of Ships
Effective from 1 January 2017
Part F
Additional Class Notations
RINA
Via Corsica, 12 - 16128 Genova - Italy
Tel. +39 01053851 - Fax: +39 0105351000
E-MAIL info@rina.org - WEB www.rina.org
GENERAL CONDITIONS
Definitions: the responsibility of qualified service suppliers. Survey practices
"Rules" in these General Conditions means the documents below and procedures are selected by the Society based on its experi-
issued by the Society: ence and knowledge and according to generally accepted techni-
- Rules for the Classification of Ships or other special units; cal standards in the sector.
- Complementary Rules containing the requirements for product, Article 3
plant, system and other certification or containing the require- 3.1. - The class assigned to a Ship, like the reports, statements, cer-
ments for the assignment of additional class notations; tificates or any other document or information issued by the Soci-
- Rules for the application of statutory rules, containing the rules to ety, reflects the opinion of the Society concerning compliance, at
perform the duties delegated by Administrations; the time the Service is provided, of the Ship or product subject to
- Guides to carry out particular activities connected with Services; certification, with the applicable Rules (given the intended use and
- Any other technical document, as for example rule variations or within the relevant time frame).
interpretations. The Society is under no obligation to make statements or provide
“Services” means the activities described in Article 1 below, ren- information about elements or facts which are not part of the spe-
dered by the Society upon request made by or on behalf of the cific scope of the Service requested by the Interested Party or on its
Interested Party. behalf.
“Society” or “RINA” means RINA Services S.p.A. and/or all the 3.2. - No report, statement, notation on a plan, review, Certificate
companies in the RINA Group which provide the Services. of Classification, document or information issued or given as part
“Surveyor” means technical staff acting on behalf of the Society in of the Services provided by the Society shall have any legal effect
performing the Services. or implication other than a representation that, on the basis of the
“Interested Party” means the party, other than the Society, having checks made by the Society, the Ship, structure, materials, equip-
an interest in or responsibility for the Ship, product, plant or sys- ment, machinery or any other item covered by such document or
tem subject to classification or certification (such as the owner of information meet the Rules. Any such document is issued solely
the Ship and his representatives, the ship builder, the engine for the use of the Society, its committees and clients or other duly
builder or the supplier of parts to be tested) who requests the Ser- authorised bodies and for no other purpose. Therefore, the Society
vices or on whose behalf the Services are requested. cannot be held liable for any act made or document issued by
“Owner” means the registered Owner, the ship Owner, the man- other parties on the basis of the statements or information given by
ager or any other party with the responsibility, legally or contractu- the Society. The validity, application, meaning and interpretation
ally, to keep the ship seaworthy or in service, having particular of a Certificate of Classification, or any other document or infor-
regard to the provisions relating to the maintenance of class laid mation issued by the Society in connection with its Services, is
down in Part A, Chapter 2 of the Rules for the Classification of governed by the Rules of the Society, which is the sole subject
Ships or in the corresponding rules indicated in the specific Rules. entitled to make such interpretation. Any disagreement on techni-
“Administration” means the Government of the State whose flag cal matters between the Interested Party and the Surveyor in the
the Ship is entitled to fly or under whose authority the Ship is carrying out of his functions shall be raised in writing as soon as
authorised to operate in the specific case. possible with the Society, which will settle any divergence of opin-
"Ship" means ships, boats, craft and other special units, as for ion or dispute.
example offshore structures, floating units and underwater craft. 3.3. - The classification of a Ship, or the issuance of a certificate or
Article 1 other document connected with classification or certification and
1.1. - The purpose of the Society is, among others, the classifica- in general with the performance of Services by the Society shall
tion and certification of ships and the certification of their parts have the validity conferred upon it by the Rules of the Society at
and components. the time of the assignment of class or issuance of the certificate; in
The Society: no case shall it amount to a statement or warranty of seaworthi-
- sets forth and develops Rules; ness, structural integrity, quality or fitness for a particular purpose
- publishes the Register of Ships; or service of any Ship, structure, material, equipment or machin-
- issues certificates, statements and reports based on its survey ery inspected or tested by the Society.
activities. 3.4. - Any document issued by the Society in relation to its activi-
1.2. - The Society also takes part in the implementation of national ties reflects the condition of the Ship or the subject of certification
and international rules and standards as delegated by various Gov- or other activity at the time of the check.
ernments. 3.5. - The Rules, surveys and activities performed by the Society,
1.3. – The Society carries out technical assistance activities on reports, certificates and other documents issued by the Society are
request and provides special services outside the scope of classifi- in no way intended to replace the duties and responsibilities of
cation, which are regulated by these general conditions, unless other parties such as Governments, designers, ship builders, man-
expressly excluded in the particular contract. ufacturers, repairers, suppliers, contractors or sub-contractors,
Article 2 Owners, operators, charterers, underwriters, sellers or intended
2.1. - The Rules developed by the Society reflect the level of its buyers of a Ship or other product or system surveyed.
technical knowledge at the time they are published. Therefore, the These documents and activities do not relieve such parties from
Society, though committed, also through its research and develop- any fulfilment, warranty, responsibility, duty or obligation (also of a
ment services, to continuous updating, does not guarantee they contractual nature) expressed or implied or in any case incumbent
meet state-of-the-art science and technology at the time of publi- on them, nor do they confer on such parties any right, claim or
cation or that they meet the Society's or others' subsequent techni- cause of action against the Society. With particular regard to the
cal developments. duties of the ship Owner, the Services undertaken by the Society
2.2. - The Interested Party is required to know the Rules on the do not relieve the Owner of his duty to ensure proper maintenance
basis of which the Services are provided. With particular reference of the Ship and ensure seaworthiness at all times. Likewise, the
to Classification Services, special attention is to be given to the Rules, surveys performed, reports, certificates and other docu-
Rules concerning class suspension, withdrawal and reinstatement. ments issued by the Society are intended neither to guarantee the
In case of doubt or inaccuracy, the Interested Party is to promptly buyers of the Ship, its components or any other surveyed or certi-
contact the Society for clarification. fied item, nor to relieve the seller of the duties arising out of the
The Rules for Classification of Ships are published on the Society's law or the contract, regarding the quality, commercial value or
website: www.rina.org. characteristics of the item which is the subject of transaction.
2.3. - The Society exercises due care and skill: In no case, therefore, shall the Society assume the obligations
- in the selection of its Surveyors incumbent upon the above-mentioned parties, even when it is
- in the performance of its Services, taking into account the level of consulted in connection with matters not covered by its Rules or
its technical knowledge at the time the Services are performed. other documents.
2.4. - Surveys conducted by the Society include, but are not lim- In consideration of the above, the Interested Party undertakes to
ited to, visual inspection and non-destructive testing. Unless other- relieve and hold harmless the Society from any third party claim,
wise required, surveys are conducted through sampling as well as from any liability in relation to the latter concerning the
techniques and do not consist of comprehensive verification or Services rendered.
monitoring of the Ship or of the items subject to certification. The Insofar as they are not expressly provided for in these General
surveys and checks made by the Society on board ship do not nec- Conditions, the duties and responsibilities of the Owner and Inter-
essarily require the constant and continuous presence of the Sur- ested Parties with respect to the services rendered by the Society
veyor. The Society may also commission laboratory testing, are described in the Rules applicable to the specific Service ren-
underwater inspection and other checks carried out by and under dered.
Article 4 and International Arbitration of Milan. Arbitration will take place
4.1. – Any request for the Society's Services shall be submitted in in Genoa, Italy.
writing and signed by or on behalf of the Interested Party. Such a 6.2. - However, for disputes concerning non-payment of the fees
request will be considered irrevocable as soon as received by the and/or expenses due to the Society for services, the Society shall
Society and shall entail acceptance by the applicant of all relevant have the right to submit any claim to the jurisdiction of the Courts
requirements of the Rules, including these General Conditions. of the place where the registered or operating office of the Inter-
Upon acceptance of the written request by the Society, a contract ested Party or of the applicant who requested the Service is
between the Society and the Interested Party is entered into, which located.
is regulated by the present General Conditions. In the case of actions taken against the Society by a third party
4.2. – In consideration of the Services rendered by the Society, the before a public Court, the Society shall also have the right to sum-
Interested Party and the person requesting the service shall be mon the Interested Party or the subject who requested the Service
jointly liable for the payment of the relevant fees, even if the ser- before that Court, in order to be relieved and held harmless
vice is not concluded for any cause not pertaining to the Society. according to art. 3.5 above.
In the latter case, the Society shall not be held liable for non-fulfil- Article 7
ment or partial fulfilment of the Services requested. In the event of 7.1. - All plans, specifications, documents and information pro-
late payment, interest at the legal current rate increased by 2% vided by, issued by, or made known to the Society, in connection
may be demanded. with the performance of its Services, will be treated as confidential
4.3. - The contract for the classification of a Ship or for other Ser- and will not be made available to any other party other than the
vices may be terminated and any certificates revoked at the Owner without authorisation of the Interested Party, except as pro-
request of one of the parties, subject to at least 30 days' notice to vided for or required by any applicable international, European or
be given in writing. Failure to pay, even in part, the fees due for domestic legislation, Charter or other IACS resolutions, or order
Services carried out by the Society will entitle the Society to imme- from a competent authority. Information about the status and
diately terminate the contract and suspend the Services. validity of class and statutory certificates, including transfers,
For every termination of the contract, the fees for the activities per- changes, suspensions, withdrawals of class, recommendations/
formed until the time of the termination shall be owed to the Soci- conditions of class, operating conditions or restrictions issued
ety as well as the expenses incurred in view of activities already against classed ships and other related information, as may be
programmed; this is without prejudice to the right to compensa- required, may be published on the website or released by other
tion due to the Society as a consequence of the termination. means, without the prior consent of the Interested Party.
With particular reference to Ship classification and certification, Information about the status and validity of other certificates and
unless decided otherwise by the Society, termination of the con- statements may also be published on the website or released by
tract implies that the assignment of class to a Ship is withheld or, if other means, without the prior consent of the Interested Party.
already assigned, that it is suspended or withdrawn; any statutory 7.2. - Notwithstanding the general duty of confidentiality owed by
certificates issued by the Society will be withdrawn in those cases the Society to its clients in clause 7.1 above, the Society's clients
where provided for by agreements between the Society and the hereby accept that the Society will participate in the IACS Early
flag State. Warning System which requires each Classification Society to pro-
Article 5 vide other involved Classification Societies with relevant technical
5.1. - In providing the Services, as well as other correlated infor- information on serious hull structural and engineering systems fail-
mation or advice, the Society, its Surveyors, servants or agents ures, as defined in the IACS Early Warning System (but not includ-
operate with due diligence for the proper execution of the activity. ing any drawings relating to the ship which may be the specific
However, considering the nature of the activities performed (see property of another party), to enable such useful information to be
art. 2.4), it is not possible to guarantee absolute accuracy, correct- shared and used to facilitate the proper working of the IACS Early
ness and completeness of any information or advice supplied. Warning System. The Society will provide its clients with written
Express and implied warranties are specifically disclaimed. details of such information sent to the involved Classification
Therefore, except as provided for in paragraph 5.2 below, and also Societies.
in the case of activities carried out by delegation of Governments, 7.3. - In the event of transfer of class, addition of a second class or
neither the Society nor any of its Surveyors will be liable for any withdrawal from a double/dual class, the Interested Party under-
loss, damage or expense of whatever nature sustained by any per- takes to provide or to permit the Society to provide the other Clas-
son, in tort or in contract, derived from carrying out the Services. sification Society with all building plans and drawings, certificates,
5.2. – Notwithstanding the provisions in paragraph 5.1 above, documents and information relevant to the classed unit, including
should any user of the Society's Services prove that he has suffered its history file, as the other Classification Society may require for
a loss or damage due to any negligent act or omission of the Soci- the purpose of classification in compliance with the applicable
ety, its Surveyors, servants or agents, then the Society will pay legislation and relative IACS Procedure. It is the Owner's duty to
compensation to such person for his proved loss, up to, but not ensure that, whenever required, the consent of the builder is
exceeding, five times the amount of the fees charged for the spe- obtained with regard to the provision of plans and drawings to the
cific services, information or opinions from which the loss or dam- new Society, either by way of appropriate stipulation in the build-
age derives or, if no fee has been charged, a maximum of one ing contract or by other agreement.
hundred thousand Euro. Where the fees charged are related to a In the event that the ownership of the ship, product or system sub-
number of Services, the amount of the fees will be apportioned for ject to certification is transferred to a new subject, the latter shall
the purpose of the calculation of the maximum compensation, by have the right to access all pertinent drawings, specifications, doc-
reference to the estimated time involved in the performance of the uments or information issued by the Society or which has come to
Service from which the damage or loss derives. Any liability for the knowledge of the Society while carrying out its Services, even
indirect or consequential loss, damage or expense is specifically if related to a period prior to transfer of ownership.
excluded. In any case, irrespective of the amount of the fees Pursuant and owing to Italian legislative decree 196/2003, the
charged, the maximum damages payable by the Society will not Interested Party declares that it has read the information sheet con-
be more than 1 million Euro. Payment of compensation under this cerning the processing of personal data published on the society's
paragraph will not entail any admission of responsibility and/or website and gives its consent to such processing, also for commer-
liability by the Society and will be made without prejudice to the cial information purposes.
disclaimer clause contained in paragraph 5.1 above.
5.3. - Any claim for loss or damage of whatever nature by virtue of Article 8
the provisions set forth herein shall be made to the Society in writ- 8.1. – Should any part of these General Conditions be declared
ing, within the shorter of the following periods: THREE MONTHS invalid, this will not affect the validity of the remaining provisions.
from the date on which the Services were performed or THREE 8.2. - In the event of doubts concerning the interpretation of these
MONTHS from the date on which the damage was discovered. General Conditions, the Italian text will prevail.
Failure to comply with the above deadline will constitute an abso- Article 9
lute bar to the pursuit of such a claim against the Society. 9.1. – When the Society provides its Services to a consumer - i.e. a
Article 6 natural person who does not act within the scope of his business
6.1. - Any dispute arising from or in connection with the Rules or or professional activity - the following provisions do not apply: art.
with the Services of the Society, including any issues concerning 3.2. (as far as the Society is solely entitled to the interpretation of
responsibility, liability or limitations of liability of the Society, will the Rules); art. 4.2., (as far as the payment of the fees is also due
be determined in accordance with Italian Law and settled through for services not concluded due to causes not attributable to the
arbitration assigned to a board of three arbitrators who will pro- Interested Party); art. 5.1. (as far as the exclusion of liability is con-
ceed in compliance with the Rules of the Chamber of National cerned); art. 5.2.; art. 5.3.; and art. 6.1. (as far as the jurisdiction
of a Board of Arbitrators based in Genoa is concerned).
EXPLANATORY NOTE TO PART F
Part F
Additional Class Notations
Chapters 1 2 3 4 5 6 7 8 9 10 11 12 13
Section 1 General
1 General 59
1.1 Application
1.2 Owner’s responsibility
2 Ice class draughts and ice thickness 59
2.1 Definitions
2.2 Draught limitations
2.3 Ice thickness
3 Output of propulsion machinery 61
3.1 Required engine output
Section 1 General
1 General 87
1.1 Application
2 Ice waterlines 87
2.1 Definitions
2.2 Indication of upper and lower ice waterlines
Section 2 Hull
1 General 89
1.1 Hull areas
1.2 Direct calculations
2 Materials and welding 90
2.1 Material classes and grades
2.2 Welding
3 Corrosion/abrasion additions and steel renewal 91
3.1 Corrosion/abrasion addition
3.2 Steel renewal
4 Design ice loads 92
4.1 General
4.2 Glancing impact load characteristics
4.3 Bow area
4.4 Hull areas other than the bow
4.5 Design load patch
4.6 Pressure within the design load patch
4.7 Hull area factors
5 Longitudinal strength 96
5.1 Application
5.2 Hull girder ice loads
5.3 Longitudinal strength criteria
6 Shell plating 97
6.1 Definitions
6.2 Required thickness
6.3 Net thickness
Section 3 Machinery
1 General 104
1.1 Application
1.2 Drawings and particulars to be submitted
1.3 System Design
2 Materials 104
2.1 Materials exposed to sea water
2.2 Materials exposed to sea water temperature
2.3 Material exposed to low air temperature
3 Ice interaction load 104
3.1 Propeller ice interaction
3.2 Ice Class factors
3.3 Design ice loads for open propeller
3.4 Design ice loads for ducted propeller
3.5 Design loads on propulsion line
4 Design 108
4.1 Design principle
4.2 Azimuthing main propulsors
4.3 Blade design
4.4 Prime movers
5 Machinery fastening loading accelerations 109
5.1 General
5.2 Accelerations
6 Auxiliary systems 109
6.1 General
Section 1 General
1 General 115
1.1 Purpose and application
2 Design temperature 115
2.1 Definitions
3 Required notations 115
3.1
4 Documentation to be submitted 116
4.1
Chapter 8
Length of ship (m) < 100 < 200 ≤ 300 > 300
Permanent list 15° 15° 15° 15°
Roll ± 22,5° ± 22,5° ± 22,5° ± 22,5°
Pitch ± 10° ± 7,5° ± 5° ± 3°
Trim Aft 5° 2,5° 1,5° 1°
Forward 2° 1° 0,5° 0,3°
A/I
No. Document
(1)
1 I Detailed specification of the plant (refrigerating machinery and insulation) including the reference design and ambient
conditions
2 I General arrangement of refrigerated spaces including:
• the intended purpose of spaces adjacent to refrigerated spaces
• the arrangement of air ducts passing through refrigerated spaces
• the arrangement of steelwork located in refrigerated spaces or in insulated walls
• the arrangement of the draining system
• the individual volume and the total volume of the refrigerated spaces
3 A Drawings showing the thickness and methods of fastening of insulation on all surfaces in refrigerated spaces, including:
• insulation material specification
• hatch covers
• doors
• steel framing (pillars, girders, deck beams)
• bulkhead penetrations
• etc.
4 A Cooling appliances in refrigerated spaces (coil grids, air coolers with air ducts and fans, etc.)
5 I Characteristic curves of fans (capacity, pressure, power consumption)
6 A Distribution of the thermometers and description of remote thermometer installation, if any, including:
• detailed description of the apparatus with indication of the method and instruments adopted, measuring range,
degree of accuracy and data regarding the influence of temperature variations on connection cables
• electrical diagram of apparatus, with indication of power sources installed, characteristics of connection cables and
all data concerning circuit resistance
• drawings of sensing elements and their protective coverings and indicators, with specification of type of connections
used
7 A General arrangement and functional drawings of piping (refrigerant system, brine system if any, sea water system,
defrosting system, etc.)
8 I Characteristic curves of circulating pumps for refrigerant or brine (capacity, pressure, power consumption, etc.)
9 I General arrangement of refrigerating machinery spaces (main data regarding prime movers for compressors and pumps,
including source of power, are to be included in this drawing)
10 A Electrical wiring diagram
11 A Compressor main drawings (sections and crankshaft or rotors) with characteristic curves giving the refrigerating capacity
12 A Drawings of main items of refrigerant system and pressure vessels, such as condensers, receivers, oil separators, evapora-
tors, gas containers, etc.
13 A Remote control, monitoring and alarm system (if any)
14 A Air refreshing and heating arrangement for fruit cargo
15 I Number of insulated cargo containers to be individually cooled by the shipboard plant and their heat transfer rates
16 I Operation manual for the refrigerating plant and for refrigerated containers, as applicable
(1) A : to be submitted for approval in four copies
I : to be submitted for information in duplicate
sheaths of an odourless oil-resisting material are applied 5.8 Drainage of refrigerated spaces
to the upper surface of tank tops. The total required
thickness of sheathing depends on the tank construc- 5.8.1 General
tion, on the composition used and on the method of
application. All refrigerated cargo spaces and trays under air coolers are
b) In general, the sides of fuel and lubricating oil tanks are to be fitted with means suitable for their continuous and
efficient drainage.
to be separated from refrigerated spaces by means of
cofferdams. The cofferdams are to be vented, the air
vents fitted for this purpose are to be led to the open and 5.8.2 Drain pipes
their outlets are to be fitted with wire gauze which is
easily removable for cleaning or renewal. The coffer- a) Drain pipes from refrigerating space cooler trays are to
be fitted with liquid sealed traps provided with non-
dams may be omitted provided that multiple sheaths of
return valves which are easily accessble, even when the
an odourless oil-resisting material are applied on the
tank side surface facing the refrigerated chambers. The chamber is fully loaded.
total required thickness of this sheathing depends on the b) Threaded plugs, blank flanges and similar means of
composition used and on the method of application. closing of drain pipes from refrigerated spaces and trays
of air coolers are not permitted.
5.6.2 Refrigerated chambers adjacent to high
temperature spaces
c) Where means of closing of drain pipes are required by
The insulation of the walls adjacent to coalbunkers or to the Owner, these are to be easily checked and the con-
any space where an excessive temperature may arise, by trols are to be located in an accessible position on a
accident or otherwise, is to be made of mineral wool or any deck above the full load waterline.
equivalent material; wood chips, if any, are to be fireproof
and separated from the plates on which they are fitted by
5.8.3 Drain tanks
means of insulating sheets.
a) Where the draining from cargo spaces is led to a closed
5.6.3 Wooden structures drain tank, the size of the tank is to be such as to be able
Wooden beams and stiffeners are to be insulated and strips to collect all the waters produced during defrosting
of suitable insulating material are to be fitted between them operations.
and the metallic structures.
b) Drain tanks are to be provided with appropriate venting
5.6.4 Metal fittings and sounding arrangements.
All metal fittings (bolts, nuts, hooks, hangers, etc.) necessary
c) When two or more refrigerated spaces are connected to
for fitting of the insulation are to be galvanised or made in a
the same drain tank, the common lines are to be fitted
corrosion-resistant material.
with check valves to prevent the possibility of passage of
water from one refrigerated space to another.
5.6.5 Equipment below the insulation
Arrangements are to be made whilst building in order to
5.8.4 Scuppers
facilitate the examination in service of parts such as bilge
suctions, scuppers, air and sounding pipes and electrical a) Scuppers from the lower holds and from trays of air
wiring which are within or hidden by the insulation. coolers installed on the inner bottom are to be fitted
with liquid seals and non-return devices.
5.7 Installation of the insulation
b) Scuppers from ‘tweendeck refrigerated spaces and from
5.7.1 trays of air coolers installed above the inner bottom are
to be fitted with liquid seals, but not necessarily with
a) Before laying the insulation, steel surfaces are to be suit- non-return devices.
ably cleaned and covered with a protective coating of
appropriate composition and thickness. c) Where scuppers from more than one refrigerated space
b) The thickness of the insulation on all surfaces together or tray are led to a common header or common tank, in
with the laying process are to be in accordance with the addition to the liquid seal on each pipe, a sufficient
approved drawings. number of non-return devices are to be provided, so
arranged as to prevent lower compartments from being
c) The insulating materials are to be carefully and perma- flooded by drains from higher compartments.
nently installed; where they are of slab form, the joints
are to be as tight as possible and the unavoidable crev- d) Water seals are to be of sufficient height and readily
ices between slabs are to be filled with insulating mate- accessible for maintenance and filling with anti-freezing
rial. Bitumen is not to be used for this purpose. liquid.
d) Joints of multiple layer insulations are to be staggered.
e) Valves, scuppers and drain pipes from other non-refrig-
e) In applying the insulation to the metallic structures, any erated compartments are not to be led to the bilges of
paths of heat leakage are to be carefully avoided. refrigerated spaces.
R22 Chlorodifluoromethane C H Cl F2
7 Refrigerating machinery and equip- in this case, arrangements are to be made for the
refrigerant to discharge to a safe place; or
ment
• protected against overpressures by means of devices
likely to ensure a similar protection.
7.1 General requirements for prime movers
b) An oil level sight glass is to be fitted in the crankcase.
7.1.1 c) Means are to be provided to heat the crankcase when
the compressor is stopped.
a) The diesel engines driving the compressors are to satisfy
the relevant requirements of Pt C, Ch 2, Sec 2. 7.3.2 Hydraulic lock
Reciprocating compressors having cylinder bores of 50 mm
b) The electric motors driving the compressors, pumps or
and above are to be provided with means to relieve high
fans are to satisfy the relevant requirements of Pt C,
pressure due to hydraulic lock. Alternatively means to pre-
Ch 2, Sec 4.
vent the possibility of refrigerants entering the cylinders may
be considered.
7.2 Common requirements for compressors
7.4 Screw compressor bearings
7.2.1 Casings
7.4.1 Whenever the bearing surfaces are locally hardened,
The casings of rotary compressors are to be designed for the
details of the process are to be submitted to the Society. In
design pressure of the high pressure side of the system indi-
any case, the process is to be limited to the bearing area
cated in Tab 7.
and is not to be extended to the fillets.
7.2.2 Cooling
7.5 Pressure vessels
a) Air-cooled compressors are to be designed for an air
temperature of 45°C. 7.5.1 General
The general requirements of Pt C, Ch 1, Sec 13, [2.1.2] are
b) For sea water cooling, a minimum inlet temperature of
applicable.
32°C is to be applied. Unless provided with a free out-
let, the cooling water spaces are to be protected against 7.5.2 Refrigerant receivers
excessive overpressure by safety valves or rupture safety
a) The receivers are to have sufficient capacity to accumu-
devices.
late liquid refrigerant during changes in working condi-
tions, maintenance and repairing.
7.2.3 Safety devices
b) Each receiver is to be fitted with suitable level indica-
a) Stop valves are to be provided on the compressor suc- tors. Glass gauges, if any, are to be of the flat plate type
tion and discharge sides. and are to be heat resistant. All level indicators are to be
b) A safety valve or rupture disc is to be arranged between provided with shut-off devices.
the compressor and the delivery stop valve. c) Each receiver that may be isolated from the system is to
be provided with an adequate overpressure safety
c) When the power exceeds 10 kW, the protection may device.
consist of a pressure control device which automatically
stops the machine in the event of overpressure. Details 7.5.3 Evaporators and condensers
of the design of this device are to be submitted to the a) All parts of evaporators and condensers are to be acces-
Society. sible for routine maintenance; where deemed necessary,
d) Compressors arranged in parallel are to be provided efficient means of corrosion control are to be provided.
with check valves in the discharge line of each compres- b) When condensers and evaporators of the "coil-in-cas-
sor. ing" type cannot be readily dismantled owing to their
dimensions, a suitable number of inspection openings
e) Means are to be provided to indicate the correct direc-
not smaller than 230 mm x150 mm are to be provided
tion of rotation.
on their shells.
c) Safety valves are to be fitted on the shells of evaporators
7.3 Reciprocating compressors and condensers when the pressure from any connected
pump may exceed their anticipated working pressure.
7.3.1 Crankcase
7.5.4 Brine tanks
a) When subjected to refrigerant pressure, compressor
crankcases are to be either: a) Brine tanks which can be shut off are to be protected
against excessive pressure due to thermal expansion of
• designed to withstand the rated working pressure of the brine by safety valves or by an interlocking device
the LP side; or blocking the shut-off valves in open position.
• fitted with safety valves designed to lift at a pressure b) In general, brine tanks are not to be galvanised at their
not exceeding 0,8 times the crankcase test pressure; side in contact with brine. Where they are galvanised
and are of a closed type, they are to be provided with a sufficient flow area for the fluid. Small filters such as
suitable vent arrangement led to the open for toxic those of reducing valves are to be such that they can be
gases. The vents are to be fitted with easily removable easily removed without any disassembling of the pipes.
wire gauze diaphragms and their outlets are to be
located in positions where no hazard for the personnel 7.7.3 Dehydrators
may arise from the gases. Where brine tanks are not of a An efficient dehydrator is to be fitted on systems using
closed type, the compartments in which they are refrigerant types R12, R21, R22 or R502. The dehydrator is
located are to be provided with efficient ventilation to be so designed and arranged that the drying product can
arrangements. be replaced without any disassembling of the pipes.
chambers of small capacity and at the specific request air at the air cooler inlet of about 5°C for fruit cargoes
of the Owner. and about 10°C for deep frozen cargoes.
c) Air coolers may be operated either by brine circulation
b) For the acceptance of such a system by the Society, spe-
or by direct expansion of the refrigerant.
cial consideration is to be given to the following:
d) The coils are to be divided into two sections, each capa-
• the proposed refrigerant ble of being easily shut off (see Sec 2, [1.2.1]).
• the use of coil pipes having butts welded circumfer- e) Means for defrosting the coils of the air coolers are to be
entially within refrigerated chambers, to prevent provided. Defrosting by means of spraying with water is
leakages of gas within the chambers themselves to be avoided.
f) Provision is to be made for heating the drains. In auto-
• the effective protection of chamber cooling coils mated plants, the heating equipment is to be controlled
within the chambers from shocks and external by the defrosting program.
mechanical damage.
g) Fans and their motors are to be arranged so as to allow
c) Coils within each refrigerated space are to be arranged easy access for inspection and repair and/or removal of
in at least two sections, and the number of sections in the fans and motors themselves when the chambers are
each refrigerated space is to be clearly indicated on the loaded with refrigerated cargo. Where duplicate fans
plan to be submitted for approval. Each section is to be and motors are fitted and each fan is capable of supply-
fitted with valves or cocks so that it can be shut off. ing the quantity of air required, it is sufficient that easy
access for inspection is provided.
8.1.2 Brine systems h) The air circulation is to be such that delivery and suc-
tion of air from all parts of the refrigerated chambers are
a) Each brine pump is to be connected to the brine tanks ensured.
and to the valve manifolds controlling the brine pipes.
i) The air capacity and the power of the fans are to be in
Each brine pipe is to be fitted with a stop valve on the
proportion to the total heat to be extracted from the
delivery, and a regulating valve is to be fitted on the
refrigerated chambers, due regard being given to the
return pipe.
nature of the service.
b) All regulating valves are to be located in positions j) When excess cooling capacity is required in order to
accessible at any time. cool or freeze all or part of the cargo from the ambient
temperature to the minimum anticipated temperature,
c) Brine pipes are not to be galvanised on the inside. the air capacity is to be in proportion to the increased
heat to be extracted, in accordance with the specifica-
d) The thickness of the brine pipes is to be not less than 2,5 tions approved by the Owner.
mm; in the case of pipes with threaded joints, the thick-
ness at the bottom of the thread is not to be less than the 8.2.3 Air refreshing
above value. a) When refrigerated cargoes include goods which, under
certain conditions, emit gases, odours or humidity, an
e) Steel pipe cooling coils and their associated fittings are
efficient system is to be provided for air refreshing in the
to be externally protected against corrosion by galvanis-
space concerned. Air inlets and outlets in such systems
ing or other equivalent method.
are to be provided with closing devices.
f) For brine tanks, see [7.5.4]. b) The position of air inlets is to be such as to reduce to a
minimum the possibility of contaminated air entering
g) For brine coils in refrigerated spaces, see Sec 2, [1.2]. the refrigerated spaces.
Function
Item Indicator Comments
Alarm Automatic shutdown
Refrigerant suction pressure low X At saturated temperature and
Refrigerant discharge pressure high X including intermediate stages
Refrigerant suction temp. For installations over 25 kW only
Refrigerant discharge temp.
Lubricating oil pressure low X
Lubricating oil temp. For installations over 25 kW only
Cooling water temp. For installations over 25 kW only
Cumulative running hours hours All screw compressors and installations over 25 kW
only
Note 1: Shut-off is also to activate an audible and visual alarm.
Function
Item Indicator Comments
Alarm Automatic shutdown
Air in refrigerated space temperature high X
Air fan failure X
Chamber temperature temperature X
Secondary refrigerant suction pressure low X
Secondary refrigerant discharge pressure high X
Lubricating oil pressure low X
Bilge level in refrigerated space high X
Note 1: Shut-off is also to activate an audible and visual alarm.
10 Material tests, inspection and test- • compressor crankshafts, couplings, connecting rods and
piston rods
ing, certification
• compressor liners, cylinder heads and other parts sub-
jected to pressure
10.1 General
• steel and copper tubing for evaporator and condenser
10.1.1 (1/7/2015) coils and for pressure piping in general
The provision of this paragraph applies to the equipment • oil separators, intermediate receivers and other pressure
forming part of the refrigerating installations. Alternative vessels included in the gas circuit
testing procedures may be accepted by the Society based • condensers and evaporators of shell type (tube or
on Testing specification agreed among interested parties. welded plate).
10.2.1 The materials for the construction of the parts listed 10.3.1 Individual pieces of equipment
below are to be tested in compliance with the requirements Shop tests are to be carried out on pumps, fans, electric
of Part D of the Rules: motors and internal combustion engines forming parts of
refrigerating installations, following procedures in accord- times the design pressure, but in no case less than 0,1
ance with the requirements applicable to each type of MPa.
machinery. The relevant running data (capacity, pressure c) Steel casings for brine evaporators fitted on the suction
head, power and rotational speed, etc.) are to be recorded side of the pumps are to be subjected to a hydrostatic
for each item. test at a pressure not less than 0,2 MPa.
10.3.2 Refrigerating unit d) Steel casings for brine evaporators fitted on the delivery
side of the pumps are to be subjected to a hydrostatic
a) At least one refrigerating unit of each type installed on test at a pressure equal to 1,5 times the design pressure,
board is to be subjected to shop tests in order to ascer- but in no case less than 0,35 MPa.
tain its refrigerating capacity in the most unfavourable
e) Open brine tanks are to be tested by filling them com-
temperature conditions expected, or in other tempera-
pletely with water.
ture conditions established by the Society.
b) Where the complete unit cannot be shop tested (for 10.5 Thermometers and manometers
instance, in the case of direct expansion installations),
only the compressors are to be tested according to pro- 10.5.1
cedures approved by the Society. a) All thermometers recording the temperature of refriger-
ated spaces, the air temperature at the inlet and outlet of
10.4 Pressure tests at the workshop air coolers and the temperature at various points in the
refrigerant circuit or in the brine circuit are to be care-
10.4.1 Strength and leak tests fully calibrated by the Manufacturer. The Society
Upon completion, all parts included in the suction and reserves the right to require random checks of the cali-
delivery branches of the refrigerant circuit are to be sub- bration.
jected to a strength and leak test. b) The accuracy of manometers and other measuring
The strength test is a hydraulic test carried out with water or instruments is also to be checked before the commence-
ment of the tests required in [10.6].
other suitable liquid. The leak test is a test carried out with
air or other suitable gas while the component is submerged
in water at a temperature of approximately 30°C. 10.6 Shipboard tests
The components to be tested and the test pressure are indi- 10.6.1 Pressure tests
cated in Tab 10. After installation on board, and before operating, the plant
is to be subjected to a test at the maximum working pres-
Table 10 sure determined as indicated in [6.2.1].
However, all pressure piping portions which have welded
Test pressure joints made on board are to be subjected to a strength test at
Component Strength Leak a pressure equal to 1,5 times the rated working pressure
test test before being insulated.
ence of at least 20°C can be maintained between the • The overall heat transfer coefficient k for the extreme
average external temperature and the temperature in the climatic conditions considered may be obtained by
refrigerated spaces. The expected temperature is to be the following formula:
maintained for a period of time sufficient to remove all
F = kΣ ( S ⋅ ΔT ) + F V + F P + F C
the heat from the insulation.
d) Following this, the heat balance test may be com- where FC is a correcting term (normally small) which
menced. The duration of the test may be 6 hours or, is to be introduced for other heat exchanges
where necessary, even longer. Air cooler fans are to run between the tested plant and the environment.
at their normal output throughout the test. h) Temperatures and pressures at various locations along
e) The regulation of the refrigerating capacity of the plant the refrigerant and brine circuits.
may be effected by reducing the number of running
i) Air temperatures at the inlet and outlet of air coolers.
compressors, by varying their rotational speed or even
by running them intermittently. j) In the course of the heat balance test, the above data is
f) Means of control where the load in the cylinders is var- to be recorded at one-hour intervals. Prior to this test,
ied or the gas is returned from the delivery side to the the data may be recorded at 4-hour intervals, except for
suction side are not permitted. the external air and sea water temperatures, which are
to be recorded at one-hour intervals at least for the last
g) The following data are to be recorded in the course of
twelve hours of the test.
the test:
• Temperatures in the refrigerated spaces, external air k) Special cases, e.g. when the test is carried out with very
temperature and sea water temperature (in particu- low external atmospheric temperatures which would
lar, at the outlet and inlet of the condensers). The require the temperature within the refrigerated cargo
external surfaces S of the walls corresponding to the spaces to be brought down below the above specified
temperature differences ΔT measured between the values, or where the compressors are driven by constant
inside and outside of the refrigerated spaces are to speed prime movers, or where refrigerating plants of
be detailed as well as the products SΔT. banana and fruit carriers are tested in winter time, or the
minimum temperature required for classification is not
• Absorbed power and speed of the compressors and
the same for all the spaces will be specially considered
the temperatures and pressures which determine the
by the Society.
running of the refrigerating machinery. The recorded
data, through comparison with the thermodynamic
cycle considered for the preparation of the cold pro- 10.7 Defrosting system
duction curves of the compressors, are to enable the
corrections (superheating, undercooling) necessary 10.7.1 The defrosting arrangements are also to be sub-
for determination of the actual refrigerating capacity jected to an operational test.
