliary machinery 6.2.8 The pull maintained uniformly for minimum
which are normally driven from the main of 10 minutes without any tendency to decline
engine(s) or propeller shaft(s) while towing, are shall be certified as the vessel's continuous
to be connected during the test. bollard pull, subject to a limit of 50% of the
breaking strength of the towline supplied.

End of Chapter

Indian Register of Shipping

Rules and Regulations for the Construction and Classification of Inland Waterways Vessels - 2023
Page 1 of 3
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Chapter 5

Barges and Pontoons

Contents
Section

1 General
2 Hull Arrangement and Strength
3 Pushing, Towing - Devices and Connecting Elements
4 Machinery and Electrical Installation

Section 1

General

1.1 Application appropriately modified class notations e.g.,

“ORE BARGE”, "BARGE STRENGTHENED
1.1.1 The requirements of this chapter apply to FOR HEAVY CARGOES", , " CRANE
manned or unmanned barges and pontoons and PONTOON " etc.
are supplementary to those given for the
assignment of main characters of class. 1.2 Documentation

Barges are non-self propelled vessels designed 1.2.1 The following additional plans and
and constructed for carriage of dry cargoes in documents are to be submitted for approval, as
holds or liquid cargoes in tanks. applicable.

Pontoons are non-self propelled vessels - Towing arrangement and details of towing
designed and constructed for carriage of non- brackets, bollards and other fittings with
perishable cargoes or equipment on deck. under deck stiffening.

1.1.2 Vessels built in compliance with the above - Details of structure and fittings, if any, to
requirements will be eligible to be assigned class which deck cargo securing lashings etc. are
notations " BARGE " or " PONTOON ", as attached.
appropriate.
- In case of pusher tugs or integral tug/barge
Barges and pontoons for special purpose or for systems or combination units comprising
carriage of specialised cargoes are also to many modules, details of the connecting
comply with the requirements of relevant elements, attachments and supporting
Chapters of Pt.5, and such vessels would be structures.
eligible for assignment of additional or

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Chapter 5 Part 5
Page 2 of 3 Barges and Pontoons

Section 2

Hull Arrangement and Strength

2.1 General with the horizontal, in each space between the

stanchions.
2.1.1 Where a rudder is not fitted, the Rule length,
L, is to be taken as 97% of the length of the load 2.3.2 The scantlings of platings, stiffeners and
waterline at draught T. girders are not to be less than the general
requirements given in Pt.3, except as specified in
In case of pusher tug/barge units with rigid 2.3.3. below.
connections, the Rule length, L, is to be based on
the combined length of the tug and barge. 2.3.3 The section modulus of bottom girders is
not to be less than that required by Pt.3, Ch.6,
2.2 Bottom structure Sec.5, taking the value of the coefficient 'm' as 6.

2.2.1 For barges and pontoons having no rise of The section modulus of deck girders is not to be
floor, the keel plate thickness may be same as less than that required by Pt.3, Ch.8, Sec.5,
adjacent bottom shell. taking the value of the coefficient 'm' as 8.

2.2.2 On hard chine vessels, where a solid round 2.3.4 The scantlings of stanchions are to be
bar is provided at the knuckles, the diameter of based on the external pressure on bottom or the
round chine bar is not to be less than three times static cargo load on deck, whichever is higher;
the bottom plate thickness. and the buckling requirements given in Pt.3,
Ch.3, Sec.6. Stanchions in tank spaces are also
2.3 Truss arrangements to be checked for tension caused by internal
pressure.
2.3.1 A truss is a system of internal framing
members comprising deck and bottom girders in 2.3.5 The cross sectional area of diagonals may
association with regularly spaced stanchions and be approximately 50% of that of the adjacent
diagonal bracings inclined at about 45 degrees stanchion.

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Section 3

Pushing, Towing - Devices and Connecting Elements

3.1 General elements as well as their supporting structures

are to be based on following permissible
3.1.1 Devices for pushing and towing of linked stresses:
barges as well as the elements connecting the
modular units are to be adequately dimensioned bending and normal stress  = 100/k [N/mm2]
for the acting external forces calculated
considering all possible load combinations. shear stress  = 60/k [N/mm2]
Towing gear, brackets and bollards are to be
adequately dimensioned for the estimated towing equivalent stress,
pull considering the displacement and towing
speed.
 2  3 2 = 120/k [N/mm2].
3.1.2 The scantlings of these devices and

Section 4

Machinery and Electrical Installation

4.1 General

4.1.1 Machinery and electrical installations, when

provided are to comply with the requirements of
Pt.4.

End of Chapter

Indian Register of Shipping