F. Instructions regarding the procedure to be followed for the
• Absorbed power of the motors driving the fans FV operational test of the refrigerating plant on board will be
and brine pumps FP given by the Society in each case.
1.1.1 The requirements of this Section are applicable for 3.1.1 Protection of insulation
the assignment of the additional class notation REF- In addition to the requirement in Sec 1, [5.5.1], the floors of
CARGO. They are additional to the applicable requirements refrigerated spaces to about 600 mm beyond the projection
of Sec 1. of the hatchway outline are to be covered with a hard wood
sheathing about 50 mm thick, or with a protection of similar
1.1.2 These requirements are applicable independently of efficiency.
the number of refrigerated holds. Where only certain holds
3.1.2 Insulation strength
are fitted with a refrigerating plant for which the notation is
requested, the number and the location of these holds will In addition to the requirement in Sec 1, [5.5.2], where insu-
be indicated in an annex to the Certificate of Classification. lations are to support fork-lift trucks, they are to be submit-
ted to a strength test performed on a sample in conditions
representative of the service conditions.
1.2 Refrigeration of cargo spaces
3.1.3 Cargo battens
1.2.1 Cooling appliances, including brine coils, if any, are a) Cargo battens of 50x50 mm, spaced at approximately
to be divided into two distinct systems capable of working 400 mm, are to be fitted to the vertical boundaries of
separately in each refrigerated space; each of them is to be refrigerated cargo spaces.
able to keep the cargo in a satisfactory cold condition. Each
b) Floors of refrigerated cargo spaces are to be similarly fit-
section is to be fitted with valves or cocks or similar devices
ted with battens of 75x75 mm spaced at approximately
so that it can be shut off.
400 mm; over the insulation of the top of shaft tunnels,
cargo battens are to be of hard wood.
1.2.2 Consideration may be given to waiving the require-
ments in [1.2.1] on cooling system duplication for refriger- c) The arrangement of the cargo battens is to be such that
ating plants serving spaces having volume below 200 m3. free circulation of air is not impaired and cargo cannot
come in contact with the insulation or with the brine
coils, if any.
1.3 Heating
d) Battens on the floors of refrigerated spaces may be omit-
1.3.1 Where it is intended to carry cargoes which may be ted in the case of hanging cargoes.
adversely affected by low temperatures during cold seasons
or in certain geographical areas, efficient means are to be 4 Instrumentation
provided for heating the spaces concerned.
4.1 Thermometers in cargo spaces
2 Steels for hull structure 4.1.1 Number of thermometers
a) Each refrigerated space with a volume not exceeding
2.1 Grades of steel 400 m3 is to be fitted with at least 4 thermometers or
2.1.1 (1/10/2014) temperature sensors. Where the volume exceeds 400
m3, this number is to be increased by one for each addi-
In addition to the requirements specified in Pt B, Ch 4, Sec
tional 400 m3.
1, [2.4], apply the material grade as specified in Tab 1 to the
hull structure steels of ships with ice strengthening. b) Sensors for remote electric thermometers are to be con-
nected to the instruments so that, in the event of failure
of any one instrument, the temperature in any space can
Table 1 : Minimum Material Grades for ships with ice
still be checked through half the number of sensors in
strengthening (1/10/2014)
this space.
other than those they serve, they are to be insulated when also to be provided and is to be easily replaceable
passing through those spaces. Joints and covers of such aboard. If they are fed by storage batteries, it will be suf-
tubes are to be insulated from the plating to which they are ficient to arrange easily changeable batteries.
attached and installed on open decks so that water will not b) A prototype apparatus is to be checked and tested by a
collect and freeze in them when measuring temperatures. Surveyors at an independent recognised laboratory, or at
the Manufacturer’s facilities, to verify by means of suita-
4.1.3 Electric thermometer apparatus for remote
reading ble tests that the degree of accuracy corresponds to the
above provisions.
The apparatus is to provide the temperature indications with
the accuracy required in [4.1.5] in conditions of vibrations c) The capacity of the apparatus to withstand stipulated
and inclinations expected on board and for all ambient vibrations, impacts and temperature variations and its
temperatures, up to 50°C, to which indicating instruments non-liability to alterations due to the salt mist atmos-
and connection cables may be exposed. phere, typical of conditions on board, are to be verified.
intended for controlled atmosphere, at normal oper- 5.2.2 Controlled atmosphere zone protection
ating temperature a) Means are to be provided to protect controlled atmos-
• For different oxygen content, intermediate values phere zones against the effect of overpressure or vac-
may be interpolated. uum.
b) One pressure/vacuum valve is to be fitted in each con-
5.1.3 Operating and safety manual trolled atmosphere zone, set for the design conditions of
the zone.
An operating and safety manual covering at least the items
c) The proposed pressure/vacuum valves for the various
listed below is to be provided on board:
zones are to be of adequate size to release any excess
• principal information on the use of controlled atmos- pressure when the gas generating unit is delivering at its
phere maximum capacity to a single cargo space or compart-
ment and to relieve the vacuum at maximum cooling
• complete description of the controlled atmosphere rate.
installation on board
d) Pressure/vacuum valve discharges are to be located at
• hazards of low oxygen atmospheres and consequential least 2 m above the open deck and 10 m away from any
effects on human life ventilation inlets and openings to accommodation
spaces, service spaces, machinery spaces and other sim-
• countermeasures when exposed to low oxygen atmos- ilar manned spaces. Discharge piping is to be arranged
pheres to preclude ingress of water, dirt or debris which may
• instructions for operation, maintenance and calibration cause the equipment to malfunction.
of all gas detectors e) Arrangements for the protection of cargo spaces or com-
partments against over or under pressure other than
• instructions for use of portable oxygen analysers with those referred to above will be the subject of special
alarm for personal protection consideration.
• prohibition of entry to spaces under controlled atmos-
5.2.3 Gas freeing
pheres
a) The arrangements for gas freeing of controlled atmos-
• loading instructions prior to injection of gas phere zones are to be capable of purging all parts of the
zone to ensure a safe atmosphere.
• procedure for checking security of controlled atmos-
phere zones, doors and access hatches prior to injection b) Cargo air cooling fans and the air refreshing arrange-
of gas ments may be used for gas freeing operations.
c) Gas freeing outlets are to be led to a safe place in the
• gas-freeing procedure for all controlled atmosphere
atmosphere 2 m above the open deck and 10 m away
zones
from air inlets and openings to accommodation spaces,
• procedure for checking atmosphere of controlled atmos- service spaces, machinery spaces and similar manned
phere zones before entry. spaces.
installed so as to facilitate drainage and to be provided ated when the relative humidity falls below or exceeds
with suitable heating arrangements. the predetermined set values.
Table 2
Function
Item Indicator Automatic Comments
Alarm
shut-down
Oxygen content percentage low X Cargo spaces
high X
< 21% X Manned spaces adjacent to cargo spaces
Carbon dioxide content percentage X Cargo spaces
Atmospheric pressure pressure high X X (1)
Gas generation failure X Failure of any one of the generating equipment
Function
Item Indicator Automatic Comments
Alarm
shut-down
Gas release release X To be operated for at least 60 seconds before release
Liquid seal level low X Where installed
Ventilation failure X
Sampling line flow failure X
Logging failure X
(1) Automatic closing of inlet valve of externally supplied gas.
trol engineering installation. Testing is also to take perature. This time is to be indicated in the contract
account of the electrical power supply arrangements. specification together with the specified temperatures and,
b) Locking arrangements of all controlled atmosphere upon verification, to be entered in the notation.
zones and adjacent spaces where gas may accumulate,
6.1.3 Additional requirements for PRECOOLING
provision of warning notices at all entrances to such notation
spaces, communication arrangements and operation of
a) Unless otherwise specified for special cargoes, the rate
alarms, controls, etc. are to be examined.
of cold air circulation within each space is not normally
c) The provision of portable gas detectors and personnel to be less than 70 changes per hour. Lower values may
oxygen monitors is to be verified. Suitable calibrated be accepted locally for zones with lesser ventilation.
instruments to measure the levels of O2, CO2 and However, for any zone, in any right parallelepiped hav-
humidity, gas pressure and gas flow to the controlled ing 1 m2 of ceiling surface as a base and the height of
atmosphere zones are to be provided for testing. Their the space, the rate of circulation is not to be less than 40
accuracy is to be verified. changes per hour; moreover, the average rate of circula-
tion is not to be less than 60 changes per hour in any
6 Additional requirements for PRE- parallelepiped with the same height and based on 50 m2
COOLING and QUICKFREEZE nota- of ceiling surface.
tions b) For a system with horizontal air circulation, the average
and local rates of circulation are not to be less than
those mentioned above for vertical circulation.
6.1 General
c) Unless duly justified, the local and average rates of cir-
6.1.1 Applicability culation of refrigerated air are to be checked for the
The following requirements apply to ships for which either empty spaces.
the PRECOOLING or QUICKFREEZE notation is requested.
The requirements of this Section are additional to those in 6.2 Shipboard tests
Sec 1.
6.2.1 Additional requirement for the PRECOOLING
6.1.2 Conditions of assignment notation
The notations PRECOOLING and QUICKFREEZE are For the notation PRECOOLING , during the ventilation sys-
assigned in connection with the maximum time necessary tem tests the conditions stated in [6.1.3] are to be verified.
to cool the cells from the ambient temperature to the serv- The detailed procedure of the test is to be previously sub-
ice temperature with the cargo loaded at the ambient tem- mitted to the Society.
1 General not be complied with where the air cooler serves no more
than 7 standard 40 ft containers (or 14 standard 20 ft con-
tainers).
1.1 Application
2.2.2 Decentralised refrigerating plants
1.1.1 The requirements of this Section are applicable for
the assignment of the additional class notation REF-CONT. Fully decentralised fixed refrigerating plants are normally to
They are additional to the applicable requirements of comply with the same provisions as foreseen for centralised
Sec 1. plants. However, while a standby refrigerating unit is not
required in this case, at least two compressors, each one
1.1.2 Where the containers are cooled by a permanently able to supply two thirds of the necessary refrigerating
installed refrigerating plant designed to supply refrigerated capacity (or an equivalent arrangement), are to be provided.
air to insulated containers carried in holds of container
ships, the suffix (A) will be added to the notation REF- 2.2.3 Regulation valves
CONT. The regulation valves for supply of brine to air coolers are to
be so arranged that they can be isolated, unless it is possible
Where the ship is intended only to supply electrical power
to operate them manually in the case of damage to their
to self-refrigerated containers, the suffix (E) will be added to
automatic control device. However, the manual operation
the notation REF-CONT.
of these valves is not required where it is possible to arrange
1.1.3 Where air conditioning or insulation of the holds is for their quick replacement while the containers are on
necessary for the carriage of refrigerated containers, the cor- board. In such case, the proposed list of spare valves is to be
responding items are also to be considered for granting the submitted to the Society.
appropriate class notation.
2.2.4 Air cooler fans
1.1.4 Refrigerated containers are not covered by the class Where a single fan is provided for each air cooler, the
notation and accordingly no specific requirements for the arrangement is to be such that it is possible to proceed with
containers are contained in these Rules. the disassembling of the fan and/or the associated motor of
each air cooler while the containers are on board. In this
However, the heat transfer coefficient of the containers is to
case, at least one spare fan and one motor of each type are
comply with the value appearing in the notation; see also
Sec 1, [1.2.2]. to be available on board.
2.3.4 Other ducts and piping 2.5 Workshop and shipboard inspections
a) Ducts for entry of fresh air and exhaust of stale air which and tests
serve a batch of containers are to be arranged so that
they can be segregated from the ducts serving other 2.5.1 Circulating pumps
batches in order to avoid contamination by odour of the The characteristics (capacity, pressure and absorbed power)
remains of the cargo in case of damage. of circulating pumps for cooling media (sea water, brine,
refrigerant) are to be checked at the works where the prime
b) Similar provision is to be made in respect of the piping
movers have an output exceeding 50 kW. The test is to be
for drainage of defrosting water and condensation prod-
performed for each type of pump and attended by a Sur-
ucts from air coolers. Each drainage pipe is to be fitted
veyor; at least 3 points suitably distributed over each curve
with a hydraulic scupper or equivalent.
are to be considered.
c) Ducts for exhaust of stale air are to be led to the open.
However, where the holds are sufficiently ventilated 2.5.2 Motors of air cooler fans
(rate of air renewal per hour not normally less than 4), Where the Manufacturer cannot indicate the efficiency for
these ducts may be led to the holds. each type of motor and for a resisting torque varying from
20% to 100% of the rated couple of this motor, the corre-
2.3.5 Containers with controlled atmosphere sponding measurement may be required during inspection
For containers with controlled atmosphere, see Sec 2, at the works of the motors.
[5.2.4] d).
2.5.3 Compressors
0, 245 1/2 ship, even in the case of identical plants installed in sister
Q 0 = Q ----------------
ΔP ships) and is to be attended by the Surveyor. However, for
small plants equivalent tests may be performed on board.
The leakage rate Q0 is not to exceed by more than 5%
the values given in Tab 1 multiplied by the number of
2.7 Shipboard tests
containers served by the tested duct.
d) One duct of each type is to be submitted to a test for air 2.7.1 Temperature sensors
distribution to containers. This test includes measure- a) The correct operation of all temperature sensors for the
ment of the air flow at the various couplings; during the whole plant is be checked on board. Installation of sen-
test, the fans run at full speed and at the rated pressure. sors, together with their connecting cables, is to be
The air flow at each coupling is not normally to be checked for accuracy.
lower than the specified value, with a minus tolerance
of 5%. b) The zero of the sensors located on the air supplies and
suctions in the ducts is to be randomly checked. The
e) The overall heat exchange coefficient is to be deter- checking is to be effected by comparison with pure
mined for at least two different types of ducts; the result water ice (0°C). At least one sensor for supply and one
is not to exceed by more than 10% the value considered sensor at the air flow suction side are to be checked.
in the heat balance. For large series (at least 50), 2% of
the ducts are to be subjected to this test. c) It is also to be checked that the regulation sensor for
supply air gives the same value as the reading sensor,
f) In the case of ducts fabricated on board, tests for air- and that there are no abnormal differences for the read-
tightness, air distribution, and heat leakage as defined ing sensors that have not been checked in accordance
above are to be performed on board after assembly. In with this requirement.
this case, after special examination and where there is a
large excess of refrigerating capacity, the Society may 2.7.2 Ducts
agree to waive the test mentioned in e).
a) Before checking the correct operation of the ducts and
g) Testing procedure is to be submitted for approval. their fittings, it is to be verified that their air-tightness has
not been impaired during their handling or their instal-
Table 1 lation on board. The Surveyor may require that tests
(smoke tests or equivalent) are performed at random.
Type of container 40’ 30’ 20’ 10’
b) The two leakage tests defined in [2.5.5] are to be per-
Q0 in m3/h 30 23 16 9 formed for ducts which have been dismantled in more
than two parts for transportation or which have been
(at 15°C, 101,3 kPa) (60) (46) (32) (18) assembled on board from prefabricated parts. In this
Note 1: The lower value corresponds to the first test, the case, and except for one duct of each type, these tests
larger one to the second test performed without the plugs. need not be carried out at the works. Where, however,
they have been already performed at the works, one is
2.6 Temperature measuring and recording to be repeated on board.
devices c) The Surveyor may require that the air-tightness is
checked at the junction between the couplings and the
2.6.1 Temperature sensors containers installed on board for the test. This may be
a) For plants comprising more than 200 temperature sen- done with soapy water or by a similar procedure.
sors for air supply and suction, including those used for d) Where fitted in the ducts at the works, electric motors of
regulation of the supply air temperature, the following duct fans are subjected to insulation measurements; this
checks are to be performed: is to be done at random and as agreed with the Sur-
• checking of the tightness of the sealings after immer- veyor.
sion during 30 minutes under 1 m of water or after
an equivalent test 2.7.3 Running tests
• checking of the calibration for at least 3 tempera- a) The running of the major components of the fluid sys-
tures suitably distributed over the measuring range; tems (refrigerant, cold and hot brine, sea water, air for
to be done immediately after completion of the pre- couplings) and of the regulation, monitoring and alarm
vious test. systems is to be checked.
b) These checks are to be carried out from 2 batches of b) The correct running of the plant in automatic operation
sensors chosen at different periods (the middle and end is to be checked for the specified conditions. Tests are to
of fabrication). At least 1% (with a minimum of 10) of be performed for the various operating conditions and
the number of sensors are chosen by the Surveyor to be for at least three ducts of different types which are to be
checked. fully fitted up with containers. The satisfactory operation
of the whole plant is also to be verified by means of a
2.6.2 Temperature monitoring system suitable test.
A test of the complete temperature monitoring system is to c) When there is a plant for air conditioning of the holds, it
be performed at the Manufacturer’s workshop (for each is to be tested in accordance with Sec 2.
3 Ships supplying electrical power to b) under seagoing conditions, the number and rating of
service generators are to be sufficient to supply the
self-refrigerated containers
cargo refrigeration machinery and controlled atmos-
phere equipment in addition to the ship’s essential serv-
3.1 Electrical equipment ices, when any one generating set is out of action.
1 General
1.1 Application
1.1.1 For the assignment of the additional class notation
REF-STORE, and in addition to the applicable requirements
of Sec 1, the additional requirements of Sec 2 are to be
complied with, with the exception of those of Sec 2, [1.3]
and Sec 2, [3.1].
Chapter 9
SECTION 1 GENERAL
SECTION 3 MACHINERY
SECTION 1 GENERAL
• ICE CLASS IC
2.1.3 Ice belt (1/7/2007)
• ICE CLASS ID.
The ice belt is that portion of the side shell which is to be
1.1.2 (1/1/2012) strengthened; its vertical extension is equal to the required
Except for those applicable to ships with the additional extension of strengthening.
class notation ICE CLASS ID, the ice strengthening require-
ments in this Chapter are equivalent to those stated in the
"Finnish-Swedish Ice Class Rules, 2010”, as adopted by the 2.2 Draught limitations
Finnish Transport Safety Agency (TRAFI) on 23 November
2010”, applicable to ships trading in the Northern Baltic 2.2.1 Maximum draught (1/7/2007)
Sea in winter.
The draught and trim limited by the UIWL are not to be
1.1.3 (1/1/2001) exceeded when the ship is navigating in ice.
For the purpose of this Chapter, the notations mentioned in
[1.1.1] may be indicated using the following abbrevations: The salinity of the sea water along the intended route is to
• IAS for ICE CLASS IA SUPER be taken into account when loading the ship.
where:
2 Ice class draughts and ice thickness
Δ1 : Displacement of the ship, in t, on the maximum
2.1 Definitions ice class draught amidships, as defined in
[2.2.1]
2.1.1 Upper and lower ice waterlines (1/1/2012)
hG : Ice thickness, in m, as defined in [2.3].
a) The upper ice waterline (UIWL) is to be the envelope of
the highest points of the waterlines at which the ship is The draught TAV need not, however, exceed 4 hG.
2.2.4 Indication of maximum and minimum in ice for Masters of icebreakers and for inspection person-
draughts (1/7/2007) nel in ports.
The maximum and minimum ice class draughts fore, amid- The upper edge of the warning triangle is to be located ver-
ships and aft are to be specified in the plans submitted for tically above the "ICE" mark, 1000 mm higher than the sum-
approval to the Society and stated on the Certificate of Clas- mer load line in fresh water but in no case higher than the
sification. deck line. The sides of the triangle are to be 300 mm in
Restrictions on draughts when operating in ice are to be length.
documented and kept on board readily available for the The ice class draught mark is to be located 540 mm abaft
Master. the centre of the load line ring or 540 mm abaft the vertical
line of the timber load line mark, if applicable.
2.2.5 Warning triangle (1/7/2007)
If the summer load line in fresh water is located at a higher The marks and figures are to be cut out of 5 - 8 mm plate
level than the UIWL, the ship's sides are to be provided and then welded to the ship's side.
with a warning triangle and with an ice class draught mark The marks and figures are to be painted in a red or yellow
at the maximum permissible ice class draught amidships reflecting colour so that they are plainly visible even in ice
(see Fig 1). conditions.
The purpose of the warning triangle is to provide informa- The dimensions of all figures are to be the same as those
tion on the draught limitation of the vessel when it is sailing used in the load line mark.
300
ICE 25
1000
540 mm aft
F
R I S
ICE
25
230
2.3 Ice thickness mula, but in no case less than 1000 kW for IA, IB, IC and
not less than 2800 kW for IAS:
2.3.1
a) An ice strengthened ship is assumed to operate in open R CH 3 / 2
-------------
sea conditions corresponding to a level ice with a thick- 1000
P MIN = K C -------------------------
ness not exceeding the value hG. DP
b) The design height of the area actually under ice pressure where:
at any time is, however, assumed to be only a fraction h, KC : to be taken from Tab 2
of the ice thickness hG. RCH : Resistance of the ship in a channel with brash
c) The values for hG and h, in m, are given in Tab 1. ice and a consolidated layer, in N, equal to:
2
Table 1 R CH = C 1 + C 2 + C 3 C μ ( H F + H M ) ( B + C ψ H F )+
3
+ C 4 L PAR H F + C 5 ------2 ( A wf ⁄ L )
2 LT
Ice class notation hG (m) h (m) B
IAS 1,0 0,35
with:
IA 0,8 0,30 HF : 0,26 + (HMB)0,5
IB 0,6 0,25 HM : 1,0 for IAS and IA; 0,8 for IB; 0,6 for IC
IC 0,4 0,22 Cμ : 0,15 cos φ2 + sin ψ sin α, to be taken equal to or
greater than 0,45
3 Output of propulsion machinery Cψ : 0,047ψ - 2,115 , to be taken as 0 if ψ ≤ 45°
C1 : Coefficient taking into account a consolidated
3.1 Required engine output upper layer of the brash ice and to be taken:
3.1.1 Definitions (1/1/2012) • for ice class IA,IB and IC:
The output P is the maximum output that the propulsion C1 = 0
machinery can continuously deliver to the propeller. • for ice class IAS:
If the output of the machinery is restricted by technical BL P AR
- + ( 1+0 ,021φ 1 ) ( f 2 B+f 3 L BOW +
C 1 =f 1 ----------------
means or by any regulation applicable to the ship, P is to be 2T
------- + 1
taken as the restricted output. B
The dimensions of the ship, defined below, are measured +f 4 BL BOW )
on the maximum ice class draught of the ship as defined in
[2.2.1]. For the symbol definitions, see also Fig 2. C2 : Coefficient taking into account a consolidated
upper layer of the brash ice and to be taken:
L : Length of the ship between the perpendiculars,
in m • for ice class IA,IB and IC:
LBOW : Length of the bow, in m C2 = 0
LPAR : Length of the parallel midship body, in m • for ice class IAS:
B : Maximum breadth of the ship, in m
C 2 = ( 1+0 ,063φ 1 ) ( g 1 + g 2 B )+g 3 1+1 ,2 --- -------
T B2
-
T : Maximum ice class draught of the ship, in m, B L 0 ,5
according to [2.2.1] where:
Awf : Area of the waterline of the bow, in m2 φ1 : to be taken equal to 90° for ships
α : Angle of the waterline at B/4, in deg with bulbous bow
φ1 : Rake of the stem at the centreline, in deg f1 : 23 N/m2
φ2 : Rake of the bow at B/4, in deg f2 : 45,8 N/m2
ψ : Flare angle calculated as ψ = arctan(tanφ /sinα) f3 : 14,7 N/m2
using angles α and φ at each location, in deg. f4 : 29 N/m2
Within this Article [3] flare angle is to be calcu- g1 : 1530 N
lated using φ = φ2
g2 : 170 N/m
DP : Diameter of the propeller, in m
g3 : 400 N/m1,5
HM : Thickness of the brash ice in mid-channel, in m
C3 : 845 kg/m2s2
HF : Thickness of the brash ice layer displaced by the
C4 : 42 kg/m2s2
bow, in m.
C5 : 825 kg/s2
3.1.2 Minimum required power for IAS, IA, IB, IC ψ : arctan (tan φ2 / sin α)
(1/9/2003) 3
LT
------ is not to be taken less than 5 and greater than 20.
The power of the propulsion machinery is to be not less B2
than the value PMIN, in kW, determined by the following for-
3.1.3 Other methods of determining KC or Table 3 : Range of parameters used for validation of
RCH (1/9/2003) the powering requirements (1/9/2003)
The Society may for an individual ship, in lieu of the KC or Parameter Minimum Maximum
RCH values defined above, approve the use of KC values
based on more exact calculations or RCH values based on α [degrees] 15 55
model tests. Such approval will be given on the understand- φ1 [degrees] 25 90
ing that it can be revoked if experience of the ship’s per-
formance in practice warrants this. φ2 [degrees] 10 90
The design requirement for ice classes is a minimum speed L [m] 65,0 250,0
of 5 knots in the following brash ice channels:
B [m] 11,0 40,0
IAS : HM = 1,0 m and a 0,1 m thick consolidated
layer of ice T [m] 4,0 15,0
IA : HM = 1,0 m LBOW / L 0,15 0,40
IB : HM = 0,8 m LPAR / L 0,25 0,75
IC : HM = 0,6 m
DP / T 0,45 0,75
3.1.4 Minimum required power for class Awf / (L * B) 0,09 0,27
ID (1/1/2001)
The power of the propulsion machinery is to be not less
3.1.6 Indication of minimum required power
than the value P, in kW, determined by the following for- (1/7/2004)
mula:
The minimum required power is to be stated on the Certifi-
P = 0, 72LB cate of Classification.
Figure 2
A wf
B
B/4
L BOW
L PAR
Buttock
at B/4
B2 B1
T
Symbols
UIWL : Load Waterline, defined in Sec 1, [2.1.2] [1.1.1] is divided into three regions defined in [1.2.2],
LIWL : Ballast Waterline, defined in Sec 1, [2.1.2] [1.2.3], [1.2.4] and shown in Fig 1.
s : Spacing, in m, of ordinary stiffeners or primary 1.2.2 Fore region (1/1/2001)
supporting members, as applicable The fore region is the region from the stem to a line parallel
: Span, in m, of ordinary stiffeners or primary to and 0,04L aft of the forward borderline of the part of the
supporting members, as applicable hull where the waterlines run parallel to the centreline.
ReH : Minimum yield stress, in N/mm2, of the material The overlap with the borderline need not exceed:
as defined in Pt B, Ch 4, Sec 1, [2]. • 6 m for the notations ICE CLASS IA SUPER and ICE
CLASS IA
1 Definitions • 5 m for the notations ICE CLASS IB, ICE CLASS IC and
ICE CLASS ID.
1.1 Ice strengthened area
Table 1 : Vertical extension of ice strengthened area
1.1.1 General for plating (1/1/2012)
The vertical extension of the ice strengthened area (see
Vertical extension of
Fig 1) is defined in:
ice strengthened area,
• Tab 1 for plating Notation Region in m
• Tab 2 for ordinary stiffeners and primary supporting above below
members. UIWL LIWL
1.1.2 Fore foot Fore region
The fore foot is the area below the ice strengthened area Midship
defined in [1.1.1] extending from the stem to a position five ICE CLASS IA SUPER region 0,60 1,20
ordinary stiffener spaces aft of the point where the bow pro-
file departs from the keel line (see Fig 1).
Aft region 1,0
1.1.3 Upper fore ice strengthened area Fore region 0,90
The upper fore is the area extending from the upper limit of ICE CLASS IA 0,50
Midship
the ice strengthened area defined in [1.1.1] to 2 m above region 0,75
and from the stem to a position at least 0,2L aft of the for-
ward perpendicular (see Fig 1). Aft region
Fore region 0,70
1.2 Regions ICE CLASS IB 0,40
Midship
ICE CLASS IC region
1.2.1 General (1/1/2001) 0,60
For the purpose of the assignment of the notations ICE Aft region
CLASS IA SUPER, ICE CLASS IA, ICE CLASS IB, ICE CLASS
IC and ICE CLASS ID, the ice strengthened area defined in ICE CLASS ID Fore region 0,40 0,60
UIWL
Aft region UIWL
LIWL Midship region
Fore region
LIWL
Fore foot
Border of part of side where
waterlines are parallel to centreline 5 ordinary stiffener spacings
Table 2 : Vertical extension of ice strengthening for ordinary stiffeners and primary supporting members (1/1/2012)
Note 1:Where an upper fore ice strengthened area is required (see [5.1.1]), the ice strengthened part of the ordinary stiffeners is to
extend at least to the top of the ice strengthened area.
Note 2:Where the ice strengthened area extends beyond a deck or tank top by not more than 250 mm, it may be terminated at that
deck or tank top.
• ordinary stiffeners which are not at a right angle to the 3.2 Transverse framing arrangement
shell or with unsymmetrical profile and which have
span exceeding 4000 mm are to be supported to pre- 3.2.1 Upper end of transverse framing (1/1/2012)
vent tripping by means of brackets, intercostals, stringers
The upper end of the strengthened part of a main ordinary
or similar at a distance not exceeding 1300 mm
stiffener and intermediate ice ordinary stiffener is to be
If the span is less than 4000 mm, the support against attached to a deck or an ice side girder as required in
tripping is required for ordinary stiffeners which are not [5.3.1] and [5.3.2].
at a right angle to the shell and with unsymmetrical pro-
Where an intermediate ordinary stiffener terminates above a
file.
deck or an ice side girder which is situated at or above the
• ordinary stiffeners are to be attached to the shell by dou- upper limit of the ice strengthened area, the part above the
ble continuous welds; no scalloping is allowed (except deck or side girder may have the scantlings required for an
when crossing shell plate butts) unstrengthened ship and the upper end may be connected
to the adjacent main ordinary stiffeners by a horizontal
• the web thickness tW of ordinary stiffeners is to be at member of the same scantlings as the main ordinary stiff-
least as much as the greatest of the values obtained from ener.
the following formulae, in mm:
3.2.2 Lower end of transverse framing
The lower end of the strengthened part of a main ordinary
h W R eH
t W = -------------------
- stiffener and intermediate ice ordinary stiffener is to be
C
attached to a deck, a tank top or an ice side girder as
required in [5.3.1] and [5.3.2].
t W = 25s for transverse framing Where an intermediate ordinary stiffener terminates below
a deck, a tank top or an ice side girder which is situated at
or below the lower limit of the ice strengthened area, the
t W = 0, 5t p
lower end may be connected to the adjacent main ordinary
stiffeners by a horizontal member of the same scantlings as
the ordinary stiffeners.
tW = 9
C = 282 for flat bars For this purpose, it is recommended that bilge keels are cut
up into several shorter independent lengths.
C = 805 in other cases
Figure 3 : Ice load distribution on ship side Table 4 : Height of load area (1/1/2001)
Notation h, in m
P 0.75 P ICE CLASS IA SUPER 0,35
ICE CLASS IA 0,30
ICE CLASS IB 0,25
ICE CLASS IC
0,22
ICE CLASS ID
po : Nominal ice pressure, in N/mm2, to be taken • For the notations ICE CLASS IA SUPER or ICE CLASS IA,
equal to 5,6. on ships with an open water service speed equal to or
exceeding 18 knots, the thickness of plating within the
5 Hull scantlings upper fore ice strengthened area is to be not less than
that required for the ice strengthened area in the mid-
5.1 Plating ship region.
p
t = 667s -------------- + t c
F 2 R eH
Region Notation
(see [1.2]) ICE CLASS IA SUPER ICE CLASS IA ICE CLASS IB ICE CLASS IC ICE CLASS ID
Fore region 1,0 1,0 1,0 1,0 1,0
Midship region 1,0 0,85 0,70 0,50 not applicable
Aft region 0,75 0,65 0,45 0,25 not applicable
where:
p : Design ice pressure, in N/mm2, defined in
[4.2.2]
h : Height, in m, of load area defined in [4.2.1]
m0 : Coefficient defined in Tab 8.
Type 3 Continuous ordinary 5,7 F3t : Coefficient taking account of the maximum
stiffeners between shear force versus load location and the shear
several decks or side force distribution for transverse stiffening, to be
girders taken equal to 1,2.
F 3 = 1 – 0 ,2 --- ---
h h
s s
h : Height, in m, of load area defined in [4.2.1]
F4 : Coefficient taking account of the maximum
shear force versus load location and the shear
Note 1:The boundary conditions are those for main and force distribution, to be taken equal to 2,16
intermediate ordinary stiffeners.
p : Design ice pressure, in N/mm2, defined in
Note 2:Load is applied at mid-span. [4.2.2]
m1 : Boundary condition coefficient for the ordinary p : Design ice pressure, in N/mm2, defined in
stiffener considered, to be taken equal to 13,3 [4.2.2]
for a continuous beam.
h : Height, in m, of load area defined in [4.2.1],
Where boundary conditions deviate signifi- without the product ph being taken less than
cantly from those of a continuous beam, e.g. in 0,15
an end field, a smaller value is to be adopted. mS : Coefficient defined in [5.3.1]
F6 : Coefficient taking account of the load distribu-
5.3 Primary supporting members tion to transverse side girders, to be taken equal
to 0,80
5.3.1 Ice side girders within the ice strengthened
F7,F8 : Coefficients defined in [5.3.1]
area (1/1/2012)
hS : Distance to the ice strengthened area, in m
The section modulus w, in cm3 and the section area ASh, in
cm2, of a side girder located within the ice strengthened S : Distance to the adjacent ice side girder, in m.
area defined in [1.1.1] are to be not less than the values
obtained from the following formulae: 5.3.3 Vertical primary supporting member checked
through simplified model (1/1/2012)
2
F 5 F 7 ph For vertical primary supporting members which may be rep-
- 10 6
w = ----------------------
m S R eH resented by the structure model represented in Fig 4, the
section modulus w, in cm3, and the shear area ASh, in cm2,
0 ,87F 5 F 7 F 8 ph 4
A Sh = --------------------------------------
- 10 are to be not less than the values obtained from the follow-
R eH
ing formulae:
where: 1
---
0, 193F
w = ---------------------- -------------------------------------2- 10
1 2 3
R eH 1 – ( υA Sh ⁄ A a )
p : Design ice pressure, in N/mm , defined in 2
[4.2.2]
17 ,3αF 9 F
A Sh = ------------------------
-
h : Height, in m, of load area defined in [4.2.1], R eH
without the product ph being taken less than
0,3 where:
F9 : coefficient taking into account the shear force
mS : Boundary condition coefficient for the ordinary
distribution, to be taken equal to 1,1
stiffener considered, to be taken equal to 13,3
for a continuous beam F : Load transferred to a vertical primary supporting
member from a side girder or from longitudinal
F5 : Coefficient taking account of the distribution of ordinary stiffeners, to be obtained, in kN, from
load to the transverse ordinary stiffeners, to be the following formula:
taken equal to 0,9.
3
F = F 10 phs 10
F7 : Safety factor of ice side girders, to be taken
equal to 1,8. F10 : Safety factor of vertical primary supporting
members, to be taken equal to 1,8
F8 : Coefficient taking into account the maximum
shear force versus load location and the shear p : Design ice pressure, in N/mm2, defined in
stress distribution, to be taken equal to 1,2. [4.2.2], where the value of ca is to be calculated
assuming a equal to 2s
5.3.2 Ice side girders outside the ice strengthened h : Height, in m, of load area defined in [4.2.1],
area (1/1/2012)
without the product ph being taken less than
The section modulus w, in cm3 and the section area ASh, in 0,15
cm2, of a side girder located outside the ice strengthened ν : Coefficient defined in Tab 9
area, defined in [1.1.1], but supporting ice strengthened
ordinary stiffeners are to be not less than the values Aa : Actual cross-sectional area of the vertical pri-
obtained from the following formulae: mary supporting member
α : Coefficient defined in Tab 9
2
6 F 7 ph
w = F---------------------- h
- 1 – -----S 10
6
F : Distance, in m, as indicated in Fig 4; for the
m S R eH S
lower part of the vertical primary supporting
member the smallest F within the ice strength-
ened area is to be used and for the upper part of
A Sh = 0 ,87F 6 F 7 F 8 ph h
- 1 – -----S 10
4
--------------------------------------
R eH S the vertical primary supporting member the
largest F within the ice strengthened area is to
where: be used.
The stem and the part of a blunt bow defined above are to
AF/AW α ν
be supported by floors or brackets spaced not more than
0,0 1,50 0,0 600 mm apart and having a thickness at least half that of the
plate.
0,20 1,23 0,44
0,40 1,16 0,62 The reinforcement of the stem is to be extended from the
keel to a point 0,75 m above the UIWL or, where an upper
0,60 1,11 0,71 fore ice strengthened area is required (see [1.1.1]), to the
0,80 1,09 0,76 upper limit of the latter.
1,00 1,07 0,80
6.2.2 Arrangements for towing (1/9/2003)
1,20 1,06 0,83 A mooring pipe with an opening not less than 250 mm by
1,40 1,05 0,85 300 mm, a length of at least 150 mm and an inner surface
radius of at least 100 mm is to be fitted in the bow bulwark
1,60 1,05 0,87
on the centreline.
1,80 1,04 0,88
A bitt or other means of securing a towline, dimensioned to
2,00 1,04 0,89 withstand the breaking strength of the ship’s towline, is to
Note 1: be fitted.
AF : Cross-sectional area of the face plate, On ships with a displacement less than 30000 t, the part of
AW : Cross-sectional area of the web. the bow extending to a height of at least 5 m above the
UIWL and at least 3 m back from the stem is to be strength-
6 Other structures ened to withstand the stresses caused by fork towing. For
this purpose, intermediate ordinary stiffeners are be fitted
and the framing is to be supported by stringers or decks.
6.1 Application
Note 1: It is to be noted that for ships of moderate size (displace-
ment less than 30000 t), fork towing is, in many situations, the most
6.1.1 (1/1/2001) efficient way of assisting in ice. Ships with a bulb protruding more
The requirements in [6.3] and [6.4] do not apply to the than 2,5 m forward of the forward perpendicular are often difficult
to tow in this way.
notation ICE CLASS ID.
6.3.2 On twin and triple screw ships, the ice strengthening the coefficient r2, defined in Pt B, Ch 10, Sec 1, [2.1.2],
of the shell and framing is to be extended to the double bot- equal to 1,10 irrespective of the rudder profile type.
tom for at least 1,5 m forward and aft of the side propellers. However, the maximum ahead service speed of the ship to
6.3.3 Shafting and sterntubes of side propellers are gener- be used in these calculations is not to be taken less than that
ally to be enclosed within plated bossings. If detached struts stated in Tab 10.
are used, their design, strength and attachment to the hull Where the actual maximum ahead service speed of the ship
are to be examined by the Society on a case-by-case basis. is higher than that stated in Tab 10, the higher speed is to be
used.
6.3.4 A wide transom stern extending below the UIWL
seriously impedes the capability of the ship to run astern in The local scantlings of rudders are to be determined assum-
ice, which is of paramount importance. ing that the whole rudder belongs to the ice strengthened
area. Further, the rudder plating and frames are to be
Consequently, a transom stern is not normally to be
designed using the ice pressure r for the plating and frames
extended below the UIWL. Where this cannot be avoided,
in the midship region.
the part of the transom below the UIWL is to be kept as nar-
row as possible.
Table 10 : Maximum ahead service speed (1/1/2001)
The part of a transom stern situated within the ice strength-
ened area is to be strengthened as required for the midship Maximum ahead service
Notation
region. speed (knots)
ICE CLASS IA SUPER 20
6.4 Deck strips and hatch covers ICE CLASS IA 18
6.4.1 (1/1/2012) ICE CLASS IB 16
Narrow deck strips abreast of hatches and serving as ice
ICE CLASS IC
side girders are to comply with the section modulus and 14
ICE CLASS ID
shear area calculated in [5.3.1] and [5.3.2], respectively. In
the case of very long hatches, the product ph is to be taken
less than 0,15 but in no case less than 0,10. 7.1.2 (1/1/2012)
For the notations ICE CLASS IA SUPER or ICE CLASS IA, the
Special attention is to be paid when designing weather deck
rudder stock and the upper edge of the rudder are to be pro-
hatch covers and their fittings to the deflection of the ship
tected from direct contact with intact ice by an ice knife
sides due to ice pressure in way of very long hatch open-
that extends below the LIWL, if practicable (or equivalent
ings.
means). Special consideration is to be given to the design of
flap-type rudders.
6.5 Sidescuttles and freeing ports
7.1.3 (1/1/2012)
6.5.1 Sidescuttles are not to be located in the ice strength- For the notations ICE CLASS IA SUPER or ICE CLASS IA
ened area. suitable arrangements such as rudder stoppers are to be fit-
Special consideration is to be given to the design of freeing ted to absorb large loads that arise when the rudder is
ports. forced out of the midship position while going astern in ice
or into ice ridges.
7 Hull outfitting
7.2 Bulwarks
7.1 Rudders and steering arrangements 7.2.1 If the weather deck in any part of the ship is situated
7.1.1 (1/1/2012) below the upper limit of the ice strengthened area (e.g. in
The scantlings of the rudder post, rudder stock, pintles, way of the well of a raised quarter deck), the bulwark is to
steering gear, etc. as well as the capacity of the steering gear be reinforced at least to the standard required for the shell
are to be determined according to Pt B, Ch 10, Sec 1, taking in the ice strengthened area.
SECTION 3 MACHINERY
Qn : nominal torque at MCR in free running condi- γm : the reduction factor for fatigue; mean stress
tion, in kNm effect
Qr : maximum response torque along the propeller ρ : a reduction factor for fatigue correlating the
shaft line, in kNm maximum stress amplitude to the equivalent
Qsmax : maximum spindle torque of the blade for the fatigue stress for 108 stress cycles
ship's service life, in kNm σ0,2 : proof yield strength of blade material, in MPa
R : propeller radius, in m
σexp : mean fatigue strength of blade material at 108
r : blade section radius, in m cycles to failure in sea water, in MPa
T : propeller thrust, in kN
σfat : equivalent fatigue ice load stress amplitude for
Tb : maximum backward propeller ice thrust for the
108 stress cycles, in MPa
ship's service life, in kN
σfl : characteristic fatigue strength for blade material,
Tf : maximum forward propeller ice thrust for the
in MPa
ship's service life, in kN
Tn : propeller thrust at MCR in free running condi- σref : reference stress σref = 0,6 · σ0,2 + 0,4 · σu, in MPa
tion, in kN; σref2 : reference stress, in MPa σref2 = 0,6 · σu or
Tr : maximum response thrust along the shaft line, σref2 = 0,6 · σ0,2 + 0,4 · σu whichever is the lesser
in kN σst : maximum stress resulting from Fb or Ff, in MPa
t : maximum blade section thickness, in m
σu : ultimate tensile strength of blade material, in
Z : number of propeller blades
MPa
αi : duration of propeller blade/ice interaction
(σice)bmax : principal stress caused by the maximum back-
expressed in rotation angle, in [deg]
ward propeller ice load, in MPa
γe : the reduction factor for fatigue; scatter and test
specimen size effect (σice)fmax : principal stress caused by the maximum for-
γv : the reduction factor for fatigue; variable ampli- ward propeller ice load, in MPa
tude loading effect (σice)max : maximum ice load stress amplitude, in MPa
Figure 1 : Direction of the backward blade force resultant taken perpendicular to chord line at radius 0,7R. Ice con-
tact pressure at leading edge is shown with small arrows (1/1/2010)
Shaft direction
Back side
Fb
Direction of
rotation
2.3.1 (1/1/2010) IA
IA IB IC
In estimating the ice loads of the propeller for ice classes, Super
different types of operation as given in Tab 2 are taken into Thickness of the design 1,75 m 1,5 m 1,2 m 1,0 m
account. For the estimation of design ice loads, a maximum maximum ice block
ice block size is determined. The maximum design ice entering the propeller
block entering the propeller is a rectangular ice block with (Hice)
the dimensions Hice 2Hice 3Hice. The thickness of the ice
block (Hice) is given in Tab 3.
2.4 Materials
EAR 0, 3 where:
F b = 27 ⋅ [ n ⋅ D ] 0, 7 ⋅ ----------- ⋅ D 2 [ kN ] , when D ≤ D limit
Z
2
D limit = ------------------- ⋅ H ice [ m ]
0, 3 1 – --- d
-
EAR
F b = 23 ⋅ [ n ⋅ D ] 0, 7 ⋅ ----------- ⋅ D ⋅ H ice
1, 4
[ kN ] , when D > D limit D
Z
where: f) Loaded area on the blade for ducted propellers
Dlimit = 0,85 · Hice 1,4 [m] Load cases 1 and 3 are to be covered as given in Tab 5
for all propellers, and an additional load case (load case
n = is the nominal rotational speed (at MCR in free run- 5) is to be considered for an FP propeller, to cover ice
ning condition) for a CP propeller and 85% of the nomi- loads when the propeller is reversed.
nal rotational speed (at MCR in free running condition)
for an FP propeller. g) Maximum blade spindle torque Qsmax for open and
ducted propellers
b) Maximum forward blade force Ff for open propellers
The spindle torque Qsmax around the axis of the blade fit-
ting is to be determined both for the maximum back-
EAR ward blade force bF and forward blade force fF, which
F f = 250 ⋅ ----------- ⋅ D 2 [ kN ] , when D ≤ D limit
Z are applied as in Tab 4 and Tab 5.
If the above method gives a value which is less than the
default value given by the formula below, the default
EAR 1
F f = 500 ⋅ ----------- ⋅ D ⋅ ------------------- ⋅ H ice [ kN ] , when D > D limit value is to be used.
Z 1 – --- d
- Default value Qsmax = 0,25 · F · c0.7 [kNm]
D
where c0,7 is the length of the blade section at 0,7R
where: radius and F is either Fb or Ff, whichever has the greater
absolute value.
0,6
R
Load case 2 50% of Fb Uniform pressure applied on the back of the blade
(suction side) on the propeller tip area outside of
0,9R radius
0,9
R
0,6
R
2c
0,
R
0,6
0,
6R
0,
6R
6R
0,
– -----------------------
F
- ⋅ ln ( N ice )
k impacts in life/n 9 · 106 6 · 106 3,4 · 10 6 2,1 · 106
F ice
P -------------------
- ≥ -------------------- = e
F ( F ice )
ma x
Figure 2 : The weibull-type distribution (probability that fice exceeds (fice)max that is used for fatigue design (1/1/2010)
1,E+00
0 0,2 0,4 0,6 0,8 1
Propability of exceeding for N=1E7
1,E-01
Weibull distribution/k=1
1,E-02
Weibull distribution/k=0,75
1,E-03
1,E-04
1,E-05
1,E-06
1,E-07
Fice / (Fice )
max
The submersion factor k4 is determined from the equa- If the hydrodynamic bollard thrust, T, is not known, T is
tion: to be taken as indicated in Tab 10.
k4 = 0,8 - f when f < 0
Table 10 (1/1/2010)
= 0,8 - 0,4 · f when 0 ≤ f ≤ 1
= 0,6 - 0,2 · f when 1 < f ≤ 2,5 Propeller type T
= 0,1 when f > 2,5
CP propellers (open) 1,25 Tn
where the immersion function f is:
CP propellers (ducted) 1,1 Tn
h 0 – H ice FP propellers driven by turbine or electric Tn
f = --------------------
-–1
D⁄2 motor
where h0 is the depth of the propeller centreline at the FP propellers driven by diesel engine (open) 0,85 Tn
lower ice waterline (LIWL) of the ship.
FP propellers driven by diesel engine (ducted) 0,75 Tn
For components that are subject to loads resulting from pro-
peller/ice interaction with all the propeller blades, the
number of load cycles (Nice) is to be multiplied by the Here, Tn is the nominal propeller thrust at MCR in free
number of propeller blades (Z). running open water condition.
2.5.3 Axial design loads for open and ducted 2.5.4 Torsional design loads (1/1/2010)
propellers (1/1/2010) a) Design ice torque on propeller Qmax for open propellers
a) Maximum ice thrust on propeller Tf and Tb for open and Qmax is the maximum torque on a propeller resulting
ducted propellers from ice/propeller interaction.
The maximum forward and backward ice thrusts are:
Tf = 1,1 · Ff [kN] 0, 16
d P 0, 7
Tb = 1,1 · Fb [kN] Q max = 10, 9 1 – ---- --------- ( nD ) 0, 17 D 3 [ kNm ]
D D
b) Design thrust along the propulsion shaft line for open when D ≤ D limit
and ducted propellers
The design thrust along the propeller shaft line is to be
0, 16
calculated with the formulae below. The greater value of d P 0, 7
Q max = 20, 7 1 – ---- --------- ( nD ) 0, 17 D 1, 9 H 1, 1 ice [ kNm ]
the forward and backward direction loads is to be taken D D
as the design load for both directions. The factors 2,2
when D > D limit
and 1,5 take into account the dynamic magnification
resulting from axial vibration. where
In a forward direction: Dlimit = 1,8 · Hice [m]
Tr = T + 2,2 · Tf [kN] n is the rotational propeller speed in bollard condition.
In a backward direction: If not known, n is to be taken as indicated in Tab 11.
Tr = 1,5 · Tb [kN]
Table 11 (1/1/2010) The torque resulting from a single blade ice impact as a
function of the propeller rotation angle is then:
Propeller type
Rotational Q(ϕ) = Cq · Qmax · sin (ϕ(180/αi)), when ϕ = 0...αi
speed n Q(ϕ) = 0, when ϕ = αi...360
CP propellers nn where the Cq and αi parameters are given in Tab 13 and
αi is the duration of propeller blade/ice interaction
FP propellers driven by turbine or elec- nn expressed in propeller rotation angle.
tric motor
Table 13 (1/1/2010)
FP propellers driven by diesel engine 0,85 nn
Torque
Propelled/ice interaction Cq αi
Here, nn is the nominal rotational speed at MCR in free excitation
running condition.
Case 1 Single ice block 0,75 90
For CP propellers, the propeller pitch P0,7 is to corre-
Case 2 Single ice block 1,0 135
spond to MCR in bollard condition. If not known, P0,7 is
to be taken as 0,7 · P0,7n, where P0,7n is the propeller Case 3 Two ice block (phase shift 0,5 45
pitch at MCR in free running condition. 360/2/Z deg.)
b) Design ice torque on propeller Qmax for ducted propel-
The total ice torque is obtained by summing the torque
lers
of single blades, taking into account the phase shift
Qmax is the maximum torque on a propeller resulting 360deg./Z. In addition, at the beginning and end of the
from ice/propeller interaction. milling sequence, a linear ramp function for 270
degrees of rotation angle is to be used.
0, 16
The number of propeller revolutions during a milling
d P 0, 7 sequence is to be obtained with the formula:
Q max = 7, 7 1 – ---- --------- ( nD ) 0, 17 D 3 [ kNm ]
D D NQ = 2 · Hice
when D ≤ D limit The number of impacts is Z · NQ for blade order excita-
tion.
d) Design torque along propeller shaft line
0, 16
d P 0, 7 If there is not any relevant first blade order torsional res-
Q max = 14, 6 1 – ---- --------
- ( nD ) 0, 17 D 1, 9 H 1, 1 ice [ kNm ]
D D onance within the designed operating rotational speed
range extended 20% above the maximum and 20%
when D > D limit
below the minimum operating speeds, the following
where: estimation of the maximum torque can be used.
Dlimit = 1,8 · Hice [m] Qr = Qemax + Qmax · I / It [kNm],
where I is the equivalent mass moment of inertia of all
n is the rotational propeller speed in bollard condition. parts on the engine side of the component under con-
If not known, n is to be taken as indicated in Tab 12. sideration and It is the equivalent mass moment of iner-
tia of the whole propulsion system.
Table 12 (1/1/2010) All the torques and the inertia moments are to be
reduced to the rotation speed of the component being
Rotational examined.
Propeller type
speed n If the maximum torque, Qemax , is not known, it is to be
CP propellers nn taken as indicated in Tab 14.
Figure 3 : The shape of the propeller ice torque excitation for 90 and 135 degree single-blade impact sequences
and 45 degree double blade impact sequence. (Figures apply to propellers with 4 blades) (1/1/2010)
1
1
1 0,9
0,9
0,9 0,8
0,8
0,8 0,7
0,7
Q/Qma x
0,6 0,7
0,6
Q/Qmax
Q/Qmax
0,5 0,6
0,5
0,4 0,5
0,4
0,3 0,4
0,3
0,2 0,3
0,2
0,1 0,2
0,1
0 0,1
0 200 400 600 800 1000 1200 1400 0
0
0 200 400 600 800 1000 1200 1400
Rotatio n angle [deg] 0 200 400 600 800 1000 1200 1400
Rotation angle [deg]
Rotation angle
For calculation of equivalent stress, two types of S-N (σice)b max is the principal stress resulting from backward
curves are available. load.
In calculation of (σice)max, case 1 and case 3 (or case 2
1) Two-slope S-N curve (slopes 4.5 and 10) (see Fig 4).
and case 4) are considered as a pair for (σice)f max, and
2) One-slope S-N curve( the slope can be chosen) (see (σice)b max calculations. Case 5 is excluded from the
Fig 5). fatigue analysis.
Calculation of ρ parameter for two-slope S-N curve:
The type of the S-N curve is to be selected to correspond
to the material properties of the blade. If the S-N curve The parameter ρ relates the maximum ice load to the
is not known, the two-slope S-N curve is to be used. distribution of ice loads according to the regression for-
mulae.
where:
Slope 4,5
σfl = γε · γv · γm · σexp
amplitude
where:
γε is the reduction factor for scatter and test specimen
Slope 10
size effect
Stress
Table 16 (1/1/2010)
amplitude
Slope m=8
Open propeller Ducted propeller
Slope m=10
C1 0,000711 0,000509
C2 0,0645 0,0533
Stress
C4 2,22 2,584
Table 17 : Value for the G parameter for different reflect the way of operation of the ship and the thrusters. In
m/k ratios (1/1/2010) this respect, for example, the loads caused by the impacts of
ice blocks on the propeller hub of a pulling propeller are to
m/k G m/k G m/k G be considered. Furthermore, loads resulting from the thrust-
ers operating at an oblique angle to the flow are to be con-
3 6 5,5 287,9 8 40320 sidered. The steering mechanism, the fitting of the unit, and
3,5 11,6 6 720 8,5 119292 the body of the thruster are to be designed to withstand the
loss of a blade without damage. The loss of a blade is to be
4 24 6,5 1871 9 362880 considered for the propeller blade orientation which causes
4,5 52,3 7 5040 9,5 1,133E6 the maximum load on the component being studied. Typi-
cally, top-down blade orientation places the maximum
5 120 7,5 14034 10 3,623E6 bending loads on the thruster body.
Azimuth thrusters are also to be designed for estimated
d) Acceptability criterion for fatigue
loads caused by thruster body/ice interaction. The thruster
The equivalent fatigue stress at all locations on the blade body is to stand the loads obtained when the maximum ice
is to fulfil the following acceptability criterion: blocks, which are given in [2.3], strike the thruster body
( σfl / σfat ) > 1,5 when the ship is at a typical ice operating speed. In addi-
where tion, the design situation in which an ice sheet glides along
σfl = γε · γv · γm · σexp the ship's hull and presses against the thruster body is to be
considered. The thickness of the sheet is to be taken as the
γε is the reduction factor for scatter and test specimen thickness of the maximum ice block entering the propeller,
size effect as defined in [2.3].
γv is the reduction factor for variable amplitude loading
γm is the reduction factor for mean stress 2.6.6 Vibrations (1/1/2010)
σexp is the mean fatigue strength of the blade material at The propulsion system is to be designed in such a way that
the complete dynamic system is free from harmful torsional,
108 cycles to failure in sea water.
axial, and bending resonances at a 1-order blade frequency
The following values are to be used for the reduction within the designed running speed range, extended by 20
factors if actual values are not available: per cent above and below the maximum and minimum
γε = 0,67, γv = 0,75, and γm = 0,75. operating rotational speeds. If this condition cannot be ful-
filled, a detailed vibration analysis is to be carried out in
2.6.3 Propeller bossing and CP mechanism order to determine that the acceptable strength of the com-
(1/1/2010)
ponents can be achieved.
The blade bolts, the CP mechanism, the propeller boss, and
the fitting of the propeller to the propeller shaft are to be
designed to withstand the maximum and fatigue design 2.7 Alternative design procedure
loads, as defined in [2.5]. The safety factor against yielding
2.7.1 Scope (1/1/2010)
is to be greater than 1,3 and that against fatigue greater than
1,5. In addition, the safety factor for loads resulting from As an alternative to [2.5] and [2.6], a comprehensive design
loss of the propeller blade through plastic bending as study may be carried out to the satisfaction of the Society.
defined in [2.5.5] is to be greater than 1,0 against yielding. The study is to be based on ice conditions given for the dif-
ferent ice classes in [2.3]. It is to include both fatigue and
2.6.4 Propulsion shaft line (1/1/2010) maximum load design calculations and fulfil the pyramid
a) General strength principle, as given in [2.6.1].
The shafts and shafting components, such as the thrust 2.7.2 Loading (1/1/2010)
and sterntube bearings, couplings, flanges and sealings,
Loads on the propeller blade and propulsion system are to
are to be designed to withstand the propeller/ice inter-
be based on an acceptable estimation of hydrodynamic and
action loads as given in [2.5]. The safety factor is to be
ice loads.
at least 1,3.
b) Shafts and shafting components 2.7.3 Design levels (1/1/2010)
The ultimate load resulting from total blade failure as The analysis is to indicate that all components transmitting
defined in [2.5.5] is not to cause yielding in shafts and random (occasional) forces, excluding the propeller blade,
shaft components. The loading is to consist of the com- are not subjected to stress levels in excess of the yield stress
bined axial, bending and torsion loads, wherever this is of the component material, with a reasonable safety margin.
significant. The minimum safety factor against yielding
Cumulative fatigue damage calculations are to indicate a
is to be 1,0 for bending and torsional stresses.
reasonable safety factor. Due account is to be taken of
2.6.5 Azimuthing main propulsors (1/1/2010) material properties, stress raisers, and fatigue enhance-
In addition to the above requirements, special consideration ments.
is to be given to those loading cases which are extraordi- Vibration analysis is to be carried out and is to indicate that
nary for propulsion units when compared with conven- the complete dynamic system is free from harmful torsional
tional propellers. The estimation of loading cases is to resonances resulting from propeller/ice interaction.
, z
R m ⋅ 0, 65 + ---------
0 7 For controllable pitch propellers, this requirement is appli-
ρ cable to the leading edge only.
3.2.7 Controllable pitch propeller actuating 5) The area of the strum holes is to be not less than 4
mechanism (1/1/2010) times the inlet pipe sectional area.
The strength of the blade-actuating mechanism located For ships with the notation ID, at least one of the largest
inside the controllable pitch propeller hub is to be not less sea water inlet chests is to be connected with the cool-
than 1,5 times that of the blade when a force is applied at ing water discharge by a pipe having the same diameter
the radius 0,45 D in the weakest direction of the blade. as the overboard discharge line. In addition, the
arrangement of a bottom sea water inlet, situated as aft
as possible, is recommended.
3.3 Shafting
c) Where there are difficulties in satisfying the require-
3.3.1 Propeller shafts (1/1/2010) ments of b) 2) and b) 3) above, two smaller chests may
be arranged for alternating intake and discharge of cool-
a) Propeller shafts are to be of steel having impact strength ing water.
as specified in Pt D, Ch 2, Sec 3, [3.6.4]
d) Heating coils may be installed in the upper part of the
b) The diameter of the propeller shaft at its aft bearing is chests.
not to be less than the value calculated according to e) Arrangements for using ballast water for cooling pur-
Pt C, Ch 1, Sec 7, [2.2.3] increased by 5%. poses may be accepted as a reserve in ballast conditions
but are not acceptable as a substitute for the sea inlet
3.3.2 Intermediate shafts (1/1/2010) chests as described above.
No Rule diameter increase of intermediate and thrust shafts
is generally required. 4.2 Systems to prevent ballast water from
freezing
4 Miscellaneous requirements 4.2.1 (1/7/2007)
Any ballast tank situated above the LIWL, as defined in
4.1 Sea inlets and cooling water systems of Sec 1, [2.1.1] b), and needed to load down the ship to this
waterline is to be equipped with devices to prevent the
machinery water from freezing.
4.1.1 (1/9/2003)
a) The cooling water system is to be designed to ensure the 4.3 Steering gear
supply of cooling water also when navigating in ice. 4.3.1 (1/1/2010)
b) For this purpose, for ships with the notation IAS, IA, IB a) In the case of ships with the ice class notations IAS and
or IC, at least one sea water inlet chest is to be arranged IA, due regard is to be paid to the excessive loads
and constructed as indicated hereafter: caused by the rudder being forced out of the centreline
position when backing into an ice ridge.
1) The sea inlet is to be situated near the centreline of b) Effective relief valves are to be provided to protect the
the ship and as aft as possible. steering gear against hydraulic overpressure.
2) As guidance for design, the volume of the chest is to c) The scantlings of steering gear components are to be
be about one cubic metre for every 750 kW of the such as to withstand the yield torque of the rudder
aggregate output of the engines installed on board, stock.
for both main propulsion and essential auxiliary
d) Where possible, rudder stoppers working on the blade
services.
or rudder head are to be fitted.
3) The chest is to be sufficiently high to allow ice to
accumulate above the inlet pipe. 4.4 Fire pumps
4) A pipe for discharging the cooling water, having the 4.4.1 (1/1/2010)
same diameter as the main overboard discharge The suction of at least one fire pump is to be connected to a
line, is to be connected to the inlet chest. sea inlet protected against icing.
Chapter 10
SECTION 1 GENERAL
SECTION 2 HULL
SECTION 3 MACHINERY
SECTION 1 GENERAL
1.1 Application If the hull and machinery are constructed such as to comply
with the requirements of different POLAR CLASS notations,
1.1.1 (1/3/2008) then both the hull and machinery are to be assigned the
The following additional class notations are assigned in lower of these classes on the Certificate of Classification.
accordance with Pt A, Ch 1, Sec 2, [6.10] to ships con- Compliance of the hull or machinery with the requirements
structed of steel and intended for navigation in ice-infested of a higher POLAR CLASS is also to be indicated on the Cer-
polar waters, except icebreakers: tificate of Classification or an appendix thereto.
• POLAR CLASS PC1 1.1.3 (1/3/2008)
• POLAR CLASS PC2 "Icebreaker" refers to any ship with an operational profile
that includes escort or ice management functions, having
• POLAR CLASS PC3
powering and dimensions that allow it to undertake aggres-
• POLAR CLASS PC4 sive operations in ice-covered waters.
• POLAR CLASS PC5 1.1.4 (1/3/2008)
• POLAR CLASS PC6 The POLAR CLASS (PC) notations and descriptions are
• POLAR CLASS PC7 given in Tab 1. It is the responsibility of the Owner to select
an appropriate Polar Class.
1.1.2 (1/3/2008)
For the purpose of this Chapter, the notations mentioned in 2 Ice waterlines
[1.1.1] are indicated using the following abbreviations:
• PC1 for POLAR CLASS PC1 2.1 Definitions
• PC2 for POLAR CLASS PC2
2.1.1 Upper ice waterline (1/3/2008)
• PC3 for POLAR CLASS PC3
The upper ice waterline (UIWL) is defined by the maximum
• PC4 for POLAR CLASS PC4 draughts fore, amidships and aft.
• PC5 for POLAR CLASS PC5
2.1.2 Lower ice waterline (1/3/2008)
• PC6 for POLAR CLASS PC6
The lower ice waterline (LIWL) is defined by the minimum
• PC7 for POLAR CLASS PC7 draughts fore, amidships and aft.
Ships that comply with Sec 2 and Sec 3 are assigned one of The lower ice waterline is to be determined with due regard
the additional class notations POLAR CLASS as listed in to the ship's ice-going capability in the ballast loading con-
Tab 1. ditions (e.g. propeller submergence).
Polar Class Ice description (based on WMO (1) Sea Ice Nomenclature)
PC1 Year-round operation in all Polar waters
PC2 Year-round operation in moderate multi-year ice conditions
PC3 Year-round operation in second-year ice which may include multi-year ice inclusions
PC4 Year-round operation in thick first-year ice which may include old ice inclusions
PC5 Year-round operation in medium first-year ice which may include old ice inclusions
PC6 Summer/autumn operation in medium first-year ice which may include old ice inclusions
PC7 Summer/autumn operation in thin first-year ice which may include old ice inclusions
(1) WMO: World Meteorological Organisation
SECTION 2 HULL
x
2,0m
UIWL Si Mi BIi B
LIWL
1,5m Sl Ml BIl
0,7b=>0,15L WL Angle = 0 degrees
AP WL Angle = 10 degrees
Sb Mb BIb
Si Sl B
BIl
Ml
UIWL
Mi
LIWL
Ml Mb
Midbody
All weather and sea exposed SECONDARY and PRIMARY structural members outside 0,4 L amidships, as defined I
in Pt B, Ch 4, Sec 1, Tab 3
Plating materials for stem and stern frames, rudder horn, rudder, propeller nozzle, shaft brackets, ice skeg, II
ice knife and other appendages subject to ice impact loads
All inboard framing members attached to the weather and sea exposed plating, including any contiguous I
inboard member within 600 mm of the plating
Weather exposed plating and attached framing in cargo holds of ships which, by nature of their trade, have I
their cargo hold hatches open during cold weather operations
All weather and sea exposed SPECIAL structural members within 0,2 L from FP, as defined in Pt B, Ch 4, Sec 1, II
Tab 3
Figure 2 : Steel Grade Requirements for Submerged and Weather Exposed Shell Plating (1/3/2008)
Table 2 : Steel grades for weather exposed plating (1) (3) (1/3/2008)
Table 3 : Steel grades for inboard framing members attached to weather exposed plating (1/3/2008)
tc [mm]
Hull Area With Effective Protection Without Effective Protection
PC1 to PC3 PC4 and PC5 PC6 and PC7 PC1 to PC3 PC4 and PC5 PC6 and PC7
Bow; Bow Intermediate 3,5 2,5 2,0 7,0 5,0 4,0
Icebelt
Bow Intermediate 2,5 2,0 2,0 5,0 4,0 3,0
Lower;
Midbody and Stern Ice-
belt
Midbody and Stern 2,0 2,0 2,0 4,0 3,0 2,5
Lower;
Bottom
Other Areas 2,0 2,0 2,0 3,5 2,5 2,0
B α γ
waterline plan sheer plan
B
A
waterline angle α buttock angle γ
β β’
bNonBow = wNonBow / 3,6 F : FBow or FNonBow, in kN, as appropriate for the hull
where FNonBow and QNonBow are defined in [4.4.1] and area under consideration
[4.4.2]. b : bBow or bNonBow as appropriate for the hull area
under consideration
4.6 Pressure within the design load patch w : wBow or wNonBow as appropriate for the hull area
4.6.1 (1/3/2008) under consideration.
The average pressure Pavg, in kN/m2, within the design load Areas of higher concentrated pressure exist within the
patch is to be obtained from the following formula: load patch. In general, smaller areas have higher local
pressures. Accordingly, the peak pressure factors listed in
Pavg = F / (b w) Tab 6 are used to account for the pressure concentration on
where: localised structural members.
Load-carrying stringers, side and bottom longitudinals, web frames if Sw > 0,5 w PPFs = 1
if Sw < (0,5 w)PPFs = 2,0 - 2,0 Sw w
where:
s = frame or longitudinal spacing, in m.
Sw = web frame spacing, in m
w = ice load patch width, in m
4.7 Hull area factors In the event that a structural member spans across the
boundary of a hull area, the largest hull area factor is to be
4.7.1 (1/3/2008) used in the scantling determination of the member.
Associated with each hull area is an area factor that Due to their increased manoeuvrability, ships having
reflects the relative magnitude of the load expected in propulsion arrangements with azimuthing thruster(s) or
that area. The area factor AF for each hull area is listed in "podded" propellers are to have specially considered Stern
Tab 7. Icebelt (Si) and Stern Lower (SI) hull area factors.
Polar Class
Hull area Area
PC1 PC2 PC3 PC4 PC5 PC6 PC7
Bow (B) All B 1,00 1,00 1,00 1,00 1,00 1,00 1,00
Bow Interme- Icebelt Lower BIi 0,90 0,85 0,85 0,80 0,80 1,00 (1) 1,00 (1)
diate (BI) Bottom
Lower BIl 0,70 0,65 0,65 0,60 0,55 0,55 0,50
5 Longitudinal strength eb = bow shape exponent which best describes the water-
plane (see Fig 4), to be taken as follows:
5.1 Application • eb = 1,0 for a simple wedge bow form
5.1.1 (1/3/2008) • eb = 0,4 to 0,6 for a spoon bow form
Ice loads need only be combined with still water loads. The • eb = 0 for a landing craft bow form
combined stresses are to be compared against permissible
bending and shear stresses at different locations along the An approximate value of eb determined by a simple fit is
ship's length. In addition, sufficient local buckling strength acceptable.
is also to be verified. γstem : stem angle, in deg, to be measured between the
horizontal axis and the stem tangent at the
5.2 Hull girder ice loads upper ice waterline (buttock angle as per
Fig 3 measured on the centreline)
5.2.1 Design vertical ice force at the bow (1/1/2012) αstem : waterline angle measured in way of the stem at
The design vertical ice force at the bow, FIB, in kN, is to be the upper ice waterline (UIWL) (deg) (see Fig 4)
taken as: C : 1 / [2 (LB / B)eb]
FIB = min (FIB,1; FIB,2) B : ship's moulded breadth, in m
where: LB : bow length, in m
FIB,1 = 1,505 KI0,15 sin0,2(γstem) (Δ Kh)0,5 CFL y : B / 2 (x/LB)eb , in m (see Fig 4 and Fig 5)
FIB,2 = 1200 CFF Δ : ship displacement, in t, to be taken not less than
10000 t
KI = indentation parameter = Kf / Kh, where Kf and Kh, in
kN/m, are to be taken according to the following formulae: Awp : ship waterplane area, in m2
CFF : Flexural Failure Class Factor from Tab 5.
Kf = [2 C B1-eb / (1 + eb)]0,9 tan(γstem)-0,9(1 + eb)
Where applicable, draught dependent quantities are to be
Kh = 10 Awp
determined at the waterline corresponding to the loading
CFL = Longitudinal Strength Class Factor from Tab 5 condition under consideration.
LB
y y
B/2 αstem
y= ± B/2(x/LB) b
e B/2
y= ± x tan (α)
Figure 5 : Example of eb effect on the bow shape for B = 20 and LB =16 (1/3/2008)
12
y=B/2 (x/LB) eb
10
eb
8
0.05
0.1 6
Y
0.2
4
0.5
1
2
0
20 18 16 14 12 10 8 6 4 2 0
X
5.2.2 Design vertical ice bending moment (1/3/2008) • For negative shear force
The design vertical ice bending moment MI, in kN·m, along Cf : 0,0 at the aft end of L
the hull girder is to be taken as: Cf : -0,5 between 0,2 L and 0,6L from aft
MI = 0,1 Cm L sin-0,2(γstem) FIB Cf : 0,0 between 0,8 L from aft and the forward
where: end of L
L : ship length as defined in Pt B, Ch 1, Sec 2 but Intermediate values are to be determined by linear inter-
measured on the upper ice waterline (UIWL), in polation.
m
γstem : as given in [5.2.1] 5.3 Longitudinal strength criteria
FIB : design vertical ice force at the bow, in kN 5.3.1 (1/3/2008)
Cm : longitudinal distribution factor for the design The strength criteria provided in Tab 8 are to be satisfied.
vertical ice bending moment to be taken as The design stress is not to exceed the permissible stress.
follows:
Cm = 0,0 at the aft end of L 6 Shell plating
Cm = 1,0 between 0,5 L and 0,7 L from aft
6.1 Definitions
Cm = 0,3 at 0,95 L from aft
6.1.1 (1/3/2008)
Cm = 0,0 at the forward end of L
Ω : smallest angle, in deg, between the chord of the
Intermediate values are to be determined by linear interpo- waterline and the line of the first level framing
lation. as illustrated in Fig 6
Where applicable, draught dependent quantities are to be s : transverse frame spacing, in m, in transversely
determined at the waterline corresponding to the loading framed ships or longitudinal frame spacing in
condition under consideration. longitudinally framed ships
5.2.3 Design vertical ice shear force (1/3/2008) AF : Hull Area Factor from Tab 7
The design vertical ice shear force FI, in kN, along the hull PPFp : Peak Pressure Factor from Tab 6
girder is to be taken as: Pavg : average patch pressure, in kN/m2, according to
FI = Cf FIB [4.6]
σy : minimum upper yield stress of the material, in
where:
N/mm2
Cf : longitudinal distribution factor to be taken as
b : height of design load patch, in m
follows:
l : distance, in m, between frame supports, i.e.
• For positive shear force:
equal to the frame span as given in [7.1.4], but
Cf : 0,0 between the aft end of L and 0,6 L from not reduced for any fitted end brackets. When a
aft load-distributing stringer is fitted, the length l
Cf : 1,0 between 0,9 L from aft and the forward need not be taken larger than the distance from
end of L the stringer to the most distant frame support.
Failure Mode Applied Stress Permissible Stress when: Permissible Stress when:
σy / σu ≤ 0,7 σy / σu > 0,7
τa τc
waterline
Ω = 20° Ω = 70°
bf
+A fn [ ( h fc ÷ z na ) sin ϕ w – b w cos ϕ w ] ⁄ 10
bw
hw
c2
Figure 9 (1/3/2008)
The plate thickness of a shaped plate stem and, in the case Consequently, a transom stern is not normally to be
of a blunt bow, any part of the shell which forms an angle of extended below the UIWL. Where this cannot be avoided,
30° or more to the centreline in a horizontal plane, is to be the part of the transom below the UIWL is to be kept as nar-
not less than 1,3 times the thickness of the adjacent shell row as possible.
plating calculated according to [6].
The part of a transom stern situated within the ice-strength-
The stem and the part of a blunt bow defined above are to
ened area is to be strengthened as required for the midship
be supported by floors or brackets spaced not more than
region.
600 mm apart and having a thickness at least half that of the
plate.
The reinforcement of the stem is to be extended from the 10 Hull outfitting
keel to the upper level of the bow region.
10.1 Appendages
9.2 Aft part
9.2.1 (1/3/2008) 10.1.1 (1/3/2008)
An extremely narrow clearance between the propeller All appendages are to be designed to withstand forces
blade tip and the sternframe is to be avoided so as not to appropriate for the location of their attachment to the hull
generate very high loads on the blade tip. structure or their position within a hull area.
9.2.2 (1/3/2008)
On twin and triple screw ships, the ice strengthening of the
shell and framing is to be extended to the double bottom for 10.2 Rudders and steering arrangements
at least 1,5 m forward and aft of the side propellers. 10.2.1 (1/3/2008)
9.2.3 (1/3/2008)
The scantlings of the rudder post, rudder stock, pintles,
Shafting and sterntubes of side propellers are generally to
steering gear, etc as well as the capacity of the steering gear
be enclosed within plated bossings. If detached struts are
are to be determined according to Pt B, Ch 10, Sec 1, taking
used, their design, strength and attachment to the hull are to
the coefficient r2, defined in Pt B, Ch 10, Sec 1, [2.1.2],
be examined by the Society on a case-by-case basis.
equal to 1,10 irrespective of the rudder profile type.
9.2.4 (1/3/2008)
A wide transom stern extending below the UIWL seriously However, the maximum ahead service speed of the ship to
impedes the capability of the ship to run astern in ice, be used in these calculations is not to be taken less than that
which is of paramount importance. stated in Tab 9.
Where the actual maximum ahead service speed of the ship 10.3.3 (1/3/2008)
is greater than that stated in Tab 9, the higher speed is to be On ships with a displacement less than 30000 t, the part of
used. the bow extending to a height of at least 5 m above the
Within the ice-strengthened zone, the thickness of rudder UIWL and at least 3 m back from the stem is to be strength-
plating and diaphragms is to be not less than that required ened to withstand the stresses caused by fork towing. For
for the shell plating of the aft region. this purpose, intermediate ordinary stiffeners are be fitted
10.2.2 (1/3/2008) and the framing is to be supported by stringers or decks.
The rudder stock and the upper edge of the rudder are to be
protected against ice pressure by an ice knife or equivalent Table 9 : Maximum ahead service speed (1/3/2008)
means.
Notation Maximum ahead service speed (knots)
10.3 Arrangements for towing
POLAR CLASS 1 26
10.3.1 (1/3/2008)
POLAR CLASS 2 24
A mooring pipe with an opening not less than 250 mm by
300 mm, a length of at least 150 mm and an inner surface POLAR CLASS 3 23
radius of at least 100 mm is to be fitted in the bow bulwark
POLAR CLASS 4 22
on the centreline.
10.3.2 (1/3/2008) POLAR CLASS 5 21
A bitt or other means of securing a towline is to be fitted, POLAR CLASS 6 20
dimensioned to withstand the breaking strength of the ship's
towline. POLAR CLASS 7 18
SECTION 3 MACHINERY
1 General less than 15% on a test piece the length of which is five
times the diameter.
1.1 Application Charpy V impact tests are to be carried out for other than
1.1.1 (1/3/2008) bronze and austenitic steel materials. Test pieces taken from
This Section applies to main propulsion, steering gear, the propeller castings are to be representative of the thickest
emergency and essential auxiliary systems required for the section of the blade. An average impact energy value of 20 J
safety of the ship and the survivability of the crew. taken from three Charpy V tests is to be obtained at minus
10 ºC.
1.2 Drawings and particulars to be submit-
ted 2.2 Materials exposed to sea water tempera-
1.2.1 (1/3/2008) ture
Details of the environmental conditions and the required
2.2.1 (1/3/2008)
polar class for the machinery, if different from the ship's
polar class. Materials exposed to sea water temperature are to be of
1.2.2 (1/3/2008) steel or other approved ductile material.
Detailed drawings of the main propulsion machinery. An average impact energy value of 20 J taken from three
Description of the main propulsion, steering, and emer- tests is to be obtained at minus 10 ºC.
gency and essential auxiliaries is to include operational lim-
itations. Information on essential main propulsion load
control functions. 2.3 Material exposed to low air temperature
1.2.3 (1/3/2008) 2.3.1 (1/3/2008)
Description detailing how main, emergency and auxiliary
systems are located and protected to prevent problems from Materials of essential components exposed to low air tem-
freezing, ice and snow, and evidence of their capability to perature are to be of steel or other approved ductile mate-
operate in the intended environmental conditions. rial.
1.2.4 (1/3/2008) An average impact energy value of 20 J taken from three
Calculations and documentation indicating compliance Charpy V tests is to be obtained at 10 ºC below the lowest
with the requirements of this Section. design temperature.
component strength calculations only. The different loads 3.2 Ice Class factors
given here are to be applied separately. 3.2.1 (1/3/2008)
• Fb is a force bending a propeller blade backwards when Tab 1 lists the design ice thickness and ice strength index to
the propeller mills an ice block while rotating ahead. be used for estimation of the propeller ice loads.
Table 1 (1/3/2008)
Hice : Ice thickness for machinery strength design from the blade trailing edge to a value of 0,2 chord
Sice : Ice strength index for blade ice force length.
Sgice : Ice strength index for blade ice torque.
See load cases 1, 2 and 5 in Tab 3.
·
0, 3
F b = – 27 S ice ( nD )
0, 7 EAR
----------- (D )2 F f = 250 ----------- ( D ) 2
EAR
Z
Z
• when D >Dlimit
• when D >Dlimit
·
0, 3
F b = – 23 S ice ( nD )
0, 7 EAR
----------- ( H ice ) 1, 4 ( D )
Z
F f = 500 -------------- H ice ----------- ( D )
1 EAR
where: d Z
1 – ----
• Dlimit = 0,85 ( Hice)1.4, in m D
• n is the nominal rotational speed (at MCR free running
condition) for a CP propeller and 85% of the nominal where:
rotational speed (at MCR free running condition) for a
FP propeller (regardless of driving engine type)
Fb is to be applied as a uniform pressure distribution to an
D limit = -------------- H ice
2
area on the back (suction) side of the blade for the following d
1 – ----
load cases: D
a) Load case 1: from 0,6R to the tip and from the blade
• d = propeller hub diameter, in m
leading edge to a value of 0,2 chord length,
b) Load case 2: a load equal to 50 % of the Fb is to be • D = propeller diameter, in m
applied on the propeller tip area outside of 0,9R
• EAR = expanded blade area ratio
c) Load case 5: for reversible propellers a load equal to
60% of the Fb, is to be applied from 0,6R to the tip and • Z = number of propeller blades.
Ff is to be applied as a uniform pressure distribution to an is to be taken as 0,7P0,7n , where P0,7n is propeller pitch at
area on the face (pressure) side of the blade for the follow- MCR free running condition.
ing load cases:
3.3.5 Maximum propeller ice thrust applied to the
a) Load case 3: from 0,6R to the tip and from the blade shaft (1/3/2008)
leading edge to a value of 0,2 chord length
The maximum propeller ice thrust Tf and Tb, in kN, are
b) Load case 4: a load equal to 50 % of the Ff is to be equal to:
applied on the propeller tip area outside of 0,9R
Forward:
c) Load case 5: for reversible propellers a load equal to
Tf = 1,1 Ff
60% Ff is to be applied from 0,6R to the tip and from the
blade trailing edge to a value of 0,2 chord length, Backwards:
See load cases 3, 4, and 5 in Tab 4. Tb = 1,1 Fb
0, 16 0, 6
d P 0, 7-
Q max = 141 1 – ---- -------- t------
0, 7
- 0, 17
( nD ) S q ice D 1, 9 H 1, 1 ice
3.5 Design loads on propulsion line
D D D
3.5.1 Torque (1/3/2008)
where Dlimit = 1,8 Hice, in m
The propeller ice torque excitation for shaft line dynamic
n is the rotational propeller speed, in rps, at bollard con- analysis is to be described by a sequence of blade impacts
dition. If not known, n is to be taken as follows: which are of half sine shape and occur at the blade fre-
• nn, for CP propellers quency or at twice tb blade frequency (see Fig 1). The
• nn, for FP propellers driven by turbine or electric torque due to a single blade ice impact as a function of the
propeller rotation angle is then:
motor
• 0,85 nn, for FP propellers driven by diesel engine, • when ϕ = 0...αi
Q (ϕ) = Cq Qmax sin [ϕ (180 / αi)]
where nn is the nominal rotational speed at MCR free run-
ning condition. • when ϕ = αi...360
For CP propellers, propeller pitch P0,7 is to correspond to Q (ϕ) = 0
MCR in bollard condition. If not known, P0,7 is to be taken where Cq and αi parameters are given in Tab 2.
The total ice torque is obtained by summing the torque of See Fig 1.
single blades taking into account the phase shift 360°/Z. Milling torque sequence duration is not valid for pulling
The number of propeller revolutions during a milling bow propellers, which are subject to special consideration.
sequence is to be obtained with the formula:
The response torque at any shaft component is to be ana-
NQ = 2 Hice lysed considering excitation torque Q(ϕ) at the propeller,
The number of impacts is Z NQ. actual engine torque Qe and mass elastic system.
• 0,75 T, for FP propellers driven by diesel engine (ducted) 4.3.1 Maximum blade stresses (1/3/2008)
Blade stresses are to be calculated using the backward and
T = nominal propeller thrust at MCR at free running open forward loads given in [3.3] and [3.4]. The stresses are to be
water condition. calculated with recognised and well documented FE-analy-
sis or another acceptable alternative method. The stresses
3.5.3 Blade failure load for both open and ducted on the blade are not to exceed the allowable stresses σall for
propeller (1/3/2008) the blade material given below.
The force is acting at 0,8R in the weakest direction of the Calculated blade stress for maximum ice load is to comply
blade and at a spindle arm of 2/3 of the distance of the axis with the following:.
of blade rotation of leading and trailing edge, whichever is σcalc < σall
the greater.
where σall = σref / S
The blade failure load, in kN, is equal to:
S = 1,5
σref = reference stress, equal to the minimum of:
0, 3 ⋅ c ⋅ t ⋅ σ ref
2 σref = 0,7 σu
- ⋅ 10 3
F ex = ------------------------------------
0, 8 ⋅ D – 2 ⋅ r σref = 0,6 σ0,2 + 0,4 σu
where σref = 0,6 σ0,2 + 0,4 σu where σu and σ0,2 are representative values for the blade
material.
and where σu and σ0,2 are representative values for the
blade material, in N/mm2. 4.3.2 Blade edge thickness (1/3/2008)
The blade edge thickness ted and tip thickness ttip are to be
c, t and r are, in mm, respectively the actual chord length, greater than tedge, in mm, given by the following formula:
thickness and radius of the cylindrical root section of the
blade at the weakest section outside the root fillet and will
typically be at the termination of the fillet into the blade 3p ice
t edge ≥ xS ⋅ Sice -----------
-
profile. σ ref
0,6
R
Load case 2 50% of Fb Uniform pressure applied on the back of the blade (suc-
tion side) on the propeller tip area outside of 0,9R radius
0,9
R
0,6
R
0,9
R
R
0,6
0,
6R
0,
6R
6R
0,
Figure 1 : Shape of the propeller ice torque excitation for 45, 90, 135 degrees single blade impact sequences and 45
degrees double blade impact sequence (two ice pieces) on a four-bladed propeller (1/3/2008)
12
12
1
1
0,8
0,8
Q/Qmax
Q/Qmax
0,6
0,6
0,4 0,4
0,2
0,2
0
0
0 90 180 270 360 450 540 630 720
Angle of rotation [deg]
0 90 180 270 360 450 540 630 720
Angle of rotation [deg]
12 12
1 1 ice block 2
ice block 1
0,8 0,8
Q/Qmax
Q/Qmax
0,6 0,6
0,4 0,4
0,2 0,2
0 0
0 90 180 270 360 450 540 630 720 0 90 180 270 360 450 540 630 720
Angle of rotation [deg]
Angle of rotation [deg]
Chapter 11
WINTERIZATION
SECTION 1 GENERAL
SECTION 1 GENERAL
2.1 Definitions
2.1.1 (15/11/2007)
The design temperature (temp) is to be taken as the lowest
mean daily average air temperature in the area of operation,
where:
• Mean: Statistical mean over observation period (at least
20 years)
• Average: Average during one day and night
• Lowest: Lowest during one year.
Fig 1 illustrates the temperature definition.
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
tD = design temperature
4 Documentation to be submitted
4.1
4.1.1 (15/11/2007)
Tab 1 lists the documents to be submitted for information or
approval.
Table 1
1.3.1 (15/11/2007)
2.4 Subdivision and arrangement
The housing arrangement for anchors is to be designed so
that icing would not impede the anchor lowering. 2.4.1 (15/11/2007)
Heating system is to be provided to keep the scuppers free
The anchor windlass is to be located inside a covered space
from ice.
(deckhouse, or forecastle).
2 Stability
2.1 General
2.1.1 (15/11/2007)
Ice accretion effects are to be taken into account in the
evaluation of ship stability.
1.1 4.1
1.1.1 (15/11/2007)
4.1.1 (15/11/2007)
Controllable pitch propellers are to be adopted, when
driven by diesel engines. If the propellers are electrically Cooling water systems for machinery that are essential for
driven they can be of fixed type, at the condition that the the propulsion and safety of the ship, including sea chests
electrical systems can provide 100% of the nominal torque inlets, are to be designed for the environmental conditions
from 100% to 20% of the rpm. applicable to the ice class.
To avoid ice accretion and possible blockage of the propel- Except if differently provided by the requirements of the
ler rotation, suitable devices (bubble system or periodical notation POLAR CLASS (when applicable), one ice box
propeller rotation by means of a turning gear) or procedures located preferably near centre line is to be arranged, with a
(e.g. changing the blade pitch from time to time) are to be calculated volume at least 1m3 for every 750 kW of the total
provided. installed power.
Highly skewed propellers are to be of controllable pitch Ice boxes are to be designed for an effective separation of
type. ice and venting of air.
1.2 Equipment located in the machinery Sea inlet valves are to be secured directly to the ice boxes.
The valve is to be of a full bore type.
space
1.2.1 (15/11/2007) Ice boxes and sea bays are to have vent pipes and are to
have shut off valves connected direct to the shell.
The combustion air is to be brought directly to the main and
auxiliary engines by means of dedicated ducts in order not Means are to be provided to prevent freezing of sea bays,
to lower machinery spaces temperature. ice boxes, ship side valves and fittings above the load water
A pre-heating system for combustion air (by means of elec- line.
tric, steam, water system) is requested unless the internal
Efficient means are to be provided to re-circulate cooling
combustion engine Manufacturer states that the provision seawater to the ice box. Total sectional area of the circulat-
above is unnecessary. Additional heating of lube oil is ing pipes is not to be less than the area of the cooling water
requested for machinery located in the machinery space.
discharge pipe.
Additional volume of air receivers is to be provided unless
the internal combustion engine Manufacturer states that the Detachable gratings or manholes are to be provided for ice
provision above is unnecessary. boxes. Manholes are to be located above the deepest load
line. Access is to be provided to the ice box from above.
2 Heating of spaces Openings in ship sides for ice boxes are to be fitted with
gratings, or holes or slots in shell plates. The net area
through these openings is to be not less than 5 times the
2.1
area of the inlet pipe. The diameter of holes and width of
2.1.1 (15/11/2007) slot in shell plating is to be not less than 20 mm. Gratings of
Heating of machinery spaces is to be provided if thermal the ice boxes are to be provided with a means of clearing.
balance may lead to low temperatures inside the room. Clearing pipes are to be provided with screw-down type
2.1.2 (15/11/2007) non-return valves.
Special provisions are to be provided for heating and insula-
tion of crew accommodation. 5 Ventilation inlets
3 Windows 5.1
5.1.1 (15/11/2007)
3.1
Closing apparatus for ventilation inlets and outlets are to be
3.1.1 (15/11/2007)
designed and located to protect them from ice or snow
Heated windows to prevent moisture formation and icing accumulation that could interfere with the effective closure
are to be provided on the bridge. of such systems.
• watchman location The heating power capacity for anti-icing and de-icing
arrangements are to be not less than:
• steering
• for open deck areas, helicopter decks, gangways, stair-
• propulsion ways, etc.: 300 W/m2
• air pipe vent heads for tanks • for superstructures: 200 W/m2
• for railings with inside heating: 50 W/m
• scuppers and drains
• for other areas the heating capacity will be considered
• anchoring on a case-by-case basis.
4 Electric equipment for anti-icing, de- icing arrangements applying heating by fluids in pipes, as
follows taking:
icing, anti-freezing
• 100% of the power consumption for anti-icing and anti-
freezing equipment and areas, and
4.1 • 50% of the power consumption for de-icing equipment
4.1.1 (15/11/2007) and areas.
In the evaluation of the electric load analysis, the power When heating is based on fluid heat transfer by means of
required by the heating arrangements is to be considered as pipes, special attention is to be paid to the heat transfer
follows: from the pipes to the parts to be heated. The pipes are to be
adequately spaced in order to provide sufficient heating.
• 100% of electric power needed for anti-icing and anti- The connection of the pipes is to be adequate in order to
freezing purposes efficiently transmit the heat to the parts to be heated.
• 50% of electric power needed for de-icing purposes. Valves relevant to specific areas or equipment are to be
clearly marked with reference to the equipment or area to
These consumers are to be regarded as essential services. be heated, and open-closed position of the valves is to be
indicated.
4.1.2 (15/11/2007)
Pumps applied for anti-icing purposes are to be arranged
Distribution switchboards for de-icing equipment are to be with redundancy.
provided with indication of the device in service.
The piping systems for anti-icing and de-icing purposes are
also to comply with the requirements in Pt C, Ch 1, Sec 10.
4.1.3 Arrangement of electric heating cables
(15/11/2007) Due regard is to be paid to the piping arrangements to avoid
that the heating fluid freezes.
In case of electric heating cables, special attention is to be
paid to the heat transfer from the cables to the parts to be
heated. The cables are to be adequately spaced in order to 6 Testing
provide sufficient heating. The fastening of the cables is to
be adequate in order to efficiently transmit the heat. 6.1
Heating cables are to be short circuit and overload pro- 6.1.1 (15/11/2007)
tected. However, self-regulated cables do not require over- Anti-icing, de-icing and anti-freezing systems are to be ade-
load protection. quately tested.
Motors on open deck are to be naturally cooled, i.e. with- 7 Special equipment
out external fan.
7.1
5 Arrangements based on heating by 7.1.1 (15/11/2007)
fluids Protective clothing, safety lines, hand tools, crampons for
shoes and similar equipment for de-icing purposes are to be
kept onboard. The quantity of the equipment is to be suffi-
5.1
cient for the assumed extent of manual de-icing.
5.1.1 (15/11/2007) The equipment for manual de-icing is to be kept in storage
In case of heating by fluids, when calculating the required facilities and at locations protected from accretion of ice by
steam capacity of steam plants or thermal oil heaters, addi- covers or other anti-icing arrangements.
tional capacity is to be considered for anti-icing and de-
Chapter 12
its CMMS (see [2.2.1]), which is to include the information 2.3.2 (1/2/2016)
requested in [2.3.1]. The following information is to be available on board:
Information on subsequent amendments to the Scheme, if a) all the information listed in [2.3.1], duly updated
any, are also to be provided to the Society.
b) the maintenance instructions for each item of machin-
ery, as applicable (supplied by the manufacturer or by
2.2 System requirements the shipyard)
c) the CBM data of the machinery, including all data since
2.2.1 (1/2/2016)
the last dismantling and the original reference data
The PMS is to be programmed and maintained by a Com-
d) reference documentation (trend investigation proce-
puterised Maintenance Management system (hereafter des- dures etc.)
ignated as CMMS) which can be approved by the Society at
Owner's request. e) the records of maintenance performed, including condi-
tions found, repairs carried out, spare parts fitted
2.2.2 (1/7/2009)
f) the list of personnel on board in charge of the PMS man-
Computerised systems are to include back-up devices, agement.
which are to be updated at regular intervals.
3 Implementation of the system and
2.3 PMS Description approval validity
2.3.1 (1/1/2017)
3.1
The PMS description to be provided to the Society is to
3.1.1 (1/2/2016)
include:
When the information indicated in [2.3.1] is available to the
a) a description of the scheme and its application on Society, the additional class notation is issued.
board, including documentation completion proce-
3.1.2 (1/1/2017)
dures, as well as the proposed organisation chart identi-
An implementation survey is to be carried out to confirm
fying the areas of responsibility and the people
the implementation of the Planned Maintenance System
responsible for the PMS on board
(see [4.1]). At satisfactory outcome of the Implementation
b) the list of items of machinery and components subject Survey, the Machinery survey scheme will be updated to the
PMS Survey scheme.
to Machinery Surveys to be considered for classification
in the PMS Survey Scheme, distinguishing for each the At satisfactory outcome of the Implementation Survey, the
principle of survey periodicity used as indicated in Machinery survey scheme will be updated to the PMS Sur-
[1.1.7] vey scheme.
Subsequently, an annual audit survey is to be carried out to
c) the procedure for the identification of the items listed in
maintain the applicability of the PMS Survey Scheme (see
b) [4.2]).
d) the scope and time schedule of the maintenance proce- 3.1.3 (1/1/2017)
dures for each item listed in b), including acceptable
The survey arrangement for machinery under the PMS can
limit conditions of the parameters to be monitored be cancelled by the Society if it is apparent that the PMS is
based on the manufacturers’ recommendations or rec- not being satisfactorily applied either from the maintenance
ognised standards and laid down in appropriate preven- records or the general condition of the machinery, or when
tive maintenance sheets the agreed intervals between overhauls are exceeded.
4.2 Annual Audit of the PMS 6.1 General on Condition Based Mainte-
4.2.1 (1/1/2017)
nance
An annual audit of the PMS is to be carried out by a Sur- 6.1.1 (1/1/2008)
veyor of the Society and preferably concurrently with the Condition Based Maintenance (CBM) is the process of
annual survey of machinery. extracting prognostic information from machines to indicate
4.2.2 (1/1/2017) their actual wear and degradation and the relevant rate of
The Surveyor is to check that the personnel on board in change (i.e. trend), on the basis of which the maintenance
charge of the PMS have the appropriate qualifications (see tasks can be adjusted flexibly in accordance to their actual
Pt A, Ch 2, App 1). status. The cost effectiveness of the CBM approach is related
4.2.3 (1/1/2017) to the criticality of the monitored items, the reliability of the
CBM techniques in providing valuable information and the
The purpose of this survey is to verify that the PMS is being
ease of the interpretation of the results and their trends. In
correctly operated, in particular that the all items (to be sur-
any case, especially for complex machine types, it cannot
veyed in the relevant period) have actually been surveyed in
be expected that CBM can predict the failure mechanism of
due time, and that the machinery has been functioning sat-
every component, and opening up will remain the only
isfactorily since the previous survey. A general examination
possible solution to check certain items.
of the items concerned is to be carried out. The availability
of the informations as per [2.3.2] will be checked. The choice of the items to be included in the CBM program
The missing execution of a Survey or the postponement of a is up to the Owner.
maintenance interval not supported by the relevant manu- The minimum parameters to be checked in order to monitor
facturer or by documented Owner's experience is ground the conditions of the various machinery for which this type
for the suspension of the equipment concerned from the of maintenance is accepted are indicated in [6.3] and [6.4].
PMS Survey scheme; in this case the item concerned is to The frequency of the measurements can be increased
be made subject to the relevant Renewal Survey, with an according to the criticality of the equipment. In general, the
interval starting from the last time it was Surveyed under the CBM strategy and its extent, inclusive of the acceptability
PMS Survey Scheme. limits, are to be approved by the Manufacturer. CBM tech-
If the relevant interval has already expired, the Society is to niques not included in this Section may be accepted if they
be informed and the item is to be surveyed at the first are proposed or established by the Manufacturer of a
opportunity, subject to agreement with the Society. machine.
4.2.4 (1/1/2017) Guidance on CBM can be found in the Society "Guide for
At the discretion of the Surveyor, function tests, confirma- the Application of Condition Based Maintenance in the
tory surveys and random check readings, where condition Planned Maintenance Scheme".
6.2 Roles and Responsibilities parameters are recorded at the agreed intervals. This is to
include an initial or "baseline" set of readings, against which
6.2.1 Operator (1/1/2008) further data can be compared.
At the time of the request for approval of the machinery
Planned Maintenance Scheme, the Operator is to submit 6.2.4 Annual survey (1/1/2008)
the CBM details as specified in [6.3] and [6.4], the tech- The requirements for an annual survey of the machinery
niques and the tools that will be employed; for onboard maintenance and monitoring records are the same as those
instrumentation, the operating manual and user's guide given in [4.2]. At the annual survey the Chief Engineer is to
supplied by the Manufacturer are to be part of the ship's make available the following maintenance and monitoring
maintenance documentation. records, in addition to those specified in [4.2]:
The strategy for the items subjected to CBM is to be com- • CBM records for each item to be credited for class. The
puter based and a minimum number of readings is to be records are to indicate where acceptable limits have
taken during the period between annual surveys. CBM does been exceeded and what actions were taken.
not absolve the machinery personnel of the responsibility to • Calibration certificates for instrumentation used to take
perform visual inspections of the items. measurements, if applicable.
The reading points are to be clearly marked and identified
The responsibilities of the Society's Surveyors at the annual
by Memory Identification Card.
survey, additional to those described in [4.2], are:
The documentation is also to include the responsibility
a) to examine the machinery and monitoring records in
chart of the dedicated human resources for CBM, which
sufficient depth to ensure that the scheme has been
may be internal (i.e. shipboard or shoreside staff) or external
operated correctly and that the machinery has func-
(professional engineering companies), and the relevant
tioned satisfactorily since the previous survey.
qualifications.
b) to examine the CBM records to verify that the parame-
The CBM strategy, inclusive of the description of the tools to
ters lie within the specified limits (or, in the case of a
be used, dedicated personnel, measurements to be taken
malfunction in a machine, to check the readings taken
etc, is to be an integral part of the PMS survey and is to be
just before the malfunction for information to be used in
included in a dedicated section of the PMS manual.
the preparation of the relevant Damage Report). Base-
6.2.2 Society (1/1/2008) line condition data are to be compared with subsequent
The Planned Maintenance Scheme will be reviewed for readings to ascertain the trend characteristics. The Soci-
approval with particular reference to the CBM proposals. ety's Surveyors may require confirmatory readings on
The Society reserves the right to require the baseline meas- available running machinery to be taken for comparison
urements for a period of at least six months, according to with the ship's records.
the age and condition of the ship's machinery. c) to check the calibration certificates for CBM instrumen-
The Society's Surveyors retain the right to test or open up tation and probe the crew's ability to manage CBM tools
the machinery, irrespective of the presence of CBM, if and records.
deemed necessary.
6.3 CBM criteria for main machinery
6.2.3 Chief Engineer (1/1/2008)
The presence of a CBM does not absolve the Chief Engineer 6.3.1 Diesel engines for propulsion and main
from his duties, including the responsibility for interven- electrical generation (1/1/2008)
tions on machines according to his experience and judg- Tab 1 lists the minimum checks to be carried out according
ment. The Chief Engineer is to ensure that the CBM to the engine service.
Table 1 (1/7/2008)
6.3.2 Emergency diesel generator (1/1/2008) 6.3.3 Electric propulsion motor with associated
frequency converter (1/1/2008)
The parameters to be checked are the following: Tab 2 lists the minimum checks to be carried out.
• calibration and test of fuel nozzles
Table 2 (1/1/2008)
Method Requirement
Performance Monitoring Propulsion Motor:
Continuous or periodical monthly monitoring of:
• Supplying current on main switchboard (phases and windings)
• Converter current (phases and windings)
• Feeding transformer highest winding temperature
• Motor highest winding temperature
• Rotational speed
• Encoder for rotor position check
• Bearing temperature at drive end (D.E.)
• Bearing temperature at non-drive end (N.D.E.)
• Cooling air in temperature
• Cooling air out temperature
• Highest cubicle temperature
• Converter heat exchanger temperatures
• Motor D.E. and N.D.E. oil leakage detection
Propulsion system insulation resistance: every 12 months
Vibration Monitoring Periodical monitoring of motor bearings. No less than one per month
Lubricant Analysis Regular sampling, laboratory testing. No less than one sampling every 6 months
Oil Transformer analysis Regular sampling, laboratory testing.
No less than one sampling every 6 months
Table 3 (1/1/2008)
Method Requirement
Performance Monitoring Propulsion Motor:
Continuous or periodical monthly monitoring of:
• Supplying current on main switchboard (phases & windings)
• Converter current (phases & windings)
• Feeding transformer highest winding temperature
• Motor highest winding temperature
• Rotational speed
• Encoder for rotor position checking, including gears, if any
• Pod propeller bearing temperature
• Pod thrust bearing temperature
• Cooling air in temperature
• Cooling air out temperature
• Highest cubicle temperature
• Converter heat exchanger temperatures
• Pod propeller end - thrust end bearings, oil/water contamination recorded
value
• Pod slewing sealing oil/grease leaking recorded value
• Pod steering check of pump working pressure/current
• Propulsion system insulation resistance (every 12 months)
Vibration Monitoring Periodical or continuous monitoring of motor bearings. No less than one per
month
Lubricant Analysis Regular sampling, laboratory testing.
No less than one sampling every 6 months.
Alternatively, a fixed analyser allowing continuous oil debris monitoring can be
fitted in the section from the oil return line to the filter, provided that it does not
affect the oil flow in any way
Oil Transformer analysis Regular sampling, laboratory testing.
No less than one sampling every 6 months
6.3.5 Gas turbines (1/1/2008) of flexible joints is to be carried out regularly, at the same
Tab 4 lists the minimum checks to be carried out. The perio- periodicity set forth in Ch 5, Sec 2, [2.2.2], to check the fol-
dicity of the measures is to be defined by the Manufacturer. lowing items:
In addition, shut-down systems and safety devices are to be • Static deformation
checked at Annual Survey.
• Oxidation/ageing of the elastic rubber element
6.3.6 Tailshaft (1/1/2008)
• Detachment of rubber/metal joining
The requirements as per the additional class notation MON-
SHAFT ( Ch 5, Sec 2) apply. In addition, a visual inspection • Surface cracks in the elastic rubber element.
Table 4 (1/1/2008)
Method Requirement
Visual Inspection Periodical inspection of :
• intakes and exhaust ducts
• inlet guide vanes
• compressor (first stage)
• casings
• auxiliaries
• running clearances (as far as practicable)
Borescope Periodical inspection of :
• compressor stators
• guide vanes and blades
• combustion chambers
• turbine nozzles and blades
Vibration Monitoring Continuous monitoring and trend analysis of gas turbine rotor bearing vibra-
tion
Lubricant Analysis Periodical inspection of :
• magnetic particle detectors
• oil filters
Regular sampling of lube oil, laboratory testing
Alternatively, a fixed analyser allowing continuous oil debris monitoring can
be fitted in the section from the oil return line to the filter, provided that it does
not affect the oil flow in any way
Fuel analysis Regular sampling according to ISO 8217: 2005
Performance monitoring (usually provided by the Continuous monitoring and trend analysis of :
automation system associated with the package) • compressor (inlet/exit temperature, discharge pressure, speed)
• turbine (inlet temperature, speed)
• engine breather temperature
• fatigue counter
Table 5 (1/1/2008)
Method Requirement
Condition Monitoring Gear wheels, pinions, shafts, bearings, couplings, power clutch and driven
pumps are to be inspected at every dismantling.
The following checks are required:
• gear backlash and pinion/shaft diametric clearance
• shaft seal tightness.
It may be accepted that gears and roller bearings are inspected without dis-
mantling, as far as practicable, by means of non-invasive diagnostic tech-
niques.
Moreover, the following parameters are to be checked weekly:
• bearing lubricating oil pressure
• rotational speed.
Vibration Monitoring Periodical or continuous monitoring of bearings.
No less than once every 4 months
Lubricant Analysis Regular sampling, laboratory testing.
No less than one sampling every 6 months
Lube oil analysis is requested at least once every six 6.4.3 Lubrication oil system: worm/gear pumps,
months. electric motor driven (1/1/2008)
Periodical check of:
The following additional visual inspections or checks are
required: • rotational speed
• vibration monitoring with associated readings
• boiler water analysis records every six months
• pressure at suction/delivery
• inspection of rotor bearings, thrust bearings, coupling
and casing axial expansion arrangements at every dis- • electric motor current.
mantling Note 1: for engine driven pumps, vibration readings are always to
• inspection of final low pressure and astern blading at be taken at the same engine speed (rpm).
every dismantling. Minimum frequency of checks: monthly.
6.4.4 Fuel oil system: booster/supply gear pumps, the following checks are required, at least every three
electric motor driven (1/1/2008) months:
Periodical check of: • vibration monitoring with associated readings
• rotational speed • suction/delivery pressure
• vibration monitoring with associated readings
• electric motor current
• pressure at suction/delivery
• rotational speed.
• electric motor current.
6.4.9 Ballast, fire and general service
Note 1: for engine driven pumps, vibration readings are always to
pumps (1/1/2008)
be taken at the same engine speed (rpm).
Minimum frequency of checks: monthly. For the following equipment types, electric motor driven:
• ballast pumps (centrifugal)
6.4.5 Compressed air system (1/1/2008)
• fire pumps (centrifugal)
For the following machine types:
• general service pumps (centrifugal),
• starting air compressor, reciprocating, electric motor
driven the following checks are required, at least every three
• general service air compressor, piston/screw type, elec- months and as far as possible in the same working condi-
tric motor driven tions:
• auxiliary blower electric motor driven, • vibration monitoring with associated readings
6.4.6 Steering gear system: hydraulic pumps, the following checks are required, at least on a monthly
electric motor driven (1/1/2008) basis and as far as possible in the same working conditions:
The following checks are required, on a monthly basis as a • vibration monitoring with associated readings
minimum:
• suction/delivery pressure
• rotational speed
• electric motor current
• vibration monitoring, (continuous or periodical read-
ings) • rotational speed.
• zero positioning check
6.4.11 Potable water system of passenger ships:
• flexible hose check. centrifugal pumps, electric motor
driven (1/1/2008)
6.4.7 Purifying system : fuel oil and lube oil
The following checks are required, at least every three
purifiers (1/1/2008)
months and as far as possible in the same working condi-
The following checks are required: tions:
a) on a monthly basis as a minimum: • vibration monitoring with associated readings
• vibration monitoring at reading point indicated by
• suction/delivery pressure
maker (vibration limits suggested by Manufacturer,
because of high speed) • electric motor current
• bowl rotational speed reading • rotational speed.
b) every three months as a minimum: 6.4.12 Manoeuvring equipment: bow and stern
• vibration monitoring periodical readings and visual thrusters, electric motor driven (1/1/2008)
inspection of fuel oil or lube oil supply gear pumps. The following checks are required, at least every three
months:
6.4.8 Miscellaneous liquid transfer
pumps (1/1/2008) • vibration monitor readings of electric motor
For the following equipment types, electric motor driven: • electric motor current to be recorded
• fuel oil transfer pumps (worm, gears) • rotational speed
• fresh water transfer pumps (centrifugal) • vibration monitor readings and visual inspection of
• lube oil transfer pumps (worm, gears), servo unit pumps of thrusters.
the following checks are required, at least every three • vibration monitoring with associated readings
months: • rotational speed
• rotational speed, • electric motor current
• steam pressure/temperature at turbine inlet/outlet • suction/delivery pressure.
• pump suction/delivery pressure
The ship loading conditions and draught are to be recorded.
• lubricating oil analysis
Note 1: the instruments employed are to be intrinsically safe.
• pump and turbine bearing vibration monitoring.
For inert gas blowers (radial, centrifugal or rotary), electric
For the following equipment types, electric motor driven: motor driven, the following checks are required, at least on
• auxiliary boiler feed water, single stage or multistage a monthly basis:
centrifugal pumps
• vibration monitoring with associated readings
• exhaust boiler circulating centrifugal pumps
• rotational speed
• fuel oil pumps of main and auxiliary boilers
• electric motor current.
• boiler forced draught ventilators, electric motor driven,
the following checks are required, at least every three 6.4.17 Ventilation system (1/1/2008)
months, as far as possible in the same working conditions: For ventilators, the following checks are required, at least
• vibration monitoring with associated readings every three months:
• suction/delivery pressure • vibration monitoring with associated readings
• electric motor current • rotational speed
• rotational speed. • electric motor current.
For the following equipment type, electric motor driven: Note 1: the following equipment may be difficult to reach and may
• boiler forced draught ventilators, electric motor driven, require remote installations with cables placed outside:
the following checks are required, at least every three • HVAC units of accommodation systems
months, as far as possible in the same working conditions: • ventilators of various type for engine rooms, pump room,
• vibration monitoring with associated readings stores, purifier room with ventilator on shaft
• electric motor current. • ventilators for evacuating exhaust from ro-ro car spaces.
6.4.14 Fresh water generator (1/1/2008) 6.4.18 Chemical tanker systems (1/1/2008)
For the following equipment type, electric motor driven: For the following components of hydraulic power packs:
• feed, cooling, injector sea water centrifugal pumps • supply pumps for hydraulic power packs
the following checks are required, at least on a monthly • hydraulic cargo pumps
basis: • hydraulic pump for servo units,
• vibration monitoring with associated readings
the following checks are required, at least every three
• rotational speed
months:
• electric motor current
• vibration monitoring with associated readings
• suction/delivery pressure.
• electric motor current
The above checks also apply for distillate and condensate
• suction/delivery pressure.
centrifugal pumps, at least every three months.
The ship loading conditions and draught are to be recorded.
6.4.15 Air conditioning and refrigeration
system (1/1/2008) Note 1: the instruments are to be intrinsically safe; moreover, if the
cargo pumps are submerged, a fixed installation is to be provided
For the following equipment type, electric motor driven:
to allow vibration readings from a remote position.
• screw, piston or centrifugal compressor for HVAC, elec-
tric motor driven, direct or belt transmission, 6.4.19 Liquefied gas carrier systems (1/1/2008)
the following checks are required, at least every three For compressors of the refrigerating cycle, electric motor
months: driven, the following checks are required, at least every
• vibration monitoring with associated readings three months:
• rotational speed • vibration monitoring with associated readings
• electric motor current • electric motor current
• suction/delivery pressure. • suction/delivery pressure.
6.4.20 Refrigerated cargo ship systems (1/1/2008) 6.4.21 Electrical switchboard (1/1/2008)
For compressors screw or piston type, electric motor driven,
For low voltage panels and medium voltage panels (if prac-
the following checks are required, at least every three
ticable), a thermographic inspection is required at least
months:
yearly, in the conditions of maximum expected load. The
• vibration monitoring with associated readings same techniques may also be applied to cables, piping or
• electric motor current even to machinery parts to extract information additional to
• suction/delivery pressure. the other CBM techniques.
In the event that the ship undergoes modifications, refitting When the documentation submitted has been approved
or repairs that may affect the items previously subject to and the CBM has been implemented on board and used for
Condition Based Maintenance (CBM), the retention of the a sufficient period (which is not to exceed one year) to
notation is subject to the results of new measurements as allow the personnel to become familiar with it, a survey is
deemed appropriate by the Society. to be carried out, in order to make the system officially
operational, by a Surveyor of the Society or by another cer-
1.2 Scope and requirements of tified society.
PMS-CM(ELE) Notation 1.4.2 (1/7/2009)
1.2.1 (1/7/2009)
Upon the successful outcome of this survey, the CBM is
The notation is assigned if a CBM program in accordance to
considered approved.
the criteria laid down in Sec 1, [6] is applied to electrical
switchboards above 100 kW.
1.5 Surveys
1.3 Documentation for Approval
1.5.1 (1/7/2009)
1.3.1 (1/7/2009)
The documentation for the CBM is to be in accordance with The same requirements laid out in Sec 1, [5] and Sec 1, [6]
the requirements of Sec 1, [6.2]; in particular, the scope of are valid, as applicable.
• evaluate the drift of the sensor reading due to external 1.5 Surveys
factors (pollution),
1.5.1 (1/7/2009)
• predict possible faults due to the environmental condi- The same requirements laid out in Sec 1, [5] and Sec 1, [6]
tions. are valid, as applicable.
Chapter 13
2.1 Ships with L < 90 m and longitudinally 2.2.3 Primary supporting members
framed double bottom Solid floors are to be fitted at every frame and are to be rein-
forced with vertical stiffeners spaced not more than 1,2 m.
2.1.1 Plating A side girder is to be fitted on each side of the ship, in addi-
tion to those obtained by applying the requirements in Pt B,
The net thickness of the bottom plating within 0,4 L amid- Ch 4, Sec 4, [5.3] for maximum spacing.
ship, obtained from the formulae in Pt B, Ch 7, Sec 1 or
The number and size of holes on floors and girders are to be
Pt B, Ch 8, Sec 3, as applicable, is to be increased by 20%,
kept as small as possible, but are to be such as to allow
and, in no case is to be less than 8 mm.
complete inspection of double bottom structures.
Note 2: The considered edition is specified in the Attestation relat- 3.3 Equipment
ing to the SPM notation.
3.3.1 The components of the ship equipment required for
1.1.3 Some components of the equipment used for moor- mooring at single point moorings are the following:
ing at single point moorings may be common with the bow • bow chain stopper, according to [5.1]
emergency towing arrangements specified in Pt B, Ch 10,
• bow fairlead, according to [5.2]
Sec 4, [4], provided that requirements of this section and of
Pt B, Ch 10, Sec 4, [4] are complied with. • pedestal roller fairlead, according to [5.3]
• winch or capstan, according to [5.4].
2 Documentation
4 Number and safe working load of
chain stoppers
2.1 Documentation for approval
The ship is to be equipped with bow chain cable stoppers Bow chain stoppers are to be type approved according to
complying with the requirements in Tab 1 and designed to the requirements in [5.5].
accept standard chafing chain of 76 mm in diameter. A copy of the manufacturer's type-approval certificate for
the bow chain stopper(s) is to be kept on board.
5.1.2 The stoppers are to be capable to secure the 76 mm
common stud links of the chain cable when the stopping The strength of the bow chain stopper foundations and
device (chain engaging pawl or bar) is in the closed position associated ship supporting structure is to be checked with
and to freely pass the chain cable and its associated fittings detailed stress analysis based on the actual local structure
when the stopping device is in the open position. arrangement and considering the allowable stresses of Pt B,
Ch 10, Sec 4, [3.1.14].
5.1.3 Chain stoppers may be of the hinged bar type or of Bow chain stoppers are to be permanently marked with the
pawl (tongue) type or of other equivalent design. SWL and appropriate serial numbers.
Typical arrangements of chain stoppers are shown in Fig 2. Bow chain stopper Manufacturers are to provide basic oper-
ating, maintenance and inspection instructions which are to
5.1.4 The stopping device (chain engaging pawl or bar) of be taken on board. Where appropriate, Manufacturers are
the chain stopper is to be arranged, when in the closed also to provide guidance on maximum component wear
position, to prevent it from gradually working to the open limits.
5.1.8 The chain stopper is to be made of fabricated steel 5.2.2 For ships of more than 150000 t DWT, where two
(see Pt D, Ch 2, Sec 1) or other ductile materials such as bow fairleads are required, the fairleads are to be spaced
steel forging or steel casting complying with the require- 2,0 m centre to centre apart, if practicable, and in no case
ments of Pt D, Ch 2, Sec 3 or Pt D, Ch 2, Sec 4 respectively. be more than 3,0 m apart.
5.1.9 Use of spheroidal graphite (SG) iron casting (see For ships of 150000 t DWT or less for which only one bow
Pt D, Ch 2, Sec 5) may be accepted for the main framing of fairlead is required (see Tab 1), it is in general to be fitted on
the chain stopper provided that: the centreline.
• the part concerned is not intended to be a component
5.2.3 Fairleads are normally of a closed type (as Panama
part of a welded assembly
chocks) and are to have an opening large enough to pass
• the SG iron casting is of ferritic structure with an elonga- the largest portion of the chafing gear, pick-up rope and
tion not less than 12% associated fittings.
• the yield stress at 0,2% is to be measured and certified For this purpose, the inner dimensions of the bow fairlead
• the internal structure of the component is to be opening are to be at least 600 mm in width and 450 mm in
inspected by means of non-destructive examinations. height.
Stopping device
Pawl type chain stopper (tongue)
Securing pin
in open position
165 mm approx.
Towards
Bow fairlead
Thrust chock
Horizontal part of
sliding track ≥ 1000 mm
Stopping device
(hinged bar)
Sliding track 76 mm chafing chain
265 mm approx.
165 mm approx.
Towards
Bow fairlead
Horizontal part of
sliding track ≥ 1000 mm
5.2.4 Fairleads are to be oval or round in shape. 5.3.2 Pedestal roller fairleads are to be positioned to ena-
ble a direct pull to be achieved on the continuation of the
The lips of the fairleads are to be suitably faired in order to
direct lead line between the bow fairlead and bow chain
prevent the chafing chain from fouling on the lower lip
stopper (see Fig 1).
when heaving inboard.
They are to be fitted not less than 4,5 m behind the bow
The bending ratio (bearing surface diameter of the fairlead
to chafing chain diameter) is to be not less than 7 to 1. chain stopper.
5.2.5 The fairleads are to be located as close as possible to 5.3.3 The pedestal roller fairleads are to be capable to
the deck and, in any case, in such a position that the chaf- withstand a horizontal force equal to the greater of the two
ing chain is approximately parallel to the deck when it is values:
under strain between the chain stopper and the fairlead.
• 225 kN
5.2.6 Fairleads are to be made of fabricated steel plates • the resultant force due to an assumed pull of 225 kN in
(see Pt D, Ch 2, Sec 1) or other ductile materials such as the pick-up rope.
weldable steel forging or steel casting complying with the
requirements of Pt D, Ch 2, Sec 3 and Pt D, Ch 2, Sec 4 Stresses generated by this horizontal force are to comply
respectively. with the strength criteria indicated in [7].
5.2.7 (1/7/2008)
5.3.4 It is advised that the fairlead roller is to have a diam-
The SWL of bow fairleads is to be not less than the SWL of
eter not less than 7 times the diameter of the pick-up rope.
the bow chain stoppers that they serve.
Where the diameter of the pick-up rope is unknown it is
The safety factor on yield of bow fairleads is to be not less advised that the roller diameter be of 400 mm, at least.
than 2,0.
The strength of the bow fairleads hull connections and asso- If a winch storage drum is used to stow the pick-up rope, it
ciated ship supporting structure is to be checked with is to be of sufficient size to accommodate 150 m of rope of
detailed stress analysis based on the actual local structure 80 mm diameter.
arrangement and considering the allowable stresses of Pt B,
Ch 10, Sec 4, [3.1.14]. Use of winch drum ends (warping ends) to handle pick-up
ropes is not allowed.
Bow fairleads are to be permanently marked with the SWL
and appropriate serial numbers.
5.5 Type approval
5.3 Pedestal roller fairleads
5.5.1 Procedure (1/7/2008)
5.3.1 (1/7/2008)
Bow chain stoppers and fairleads are to be type approved
It is recommended that winch storage drums used to according to the following procedure:
recover the pick-up ropes are positioned in a direct straight
lead with the bow fairlead and bow chain stopper without • the design is to comply with the requirements of this
the use of pedestal rollers. Section
If pedestal rollers are used, the number of pedestal rollers • the bow chain stopper and fairlead are to be tested and
for each bow chain stopper is not to exceed two and the their manufacturing is to be witnessed and certified by a
angle of change of direction of the pick-up rope lead is to Surveyor according to Tab 2.
be kept minimal.
5.5.2 (1/7/2008)
It is recommended that remote operated winch storage
drums are used. Inspection and certification testing is to be carried out
according to Tab 2.
If pedestal rollers are used, the requirements from [5.3.2] to
[5.3.4] are to be applied.
Material Component
Reference of applica- Reference of applicable
Certificate Certificate
ble requirements requirements
Chain stoppers COI (1) [5.1.8] COI (2) Recognised standards (3)
Fairleads CW [5.2.6] COI [5.2]
(1) according to Part D, Chapter 1.
(2) to be type approved.
(3) the recognised standard is to specify SWL, yield strength and safety factors
Note 1:
COI: certificate of inspection
CW: works' certificate 3.1.B according to EN 10204
6 Supporting hull structures defined in [5.4.1] and to meet the strength criteria specified
in [7].
6.1 General 6.1.4 Main welds of the bow chain stoppers with the hull
structure are to be 100% inspected by means of non-
6.1.1 The bulwark plating and stays are to be suitably rein-
destructive examinations.
forced in the region of the fairleads.
6.1.3 The deck structures in way of the pedestal roller fair- ReH : Minimum yield stress, in N/mm2, of the compo-
leads and in way of winches or capstans as well as the deck nent material
connections are to be reinforced to withstand, respectively, Rm : Tensile strength, in N/mm2, of the component
the horizontal force defined in [5.3.3] or the braking pull material.
1.2 Documents to be kept on board 2.1.3 One or more of the following methods for securing
containers may be accepted:
1.2.1 (1/11/2013)
• corner locking devices
The following plans and documents are to be kept on board
the ship: • steel wire ropes or chain lashing
1.3 Materials 2.1.5 In ships with the additional service feature equipped
for the carriage of containers, containers in holds are gen-
1.3.1 Steel wires and chains erally mutually restrained to form blocks which are shored,
Steel wires and chains materials are to comply with the transversely and longitudinally, by hull structures, or
applicable requirements of Part D. restrained by lashings or lashing rods (see Fig 2).
2.2 Stowage in holds using removable cell Figure 3 : Typical structure of cell guides
guides
Cell guides
Brackets
Cross ties
2.2.2 Vertical guides generally consist of sections with
equal sides, not less than 12 mm in thickness, extended for
A A
a height sufficient to give uniform support to containers.
2.2.6 When if is intended to carry 20' containers within 2.4 Stowage on exposed deck
40' cells, removable vertical guides forming a stop for the
side ends of the 20' container block may be fitted at mid 2.4.1 The arrangement and number of containers stowed
cell length. on exposed deck (see Fig 4) may be accepted after assess-
When such removable vertical guides are not fitted, the fol- ment of the following elements:
lowing are to be complied with: • actual mass of containers
• 20’ containers are to be of the closed box type • exposure to sea and wind
• at least one 40’ container is to be stowed at the top of • stresses induced in the lashing system, in the container
20’ containers stacks structure and in hull structures or hatch covers
• containers are to be secured by simple stacking cones at • ship’s stability conditions.
each tier
• the number of tiers of 20’ containers and the weight of Figure 4 : Stowage of containers on exposed deck
20’ containers are to be such that the loads applied to
container frames are to satisfy the strength criteria in [6].
2.4.6 Securing of containers stowed at ship's side are to be 3.2 Type tests
arranged taking account of the possibility of water ingress
and consequent buoyancy depending on container volume. 3.2.1 Type tests are to be carried out as indicated in the
In small ships such buoyancy is to be taken equal to that following procedure, or by a procedure considered as
corresponding to the total volume of the container con- equivalent by the Society:
cerned. • a breaking test is to be carried out on two pieces for
each type of mobile lashing equipment
2.4.7 The arrangement of containers forward of 0,75 L
from the aft end is to be considered by the Society on a case • samples and dimensions of the tested pieces are to be
by case basis. identical to those given in the detailed drawing of the
The Society reserves the right to require a limitation in the equipment
number of tiers and the fitting of additional securing • load conditions of the test (i.e. tensile, shear, compres-
devices. sion or tangential load) are to be as close as possible to
the actual conditions of loading in operation.
2.4.8 The maximum stack height is to be such as to leave a
sufficient sightline from the navigating bridge. Supplementary tests may be asked for by the Society on a
case by case basis, depending on the actual conditions of
2.5 Uniform line load stowage on deck or operation.
hatch covers Test to be carried out on the most common types of secur-
ing and lashing elements are indicated in Tab 1 to Tab 3.
2.5.1 Instead of resting on their four lower corners, con-
tainers may be arranged on deck or on hatch covers with
3.2.2 When a lashing element consists of several compo-
their bases in uniform contact with the supporting structure.
nents, the test is to be carried out on the complete element.
This can be done, for example, by fitting wood planks or
continuous metal beams under the lower longitudinal sides
(chocks are not allowed), or by inserting the lower corners 3.2.3 The breaking load corresponds to the load reached
into special recesses provided on deck or on hatch covers. at the moment where the first cracks appear on the test
piece.
A clearance not less than 5 mm is to be left between corners
and deck structure, or hatch cover structure underneath 3.2.4 The breaking load obtained from tests is to be at least
(according to ISO standards, the maximum protrusion of the equal to the breaking load foreseen by the manufacturer
corner fitting beyond the lower side longitudinal is 17,5 and indicated on the detailed drawing.
mm).
When one of the breaking loads obtained from tests on the
2.5.2 Such arrangement is, in general, permitted only for a two pieces is lower than the value foreseen by the manufac-
single container or containers in one tier. turer by a value not exceeding 5 %, a third piece is to be
For containers in more than one tier, such arrangement may tested. In such a case, the mean breaking load over the
only be accepted if the total mass of the containers above three tests is to be not lower the theoretical value foreseen
the first tier does not exceed 50% of the total maximum by the manufacturer.
gross mass of containers of the same type and size comply-
ing with ISO standards. 3.2.5 The breaking test may be stopped when the piece
does not break for an applied load exceeding the breaking
2.5.3 Containers are to be adequately secured to avoid load declared by the manufacturer.
transverse sliding and tipping.
3.2.6 The breaking load is to be equal at least to 2 times
3 Procedure for the assignment of the the safe working load (SWL) indicated by the manufacturer.
The following information are to be indicated in the Type 3.3.3 It is to be checked that a valid Type Test Certificate is
Test Certificate: granted to the inspected pieces, and that the pieces specifi-
• identification of the manufacturer and of the manufac- cations are identical to the ones described in the Type Test
turing factory Certificate.
• piece type
• identification number of the piece 3.3.4 Equipment is to be batch-surveyed. The batch
• breaking load and Safe Working Load includes a maximum of 50 pieces.
• reference of the Test Report (see [3.2.7]), which is to be
Two pieces by batch (three in case of wire ropes with their
attached to the Type Test Certificate.
ends) are to be tested under a load equal to 1,3 times the
3.2.9 Each sample is to be clearly identified in the docu- Safe Working Load. If mass production does not exceed 50
ments kept on board, as required in [1.2.1]. pieces, the test is to be carried out on at least one piece.
Tensile load
Tangential load
Turnbuckle Hook
Tensile load
Shear and tensile loads
Shear and tensile loads
Single stacker Double stacker Buttress
Shear load
Shear and tensile loads Tensile load
3.3.6 The Surveyor from the Society may require tests to be 4 Forces applied to containers
repeated or carried out on a greater number of samples, if
considered as necessary.
4.1 General
3.3.7 If the test proves satisfactory and after examination of 4.1.1 The devices constituting the lashing system are to be
documents describing the batch, an Inspection Certificate is capable of withstanding the specified loading condition
issued and the equipment is identified by the manufacturer declared for the ship.
and each piece is stamped by the Surveyor. The reference of
the Type Test Certificate and the quantity of tested pieces 4.1.2 The loads to be considered in lashing system calcu-
are indicated on the Inspection Certificate. lations are the following:
• still water and inertial forces (see [4.3])
3.4 Reception of board of the mobile lashing • wind loads (see [4.5])
equipment • forces imposed by lashing and securing arrangements
(see [4.6])
3.4.1 The mobile lashing equipment on board is to have • sea pressure (see [4.7]).
an Inspection Certificate (see [3.3]).
To calculate and verify the container lashing arrangement, a 4.2.2 Block of containers
lashing computer software approved by the Society is A block of containers consists of “M” stacks connected
required on board. transversely by corner fittings.
In order to validate the proper functioning of the computer
software, it is examined and approved by the Society on test 4.3 Still water and inertial forces
condition basis relevant to the specific lashing arrangement.
4.3.1 The still water and inertial forces applied to one con-
For the assignment of the notation ROUTE DEPENDENT tainer located at the level “i”, as defined in [4.2.1], are to be
LASHING, the specific Route Dependent Factor FR, refer to determined on the basis of the forces obtained, in kN, as
[4.4] is to be taken into account by the lashing calculation. specified in Tab 4.
4.3.2 (1/7/2015) 4.3.3 Where empty containers are stowed at the top of a
The distance of the centre of gravity of a container may be stack, the still water and inertial forces are to be calculated
obtained, in m, from the following formula: considering mass of empty container equal to:
z i = z L + d CGi • 0,14 times the mass of a loaded container, in case of
steel containers
where:
• 0,08 times the mass of a loaded container, in case of
zL : Z co-ordinate, in m, at the stack bottom, with steel aluminium containers.
respect to the reference co-ordinate system
defined in Pt B, Ch 1, Sec 2, [4]
Table 4 : Container at level “i”
dCGi : Distance, in m, between the stack bottom and
Still water and inertial forces (1/7/2015)
the centre of gravity of the container at the level
"i", to be taken not greater than 0,305H0(Ni-1+α)
Still water force FS and inertial force
α : Coefficient to be taken equal to: Ship condition
FW , in kN
• α = 0,5 for a stack in hold
• α = 0,45 for a stack on deck Still water condition FS,i = Mi g
Ni-1 : Number of containers stowed in the stack under Upright condition F W ,X ,i = M i F R a X1 in x direction
the container at the level "i" F W ,Z ,i = M i F R a Z1 in z direction
H0 : Height of a container, in feet, all the containers
of the stack being considered of the same Inclined condition F W ,Y ,i = M i F R F C a Y2 in y direction
height. (negative roll angle) F W ,Z ,i = M i F R F C a Z2 in z direction
• the same values of accelerations, calculated for the sea Table 5 : Route Dependent Factor FR for specific sea
states representative of the North Atlantic as per IACS routes (1/11/2013)
Recommendation No. 34.
Route Reference to
Specific standard routes Dependent the Figure in
Factor FR this Section
Asia - Mediterranean Sea route 0,83 Fig 6
Asia - North Europe route 0,88 Fig 7
North Europe - Mediterranean 0,93 Fig 8
Sea route
Asia - North America route 0,94 Fig 9
North Europe - North America 0,97 Fig 10
route
4.5 Wind forces considering the total volume of the above-mentioned con-
tainer.
4.5.1 The forces due to the effect of the wind, applied to
one container stowed on above deck at the level “i”, is to be 5 Determination of loads in lashing
obtained, in kN, from the following formulae:
equipment and in container frames
• in x direction:
FX,wind,i = 1,2hCbC
5.1 Calculation hypothesis
• in y direction:
FY,wind,i = 1,2 hCC 5.1.1 The forces to be considered are the following ones:
• for the checking of lashing and securing devices and of
where: racking of containers: transverse forces determined
hC : Height, in m, of a container according to [5.2.3] in case of containers stowed longi-
C, bC : Dimension, in m, of the container stack in the tudinally and longitudinal forces determined according
to [5.2.2] in case of containers stowed transversely
ship longitudinal and transverse direction,
respectively. • for the checking of vertical loads in container frames:
vertical forces determined according to [5.2.4] for the
This force is only acting on the stack exposed to wind. In
upright condition
case of M juxtaposed and connected stacks of same height,
the wind forces are to be distributed over the M stacks. • for the checking of the tipping of containers: transverse
and vertical forces for the inclined condition, deter-
4.5.2 In case of juxtaposed and connected stacks of differ- mined according to [5.2.3] and [5.2.4] respectively.
ent heights, the wind forces are to be distributed taking into
account the number of stacks at the level considered (see 5.1.2 The calculations are based on the following assump-
example in Fig 11). tions:
• the loads due to ship motions (see [4.3]) are applied
4.6 Forces imposed by lashing and secur- only on one stack
ing arrangements • the wind loads are applied on one stack, taking account
of the number of containers exposed to wind and of the
4.6.1 The forces due to locking and/or pretensioning of number of stacks constituting the block (see [4.5])
lashing and securing devices are only to be considered • the lashing of the block is schematised on one stack tak-
where, in a single element, they exceed 5 kN, or where they ing account of the number of stacks, the type and quan-
are necessary for the correct operation of the lashing sys- tity of lashing devices at each securing level.
tem.
5.1.3 If the “M” stacks of containers are connected trans-
4.7 Sea pressure versely at each securing level, the determination of forces is
to be carried out considering the block of containers.
4.7.1 In the area forward of 0,75 L from the aft end, the
5.1.4 If the “M” stacks of containers are not connected
strength of the lashing arrangements, calculated in accord-
transversely at each securing level, the determination of
ance with the requirements of this Section, is to be
forces is to be carried out one stack by one stack.
increased by 20 cent. Such increase is not required if con-
tainers are protected by wave-screening structures deemed In such a case, the gaps between stacks are to be large
effective by the Society. enough to avoid contacts between container corners after
deformation.
4.7.2 Lashing of containers stowed at ship's side are to be
checked considering the buoyancy force due to waves, 5.1.5 Interaction between closed-end and door-end frames
which is to be taken equal to that obtained by considering of the same container is not taken into account.
half the volume of the lowest container, or, in the case of Pretensionning of lashing equipment, when applicable, is
ships less than 100 m in length, equal to that obtained by not accounted for.
Figure 13 : Permissible transverse and vertical compressions on frames of 20’ and 40’ containers
200
250
250
300
6.2 Permissible loads induced by lashing on 6.3 Permissible loads on lashing equipment
container corners
6.3.1 The forces applied to each piece of lashing equip-
6.2.1 The maximum forces induced by lashing equipment ment are to be less than the safe working load (SWL) indi-
and applied on container corner pieces are to be less than cated by the manufacturer.
the values indicated, in kN, in Fig 15.
6.4 Permissible stresses on cell guides
Figure 15 : Permissible loads induced
by lashing on container corners 6.4.1 The local stresses in the elements of cell guides,
transverse and longitudinal cross-ties, and connections with
the hull structure are to be less than the following values:
• normal stress: 150/k N/mm2
150
150
• shear stress: 100/k N/mm2
• Von Mises equivalent stress: 175/k N/mm2,
300
300
where k is the material factor, defined in Pt B, Ch 4, Sec 1,
[2.3].
150
300
This notation is completed by additional symbols defined in 1.2.8 Alarm devices: visual and audible signals enabling
[1.4], according to the operational mode of the installation. the operator to immediately identify any failure of the posi-
tioning system.
1.1.2 These requirements are additional to those applica- 1.2.9 Computer based system: system of one or more com-
ble to the classification of the corresponding ships or puters, associated software, peripherals and interfaces,
mobile offshore units. Attention is drawn to the fact that computer network with their protocol.
dynamic positioning installations may have to comply with
the existing national regulations.
1.3 Dynamic positioning sub-systems
1.1.3 The following requirements apply: 1.3.1 The installation necessary for dynamically position-
ing a vessel comprises the following sub-systems:
• Pt C, Ch 1, Sec 2 when the thruster is driven by an
• Power system, i.e.: all components and systems neces-
internal combustion engine
sary to supply the DP-system with power.
• Pt C, Ch 1, Sec 12 for azimuthal and transversal thrust- • Thruster system, i.e.: all components and systems neces-
ers. sary to supply the DP-system with thrust force and
direction.
1.2 Definitions • DP-control system, i.e.: all control components and sys-
tems, hardware and software necessary to dynamically
position the vessel.
1.2.1 Dynamically positioned vessel (DP-vessel): a unit or
a vessel which automatically maintains its position (fixed 1.3.2 The power system includes:
location or predetermined track) exclusively by the action • prime movers with necessary auxiliary systems includ-
of its thrusters (including shaft-lines); the dynamic position- ing piping
ing system (DP-system) comprises all means necessary for
• generators
this purpose.
• switchboards, and
1.2.2 Active failure concerns all failures which have an • distributing system (cabling and cable routing).
immediate effect either on the operation of the installations
1.3.3 The thruster system includes:
or on the monitoring circuits.
• thrusters with drive units and necessary auxiliary sys-
tems including piping
1.2.3 Passive failure has no immediate effect on the oper-
ating conditions of the installations and moreover is not • main propellers and rudders if these are under the con-
detected by the monitoring circuits, which could lead, in trol of the DP-system
certain conditions, to a failure of the system. • thruster control electronics
• manual thruster controls, and
1.2.4 Position reference system: a system measuring the • associated cabling and cable routing.
position and heading of the unit.
1.3.4 The DP-control system consists of the following:
1.2.5 Position keeping: maintaining a desired position • computer system / joystick system, sensor system
within the normal operating range of the control system and • display system (operator panels)
the environmental conditions. • autopilot
Therefore, active compensation of the dynamic effects of • position reference system, and
environment (waves, wind, current) is considered. • associated cabling and cable routing.
1.4 Additional and optional class notation (as a percentage of time) under given environmental condi-
tions.
1.4.1 Notation DYNAPOS is completed by one or more of
the following optional additional symbols according to the 1.4.6 Association of DP system with position
operational mode of the installation: mooring system
The present Rules do not cover the association of the
a) SAM (semi-automatic mode). The operator's manual
dynamic positioning system together with a position moor-
intervention is necessary for position keeping.
ing system, in that case a special examination of the instal-
• The control system of installations receiving notation lations is to be carried by the Society, technical
SAM is to achieve automatic conversion of the consideration about this type of installation are given in
instructions issued by the operator in thruster com- [4.1.4] for information.
mands.
1.4.7 The practical choice of the dynamic positioning clas-
• The control system is to indicate the position and
sification notation is governed by the following guidelines:
heading of the unit to the operator. Control settings
are to be displayed. a) The notation DYNAPOS SAM is not granted to the fol-
lowing types of units:
• The control device handle is to have a well-defined
neutral position (no thrust). • diving support vessel
• Any dynamic positioning installation provided with • cable and pipe laying ship.
an automatic control is to be additionally fitted with b) Supply vessels fitted with installations intended for posi-
a manual manoeuvring control complying with the tion keeping alongside offshore work units may be
requirements of SAM notation. granted the notations DYNAPOS SAM or DYNAPOS
b) AM (automatic mode): position keeping is automatically AM/AT.
achieved.
c) AT (automatic tracking): the unit is maintained along a 1.5 Installation survey during construction
predetermined path.
1.5.1 Installations built under special survey are subject to:
Note 1: the notation AM/AT used in the remaining part of this sec-
tion corresponds to AM or AT. • document examination with consideration of those
specified in [1.6]
1.4.2 Installations intended to be granted with the notation • surveys during fabrication and component testing car-
DYNAPOS AM/AT are to be provided with a calculation ried out at the supplier's works and at the yard
unit including, besides the computer, a reference clock and
• dock and sea trials with a Society's surveyor in attend-
peripheral equipment for visualisation and printing.
ance.
The computer type and features are to comply with the
requirements regarding performance in environmental con- 1.6 List of documents to be submitted
ditions to the satisfaction of the Society.
Calculation cycle fulfilment is to be automatically moni- 1.6.1 In addition to the drawings and specifications
tored. Any failure of the computer is to activate a visual and required by the Rules and Regulations for the Classification
audible alarm. of Ships and Offshore Platforms, the following documents
shall be submitted .
1.4.3 For DYNAPOS AM/AT notation, the ship is to be fit- 1.6.2 (1/7/2008)
ted with an automatic control and a stand-by manual con-
trol, the latter being equivalent to the control system For approval:
required for SAM notation. a) functional block diagram of the sensor and reference
systems (position / environmental conditions)
1.4.4 The optional additional notation DYNAPOS AM/AT
b) functional block diagram of the control unit
can be completed by the following symbols:
c) one line diagram and specification of the cables
• R, when the dynamic positioning is provided with
between the different equipment unit (power, control,
redundancy means, as defined in [1.2.6]. In this case,
display)
class 2 equipment, as per [6] is to be used.
• RS, when in addition to symbol R, the redundancy is d) balance of power
achieved by using two systems or alternative means of e) list of the equipment units with, for each of them, manu-
performing a function physically separated as defined in facturer's identification, type and model
[4.8.6]. Equipment class 3, as per [3] is to be used for
f) type test reports of the sensors of the measurement sys-
installations to be granted the RS symbol.
tems, or equivalent
1.4.5 The above mentioned notations may be supple- g) test report of the computer units; checking of the behav-
mented with an environmental station keeping number ESKI iour of the installation when submitted to the radiated
which indicates the station keeping capability of the vessel and conducted electromagnetic interferences
h) estimation of reliability figures when required by the This analysis is to consider the main features of DP installa-
DYNAPOS classifications, specially for symbols R and tion:
RS, (see [2]). The document, to be submitted, is to • characteristics of control laws
demonstrate the reliability of the system. This is to be
achieved with appropriate analysis such as: • installed power
• a failure mode analysis describing the effects due to • sizing and location of thrusters,
failures leading to the destruction of the automation
system. In addition,this document is to show the with regard to the required station keeping stability and
consequences on other systems, if any. It is to be accuracy in the specified environmental conditions.
detailed up to a level which allows the society to
evaluate the necessity of redundancy. This analysis is 2.2 Condition of analysis
to be presented in accordance with the IEC standard
812, or any recognised standard 2.2.1 The environmental conditions to be taken into
• test report / life test account in the analysis are normally defined by the Ship-
owner for the contemplated service of the unit. However,
• MTBF calculation
for symbol R assignment, the following situations are to be
• any other document which prove to the Society, the considered:
reliability of the system
• Normal environmental conditions: those environmental
i) for approval of propulsion, based on rotary azimuth conditions in which nominal position holding perform-
thrusters: ances are attained, while the unit is in normal working
• layout drawings of thrust units, thrust shafts and situation
blocks, • Safety environmental conditions: environmental condi-
• arrangement of hull passages tions such that any single failure of a thruster or genera-
• thrust curves of each propulsion unit tor unit occurring in service does not impair position
keeping nor operational safety
j) electrical power management layout drawings and
specification if provided on board • Limiting environmental conditions: those environmental
conditions in which position keeping is possible with all
k) internal communication system description thrusters running, installations essential for safety only
l) description of the control stations (onboard layout, being in service.
descriptive diagrams of the display consoles)
When symbol R assignment is not required, the analysis
m) alarm list and parameter values displayed on the con- may be limited to normal environmental conditions, single
soles failure of a generating set being however considered. The
n) program of tests alongside quay and at sea. required analysis may be performed either:
And, for R and RS symbols only: • by a mathematical model of the behaviour of the unit,
• simulation report of the behaviour of the unit possibly associated with tank test results, or
• failure mode effect analysis using as far as possible the • on the basis of previous operational experience gained
fault tree method upon similar installations.
• study of possible interaction between thrusters.
2.3 Modelling and simulations
1.6.3 (1/7/2008)
For information: 2.3.1 A simulation of the unit displacements in relation to
a) diagram of the environmental limit conditions (foot applied environmental forces is normally required for sym-
print) for the conditions defined in the specification bol R assignment.
(wind speed, current and waves)
2.3.2 The simulation required in [2.3.1] is notably to
b) technical specification of the positioning system include suitable modelling of the following:
c) operator manual of the positioning system including:
• environmental forces, wind
• description of the equipment
• hyrodynamical behaviour of the unit
• maintenance guide
• dynamic action of thrusters
• emergency procedures.
• control loop.
2 Performance analysis Simulation results are to include displacements of the unit
as well as power determination for each case under consid-
2.1 General eration.
Note 1: The simulation is to take account of the response of the
2.1.1 A performance analysis of the dynamic positioning unit to oscillating forces of positive average (waves, wind, possible
installation is normally required in order to justify design external links) likely to have a resonant action upon the dynamic
options and limiting allowable environmental conditions. system composed of the unit together with its DP-system.
2.4 Risk analysis event of a single failure in any active component or system.,
as above for class 2. In that case, a single failure includes:
2.4.1 A qualitative risk analysis of the DP installation may • items listed above for class 2, and any normally static
be required for symbol R or RS assignment. Analysis is to be component is assumed to fail
carried out according to the fault-tree method, the FMECA • all components in any one watertight compartment,
(failure mode effect critical analysis), the RBD (reliability from fire or flooding
block diagram) or a similar method. • all components in any one fire sub-division, from fire or
flooding. For cables, see [6.1.3].
2.4.2 The risk analysis required for symbol R and RS
assignment is to take into account the frequency and dura- 3.2.4 For equipment classes 2 and 3, a single inadvertent
tion of planned maintenance tasks. act is to be considered as a single failure if such an act is
reasonably probable.
2.4.3 The analysis is to show the level of redundancy of
each sub-system as well as the consequences of possible 4 Functional requirements
common mode failures.
4.1 General
3 Equipment class 4.1.1 All components in a DP-system are to comply with
the relevant Rules and Regulations for the Classification of
Ships or Offshore Platforms.
3.1 General
4.1.2 In order to meet the single failure criteria given in
3.1.1 It is a provision of the present Rules that the DP-ves- [3.2], redundancy of components will normally be neces-
sel is operated in such a way that the worst case failure, as sary as follows:
determined in [3.2], can occur at any time without causing • for equipment class 2 (for R symbol), redundancy of all
a significant loss of position. active components
• for equipment class 3 (for RS symbol), redundancy of all
3.1.2 Based on the single failure definitions in [3.2], the components and physical separation of the compo-
worst case failure is to be determined and used as the crite- nents.
rion for the consequence analysis, see [4.8.4].
For equipment class 3, full redundancy may not always be
possible (e.g., there may be a need for a single change-over
3.1.3 When a DP-vessel is assigned an equipment class,
system from the main computer system to the back-up com-
this means that the DP-vessel is suitable for all types of DP- puter system). Non-redundant connections between other-
operations within the assigned and lower equipment wise redundant and separated systems may be accepted
classes. provided that it is documented to give clear safety advan-
tages, and that their reliability can be demonstrated and
documented to the satisfaction of the Society. Such connec-
3.2 Equipment class according to single tions are to be kept to the absolute minimum and made to
failure fail to the safest condition. Failure in one system is in no
case to be transferred to the other redundant system.
3.2.1 For DYNAPOS AM/AT, the equipment class 1 are
required. In that case, loss of position may occur in the 4.1.3 Redundant components and system are to be imme-
diately available and with such capacity that the DP opera-
event of a single failure.
tion can be continued for such a period that the work in
progress can be terminated safely. The transfer to redundant
3.2.2 For DYNAPOS AM/AT R, the equipment class 2 are component or system is to be automatic, as far as possible,
required. A loss of position is not to occur in the event of a and operator intervention is to be kept to a minimum. The
single failure in any active component or system. Single fail- transfer is to be smooth and within acceptable limitations of
ure criteria includes: operation.
• any active component or system (generators, thrusters, 4.1.4 When associated with position mooring equipment
switchboards, remote controlled valves, etc.) and when this system is used to assist the main dynamic
positioning in special circumstances of operation, for
• any normally static component (cables, pipes, manual instance in the vicinity of an offshore platform, this system
valves, etc.) which is not properly documented with is to be designed in such a way to remote control the length
respect to protection and reliability. and tension of individual anchor lines.
The analysis of the consequences of anchor line breaks or
3.2.3 For equipment DYNAPOS AM/AT RS, the equipment thruster failure, according to the operational situation, is to
class 3 are required. A loss of position is not to occur in the be carried out.
• electromagnetic clutches and brakes, with special con- b) For R or RS symbols an adequate redundancy or a suita-
sideration for the Rules applicable for electrical propul- ble reliability of the power management system is to be
sion system, see Pt C, Ch 2, Sec 14. provided.
Table 1 : System configuration for main power supply and propulsion systems
4.7 DP Control system tected (light cover, double triggering or other equivalent
devices or procedures).
4.7.1 In general, the DP-control system is to be arranged in • A two-way voice communication facility, independent
a DP-control station where the operator has a good view of of the unit general system, is to be provided between the
the vessel's exterior limits and the surrounding area. main control station and the following spaces: navigat-
ing bridge, engine room and engine control station,
4.7.2 The DP-control station is to display information from
other control stations, responsible officer's accommoda-
the power system, thruster system, and DP-control system
tion, other control locations specific to the task of the
to ensure that these systems are functioning correctly. Infor-
unit.
mation necessary to operate the DP-system safely is to be
visible at all times. Other information is to be available
upon operator request. 4.8 Computers
4.7.3 Display systems, and the DP-control station in par- 4.8.1 For equipment class 1, the DP-control system needs
ticular, are to be based on sound ergonometric principles. not be redundant.
The DP-control system is to provided for easy selection of
4.8.2 For equipment class 2 (symbol R), the DP-control
control mode, i.e. manual, joystick, or computer control of
system is to consist of at least two independent computer
thrusters, and the active mode is to be clearly displayed.
systems. Common facilities such as self-checking routines,
The following principles apply to display system:
data transfer arrangements, and plant interfaces are not to
• segregation of redundant equipment to reduce the pos- be capable of causing the failure of both / all systems.
sibility of common mode failure occurrence
• ease of access for maintenance purposes 4.8.3 For equipment class 3 (symbol RS), the DP-control
system is to consist of at least two independent computer
• protection against adverse effects from environment and
systems with self-checking and alignment facilities. Com-
from electric and electromagnetic disturbances.
mon facilities such as self-checking routines, data transfer
4.7.4 For equipment classes 2 and 3, operator controls are arrangements and plant interfaces are not to be capable of
to be designed so that no single inadvertent act on the oper- causing failure at both/all systems. In addition, one back-up
ator's panel can lead to a critical condition. DP-control system should be arranged. An alarm should be
initiated if any computer fails or is not ready to take control.
4.7.5 Alarms and warnings for failures in systems inter-
faced to and/or controlled by the DP-control system are to 4.8.4 For equipment classes 2 (symbol R) and 3 (symbol
be audible and visual. A permanent record of their occur- RS), the DP-control system is to include a software function,
rence and of status changes is to be provided together with normally known as "consequence analysis", which continu-
any necessary explanations. The alarm list is given for infor- ously verifies that the vessel will remain in position even if
mation in Tab 3. the worst case failure occurs. This analysis is to verify that
the thrusters remaining in operation after the worst case fail-
4.7.6 The DP-control system is to prevent failures being ure can generate the same resultant thruster force and
transferred from one system to another. The redundant com- moment as required before the failure. The consequence
ponents are to be so arranged that a failure of one compo- analysis is to provide an alarm if the occurrence of a worst
nent should be isolated, and the other component case failure would lead to a loss of position due to insuffi-
activated. cient thrust for the prevailing environmental conditions. For
operations which will take a long time to safely terminate,
4.7.7 It must be possible to control the thrusters manually, the consequence analysis is to include a function which
by individual joysticks and by a common joystick, in the simulates the thrust and power remaining after the worst
event of failure of the DP-control system. case failure, based on manual input of weather trend.
4.7.8 The software is to be produced in accordance with 4.8.5 Redundant computer systems are to be arranged
an appropriate international quality standard recognised by with automatic transfer of control after a detected failure in
the Society. one of the computer systems. The automatic transfer of con-
trol from one computer system to another is to be smooth,
4.7.9 Regarding control stations, the following require- and within the acceptable limitations of the operation.
ments are to be met:
• Where several control stations are provided, control is 4.8.6 For equipment class 3 (symbol RS), the back-up DP-
to be possible from one station only at the same time, control system is to be in a room, separated by A-60 class
adequate interlocking devices are to be fitted, and indi- division from the main DP-control station. During DP-oper-
cation of the station in control is to be displayed at each ation, this back-up control system is to be continuously
control station. updated by input from the sensors, position reference sys-
tem, thruster feedback, etc., and be ready to take over con-
• Alarm and control systems concerning a same function trol. The switch-over of control to the back-up system is to
are to be grouped together (position reference system, be manual, and can be operated either from the main or
propulsion, power generation). back-up systems. This occurs when the main system is
• Where inadvertent activation of commands may jeop- affected by failure, fire or explosion at the main DP-control
ardise the unit's safety, these commands are to be pro- system.
4.8.7 An uninterruptable power supply (U.P.S.) is to be 5.2.3 Indication of the reference system in operation is
provided for each DP-computer system to ensure that any given to the operator.
power failure will not affect more than one computer.
U.P.S. battery capacity is to provide a minimum of 30 min- 5.2.4 For equipment class 3, at least one of the position
utes operation following a main supply failure. reference system is to be connected directly to the back up
control system and separated by A-60 class division from
4.8.8 For dynamic positioning control system based on other position reference system.
computer, it must be demonstrated that the control systems
work properly in the environmental conditions prevailing 5.3 Type of position reference systems
on board ships and offshore platforms. To this purpose, the
DP-control systems are to be submitted to the environmen- 5.3.1 When acoustical reference systems are used, hydro-
tal tests defined in Pt C, Ch 3, Sec 6, with a special consid- phone is to be chosen for minimising influence of mechani-
eration for E.M.I. (Electromagnetic interferences). cal and acoustical disturbance on the transmission
channels, such as propeller noise, spurious reflection on the
5 Position reference system hull, interference of riser, bubble or mud cluster on the
acoustic path.
The directivity of transponders and hydrophones is to be
5.1 General compatible with the availability of the transmission chan-
nels in all foreseeable operational conditions. It is to be pos-
5.1.1 As a general rule, a dynamic positioning installation sible to select the frequency range and the rate of
is to include at least two independent reference systems. interrogation according to prevailing acoustical conditions,
• For SAM notation assignment, one reference system is including other acoustical system possibly in service in the
required. area.
• For equipment classes 2 and 3, at least three position 5.3.2 When taut wire system is used, materials used for
reference systems are to be installed and simultaneously wire rope, tensioning and auxiliary equipment are to be
available to the DP-control system during operation. appropriate for marine service. The anchor weight is to be
designed to avoid dragging on the sea floor and is not to
• Position reference systems are to be selected with due
induce, on recovery, a wire tension exceeding 60% of its
consideration to operational requirements, both with
breaking strength, and the capacity of the tensioner is to be
regard to restrictions caused by the manner of deploy-
adapted to the expected movement amplitude of the unit.
ment and expected performance in working situation.
• When two or more position reference systems are 5.3.3 When the signals from position reference system are
required, they are not all to be of the same type, but likely to be altered by the movement of the unit (rolling,
based on different principles and suitable for the operat- pitching), a correction of the position is to be made. For this
ing conditions. purpose, a vertical reference unit of appropriate characteris-
tics with regard to the expected accuracy of position meas-
5.1.2 As a general rule, the system is to allow for smooth- urement is to be provided. The VRS is to be duplicated for
ing and mutual adjustment of the inputs originating from symbol R assignment.
various position reference systems and transfer between
reference is to be bumpless. Other arrangement is subject to 5.4 Other reference systems
special examination by the Society. Change over is prefera-
bly to take place automatically in case of failure of the ref- 5.4.1 Other reference systems such as short to medium
erence system in use. range radio positioning system, global positioning system
may be used. Whatever the chosen principle (for example,
5.1.3 Meteorological reports, suitable for the operation of hyperbolic or polar determination), the accuracy of the
the unit are to be made available to the personel onboard. position measurement is to be satisfactory in the whole
operational area.
5.2 Arrangement and performance of refer- 5.4.2 The list of the reference systems is not exhaustive. It
ence systems is possible to interface the DP-system with Syledis,
Arthemis, Loran, GPS, DGPS etc.
5.2.1 The position reference systems are to produce data
with adequate accuracy for the intended DP-operation. 5.4.3 When a GPS or DGPS is used, it is reminded that this
equipment is to be designed in accordance with the follow-
5.2.2 Visual and audible alarms are to be activated when ing resolutions IMO A525 (13), A 694 (17), A 813 (19). This
the unit deviates from the set heading or from the working equipment is to be approved, at least by a national compe-
area determined by the operator. The performance of posi- tent authority, and the relevant certificate is to be submitted
tion reference system is to be monitored and warnings pro- to the Society. For other reference systems the same proce-
vided when the signals from the position reference systems dure shall be applied when the system is covered by an
are either incorrect or substantially degraded. IMO resolution, this document is to be considered.
5.4.4 System needing periodical updating such as those gyrocompasses or other sensors of equivalent accuracy are
based upon inertial navigation, Doppler effect, deep taut- required. For DYNAPOS AM/AT R or RS, see [5.5.4] and
wire with riser angle detection are to be integrated with an Tab 2.
other reference system giving continuous output without
appreciable offset. These systems are subject to a special 5.5.6 Wind speed and direction are to be recorded by suit-
examination by the Society, and are normally not taken into ably located wind sensors, due consideration being given to
consideration for complying with [5.1.1], unless otherwise superstructure influence.
justified.
5.5.7 The alarms to be triggered and indication to be dis-
5.4.5 Location of the receiving equipment is to be chosen played are detailed in Tab 3. This list is given for informa-
so as to minimise as far as practicable masking effects and tion and can be completed taking into consideration of the
interferences. installation configuration. This list does not include the
alarms which are required by the automated notation
5.5 Vessel sensors granted to the unit.
5.5.2 Arrangement of sensors and monitoring 6.1 Cables and piping systems
Sensors are to be as far as possible provided with failure
6.1.1 The following requirements are to be applied to
monitors (overheating, power loss).
hydraulic pneumatic and electrical circuits.
• Inputs from sensors are to be monitored in order to
detect possible faults, notably relative to temporal evo- 6.1.2 For equipment class 2, the piping systems for fuel,
lution of the signal. Concerning the analogue sensors, lubrication, hydraulic oil, cooling water, pneumatic circuits
an alarm is to be triggered in case of connecting line and the cabling of the electrical circuits essential for a
wire break, short-circuit or low insulation. proper running of the DP-system are to be located with due
• Inputs from simultaneously in use sensors are to be regard to fire hazards and mechanical damages.
compared in order to detect significant discrepancy
between them. 6.1.3 For equipment class 3:
• Any failure of automatic change-over between sensors • Redundant piping system (i.e., piping for fuel, cooling
are to activate visual and audible alarms at the control water, lubrication oil, hydraulic oil, pneumatic circuits
room. etc.) are not to be routed together through the same
compartments. Where this is unavoidable, such pipes
• Sensors for class 2 and 3 equipment,sensors used for the
could run together in ducts of A-60 class.
same purpose, connected to redundant systems are to
be arranged independently so that failure of one does • Cables for redundant equipment or systems are not to
not affect the others. be routed together through the same compartments.
• For equipment class 3 (symbol RS), one of each type of Where this is unavoidable such cables may run together
sensors is to be connected directly to the back-up con- in cable ducts of A-60 class. Cable connection boxes
trol system and separated by A-60 class division from are not allowed in such ducts.
the other sensors.
6.1.4 For equipment classes 2 and 3, systems not directly
• When an equipment class 2 or 3 (for R and RS symbols), part of the DP-system but which, in the event of failure,
DP-control system is fully dependent on correct signals could cause failure of the DP-system (common fire suppres-
from vessel sensors, then these signals are to be based sion systems, engine ventilation systems, shut-down sys-
on three systems serving the same purpose (i.e., this will tems, etc.) are also to comply with relevant requirements of
result in at least three gyrocompasses being installed). these Rules.
5.5.3 For equipment class 3 (symbol RS), one of each type
of sensors is to be connected directly to the back up control 6.2 Thruster location
system and separated by A-60 class division from the other
sensors. 6.2.1 The thruster location, operational modes and design
are to comply with the following requirements.
5.5.4 When an equipment class 2 or 3 (for R and RS sym-
bols), DP-control system is fully dependent on correct sig- 6.2.2 The thruster location and operational modes are to
nals from vessel sensors, then these signals are to be based be chosen so as to minimise interference between thrusters
on three systems serving the same purpose (i.e., this will as well as disturbance brought to proper operation of sensor
result in at least three gyrocompasses being installed). systems or specific equipment the unit is provided with.
6.2.4 The integrity of the hull is not to be adversly affected 7.1.4 DP-operations necessitating equipment class 2 or 3
by thruster installation, particularly where retractable or should be terminated when the environmental conditions
tunnel thruster are provided. are such that the DP-vessel will no longer be able to keep
position if the single failure criterion applicable to the
6.2.5 Bow thrusters are to be located aft of the collision equipment class occured. In this context, deterioration of
bulkhead. environmental conditions and the necessary time to safely
terminate the operation is also be taken into consideration.
6.2.6 The thruster system is to provide adequate thust in This should be checked by way of environmental envelopes
longitudinal and lateral directions and provid yawing if operating in equipment class 1 and by way of an auto-
moment for heading control. matic consequence analysis if operating with equipment
class 2 or 3. The necessary operating instructions, etc., are
6.2.7 As regard AM/AT notation, transverse fixed axis
thrusters, if used, are to be capable of providing sufficient to be placed on board as far as practicable.
thrust in the contemplated range of speed of the unit. 7.1.5 The following checklist, test procedures and instruc-
tions are to be incorporated into the DP-operating manuals
6.2.8 The values of the thruster forces used in the conse-
for the vessel:
quence analysis (see [4.8.4]) are to be corrected for interfer-
ence between thrusters and other effects which will reduce • location checklist, see [7.1.2]
the effective force. • watch-keeping checklist, see [7.1.3]
• DP-operation instructions, see [7.1.4]
6.2.9 For equipment classes 2 and 3, the thruster system is
to be connected to the power system in such way that the • initial and periodical (5-year) tests and procedures, see
requirement stated in [6.2.6] can be complied with, even [8]
after failure of one of the constituent power systems and • annual tests and procedures, see [8]
one of the thrusters connectected to that system. • example of tests and procedures after modifications and
non-conformities, see [8].
7 Operational requirements
7.1.6 Reports of tests and record of modification or equiv-
alent are to be kept on board and made available during
7.1 General periodical inspections.
7.1.1 The following operation conditions are to be ful-
filled. 8 Test and trials
7.1.2 Before every DP-operation, the DP-system is to be 8.1 Inspection at works
checked according to a vessel specific "location" checklist
to make sure that the DP-system is functioning correctly 8.1.1 Inspection at work of items subject to classification
and that the system has been set up for the appropriate are to be carried out at the attending surveyor's satisfaction,
equipment class. in accordance with a programme previously agreed.
7.1.3 During DP-operations, the system should be 8.1.2 Thruster and electrical installation tests are to be
checked at regular intervals according to a vessel specific conducted in accordance with the requirements for electri-
watch-keeping checklist. cal propulsion of Pt C, Ch 2, Sec 14.
8.2 Trials 9.2.2 For unlimited service, a set of standard North Sea
Environmental Conditions is to be used.
8.2.1 Before a new installation is put into service and after
modification of an existing installation, port and sea trials 9.2.3 For restricted service, a long term distribution of
are to be carried out to check the DP-system proper func- environmental conditions prevailing where the vessel is in
tioning and performances. operation is to be considered.
8.2.3 Such trials are to verify: 9.3.1 The ESKI indicates the allowable environmental con-
ditions for three system configurations:
• functioning of equipment
• with all thrusters operating
• shielding efficiency of sources of electrical and electro-
magnetic interferences • with one single failure
• functioning of alarms • with most critical single failure.
• functioning of change-over arrangements.
9.3.2 The ESKI reflects the capability to maintain position
8.2.4 Tests are to be performed in order to assess the with the most unfavourable heading.
appropriate function of the system in case of single failure
(controller, position reference system, gyrocompass, alter- 9.3.3 Environmental forces (wind, wave drift and current
nator, thruster, etc) and in case of worst case failure. loads) and thrust shall be evaluated through tunnel and tank
model tests or other recognised methods.
8.2.5 Sea trials are to be of sufficient duration to confirm
satisfactory operation. 9.4 Documentation to be submitted
8.2.6 Final report of dock and sea trials is to be submitted
9.4.1 The following documentation are to be submitted in
for information.
order to derive ESKI:
• General arrangement (including deck superstructure)
9 Environmental station keeping index
• Line plan
ESKI
• Design environmental conditions
9.1 Definition • Documentation of environmental conditions long term
distribution (restricted service)
9.1.1 An environmental station keeping index (ESKI) may • Basin and tunnel test results
be associated with each of the class notation defined in
• Details of waves drift loads on ship or unit
[1.4.2] and [1.4.4].
• Details of current load on ship or unit
9.1.2 This ESKI indicates the station keeping capability of • Details of thruster layout
the vessel (as a percentage of time) under given environ-
mental conditions. • Details of thrust power (including polar distribution of
thrust as a function of heading for both intact and one
thruster failure mode). This should take into considera-
9.2 Environmental conditions
tion the interaction between thrusters, thrusters and
9.2.1 The ESKI is based on environmental conditions con- hull, thrusters and current
sistent with the geographical area of vessel operation. • Thruster management logic.
1.1.1 The additional class notation VCS is assigned, in 1.2.6 Maximum allowable transfer rate
accordance with Pt A, Ch 1, Sec 2, [6.14.7], to ships fitted Maximum allowable transfer rate is the maximum volumet-
with systems for control of vapour emission from cargo ric rate at which a ship may receive cargo or ballast.
tanks both in way of midship cargo crossovers and in way of
stern cargo manifolds, complying with the requirements of 1.2.7 Service ship
this Section. Service ship is a ship which receives and transports liquid
The notation MIDSHIP is added to the notation VCS where cargoes between a facility and another ship and viceversa.
the ship is equipped with cargo vapour control systems only
in way of cargo midship crossovers. 1.2.8 Ship vapour connection
The notation TRANSFER is added to the notation VCS for The ship vapour connection is the point of interface
ships fitted with systems for control of vapour emission from between the ship’s fixed vapour collection system and the
cargo tanks to another ship and viceversa. Additional collection system of a facility or another ship. Hoses or
requirements for TRANSFER additional notation are given in loading arms on board, carried for the purpose of these
article [6]. rules, are considered part of the vapour control system of
the ship.
1.1.2 As a rule, this notation is applicable to ships which
are assigned one or more of the following class notations: 1.2.9 Terminal vapour connection
• oil tanker The terminal vapour connection is that point at which the
terminal vapour collection system is connected to a vapour
• chemical tanker collection hose or arm.
• FLS tanker
1.2.10 Topping-off operation
• liquefied gas carrier
Topping-off is the operation of transfer of liquid cargo from
• combination carrier/OOC
a service ship to another ship in order to load the receiving
• combination carrier/OBO ship at a deeper draft.
Table 1
c) to prevent a vacuum in the cargo tank vapour space, 3.3 Cargo tank overfill alarms
that exceeds the maximum design vacuum for any tank
which is connected to the vapour collecting system, 3.3.1 General
when the tank is discharged at the maximum rate; a) Each cargo tank that is connected to a vapour collection
d) not to relieve at a vacuum corresponding to a vacuum system is to be equipped with an intrinsically safe over-
in the cargo tank vapour space less than 0,0035 MPa fill alarm which alarms early enough to allow the person
below the atmospheric pressure. in charge of transfer operation to stop the transfer opera-
tion before the cargo tank overflows.
2.4.2 Pressure/vacuum safety valves b) The overfill alarm is to be identified with the legend
“OVERFILL ALARM” and have audible and visible alarm
a) Pressure/vacuum safety valves are to be fitted with
indications that can be seen and heard where the cargo
means to check that the device operates freely and does
transfer is controlled and in the deck cargo area.
not remain in the open position.
b) Pressure relief valves are to be fitted with a flame screen 3.3.2 Alarm characteristics
at their outlets, unless the valves are designed in such a The overfill alarm is:
way as to ensure a vapour discharge velocity of not less • to be independent of both the high level alarm (see
than 30 m/second. [3.2.1]) and the cargo gauging system (see [3.1]);
• to alarm in the event of loss of power to the alarm sys-
3 Instrumentation tem or failure of the electrical circuits to the tank level
sensors.
3.1 Cargo tank gauging equipment • to be able to be checked at the tank for proper operation
prior to each transfer or contain an electronic self-test-
3.1.1 Each cargo tank that is connected to a vapour collec- ing feature which monitors the condition of the alarm
tion system is to be equipped with a cargo gauging device circuits and sensors.
which:
3.4 High and low vapour pressure alarms
• provides a closed gauging arrangement which does not
require opening the tank to the atmosphere during 3.4.1 Pressure alarms
cargo transfer; Each vapour collection system is to be fitted with one or
• allows the operator to determine the liquid level in the more pressure sensing devices that sense the pressure in the
tank for the full range of liquid levels in the tank; main collection line, which:
• indicates the liquid level in the tank, at the location • have a pressure indicator located where the cargo trans-
where cargo transfer is located; fer is controlled;
• if portable, is installed on tank during the entire transfer • alarm the high pressure of not more than 90% of the
operation. lowest relief valve setting in the tank venting system;
• alarm at a low pressure of not less than 0,98 kPa for an
inerted tank, or the lowest vacuum relief valve setting in
3.2 Cargo tank high level alarms the cargo venting system for a non-inerted tank.
3.2.1 General 3.4.2 Equivalence
a) Each cargo tank that is connected to a vapour collection Pressure sensors fitted in each cargo tank are acceptable as
system is to be equipped with an intrinsically safe high equivalent to pressure sensors fitted in each main vapour
level alarm system which alarms before the tank overfill collection line.
alarm, but not lower than 95% of the tank capacity.
b) The high level alarm is to be identified with the legend 4 Instruction manual
“HIGH LEVEL ALARM” and have audible and visible
alarm indications that can be seen and heard where the 4.1 General
cargo transfer is controlled.
4.1.1
3.2.2 Alarm characteristics a) Each ship utilising a vapour emission control system is
The high level alarm is: to be provided with written operational instructions
covering the specific system installed on the ship.
• to be independent of the overfill alarm;
b) Instructions are to encompass the purpose and princi-
• to alarm in the event of loss of power to the alarm sys- ples of operation of the vapour emission control system
tem or failure of the electrical circuits to the tank level and provide an understanding of the equipment
sensors. involved and associated hazards. In addition, the
• to be able to be checked at the tank for proper operation instructions are to provide an understanding of the oper-
prior to each transfer or contain an electronic self-test- ating procedures, piping connection sequence, start-up
ing feature which monitors the condition of the alarm procedures, normal operations and emergency proce-
circuits and sensors. dures.
a) a line diagram of the tanker’s vapour collection piping 5.1.3 Pressure/vacuum valves
including the location of each valve, control device, Pressure/vacuum valves are to be tested for venting capac-
pressure-vacuum safety valve, pressure indicator, flame ity. The test is to be carried out with the flame screen
arresters and detonation arresters, if fitted; installed if contemplated in accordance with [2.4.2].
b) the maximum allowable transfer rate for each group of
cargo tanks having the same venting line, determined as 5.2 On board trials
the lowest of the following:
5.2.1 Upon completion of construction, in addition to
1) 80% of the total venting capacity of the pressure conventional sea trials, specific tests may be required at the
relief valves in the cargo tank venting systems; Society’s discretion in relation to the characteristics of the
plant fitted on board.
2) the total vacuum relieving capacity of the vacuum
relief valves in the cargo tank venting system;
6 Additional requirements for
3) the rate based on pressure drop calculations at “TRANSFER” notation
which, for a given pressure at the facility vapour
connection, or, if lightering, at the vapour connec-
tion of the service ship, the pressure in any cargo
6.1 Application
tank connected to the vapour collection system 6.1.1 These requirements are applicable to service ships.
exceeds 80% of the setting of any pressure relief
valve in the cargo tank venting system;
6.2 Equipment
c) the initial loading rate for each cargo tank, to be deter-
mined in such a way as to minimise the development of 6.2.1 Ships with inerted cargo tanks
a static electrical charge, when applicable; If the cargo tanks on a ship discharging cargo and a ship
receiving cargo are inerted, the service ship is to have
d) tables or graphs of transfer rates and corresponding means to inert the vapour transfer hose prior to transferring
vapour collection system pressure drops including the cargo vapour and an oxygen analyser with a sensor or sam-
vapour hoses, if foreseen) determined, from the most pling connection fitted within 3 m of the ship vapour con-
remote cargo tanks to the ship vapour connection, as nection which:
follow:
• activates an audible and visible alarm at a location on
1) for each cargo handled by the vapour collection sys- the service ship where cargo transfer is controlled when
tem at the a maximum transfer rate and at the lesser the oxygen content in the vapour collection system
transfer rates; exceeds 8% by volume;
• has an oxygen concentration indicator located on the
2) based on 50% cargo vapour and air mixture, and a
service ship where the cargo transfer is controlled;
vapour growth rate appropriate for the cargo being
loaded; • has a connection for injecting a span gas of known con-
centration for calibration and testing of the oxygen ana-
e) the safety valve setting at each pressure-vacuum safety lyser.
valve.
6.2.2 Ships with cargo tanks not inerted
If the cargo tanks on a ship discharging cargo are not
5 Testing and trials inerted, the vapour collection line on the service ship is to
be fitted with a detonation arrester located within 3 m of the
5.1 ship vapour connection.
Table 1
1.1.2 Compliance with these Rules does not exempt the 2.1.3 Safety equipment
Owner from the obligation of fulfilling any additional
requirements issued by the Administration of the State Where the control station is located in the cargo area, two
whose flag the ship is entitled to fly. complete sets of protective clothing in order to protect the
skin from the heat radiating from the fire are always to be
readily available together with three breathing apparatuses.
1.2 Documents to be submitted
1.2.1 The documents listed in Tab 1 are to be sent to Soci- 2.2 Remote control, indication and alarm
ety for approval. systems
The Society reserves the right to require additional plans or
information in relation to the specific characteristics of the 2.2.1 Remote control system
installations.
It is to be possible to carry out the following operations
from the control station
2 Design and construction require-
a) opening and closing of valves normally required to be
ments operated for loading, unloading and transfer of cargo
and ballast (however, the opening and closing of valves
2.1 Control station is not required for the ends of cargo loading and
unloading arrangements);
2.1.1 Location of control station
a) The control station is to be located such as to allow visi- b) starting and stopping of cargo pumps, stripping pumps
bility of the cargo tanks deck area, and in particular of and ballast pumps (alternative solutions may be consid-
the cargo loading and unloading ramps. ered in the case of pumps powered by turbines);
b) The station is preferably to be situated in the accommo- c) regulation, if foreseen, of the number of revolutions of
dation area; should this be impracticable, the control cargo pumps, stripping pumps and ballast pumps.
Table 1
2.2.2 Indication system • low delivery pressure of the hydraulic plant for the oper-
The control station is to be fitted with indicators showing: ation of pumps and valves;
• (open/closed) position of valves operated by remote • high vacuum in cargo tanks, if required by the Rules;
control; • high pressure in the cargo and ballast lines;
• state (off/on) of cargo pumps, stripping pumps and bal- • high and low temperature for cargo tanks fitted with
last pumps; heating and refrigerating systems;
• number of revolutions of cargo pumps, stripping pumps • high oxygen level, high temperature, high and low pres-
and ballast pumps where they may be operated at sure of inert gas, if foreseen;
adjustable speeds; • high level in a bilge well in cargo and ballast pump
rooms;
• delivery pressure of the hydraulic plant for the operation
of cargo pumps, stripping pumps and ballast pumps; • high concentration of explosive vapours (exceeding
30% of the lower flammable limit) in spaces where
• delivery and suction pressure of cargo pumps, stripping cargo is handled;
pumps and ballast pumps;
• high temperature of gas tight seals with oil glands for
• pressure of the ends of cargo loading and unloading runs of shafts, where these are foreseen through bulk-
arrangements; heads or decks, for the operation of cargo and ballast
• oxygen level, temperature and pressure of the inert gas, pumps.
where the operation of the inert gas system is required
or envisaged at the same time as loading/unloading; 3 Inspections and testings
• level in cargo and ballast tanks (relaxation of this
requirement may be permitted for double bottom ballast 3.1 Equipment and systems
tanks of reduced capacity and limited depth);
• temperature in cargo tanks provided with heating or 3.1.1 Equipment an systems are to be inspected and tested
refrigeration. in accordance with the applicable requirements of the
Rules relative at each piece of equipment or system used for
2.2.3 Alarm systems the centralised control.
The cargo control station is to be fitted with visual and audi-
ble alarms signalling the following: 3.2 Testing on board
• high level, and where requested very high level, in 3.2.1 Following installation on board, remote control,
cargo tanks; indication and alarm systems are to be subjected to opera-
• high pressure in cargo tanks, if required by the Rules; tional tests in the presence of the Surveyor.
2.1.3 Draught TA a) after a steady approach with zero yaw rate, the rudder is
put over 10° to starboard/port (first execute);
The draught TA is the draught at the aft perpendicular.
b) when the heading has changed to 10° off the original
2.1.4 Draught TF heading, the rudder is reversed to 10° to port/starboard
The draught TF is the draught at the forward perpendicular. (second execute);
c) after the rudder has been turned to port/starboard, the 3.3 Criteria for manoeuvrability evaluation
ship will continue turning in the original direction with
decreasing turning rate. In response to the rudder, the 3.3.1 Turning ability
ship is then to turn to port/starboard. When the ship has The advance is not to exceed 4,5 ship lengths (L) and the
reached a heading of 10° to port/starboard of the origi- tactical diameter is not to exceed 5 ship lengths in the turn-
nal course, the rudder is again reversed to 10° to star- ing circle manoeuvre.
board/port (third execute).
3.3.2 Initial turning ability
2.2.7 First overshoot angle With the application of 10° rudder angle to port/starboard,
the ship is not to have travelled more than 2,5 ship lengths
The first overshoot angle is the additional heading deviation by the time the heading has changed by 10° from the origi-
experienced in the zig-zag test following the second exe- nal heading.
cute.
3.3.3 Yaw checking and course keeping
2.2.8 Second overshoot angle ability (1/7/2009)
The second overshoot angle is the additional heading devia- a) The value of the first overshoot angle in the 10°° zig-zag
tion experienced in the zig-zag test following the third exe- test is not to exceed:
cute 1) 10°, if L/V is less than 10 seconds;
2) 20°, if L/V is 30 seconds or more; and
2.2.9 20°/20° zig-zag test
3) (5 + 1/2 (L/V)) degrees, if L/V is 10 seconds or more,
20°/20° zig-zag test is performed using the same procedure but less than 30seconds.
given in [2.2.6] above using 20° rudder angle and 20° where L and V are expressed in m and m/second respec-
change of heading, instead of 10° rudder angles and 10° tively.
change of heading, respectively.
b) The value of the second overshoot angle in the 10°/10°
zig-zag test is not to exceed:
2.2.10 Full astern stopping test
1) 25°, if L/V is less than 10 seconds;
Full astern stopping test determines the track reach of ship
from the time an order for full astern is given until the ship 2) 40°, if L/V is 30 seconds or more; and
stops in water. 3) (17,5 + 0,75 (L/V)) degrees, if L/V is 10 seconds or
more, but less than 30 seconds.
2.2.11 Track reach c) The value of the first overshoot angle in the 20°/20° zig-
Track reach is the distance along the path described by the zag test is not to exceed 25°.
midship point of a ship measured from the position at
3.3.4 Stopping ability (1/7/2009)
which an order for full astern is given to the position at
The track reach in the full astern stopping test is not to
which the ship stops in the water.
exceed 15 ship lengths. However, this value may be
increased after judgement of the Society for large ships, but
3 Requirements in no case is it to exceed 20 ship lengths.
c) full load (summer load line draught), even keel condi- 4.2.1 Where standard manoeuvres indicate dynamic insta-
tion bility the Society may require additional tests to be con-
ducted to define the degree of instability, such as spiral tests
d) steady approach at test speed. or the pull out manoeuvre.
In order to assess the behaviour of the ship after damage, The procedure to be followed, as well as the list of technical
the requirements contained in Chapter II-1 of Solas'74 as details to be sent in order to obtain loading instrument
amended are to be complied with if not otherwise stated in approval, are given in Pt B, Ch 11, Sec 2, [4.8].
item [3], depending on the ship type and taking into
account the exceptions as per the footnote to Regulation 4 2.1.3 Damage control documentation (1/7/2010)
of the above-mentioned Chapter II-1. Ships not subject to
Chapter II-1 of Solas'74 as amended will be considered on The damage control documentation is to include a damage
a case by case basis with the exception of ships indicated in control plan which is intended to provide ship's officers
item [4] for which specific requirements are given therein. with clear information on the ship's watertight compart-
ments and equipment related to maintaining the boundaries
and effectiveness of the watertight compartments so that, in
2.1.2 Damage stability calculations (1/7/2010) the event of damage causing flooding, proper precautions
The damage stability calculations are to include: can be taken to prevent progressive flooding through open-
ings therein and effective action can be taken quickly to
• list of the characteristics (volume, centre of gravity, per- mitigate and, where possible, recover the ship's loss of sta-
meability) of each compartment which can be damaged bility.
The damage control documentation is to be clear and easy Internal openings fitted with semi-watertight means
to understand. It is not to include information which is not of closure are able to sustain a constant head of
directly relevant to damage control, and is to be provided in water corresponding to the immersion relevant to
the language or languages of the ship's officers. If the lan- the highest waterline after damage at the equilib-
guages used in the preparation of the documentation are rium of the intermediate stages of flooding.
not English or French, a translation into one of these lan- Semi-watertight openings may lead to progressive
guages is to be included. flooding if they are located below the final equilib-
The use of a loading instrument performing damage stability rium waterline after damage.
calculations may be accepted as a supplement to the dam- • Watertight
age control documentation. This instrument is to be
approved by the Society according to the requirements of Internal openings fitted with watertight means of
Pt B, Ch 11, Sec 2, [4.8]. closure are able to sustain a constant head of water
corresponding to the distance between the lowest
The damage control plan is required for the following ships: edge of this opening and the bulkhead/freeboard
• Ships carrying passengers deck.
• Dry cargo ships corresponding to: Air pipe closing devices complying with Pt C, Ch 1,
- Part E, Chapter 1 Sec 10, [9.1.6] may not be considered watertight,
- Part E, Chapter 2 unless additional arrangements are fitted in order to
demonstrate that such closing devices are effectively
- Part E, Chapter 3
watertight.
- Part E, Chapter 4
The pressure/vacuum valves (PV valves) currently
- Part E, Chapter 5 installed on tankers do not theoretically provide
- Part E, Chapter 6 complete watertightness.
- Part E, Chapter 18 Manhole covers may be considered watertight pro-
Note 1: Dry cargo ship is intended to mean a cargo ship which has vided the cover is fitted with bolts located such that
not been designed to carry liquid cargo in bulk; furthermore, the distance between their axes is less than five
the following ship types are not to be considered as dry cargo times the bolt’s diameter.
ships:
Access hatch covers leading to tanks may be consid-
• tugs, as defined in Part E, Chapter 14
ered watertight.
• supply vessels, as defined in Part E, Chapter 15
Watertight openings do not lead to progressive
• fire-fighting ships, as defined in Part E, Chapter 16
flooding.
• oil recovery ships, as defined in Part E, Chapter 17.
c) Pipes
2.1.4 Progressive flooding (1/10/2005) Progressive flooding through pipes may occur when:
a) Definition • the pipes and connected valves are located within
Progressive flooding is the additional flooding of spaces the assumed damage, and no valves are fitted out-
which were not previously assumed to be damaged. side the damage
Such additional flooding may occur through openings • the pipes, even if located outside the damage, satisfy
or pipes as indicated in b) and c). all of the following conditions:
b) Openings - the pipe connects a damaged space to one or
The openings may be listed in the following categories, more spaces located outside the damage,
depending on their means of closure:
- the highest vertical position of the pipe is below
• Unprotected the waterline, and
Unprotected openings may lead to progressive - no valves are fitted.
flooding if they are situated within the range of the
positive righting lever curve or if they are located The possibility of progressive flooding through ballast
below the waterline after damage (at any stage of piping passing through the assumed extent of damage,
flooding). Unprotected openings are openings where positive action valves are not fitted to the ballast
which are not fitted with at least weathertight means system at the open ends of the pipes in the tanks served,
of closure. is to be considered. Where remote control systems are
fitted to ballast valves and these controls pass through
• Weathertight the assumed extent of damage, then the effect of dam-
Openings fitted with weathertight means of closure age to the system is to be considered to ensure that the
are not able to sustain a constant head of water, but valves would remain closed in that event.
they can be intermittently immersed within the posi-
If pipes, ducts or tunnels are situated within assumed
tive range of stability.
flooded compartments, arrangements are to be made to
Weathertight openings may lead to progressive ensure that progressive flooding cannot thereby extend
flooding if they are located below the waterline after to compartments other than those assumed flooded.
damage (at any stage of flooding). However, the Society may permit minor progressive
• Semi-watertight flooding if it is demonstrated that the additional flooding
of those compartments cannot lead to the capsizing or it is to be assumed that the unit is in the worst antici-
the sinking of the ship. pated service condition as regards stability and is float-
Requirements relative to the prevention of progressive ing free of mooring restraints.
flooding are specified in Pt C, Ch 1, Sec 10, [5.5]. d) The ability to reduce angles of inclination by pumping
out or ballasting compartments or application of moor-
3 Additional requirements applicable ing forces, etc., is not to be considered as justifying any
relaxation of the requirements.
to specific type of ships
e) For the purpose of stability calculations, tanks whose
vents or overflows terminate on open decks or in loca-
3.1 Bulk carriers
tions assumed flooded, or in any event not above the
3.1.1 General (1/7/2010) final calculated water line in damaged conditions, are to
Bulk carriers are to comply with the requirements in [2.1.1]. be considered flooded. Where the tanks are considered
flooded, the locations where their vents and/or over-
3.1.2 Additional requirements for single side skin flows terminate are also to be assumed flooded.
bulk carriers equal to or greater than 150 m in f) Alternative subdivision and damage stability criteria
length (1/7/2010) may be considered for approval by the Society provided
The requirements specified in Chapter XII of Solas'74 as an equivalent level of safety is maintained. In determin-
amended apply. ing the acceptability of such criteria, the Society may
consider at least the following and take into account:
3.2 Alternative requirements to those given 1) extent of damage as set out in item [4.2.2];
in this Section
2) the provision of an adequate margin against capsiz-
3.2.1 (1/7/2010) ing.
Taking into account the ship dimensions, service and navi-
gation, alternative requirements to those given in this Sec- 4.2.2 Extent of damage (1/7/2014)
tion may be accepted by the Society on a case-by-case basis a) In assessing the damage stability, the following extent of
damage is to be assumed to occur between effective
4 Specific damage stability require- watertight bulkheads:
ments for ships not subject to the • horizontal penetration: 1,5 m; and
SOLAS Convention • vertical extent: from the base line upwards without
limit.
of progressive flooding through the system to other heeling moment curves in any intact or damaged
spaces, in the event of damage. condition, are to be fitted with a suitable watertight
3) The number of openings in watertight subdivisions is closing appliance, such as closely spaced bolted
to be kept to a minimum compatible with the design covers.
and proper working of the unit. Where penetrations In any case, the lower edges of air pipes (regardless
of watertight decks and bulkheads are necessary for of closing appliances), ventilators, ventilation
access, piping, ventilation, electrical cables, etc., intakes and outlets, non-watertight hatches and
arrangements are to be made to maintain the water- weathertight doorways are not to be submerged.
tight integrity of the enclosed compartments. Openings which may be submerged include man-
4) Where valves are provided at watertight boundaries holes fitted with closed bolted covers, small hatches
to maintain watertight integrity, these valves are to (see Note 1) and sidescuttles of the opening type.
be capable of being operated from a weather deck, Note 1: Small hatches, which may be submerged in the event of
or a deck which is above the final waterline after damage, are those which are normally used for access by
flooding. personnel. Such openings are to be closed by approved
quick-acting watertight covers of steel or equivalent mate-
Valve position indicators are to be provided at the rial. An alarm system (e.g. light signal) is to be arranged
remote control position. showing personnel both locally and at a central position
b) Tank boundaries (e.g. central control ballast station) whether the hatch cov-
ers in question are open or closed. In addition, a notice to
Tanks for fresh water or fuel oil, or any other tanks
the effect that the closing appliance is to be closed while
which are not intended to be kept entirely filled in serv-
the unit is afloat and is only to be used temporarily is to be
ice, are to have divisions or deep swashes as may be fitted locally. Such openings are not to be regarded as
required to minimize the dynamic stress on the struc- emergency means of escape.
ture.
3) Where flooding of chain lockers or other buoyant
The arrangement of all tanks, together with their volumes may occur, the openings to these spaces
intended service and the height of the overflow pipes, is are to be considered as downflooding points.
to be clearly indicated on the plans submitted for
b) General requirements related to weathertight integrity
approval.
External openings fitted with appliances to ensure
4.2.4 Closing appliances (1/7/2014) weathertight integrity, which are used during the opera-
a) General requirements related to watertight integrity tion of the unit while afloat are not to be submerged
when the unit is inclined to an angle necessary to com-
1) The means to ensure the watertight integrity of inter-
ply with the requirements of intact and damage stability.
nal openings are to comply with the following:
• Doors which are not normally closed are to be 4.2.5 Freeboard (1/7/2014)
remotely controlled from a manned control sta- a) The minimum freeboard is to be determined on the
tion and are also to be operable locally from basis of meeting the applicable intact stability, damage
each side. stability and structural requirements. The freeboard is
• Open/shut indicators are to be provided at a not to be less than that computed from the Convention
manned control station. Any other doors are to where applicable.
be normally kept closed under the Master's b) The requirements of the 1966 Load Line Convention
responsibility. with respect to weathertightness and watertightness of
2) All downflooding openings, the lower edge of which decks, superstructures, deckhouses, doors, hatchway
is submerged when the unit is inclined to the first covers, other openings, ventilators, air pipes, scuppers,
intercept between the righting moment and wind inlets and discharges, etc., are to be applied.
Table 1 : Main work phases and survey activities for the assignment of the notation COAT-WBT
1.2 Definitions tact between the substrate and a metal easier to be cor-
roded, i.e. zinc, magnesium, which in this case is
1.2.1 (1/7/2006)
sacrificed to preserve the less noble metal such as steel;
For the purpose of this Section the following definitions
apply: c) Curing: is a complex of chemical phenomena which
a) Ballast spaces: are spaces that can be used for storing cause the polymerisation of the binder of the paint with
ballast water. They normally include, but are not limited formation of a three-dimensional molecular structure
to, ballast tanks as defined in Resolution A.798(19) and insoluble in the original solvents of the binder;
Resolution A.744(18) and tanks which, according to the
ship's loading manual, can be used for both cargo and d) Curing time: is the time required by a coating to reach
its complete properties and mechanical characteristic;
ballast;
b) Cathodic protection: is a technique to prevent corrosion e) Dew point: is the temperature at which air is saturated
of a metal surface by making an electrochemical con- with moisture;
f) Dust: is loose particle matter present on a surface pre- evidence of these inspections is to be reported and be
pared for painting arising from blast-cleaning or other included in the Coating Technical File (see [2.2]).
surface preparation processes, or resulting from the 2.1.3 (1/7/2006)
action of the environment;
The following aspects are to be taken into account for
g) Edge grinding: is the treatment of edges before second- achieving the required coating performance:
ary surface preparation;
a) it is essential that the agreed technical specifications,
h) Hard coating: is a coating that chemically converts dur- procedures and various different steps in the coating
ing its curing process or a non-convertible air drying application process (including but not limited to surface
coating which may be used for maintenance purposes. preparation) are strictly followed by the shipbuilder, in
It can be either inorganic or organic; order to prevent premature decay and/or deterioration
i) NDFT: is the nominal dry film thickness of coating. of the coating system;
90/10 practice means that 90% of all thickness meas- b) the effectiveness of these Rule requirements can be
urements are to be greater than or equal to NDFT and improved by adopting measures at the ship design stage
none of the remaining 10% measurements is to be such as reducing scallops, using rolled profiles, avoiding
below 0,9 x NDFT; complex geometric configurations and ensuring that the
j) Primer coat: is the first coating applied in the shipyard structural configuration permits easy access for tools
(to differentiate it from shop primer); and to facilitate cleaning, drainage and drying of the
space to be coated;
k) Shop primer: is the prefabrication primer coating
applied to steel plates and profiles in thin film, often in c) these Rule requirements are based on experience from
an automatic painting shop; Manufacturers, shipyards and ship operators and are not
intended to exclude suitable alternative systems or inno-
l) Solvent: is a volatile liquid capable of completely dis- vative approaches that might be developed and applied
solving a given binder; in the future, provided that they demonstrate a level of
m) Stripe coating: is an application, normally by brush or performance at least equivalent to that specified in this
roller, of one or more coating layers on locations where Section. Acceptance criteria for alternative systems are
it is not easy to achieve the final total dry film coating given in [2.8].
thickness with the simple spray application; 2.1.4 (1/7/2006)
n) Target useful life: is the target value, in years, of the The class notation COAT-WBT is not intended to be and
durability for which the coating system is designed. It is shall not amount to a warranty of good performance of the
noted that the design of a coating system includes crite- coating nor does it replace the contractor warranty granted
ria for selection of the coating and for its proper applica- by the shipyard and/or paint Manufacturer or Supplier.
tion;
o) Technical Data Sheet: is the paint Manufacturer's Prod- 2.2 Coating Technical File
uct Data Sheet, which contains detailed technical 2.2.1 (1/7/2006)
instructions and information relevant to the coating and
Specification of the coating system applied to the seawater
its application;
ballast tanks, records of the shipyard's and Owner's coating
p) Thinner: is a volatile liquid that does not necessarily dis- work, and detailed criteria for coating selection, job specifi-
solve the binder, but which is capable of reducing the cations, inspection, maintenance and repair are to be docu-
viscosity of the binder solution (vehicle), for example by mented in the Coating Technical File, which is to be
reducing the viscosity of a paint spraying consistency. reviewed by the Society.
2.2.2 (1/7/2006)
2 Coating selection and specification The Coating Technical File is to contain at least the follow-
ing items relating to this standard and is to be delivered by
2.1 General Principles the shipyard at new ship construction stage:
2.1.1 (1/7/2006) a) copy of Statement of Compliance or Type Approval Cer-
The ability of the coating system to reach its target useful tificate;
life depends on the selected type of coating system, steel b) copy of Technical Data Sheet, including:
preparation, application and coating inspection and main- • product name and identification mark and/or
tenance. All these aspects contribute to the good perform- number;
ance of the coating system.
• materials, components and composition of the coat-
2.1.2 (1/7/2006) ing system, colours;
Inspections of surface preparation and coating processes • minimum and maximum dry film thickness;
are to be agreed upon between the Owner, the shipyard and
• application methods, tools and/or machines;
the coating Manufacturer and submitted to the Society for
review, prior to the commencement of the shipbuilding • condition of surface to be coated (de-rusting grade,
process, in order to check that they contain at least the cleanness, profile, etc.); and
information shown in Tab 7 and that it complies with the • environmental limitations (temperature and humid-
basic coating system requirements shown in Tab 2. Clear ity);
Method:
Coat no. System Batch no. Date Air temp. Surface temp. RH% Dew point DFT meas. (1)
(1) Measured minimum and maximum WFT (Wet Film Thickness) and DFT readings to be attached to Daily Log.
COMMENTS:
Action taken:
Figure 1 (1/7/2006)
Note: Arrows of diagram indicate critical areas and are to be understood to mean indication for both sides.
Table 7 : Documentation to be included in the "Coating Selection, Application and Maintenance Scheme"
1. GENERAL
1.1 Evidence of explicit agreement between Owner, shipyard and paint Manufacturer on the scheme and its contents
1.2 Manufacturer's evidence of product quality and ability to meet the agreed coating requirements
1.3 Evidence of shipyard's and /or its subcontractor's experience in coating application
2. TANKS TO BE COATED
2.1 List of seawater ballast tanks to be coated identifying the coating system for each tank, including colour
2.2 Identification of tanks whose surfaces to be coated are underneath sun-heated decks or are part of bulkheads forming bounda-
ries of heated cargo or heated bunker spaces
2.3 Identification of tanks where a cathodic protection system is foreseen in addition to a coating system
3. COATING SELECTION
3.1. Paint Manufacturer's technical product data sheet for each product (hard coating or equivalent)
3.2 Paint Manufacturer's documentation of satisfactory service performance
3.3 Paint Manufacturer's data on laboratory tests carried out, and related standard adopted, to verify the suitability for the intended product
3.4 Paint Manufacturer declaration that the coating is able to withstand repeated heating (for tanks listed under 2.2 above)
3.5 Paint Manufacturer's declaration of coating compatibility with the cathodic protection system (for tanks listed under 2.3 above)
4. COATING APPLICATION
4.1 Surface preparation procedures and standards, selected in accordance with paint Manufacturer's recommendations and includ-
ing inspection points and methods
4.2 Procedures for coating application, including inspection points and methods
4.3 Range of humidity, surface temperature and ventilation conditions during and after coating application
4.4 Number of coats and minimum/maximum limits in dry film thickness (DFT) of each coat; DFT measuring method
4.5 Over-coating time at different temperatures
4.6 Criteria agreed upon for inspection and acceptance of surface preparation and coating application. Agreed format for the
inspection reports
4.7 Paint Manufacturer's Material Safety Data Sheet (MSDS) for each selected product.
4.8 Owner's, paint Manufacturer's and shipyard's explicit agreement to take all safety precautions to reduce health and other safety risks
5. MAINTENANCE OF THE COATING SYSTEM
5.1 Maintenance scheme for the coating system
5.2 Indications on replacement of the sacrificial anodes and the inspection of coating around anodes (only when the coating is sup-
plemented with cathodic protection)
3.1 Review of the scheme for selection and b) burrs and sharp edges are to be rounded off, in accord-
ance with the basic coating system requirements (e.g.
application of coating system
three pass edge grinding of sharp edges) and any steel
3.1.1 (1/7/2006) defects removed as listed in Tab 2;
The selection of a coating system on water ballast tanks is to c) hollow components which are not accessible are to be
take into consideration several factors affecting corrosion of sealed off completely and permanently, e.g. by welding
steel structures, including frequency of ballasting/deballast- them closed and leaving them filled with inert material
ing, partial or complete filling, temperature of cargo in adja- (plastic foam or similar);
cent cargo tanks, etc. All these factors, separately or in d) if a cathodic protection system is installed, the number
combination, can considerably affect the effectiveness of and position of sacrificial anodes are to be consistent
the corrosion protection system during ship life. with the specifications in the agreed scheme for coating
3.1.2 (1/7/2006) selection, application and maintenance;
The coating selection is to take into account that: e) the structural configuration of internal spaces is to be
such as to permit easy access with tools for cleaning,
a) epoxy (or other equivalent hard coating) is only to be drainage, ventilation and drying of the tanks necessary
used for ballast tanks of new buildings; for coating inspection and repair during the ship life.
b) multi-coat layers of contrasting colour are recom-
mended (the top coat layer is to be of a light colour in 3.3 Type approval of shop primer
order to facilitate in-service inspection).
3.3.1 (1/7/2006)
3.1.3 (1/7/2006) Shop primers applied to steel plates and profiles are to be
To comply with the requirements of this Section, the follow- approved by the Society or another recognised organisa-
ing aspects are to be taken into due account: tion, in accordance with the requirements in Pt D, Ch 5,
Sec 3.
a) the contractual coating specifications and the proce-
3.3.2 (1/7/2006)
dures and related working steps for its application as
well as the paint Manufacturer's recommendations are The shipyard is to provide the Society with information con-
to be agreed between the shipyard and Owner taking firming that all parameters of shop primer application are
account of the reference standard and any changes consistent with the paint Manufacturer's recommendations.
thereto coming from the construction procedures and
standards of the shipyard. The above-mentioned aspects 3.4 Inspection and testing
will be dealt with during a pre-job meeting, to which
the Society is to be invited as an observer; 3.4.1 (1/7/2006)
b) the coating specifications are to be made known to all The shipyard is to provide the Society with daily reports
containing the results of the inspections carried out by rep-
Interested Parties, including the Society;
resentatives of the shipyard, Owner and paint Manufacturer
c) all work is to be performed by skilled operators in a safe during surface preparation and coating application.
and workmanlike manner, in accordance with the
3.4.2 (1/7/2006)
agreed specifications;
At any time during construction the attending Surveyor is to
d) the coating inspections during the ship's construction be allowed to take samples of the coating material used for
are to be performed by qualified coating inspectors, coating the ballast tanks, which may be analysed for verify-
who are to verify that the reference standard agreed ing conformity with agreed coating specifications.
between shipyard and Owner is complied with;
e) coating damage, if any, during ship construction is to be 3.5 Surface preparation survey
properly repaired in order to avoid premature decay and
deterioration of the coating system.
3.5.1 (1/7/2006)
At any time during construction the attending Surveyor is to
be allowed to carry out an inspection of surface preparation
3.2 Plan review (e.g. blasting and grinding profiles) in order to verify on the
3.2.1 (1/7/2006) spot compliance with the requirements given in Tab 2.
The Shipbuilder is to provide the Society with additional This survey may be carried out by the attending Surveyor
drawings of the internal water ballast tank structures show- concurrently with the inspection carried out by the ship-
ing compliance with the following aspects: yard, Owner or paint Manufacturer Inspectors, or with the
survey carried out on the fabricated blocks to check their
a) internal structures, stiffeners and piping are to be correspondence to the approved plans, or on any other
designed to avoid, as far as possible, any entrapped appropriate occasion.
3.6 Coating application survey ing work. Any damage found to the coating is to be repaired
in accordance with the technical coating specifications and
3.6.1 (1/7/2006)
paint Manufacturer's recommendations.
After the completion of coating application in a compart-
ment and before staging has been removed, the attending 3.6.3 (1/7/2006)
Surveyor is to be allowed to carry out spot checks of the After the repairs have been completed, a final space inspec-
coating application (e.g. after spray and stripe coats) to ver- tion is to be carried out for acceptance. If the result is satis-
ify on the spot that it complies with the requirements given factory, the space is to be closed immediately afterwards.
in Tab 2.
This survey may be carried out by the attending Surveyor 3.7 Final inspection after sea trials
concurrently with the inspection carried out by the ship- 3.7.1 (1/7/2006)
yard, Owner or paint Manufacturer Inspectors, or with the The attending Surveyor is to be allowed to carry out a final
survey carried out on the assembled blocks to check their inspection of the ballast tanks emptied after sea trials.
correspondence to the approved plans, or on any other Should any damage to coating be found, appropriate repairs
appropriate occasion. are to be performed in accordance with the technical coat-
3.6.2 (1/7/2006) ing specifications and paint Manufacturer's recommenda-
After the staging has been removed, the attending Surveyor tions before the ship is delivered. This survey may be
is to be allowed to carry out a visual inspection to check concurrent with the final acceptance inspection carried out
that there is no damage caused by mechanical and/or weld- by shipyard, Owner and paint Manufacturer's Inspectors.
Accommodation
and recreational Standard
facilities
General Insulation 6(a) minimum permitted headroom: 203 cm
6(b) the accommodation is to be adequately insulated
6(c) in ships other than passenger ships, sleeping rooms are, in general. to be situated above the load line
amidships or aft
6(d) in passenger ships, , on condition that satisfactory arrangements are provided for ventilation and lighting,
the competent authority may permit the location of sleeping rooms below the load line
6(e) there are to be no direct openings into sleeping rooms from cargo and machinery spaces or from galleys,
storerooms, drying rooms or communal sanitary areas; that part of a bulkhead separating such places from
sleeping rooms and external bulkheads is to be efficiently constructed of steel or other approved substance
and to be watertight and gas-tight
Ventilation and 7(a) sleeping rooms and mess rooms are to be adequately ventilated
heating 7(b) except for those regularly engaged in temperate climates, ships are to be equipped with air conditioning
for seafarer accommodation, for any separate radio room and for any centralised machinery control room
7(c) all sanitary spaces are to have ventilation to the open air, independently of any other part of the accom-
modation
7(d) an appropriate heating system is to be provided, except in ships engaged exclusively on voyages in tropi-
cal climates
Accommodation
and recreational Standard
facilities
Lighting 8) Sleeping rooms and mess rooms are to be lit by natural light and provided with adequate artificial light
Sleeping rooms 9(a) In ships other than passenger ships, an individual sleeping room is to be provided for each seafarer
(exemptions may be granted for ships of less than 3000 gt or special purpose ships)
9(b) separate sleeping rooms are to be provided for men and women
9(d) a separate berth is to be provided for each seafarer in all circumstances
9(e) berth's minimum inside dimensions: 198 cm by 80 cm
9(f) floor area of single berth seafarers' sleeping rooms (reduced areas may be permitted in special circum-
stances):
• 4,5 m2 (gt<3000)
• 5,5 m2 (3000<gt<10000)
• 7 m2 (gt>10000)
9(k) floor area of sleeping room in ships other than passenger ships and special purpose ships for seafarers
who perform the duty of ship officers:
• 7,5 m2 per person (gt<3000)
• 8,5 m2 per person (3000<gt<10000)
• 10 m2 per person (gt>10000)
9(i) floor area of sleeping rooms in passenger ships and special purpose ships for seafarers not performing the
duty of ship officers:
• 7,5 m2 rooms accommodating 2 persons
• 11,5 m2 rooms accommodating 3 persons
• 14,5 m2 rooms accommodating 4 persons
9(l) floor area of sleeping rooms in passenger ships and special purpose ships for seafarers performing the duty
of ship officers:
• 7,5 m2 per person for junior officers (operational level)
• 8,5 m2 per person for senior officers (management level)
9(n) for each occupant, the furniture is to include a clothes locker (minimum 475 litres) and a drawer (mini-
mum 56 litres)
9(o) each sleeping room is to be provided with a table or desk
Mess rooms 10(a) located apart from sleeping rooms and as close as practicable to the galley (exemptions may be granted
for ships of less than 3000 gt)
Sanitary facilities 11(a) separate for men and for women
11(b) easy access from the navigating bridge and the machinery space or near the engine room control centre
(exemptions may be granted for ships of less than 3000 gt)
11(c) a minimum of one toilet, one washbasin and one tub or shower or both for every six persons who do not
have personal facilities
11(d) with the exception of passenger ships, one washbasin with hot and cold fresh running water in each
sleeping room
11(e) hot and cold fresh running water in all wash places
11(f) special arrangements and/or reductions may be granted for passenger ships normally engaged on voyages
of not more than 4 hours
Hospital 12) Ships carrying 15 or more seafarers and engaged on a voyage of more than three days' duration are to pro-
vide separate hospital accommodation to be used exclusively for medical purposes
Laundry facilities 13) Appropriately situated laundry facilities are to be provided
Open space 14) All ships are to have a space or spaces on open deck to which the seafarers can have access when off duty,
which are of adequate area having regard to the size of the ship and the number of seafarers on board
Office(s) 15) All ships are to be provided with separate offices or a common ship's office for use by deck and engine
departments (exemptions may be granted to ships of less than 3000 gt)
Recreational 16) Ship regularly trading in mosquito-infested ports are be fitted with appropriate devices
facilities 17) Appropriate seafarers' recreational facilities, amenities and services, as adapted to meet the special needs
of seafarers who must live and work on ships, are to be provided on board for the benefit of all seafarers.
1 General where:
θc : Heeling angle of equilibrium, corresponding to
1.1 Applications the first intersection between heeling and right-
1.1.1 (1/7/2009) ing arms (see Fig 1)
This Section provides the criteria for the assignment of the GZC, GZMAX : Defined in Fig 1
additional class notation DIVINGSUPPORT in accordance
with Pt A, Ch 1, Sec 2, [6.14.17], to ships equipped with a A1 : Area, in m·rad, contained between the righting
diving system certified by the Society according to the lever and the heeling arm curves, measured
"Rules for the classification of underwater units" (or certified from the heeling angle θc to the heeling angle
by another QSCS Classification Society, see Pt A, Ch 1, equal to the lesser of:
Sec 1, [1.2.1]) and complying with the requirements of this
• heeling angle θR of loss of stability, corre-
Section.
sponding to the second intersection
The diving system is intended as the whole system and between heeling and righting arms (see Fig
equipment as indicated in Pt E, Ch 2, Sec 3 of the "Rules for 1)
the classification of underwater units".
The additional class notation covers the following issues: • heeling angle θF, corresponding to flooding
of unprotected openings as defined in
a) the ship's ability to maintain its position during diving
Sec 11, [2.1.4] (see Fig 1)
operations,
b) the ship's stability during handling of diving equipment ATOT : Total area, in m rad, below the righting lever
(such as lowering of diving bells into the sea), curve.
c) the hull structural arrangements related to the diving In the above formula, the heeling arm, corresponding to
system, such as moonpool (launching and recovery well equipment lifting, is to be obtained, in m, from the follow-
for bell) and lifting appliances, ing formula:
d) the electrical system to support the diving operations.
b = (Pd - Zz) / Δ
1.4 Stability criteria The residual freeboard of the ship during lifting operations
in the most unfavourable stability condition is to be not less
1.4.1 Intact stability criteria during lifting of diving than 0,30 m. However, the heeling of the unit is not to pro-
equipment (1/10/2008) duce in the lifting devices higher loads than those envis-
The following intact stability criteria are to be complied aged by the Manufacturer, generally expected to be 5° in
with: the boom plane and 2° transversally in the case of a crane.
• θc ≤ 15°
The vertical position of the centre of gravity of diving equip-
• GZC ≤ 0,6 GZMAX ment is to be assumed in correspondence with the suspen-
• A1 > 0,4 ATOT sion point.
d
GZ MAX
P
A1 Z
b GZc b·cos θ
θC θF θR heeling angles
1.7.3 Main source and emergency source When the main power to the diving system is supplied via a
(1/10/2008) distribution board, this board is to be supplied by two sepa-
The main source is to be capable of maintaining the essen- rate feeders from different sections of the main switchboard.
tial services mentioned above for the period required to When the emergency power to the diving system is sup-
safely terminate the diving operation, including time for plied by the ship, the supply is to be from the ship's emer-
decompression of the divers. gency switchboard.
The electrical installations essential to the safe completion 1.7.5 Installation (1/10/2008)
of the mission are to be supplied from both main and emer-
Tensile loads are not to be applied to electrical cables or
gency sources of electrical power.
wiring.
The emergency source of electrical power is to be capable
of supplying all connected loads and in particular the emer- 1.7.6 Communication systems (1/10/2008)
gency users mentioned above, for the duration specified A communication system is to be arranged for direct two-
hereafter: way communication between the ship's control position
and the following as applicable:
a) all services supporting divers in the water, for at least 20
• diver in water,
minutes (minimum time required to ensure that the
divers are safely recovered in the bell or brought to the • bell
surface), • chamber (each compartment)
b) all services supporting divers in a bell, for at least 24 • diving system
hours (minimum time required to ensure that the divers • diving system handling position and emergency control
are safely recovered in the decompression chambers or station
brought to the surface), • dynamic positioning room, navigation bridge.
c) all services supporting divers in the decompression An emergency means of communication between the con-
chambers, at least for the required life-support time, trol position and the diving system is to be available.
unless the diving system is provided with an emergency For diving bells, this may be a self-contained, through water
source complying with the above. communication system.
For diving bells, this may be a self-contained, through water
1.7.4 Distribution systems (1/10/2008) communication system.
Only insulated (IT) electrical distribution systems are per- When means (e.g. TV) are arranged for visual observation of
mitted to supply a diving system. Being insulated, they are the divers in the bells and in the chamber compartments (or
to be provided with a device capable of automatic insula- in general the persons in the diving system), a suitable con-
tion monitoring and, in the case of insulation failure, actuat- nection to the relevant ship's control position is to be pro-
ing switch-off and giving an alarm. vided.
Alarm only may be used if a sudden switch-off of the equip- Means are to be available in the ship's control position to
ment may cause danger to the divers. record communications with the diving system.
Systems using double insulated apparatus or earth fault cir- 1.7.7 Instrumentation (1/10/2008)
cuit-breakers will be considered on a case-by-case basis.
Indication and operation of all essential life support condi-
It is to be possible to disconnect power from each chamber tions to and from the diving system are to be arranged at the
or bell separately. appropriate control position.
2.6.3 (1/7/2009)
2.5 Location
The maximum number of generators or transformers may be
2.5.1 (1/7/2009) evaluated without taking into consideration short-term par-
HV equipment is to be located in access controlled spaces. allel operation for load transfer, provided that suitable inter-
2.5.2 (1/7/2009) locks are foreseen.
In addition, at least the following matters are to be consid-
ered when ship shore equipment location is evaluated: 2.7 Emergency shutdown and emergency
• the safe and efficient operation of the ship's bunkering,
stop
cargo and mooring systems 2.7.1 (1/7/2009)
• interference with other ships' operations Emergency shutdown system is to be provided to open
• flow on the pier and to maintain open fire (or other instantaneously all shore connection circuit-breakers, when
emergency) lanes activated.
• need for physical safeguards to prevent injuries (e.g. 2.7.2 (1/7/2009)
personnel falling from the shore or the ship because of The high voltage power connections are to be automatically
HVSC system operations) earthed (so that they are safe to touch) or be routed and
• all tidal conditions located such that personnel are prevented from access to
live connection cables and live connection points by barri-
• presence of hazardous areas.
ers and/or adequate distance(s) under normal operational
conditions.
2.6 Short-circuit calculation and electrical
load analysis 2.7.3 (1/7/2009)
If connection equipment may move into a potentially haz-
2.6.1 (1/7/2009)
ardous area, only the first of the two above-mentioned alter-
In calculating the maximum prospective short-circuit cur- natives is to be implemented.
rent, the source of current is to include the maximum
number of generators which can be simultaneously con- 2.7.4 (1/7/2009)
nected (as far as permitted by any interlocking arrange- Where earthing of shore equipment by ship equipment
ments), the shore supply contribution and the maximum would not be permitted by the responsible shore authori-
number of motors which are normally simultaneously con- ties, alternative proposals for personnel protection and con-
nected in the system. nection cable discharge may be considered.
• activation of protection relays provided to detect faults • a voltmeter, all three phases,
on the HV connection cable or connectors and • short-circuit devices: tripping and alarm,
• disengaging of power plugs from socket-outlets while • overcurrent devices: tripping and alarm,
HV connections are live.
• earth fault indicator: alarm
2.7.6 (1/7/2009) • unbalanced protection for systems with more than one
Emergency stops, to manually activate the emergency shut- inlet,
down system, are to be provided at least at the: • battery backup adequate for at least 30 min. operation
• ship's manned station during HVSC system operation, of all auxiliary circuits,
• active cable management system control locations; and 3.2.2 (1/7/2009)
• shore and ship circuit-breaker locations. Alarms and indications are to be provided at the ship's
manned station during HVSC system operation and at any
Additional manual activation may also be provided at other other appropriate location for safe and effective operation.
locations.
3.2.3 (1/7/2009)
2.7.7 (1/7/2009)
Arrangements are to be provided to check the insulation
The emergency stop devices are to be clearly visible, pro- between HVSC system conductors, and between the con-
tected against inadvertent operation. They are to require a ductors and earth prior to the connection of the power sup-
manual action to reset. ply.
2.7.8 (1/7/2009)
An alarm is to be given at the ship's manned station during 3.3 System separation
HVSC system operation, upon emergency shutdown activa-
3.3.1 (1/7/2009)
tion. The alarm is to indicate the cause of the activation of
the emergency shutdown system. Galvanic separation is to be provided between the on-shore
and on-board systems.
• phase balance current relay (between multiple plug sys- 5.2 Type approved components
tems) (46), 5.2.1 (1/7/2009)
• -directional overcurrent (to detect current flow to earth The following components are to be type tested or type
fault from a parallel connection cable) (67N). approved or in accordance with the applicable IEC product
standard:
Protective relays to satisfy this requirement may be installed • plugs, connectors and socket-outlets.
on board and/or ashore provided the connection is isolated
5.2.2 (1/7/2009)
in the event of unbalance detection.
Case-by-case approval based on submission of adequate
Note 1: ANSI standard device designation numbers are shown in documentation and execution of tests may also be granted
brackets. at the discretion of the Society.
1.1.2 (1/7/2010)
1.2 Documents to be submitted
The requirements set out in this Section are applied by the
Society for the purposes of the class notations in [1.1.1]. 1.2.1 (1/7/2010)
Compliance with these requirements does not absolve the The documents listed in Tab 1 are to be submitted to the
Interested Parties from obligations regarding different and/or Society.
The diameter in m
of the clear zone(
aiming circle (0,5
respectively to be
marked in white f
D
at each of the poi
shown so as to be
visible to the helic
pilot
D D
0,5D 0,5D
3,6m
AIMING CIRCLE
(Diameter 0,5D)
No obstructions higher than 0,1 metre
Background painted in contrasting dark non-reflecting colour
“H” painted in white 0,4 metre wide lines
Circumference painted in yellow 0,2 metre wide line
CLEAR ZONE
(Diameter D)
No obstruction higher than 0,25 metre
Circumference painted in yellow 0,2 metre wide line
MANOEUVRING ZONE
(Diameter 1,3D minimum)
Maximum height of obstructions to be in proportion to distance
from circumference of clear zone and never more than 1,25 metres
Circumference painted in yellow 0,2 metre wide broken line
Figure 2 : Landing area without unobstructed access from ship’s side (1/7/2010)
0,5D
AIMING CIRCLE
(Diameter 0,5D)
No obstructions higher than 0,1 metre
Background painted in contrasting dark non-reflecting colour
“H” painted in white 0,4 metre wide lines
Circumference painted in yellow 0,2 metre wide line
CLEAR ZONE
(Diameter D)
No obstruction higher than 0,25 metre
Circumference painted in yellow 0,2 metre wide line
MANOEUVRING ZONE
(Diameter 1,3D minimum)
Maximum height of obstructions to be in proportion to distance
from circumference of clear zone and never more than 1,25 metres
Circumference painted in yellow 0,2 metre wide broken line
2.3.4 Dimension of the landing area (1/7/2010) The aiming circle is to be completely covered with a matt
In establishing a landing area, it is essential to ensure a safe anti-slip surface painted in a dark non-reflecting colour
correlation between: which contrasts with the other deck surfaces. Its circumfer-
• the dimensions of the aiming circle, clear zone and ence is to be marked with a yellow line 0,2 m wide, with
manoeuvring zone and the maximum permitted height the diameter in metres of the aiming circle clearly indicated
of obstructions in these zones; and in white figures at four points in the circumference line as
shown in Fig 1 and Fig 2.
• the sizes of helicopters expected to use the facility.
The letter 'H' is to be painted at the centre of the aiming cir-
The dimensions of the landing area are to be in proportion cle in 0,4 m wide white lines forming a letter of dimensions
to the diameter of the clear zone, as illustrated in Fig 1 and 3,6 x 1,8 m.
Fig 2 (see [2.3.6]).
2.3.6 Clear zone (1/7/2010)
2.3.5 Aiming circle (touchdown zone) (1/7/2010) The diameter of the clear zone will depend upon the availa-
The aiming circle is an area concentric to the centre of the ble landing area. The clear zone is however to be as large as
clear zone and has a diameter half that of the clear zone practicable recognizing that its diameter D is to be greater
itself. The circle is to accommodate with safety the landing than the overall length, with rotors turning, of a helicopter
gear of helicopters for which it is intended and, if possible, able to use the landing area (d). Where the landing area is at
be completely obstruction-free. If there are unavoidable the ship's side safe helicopter access will be enhanced by
obstructions, they are to have rounded edges capable of widening, where possible, the boundaries of the obstacle
being traversed without damaging the landing gear of a hel- free clear zone at the ship's side to a dimension of at least
icopter, and are to be no higher than 0,1 m. 1,5D (see Fig 1).
The circumference of the clear zone is to be marked by a 2.3.8 Use of landing area for other
yellow line of 0,2 m width, with the diameter D in metres purposes (1/7/2010)
indicated in white figures at points in the circumference line
It is considered that helicopter landing areas may be used
as shown in Fig 1 and Fig 2.
for other purposes in normal circumstances. In the event of
There are to be no fixed obstructions in the clear zone need, it is to be possible to clear this area readily.
higher than 0,25 m.
2.3.9 Night operations: Lighting (1/7/2010)
2.3.7 Manoeuvring zone (1/7/2010) The following general remarks apply in all cases:
The maneuvering zone of the landing area extends the area
a) lighting is to be arranged so as to illuminate the operat-
in which a helicopter may maneuver with safety by enlarg-
ing area and is not to be directed towards the helicopter;
ing, to a diameter of at least 1,3D, the area over which the
and
rotors of the helicopter may overhang without danger from
high obstructions. When the landing area is at the ship's b) a wind pennant or flag is to be illuminated.
side, safe helicopter access will be enhanced by widening,
where possible, the boundaries of the obstruction-free For a helideck located on an ad hoc platform, a safety net is
maneuvering zone at the ship's side to a dimension of at to be provided at the sides of the platform. The require-
least 2D (see Fig 1). ments of this item [2.3.9] may be not met if the position and
arrangement of the helicopter platform facilities are such
If it is impossible to remove all obstructions from the that, in the opinion of the Society, they provide an equiva-
manoeuvring zone, a graduated increase in the permitted lent standard of safety.
height of obstructions, from 0,25 m at the circumference of
the clear zone to a maximum of 1,25 m at the circumfer-
2.3.10 Drainage system (1/7/2010)
ence of the manoeuvring zone, is acceptable. However,
such height above 0,25 m is not to exceed a ratio of one to Gutter-ways of adequate height and a drainage system are
two in relation to the horizontal distance of the obstruction to be provided on the periphery of the helideck.
from the edge of the clear zone (see Fig 3). So, for example,
an obstruction of 1 m in height (0,75 m more than the max- Drainage facilities are to be constructed of steel, lead
imum obstruction height in the clear zone) is to be at least directly overboard independent of any other system and are
1,5 m outside the circumference of the clear zone. All to be designed so that drainage does not fall onto any part
obstructions in the manoeuvring zone are to be clearly of the ship.
marked in contrasting colours.
The requirements of this item [2.3.10] may be not met if the
To assist the helicopter pilot in his positioning, the circum- position and arrangement of the helicopter facilities are
ference of the manoeuvring zone is to be indicated by a such that, in the opinion of the Society, they provide an
broken yellow line of 0,2 m width (see Fig 1 and Fig 2). equivalent standard of safety.
Graduated Graduated
obstructions obstructions
permitted up No obstructions No obstructions permitted up
No obstructions higher than 0,1 metre
to maximum higher than higher than to maximum
1,25 metres 0,25 metre 0,25 metre 1,25 metres
at 1,3D at 1,3D
(2D at ship’s (2D at ship’s
side) side)
AIMING CIRCLE
Diameter 0,5D
CLEAR ZONE
Diameter D (preferably extending to minimum 1,5D at ship’s side)
MANOEUVRING ZONE
Diameter 1,3D (preferably extending to minimum 2D at ship’s side)
Ship condition Load case Still water force FS and inertial force FW, in kN
Inclined condition (negative roll angle) “c” FW,Y = CFA(WH + WP) aY2 + 1,2 AHY in y direction
Note 1:
WP : structural weight of the platform, in t, to be evenly distributed, and to be taken not less than the value obtained from the
following formula:
WP = 0,2 AH
AH : area, in m2, to be obtained projecting on A horizontal plane parallel to the summer load waterline the entire landing
area considering also possible helideck supporting structures outside the landing area
ax1, az1 : accelerations, in m/s2, determined at the helicopter centre of gravity for the upright ship condition, and defined in Ch 5,
Sec 3, [3.4]
aY2, aZ2 : accelerations, in m/s2, determined at the helicopter centre of gravity for the inclined ship condition, and defined in Ch
5, Sec 3, [3.4]
AHX : area, in m2, to be obtained projecting on a transversal plane perpendicular to the summer load waterline the helideck
supporting structures (including the helideck platform)
AHY : area, in m2, to be obtained projecting on a longitudinal plane parallel to the centreline plane of the ship the helideck
supporting structures (including the helideck platform)
CFA : Combination factor, to be taken equal to:
• CFA = 0,7 for load case “c”
• CFA = 1,0 for load case “d”
• garage load, if any, defined in [3.5], b) The fuel storage area is to be provided with arrange-
• loads due to ship accelerations and wind defined in ments whereby fuel spillage may be collected and
[3.6]. drained to a safe location.
c) "NO SMOKING" signs are to be displayed at appropri-
3.10.2 Load model for landing area located on a ate locations.
platform (1/7/2010)
d) Tanks and associated equipment are to be protected
The following loads are to be considered independently:
against physical damage and from a fire in an adjacent
• sea pressure, as defined in [3.3], space or area.
• loads transmitted by tyre prints, e) Where portable fuel storage tanks are used, special
• landing load defined in [3.4], attention is to be given to:
• garage load, if any, defined in [3.5], • design of the tank for its intended purpose;
• loads due to ship accelerations and wind defined in • mounting and securing arrangements;
[3.6].
• electric bonding; and;
3.10.3 Normal and shear stresses (1/7/2010) • inspection procedures.
Normal and shear stresses induced by loads and pressures f) Storage tank fuel pumps are to be provided with means
in a primary supporting member are to be obtained accord- which permit shutdown from a safe remote location in
ing to Pt B, Ch 7, App 1, [5], considering: the event of a fire. Where a gravity fuelling system is
• σ = max (σ1, σ2) and τ = τ12, for analyses based on finite installed, equivalent closing arrangements are to be pro-
element models, vided to isolate the fuel source.
• σ = σ1 and τ = τ12, for analyses based on beam models. g) The fuel pumping unit is to be connected to one tank at
a time. The piping between the tank and the pumping
3.10.4 Checking criteria (1/7/2010) unit is to be of steel or equivalent material, as short as
It is to be checked that the normal stress σ and the shear possible, and protected against damage.
stress τ calculated according to [3.9.3], are in compliance h) Electrical fuel pumping units and associated control
with the following formulae: equipment are to be of a type suitable for the location
and potential hazards.
Ry i) Fuel pumping units are to incorporate a device which
---------- ≥σ
γR γm will prevent overpressurisation of the delivery or filling
hose.
Ry j) Equipment used in refuelling operations is to be electri-
0, 5 ---------- ≥τ
γR γm cally bonded.
b) If the platform is cantilevered over the side of the ship, 4.2.3 Fire-fighting appliances and rescue
after each fire on the ship or on the platform, the latter is equipment (1/7/2010)
to undergo a structural analysis to determine its suitabil- The following fire-fighting appliances are to be provided
ity for further use; and and stored in close proximity to and near the means of
c) if the platform is located above the ship's deckhouse or access to the helideck:
similar structure, the following conditions are to be sat- a) at least two dry powder extinguishers having a total
isfied: capacity of not less than 45 kg;
1) the deckhouse top and bulkheads under the plat- b) carbon dioxide extinguishers of a total capacity of not
form are to have no openings; less than 18 kg or equivalent;
2) windows under the platform are to be provided with c) a suitable foam application system consisting of moni-
steel shutters; and tors or foam making branch pipes capable of delivering
foam to all parts of the helideck in all weather condi-
3) after each fire on the platform or in close proximity, tions in which helicopters can operate. The system is to
the platform is to undergo a structural analysis to be capable of delivering a discharge rate as required in
determine its suitability for further use. Tab 3 for at least five minutes;
d) If the helideck forms the deckhead of a deckhouse or d) a principal agent suitable for use with salt water and
superstructure, it is to be insulated to "A-60" class stand- conforming to performance standards not inferior to
ard. those acceptable to the Society (see Note 1):
e) Hangar, refuelling and maintenance facilities are to be e) at least two nozzles of an approved dual-purpose type
treated as category 'A' machinery spaces with regard to (jet/spray) and hoses sufficient to reach any part of the
structural fire protection requirements. For the determi- helideck;
nation of the structural fire protection of these spaces
f) two sets of fire-fighter's outfits, additional to those
with respect to adjacent spaces, SOLAS regulations II-
required elsewhere; and
2/9.2.2.3, 9.2.2.4, 9.2.3.3 or 9.2.4.2 apply on the basis
of the type of ship under consideration (i.e. passenger g) at least the following equipment, stored in a manner
ship, cargo ship or tanker). that provides for immediate use and protection from the
elements:
4.2.2 Ventilation (1/7/2010) • adjustable wrench;
a) Enclosed hangar facilities or enclosed spaces containing • blanket, fire-resistant;
refuelling installations are to be provided with mechani-
• cutters, bolt 60 cm;
cal ventilation complying with these requirements.
• hook, grab or salving;
b) The system is to be capable of:
• hacksaw, heavy duty complete with 6 spare blades;
• providing 6 air changes per hour;
• ladder;
• preventing air stratification and the formation of air • lift line 5 mm diameter x 15 m in length;
pockets;
• pliers, side cutting;
• being controlled from a position outside the spaces
• set of assorted screwdrivers; and
served.
• harness knife complete with sheath.
c) Ventilation fans are to be of non-sparking type and are Note 1: Refer to the International Civil Aviation Organization Air-
normally to be run continuously whenever helicopters port Services Manual, Part 1 - Rescue and Fire Fighting, Chapter 8-
are on board. Where this is impracticable, they are to be Extinguishing Agent Characteristics, Paragraph 8.1.5 - Foam Speci-
operated for a limited period daily as weather permits fications Table 8-1, Level 'B'.
and in any case for a reasonable period prior to dis-
charge, after which period the hangar facilities or 4.2.4 Fire-fighting appliances for hangars,
enclosed spaces containing refuelling installations are refuelling and maintenance
to be proved gas-free. At least one portable combustible facilities (1/7/2010)
gas detecting instrument is to be carried for this pur- Hangars, refuelling and maintenance facilities are to be pro-
pose. vided with:
d) Means are to be provided on the navigation bridge to a) a fixed fire-extinguishing system complying with Chap-
indicate any loss of the required ventilating capacity. ter 5, 6 or 7 of the Fire Safety System Code;
e) Ventilation ducts, including dampers, are to be made of b) a fire detection and alarm system complying with Chap-
steel and are to be capable of being effectively sealed ter 9 of the Fire Safety System Code;
for each space served. c) one portable foam applicator unit of capacity of 20 l
f) Arrangements are to be provided to permit a rapid shut- with a spare charge;
down and effective closure of the ventilation ducts and d) foam-type fire extinguishers, each of at least 45 l capac-
openings from outside of the space served in case of ity or equivalent, sufficient in number to enable foam or
fire, taking into account the weather and sea conditions. its equivalent to be directed onto any part of the space;
e) a sufficient number of portable foam extinguishers or 5.2 Fire-fighting appliances and rescue
equivalent, which are to be so located that no point in equipment
the space is more than 10 m walking distance from an
extinguisher and that there are at least two such extin- 5.2.1 Fire-fighting equipment fitted on
guishers in each such space. board (1/7/2010)
Fire-fighting equipment fitted on board may be used, to the
4.2.5 Means of escape (1/7/2010) Society's satisfaction. This equipment is to be made readily
A helideck is to be provided with both a main and an emer- available in close proximity to the landing or winching
gency means of escape and access for fire-fighting and res- areas during helicopter operations.
cue personnel. These are to be located as far apart from
each other as is practicable and preferably on opposite
5.3 Means of escape
sides of the helideck.
5.3.1 (1/7/2010)
5 Specific requirements for the assign- The requirements of item [4.2.5] apply.
ment of the Helideck notation
Fire lockers are not to be located in positions far from the • is to be kept filled at all times
accommodation spaces and their fire integrity with respect • is to be provided with a safety valve so arranged as
to adjacent internal spaces is to correspond to that to prevent injuries to persons.
requested for storerooms depending on their deck area;
however, fire lockers located in stairway enclosures may be b) a low pressure alarm for the storage tank is to be pro-
separated from the latter by means of non-combustible par- vided in a continuously manned control station;
titions. c) non-return valves are to be fitted on the feeding pipes at
2.2.7 (1/7/2011) the storage room;
The arrangement of the fire lockers is to be such that the d) high pressure pipes are to run, as far as possible, outside
equipment contained therein is easily accessible and ready accommodation spaces, service spaces and control sta-
for immediate use. Protective clothing is to be hung up and tions.
shelves are to be provided for orderly storage of any other
items of the firefighter's outfits.
2.3 Manuals and instructions
2.2.8 (1/7/2011)
2.3.1 (1/7/2011)
A compressor or a dedicated tank that is part of a self-con-
Manuals and instructions for use, maintenance and periodi-
tained high pressure storage system is to be provided for the
cal tests of fire-fighting, fire detection and alarm systems
refilling of the breathing apparatuses. This equipment is to
and for fire-fighting equipment are to be kept in the wheel-
be either located in a dedicated room or stored along with
house or another manned control station not easily cut off
other fire-fighting equipment. The storage room is to:
by a fire in the surrounding spaces.
a) be located on an upper deck in a position close to a
stairway enclosure;
3 Accommodation spaces
b) have access from the open;
c) be illuminated by the main and emergency sources of 3.1 Restricted use of combustible materials
electrical power; and
d) be provided with facilities (such as a water tank of ade- 3.1.1 Passenger ships (1/7/2011)
quate capacity surrounded by a steel wire cage) able to The following applies:
accommodate the maximum number of cylinders that
a) curtains and other suspended textile materials in public
can be recharged simultaneously and store empty and
spaces are to have resistance to flame as given in Part 7
full cylinders separately.
of the Fire Test Procedures Code (FTP Code);
2.2.9 (1/7/2011)
b) exposed surfaces of decks of accommodation and serv-
When a compressor is installed: ice spaces and control stations, with the exclusion of
a) it is to be driven by its own diesel engine capable of hard wood decks, are to have low flame spread charac-
functioning for not less than 3 hours or by the emer- teristics as given in Part 5 of the FTP Code.
gency source of electrical power for at least the same c) exposed surfaces of open decks accommodating part of
period of time; public spaces such as restaurants or open galleys are to
b) it is to comply with the relevant requirements in Pt C, have low flame spread characteristics as given in Part 5
Ch 1, Sec 10, Tab 36; of the FTP Code.
c) flexible hoses and associated valves are to comply with 3.1.2 Ships other than passenger ships (1/7/2011)
Pt C, Ch 1, Sec 10, [2.6] and Pt C, Ch 1, Sec 10, [2.7],
The following applies:
respectively; and
a) construction method IC as defined in SOLAS Regulation
d) its capacity is not to be less than 60 litres/minute.
Ch. II-2/9.2.3.2 is to be used;
2.2.10 (1/7/2011)
b) bedding components are to comply with the FTP Code,
When a self-contained high pressure storage system is Part 9;
installed:
c) curtains and other suspended textile materials are to
a) the storage tank: have resistance to flame as given in Part 7 of the FTP
• is to have a volume of at least 1200 litres of free air Code;
per any required breathing apparatus fitted on board d) subject to compliance with [3.3.2] (c), furniture and fur-
but is not required to exceed 50,000 litres nishing in stairways enclosures and corridors are to
• is to comply with Pt C, Ch 1, Sec 3 and the associ- comply with the FTP Code, Part 8;
ated pipes and valves are to comply with Pt C, Ch 1, e) exposed surfaces of bulkheads, linings and decks of
Sec 10 accommodation and service spaces and control sta-
• may be fed by compressors located as indicated tions, with the exclusion of hard wood decks, are to
above; alternative arrangements will be considered have low flame spread characteristics as given in Part 5
by the Society of the FTP Code.
3.2 Structural fire protection f) separations between cabins, services spaces and corri-
dors are to be of B-15 class. In this context, an A-0 class
3.2.1 Passenger ships (1/7/2011) division can be considered equivalent to a B-15 class
division.
The following applies:
a) doors fitted in corridor bulkheads (providing access to 3.3 Means of escapes
cabins, public spaces, etc.) are to be of self-closing type;
3.3.1 Passenger ships (1/7/2011)
b) if fitted, hold back devices are to be arranged so they
may be remotely closed from the wheelhouse, unless Spaces having a deck area exceeding 30 m2 are to be pro-
they can be automatically released through the inter- vided with at least two independent escape routes. The pri-
vention of the fire detection system; mary escape route is to be a door directly to a corridor or an
open deck. For spaces having a deck area exceeding 50 m2
c) where in Tables 9.3 and 9.4 of SOLAS Regulation II-2/9 the secondary means of escape is also to consist of a door
an asterisk is shown, the division concerned is to be of leading to a corridor, and is to be widely separated from the
at least A-0 class. However, this requirement may be primary means of escape.
waived for those separations between internal spaces
and open decks; 3.3.2 Ships other than passenger ships (1/7/2011)
The following applies:
d) on passenger ships carrying not more than 36 passen-
gers the exhaust ducts serving laundry and drying rooms a) dead end corridors are prohibited. A part of a corridor
are to be fitted with service hatches for cleaning pur- that has a depth not exceeding its width is considered a
poses and are not to serve other spaces. This require- recess and is acceptable;
ment does not mean that these ducts cannot be b) spaces having a deck area exceeding 30 m2 are to be
connected to the same air conditioning condition unit provided with at least two independent escape routes.
serving accommodation and service spaces; The primary escape route is to be a door directly to a
e) separations between cabins, services spaces and corri- corridor or an open deck. For spaces having a deck area
dors are to be of B-15 class. In this context, an A-0 class exceeding 50 m2 the secondary means of escape is also
division can be considered equivalent to a B-15 class to consists of a door leading to a corridor, and is to be
division. widely separated from the primary means of escape;
c) furniture and furnishing in stairways and corridors, if
3.2.2 Ships other than passenger ships (1/7/2011) any, are to be fixed to the ship's structure and are not to
The following applies: obstruct the escape routes.
a) doors fitted in corridor bulkheads (providing access to 3.4 Fire detection and alarm system
cabins, public spaces, etc.) are to be of self-closing type;
b) if fitted, hold back devices are to be arranged so they 3.4.1 Passenger ships (1/7/2011)
may be remotely closed from the wheelhouse, unless Heat detectors may be installed in refrigerated chambers
they can be automatically released through the inter- and other spaces (such as saunas or galleys above deep fat
vention of the fire detection system; fryers, steam baths and ovens) where the presence of vapour
or condensation in the normal working conditions is
c) where in Tables 9.5, 9.6, 9.7 and 9.8 of SOLAS Regula- expected.
tion II-2/9 an asterisk is shown, the division concerned
is to be of at least A-0 class. However, this requirement 3.4.2 Ships other than passenger ships (1/7/2011)
may be waived for those separations between internal In all accommodation, service spaces and control stations
spaces and open decks; there is to be installed an approved automatic fire detection
d) boundaries within the accommodation block separating and alarm system of addressable type and in accordance
the accommodation and service spaces from machinery with the Fire Safety Systems Code (FSS Code). Smoke detec-
spaces (regardless of their fire risk category) are to be of tors are to be used, except that heat detectors can be
A-60 class. However, this requirement may be waived installed in refrigerated chambers and other spaces (such as
for those machinery spaces of category 7 (see SOLAS saunas or galleys above deep fat fryers, steam baths and
regulations II-2/9.2.3.3.2 and 9.2.4.2.2) located within ovens) where the presence of vapour or condensation in the
the accommodation block and containing machinery normal working conditions is expected.
serving only accommodation and service spaces (e.g.
air condition rooms and associated trunks serving only 3.5 Portable fire extinguishers
cabins and similar spaces);
3.5.1 Passenger ships (1/7/2011)
e) the exhaust ducts serving laundry and drying rooms are The following applies:
to be fitted with service hatches for cleaning purposes
and are not to serve other spaces. This requirement a) at least one portable extinguisher is to be provided in
does not mean that these ducts cannot be connected to pantries and laundries and public spaces;
the same air conditioning condition unit serving accom- b) at least two extinguishers of suitable type for deep fat
modation and service spaces; fryers are to be provided for the galley;
c) fire extinguishers suitable for use on electrical equip- b) have the same fire integrity as the boundary they are
ment are to be located as follows: part of.
• at least two on the navigating bridge; and
• one close to any electrical switchboard of power not 4.3 Fire control station
less than 20 kW. 4.3.1 (1/7/2011)
3.5.2 Ships other than passenger ships (1/7/2011) Controls for release of the local extinguishing system, stop
of fuel pumps and ventilation fans are to be located in a
The following applies:
normally manned station ("fire control station" for the pur-
a) two portable extinguishers are to be provided in corri- pose of this Section).
dors or stairways at each deck. In addition, at least one
extinguisher is to be located in all pantries, laundries,
4.3.2 (1/7/2011)
crew dayrooms and similar spaces Controls for releasing the fixed fire-extinguishing system in
the engine room and closing fuel oil valves may be located
b) at least two extinguishers of suitable type for deep fat
outside the fire control station provided that they are
fryers are to be provided for the galley
located in readily accessible positions outside the engine
c) fire extinguishers suitable for use on electrical equip- room.
ment are to be located as follows:
4.3.3 (1/7/2011)
• at least two on the navigating bridge; and
The TV system required in [4.7] and a slave panel for the
• one close to any electrical switchboard of power not fire detection system are to be located in the fire control sta-
less than 20 kW. tion in the vicinity of the controls mentioned in [4.3.1].
3.6 Hydrants and fire hoses 4.4 Hydrants and fire hoses
3.6.1 (1/7/2011) 4.4.1 (1/7/2011)
Hydrants are to be located so that any point of the accom- The emergency fire pump is to have a capacity of not less
modation spaces can be reached by two streams of water
than 72 m3/hour. It the pump is used for feeding other sys-
from fire hoses of single length fed by different hydrants: this
tems required to operate during a fire, its capacity is to be
requirement may be waived for those parts of the accom-
increased accordingly.
modation spaces where double length of hoses can be used
without the need to bend and twist them. 4.4.2 (1/7/2011)
3.6.2 (1/7/2011) The space containing the emergency fire pump and its
mover is to be ventilated and provided with emergency
A fire hose is to be provided for each hydrant.
light. The pump's prime mover is to be provided with heat-
ing unless the space in which it is located has adequate
4 Machinery spaces heating facilities.
4.1 Emergency escape and access 4.5 Precaution against oil ignition
4.1.1 (1/7/2011) 4.5.1 (1/7/2011)
One of the escape routes from the engine control room is to The requirements of this Article apply to systems for fuel
be independent of the engine room. oils, thermal oils, lubricating oils and hydraulic oils.
4.1.2 (1/7/2011) The arrangements of tanks, piping for oil under pressure, oil
Machinery spaces and workshops that are not part of the processing machinery etc. are to be such that the danger of
engine room are to have at least one escape route inde- leakage and ignition is reduced to a minimum.
pendent of other machinery spaces.
4.5.2 (1/7/2011)
The following installations are not to be located in spaces
4.2 Ventilation
containing combustion engines and oil fired boilers:
4.2.1 (1/7/2011)
a) oil fired thermal oil heaters
At least one of the machinery space fans, of the reversible
type, is to be fed by the emergency source of power. b) fuel oil purifiers
4.2.2 (1/7/2011) c) incinerators.
All dampers, including fire dampers, at engine room bound- 4.5.3 (1/7/2011)
aries are to be made of corrosion-resistant materials, such Rooms containing the installations in [4.5.2] are to be pro-
as stainless steel and brass. tected by a fixed fire-extinguishing system. A local applica-
4.2.3 (1/7/2011) tion system is also to be provided.
Means for closing inlet and outlet ventilation openings are 4.5.4 (1/7/2011)
to be positioned in easily reachable locations. These means Hydraulic power aggregates located within the engine room
of closing are to: are to be provided with shielding plates where facing major
a) be provided with controls operable at a height not ignition hazards, such as combustion engines (if located at
greater than 1,80 m above the deck and indicators a distance less than 10 m) and electric motors (if located at
showing their open or closed position; and a distance less than 3 m).
4.10.1 (1/7/2011) The fixed gas detection system required by SOLAS Ch. II-2,
Reg.4.5.10 is also to cover all other enclosed spaces in the
A fire extinguisher suitable for use on electrical equipment
cargo area, including ballast tanks, but excluding cargo
is to be located near each electrical switchboard of a power
tanks.
of not less than 20 kW (for switchboards not more than 1 m
apart, a single fire extinguisher is considered sufficient). 5.2.4 Fire main (1/7/2011)
4.10.2 (1/7/2011) a) The fire main is to be arranged so that a rupture at any
At least two fire extinguishers of the type mentioned in [4.1] part of it will not affect the delivery of the water in the
are to be located in the engine control room. cargo area.
4.10.3 (1/7/2011) b) Isolation valves are to be steel ball valves; other arrange-
Fire extinguishers are also to be provided: ments (e.g. the use of valves tested fire safe) will be con-
a) four at the lowest level and at each platform level of sidered by the Society. All fire pumps are to be remotely
each main propulsion engine; and controlled from the wheelhouse or the manned fire sta-
tion, if provided.
b) one near each auxiliary engine.
c) All hydrants in the deck area are to be provided with
fire hoses located in boxes made of corrosion-resistant
5 Cargo decks and cargo spaces materials.
h) Foam monitors are to have a free movement of plus or b) At least one monitor fed by the fire main is to be
minus 45° in the vertical plane and in the horizontal installed as additional protection for the cargo manifold
plane they are to be able to point at any part of the deck area.
intended to be protected. These monitors are to be pro-
The monitor is to be capable of producing a water spray
vided with means for locking them at any position
jet providing a coverage of not less than 10 l/min/m2 of
within these ranges. Monitor foundations are to be
the horizontal area of the cargo manifold area plus an
capable of withstanding the loads that they will be sub-
additional area extending 2 m out of the perimeter of
jected to on the open deck.
the cargo manifolds. Remote operation from a safe posi-
i) The two foam monitors at each side of the forward end tion outside of the cargo area as well as manual opera-
of the accommodation block and the monitor protecting tion of the monitor and relevant section valve are to be
the cargo manifold (and any associated valve) are to be provided. The functioning of the monitor is not to affect
capable of being remotely controlled (in both vertical the required performances (delivery and pressure) of the
and horizontal directions) from a protected position fire main that may be required to operate simultane-
(e.g. the wheelhouse) affording an unobstructed view of ously.
the cargo area. The manual operation of such monitors
is always to be possible. 5.3.4 Powder fire-extinguishing system (1/7/2011)
a) The powder distribution lines and the pressure gas lines
5.2.6 Protection for life-saving appliances (1/7/2011) are to be made of stainless steel or equivalent corrosion-
Unless they are located in positions that can be considered resistant materials.
shielded from a fire in the cargo area (e.g. free fall lifeboats b) Only nitrogen is to be used for pressurising the powder
located aft), lifeboats and the area surrounding them are to tank.
be cooled by means of sprayed water with a delivery of not
less than 10 l/min/m2. The system can be supplied by the c) The layout of the system (i.e. number of powder tanks,
fire main provided that the performance of this system is not number of nitrogen bottles, maximum length of pipes,
affected by the contemporary activation of the sprayed maximum number of curves, distance from the powder
water. Controls for the activation of the sprayed water may tank to the monitors, etc.) is to conform to a prototype
be located in a position near the lifeboats or in the wheel- successfully subjected to a full-scale test.
house. d) The dry powder stored on the tanks is to provide for 60s
operation of each system, when all attached monitors
5.3 Gas carriers are activated.
e) The system is to be so designed that ingress of water in
5.3.1 Spaces containing cargo handling the pipes is avoided.
equipment (1/7/2011)
f) Dry powder hose stations are to be contained in boxes
a) The following spaces are to be protected by a CO2 fixed made of corrosion-resistant materials.
fire-extinguishing system:
g) Any metallic component of dry powder hoses is to be
• cargo re-liquefy room, if fitted; and made of metallic, corrosion-resistant material not capa-
• electrical equipment room or similar spaces located ble of producing sparks if dragged on the deck's surface.
in the cargo area.
5.3.5 Water spray system (1/7/2011)
The use of other extinguishing media will be considered
Piping of the water spray system fitted in accordance with
by the Society.
Chapter 11 of the IGC Code is to be made of metallic, cor-
b) When a CO2 fixed fire-extinguishing system is provided rosion-resistant material (e.g. CuNi or equivalent).
as a total flooding extinguishing system, the quantity of
CO2 needed is to be calculated on the basis of 45% of 5.3.6 Fire extinguishing in the gas venting
the gross volume of the protected space. If the gas fire- arrangement (1/7/2011)
extinguishing system is of another type, its quantity is to Venting masts for the cargo tank venting system on liquefied
be increased by at least 20% in respect of the design gas carriers are to be provided with a fixed system for extin-
concentration. guishing a fire at the vent outlet. The type of media used as
well as the design of the system are to be to the Society's
5.3.2 Smoke detection system (1/7/2011) satisfaction.
A smoke detection system suitable for use in gas hazardous
5.3.7 Protection for life-saving appliances (1/7/2011)
atmosphere is to be provided in all spaces located within
the cargo area. The system is to be monitored from the The requirements in [5.2.6] apply.
cargo control room (if provided) and from the navigating
bridge. 5.4 General cargo and bulk carriers
5.3.3 Fire main (1/7/2011) 5.4.1 Fire detection (1/7/2011)
a) The fire main system is to comply with [5.2.6]. A detection system is to be provided in all dry cargo holds.
5.4.2 Fixed fire-extinguishing system for cargo 5.5.2 TV monitoring system (1/7/2011)
holds (1/7/2011) A colour TV monitoring system is to be provided to cover
all decks, including moveable decks. Monitors are to be
a) The storage room for the fixed fire-extinguishing placed in a manned control station.
medium for the holds, as well as any associated dis-
charge control, is to be located in a position reachable
5.6 Container ships
without passing through the section(s) of the ship where
the holds are located. 5.6.1 Fixed fire-extinguishing system for enclosed
cargo holds (1/7/2011)
b) In the case of refrigerated holds, precautions are to be The requirements in [5.4.2] apply.
taken in order to avoid the formation of ice within the
pipes due to the presence of water (condensation). 5.6.2 Fire-extinguishing systems for partially open
or open cargo spaces (1/7/2011)
c) If a CO2 fixed fire-extinguishing system is provided as a a) Where partially weathertight hatchway covers are fitted,
total flooding extinguishing system, the quantity of CO2 the provisions of MSC/Circ 1087 and [5.4.2] are to be
needed is to be calculated on the basis of 40% of the applied.
gross volume of the largest hold protected. b) In the case of open-top container ships, MSC/Circ.
608/Rev.1 applies. The pump associated with the system
is to be remotely controlled from the manned fire con-
5.5 Ro-ro ships trol station, if fitted, or the wheelhouse. Isolation valves
are to be operable in positions outside the boundaries of
5.5.1 Fire detection (1/7/2011) the cargo holds concerned.
Ro-ro and special category spaces are to be covered by an 5.6.3 Fire detection (1/7/2011)
addressable type fire detection system; a combination of A detection system is to be provided in all cargo holds. In
smoke and heat detectors is to be utilised in the system. The the case of open-top container ships or ships fitted with
location of each detector is to be shown either on a mimic weathertight hatchway covers, precautions are to be taken
panel or using a computer program. against damage to detectors due to water leakage.
2.2 Specially constructed ships • taking into account the information already provided in
the approved Trim and Stability booklet:
2.2.1 Stability criteria (1/8/2011) - general arrangement plan showing watertight com-
The following criteria and requirements apply for each partments, means of closures, vents, downflooding
points, permanent ballast
loading condition; with reference to Fig 1:
- hydrostatic curves or tables and cross curves of sta-
a) the righting lever curve (GZ liquid curve) is to be calcu- bility
lated considering the cargo in the holds as being liquid
- capacity plan or tables showing capacities and cen-
b) for the purpose of heeling arm curve calculation, the tres of gravity for each cargo hold
cargo in the holds is to be considered as a bulk cargo
- tank sounding tables showing capacities, centres of
subject to a shift equal to 25°
gravity, and free surface data for each tank
c) the angle of heel δEQ is to be not greater than 12° or
- table of liquid free surface corrections for the cargo
than the angle at which the deck edge is immersed holds
d) the angle δF is defined as the lower of the following - volumetric heeling moments at 25° for cargo holds
angles: at different filling ratio
g) for ships subject to the SOLAS Convention, the initial The criteria for the strength checks of the boundary struc-
tures are those in Part B, Chapter 7 or Part B, Chapter 8, as
metacentric height GM (or the vertical distance KG
applicable depending on the ship length, and Part E, for
between the baseline and the centre of gravity), after ships with one of the following service notations:
correction for free surface effects according to Pt B,
Ch 3, Sec 2, [4.2], has to fulfill the GM (or KG) limiting • bulk carrier ESP
curve, as applicable (see Note 1). This requirement does • combination carrier ESP
not apply to ships with type B-60 or B-100 freeboard,
provided that no cargo on deck is carried. • ore carrier ESP
Note 1: Solas Convention: Ch. II-1 part B-1 Reg. 5-1 for ships con- For ships with the service notation bulk carrier ESP CSR, the
structed on or after 1 January 2009, or Ch. II-1 part B-1 Reg. 25-8 requirements are those in Part B, Chapter 7 and in the
for ships constructed between 1 February 1992 and 31 December “Common Structural Rules for Bulk Carriers and Oil Tank-
2008. ers”.
GZ, in m
0,8
Heeling arm
curve
0,4 AR
ϑ 20 ϑ 40 60 80
EQ F
Angle of heel,
in deg
2.3 Ships specially fitted Note 1) are to comply with the requirements set out in this
article:
2.3.1 Stability criteria (1/8/2011) • Aluminium nitrate, UN 1438
• Ammonium nitrate, UN 1942
The requirements set out in [2.2.1] are to be complied with.
This does not prevent the installation of watertight bulk- • Ammonium nitrate based fertilizers, UN 2067
heads (either fixed or movable) aimed at reducing the effect • Ammonium nitrate based fertilizers, UN 2071
of free surface created in cargo holds by considering the • Barium nitrate, UN 1446
cargo as liquid. • Calcium nitrate, UN 1454
• Lead nitrate, UN 1469
2.3.2 Information to the Master (1/8/2011)
• Magnesium nitrate, UN 1474
The requirements set out in [2.2.2] are to be complied with. • Potassium nitrate, UN 1486
• Sodium nitrate, UN 1498
Instructions regarding the fitting of movable bulkheads, if
foreseen, are to be included in the booklet. • Sodium nitrate and Potassium nitrate, mixture, UN 1499
Note 1: Reference is made to IMO MSC/Circ. 1146 as it may be
2.3.3 Hull strength (1/8/2011) amended.
3.3 Stability criteria • taking into account the information already provided in
the approved Trim and Stability booklet
3.3.1 (1/7/2012)
As a consequence of the use of water-based fire-fighting - general arrangement plan showing watertight com-
system, the cargoes may be subject to fluidization; therefore partments, means closures, vents, downflooding
the impact of the possible free surfaces on the stability of points, permanent ballast compartments
the ship is to be considered along with the addition of - hydrostatic curves or tables and cross curves of sta-
weight introduced (water). bility
For each loading condition envisaging the carriage of one of - capacity plan or tables showing capacities and cen-
the cargoes listed in [3.1], the stability of the ship is to be tres of gravity for each cargo hold
verified considering that the whole cargo in each single
hold at a time, in which the above cargoes are carried, is in - tank sounding tables showing capacities, centres of
a liquid state. The following criteria and requirements gravity, and free surface data for each tank
apply: - table of liquid free surface corrections for the cargo
• the volume VCL, in m3, occupied by the cargo in the liq- holds
uid state in a hold is given by the following formula: • typical loading conditions with the relevant stability cal-
VCL = VC + VW culations.
where:
VC : volume of the cargo in the hold in the solid 4 Class notation IMSBC-non cohesive
state, in m3
VW : volume of water considered as being 4.1 General
entered in the hold, in m3, to be taken as the 4.1.1 (1/8/2011)
one corresponding to the lowest amount of
Non-cohesive materials are those bulk cargoes that readily
water among the following:
shift due to sliding during transport. The angle of repose is a
• 10% in weight of the cargo in the hold, characteristic of these materials which is indicative of cargo
above the cargo stability.
• the quantity of water necessary to be
Ships intended for the carriage of solid cargoes, categorized
added above the cargo when at the solid
into either Group B or Group C as defined by the Code, that
state, in order to completely fill the vol-
may possess an angle of repose less than or equal to 30° are
ume of the hold (hatch included)
to comply with the requirements given hereinafter.
• 1 m of water laying on the cargo
assumed at the solid state Depending on their schedule, these cargoes are the follow-
ing:
• the density δAV, in t/m3, of the cargo in the liquid state is
given by the following formula: • Ammonium nitrate, UN 1942
• Ammonium nitrate based fertilizers, UN 2067
δ C V C + 1, 025V W • Ammonium nitrate based fertilizers, UN 2071
δ AV = ------------------------------------------
-
V CL
• Ammonium nitrate based fertilizers (non-hazardous)
where δC is the density of cargo at the solid state, in m3
• Ammonium sulphate
• the weight WCL, in t, of the cargo in the liquid state is
• Diammonium phosphate (d.a.p.)
given by the following formula:
WCL = δAV VCL • Potassium chloride
• the stability of the ship in the above conditions is to be • Potassium nitrate, UN 1486
evaluated according to the intact stability requirements • Sodium nitrate and Potassium nitrate, mixture, UN 1499
in Pt B, Ch 3, Sec 2.
• Superphosphate
2.1.4 (1/2/2014) FMEC : FME + [ FB · ( PME + PAE / N) / (Σi PMEi + PAEtot) + FAE
The procedures to carry out the necessary tests and meas- · PAE /PAEtot] · PME / Σi PMEi
urements are to be in line with the applicable MARPOL FME : main engine measured fuel oil consumption, in
Annex VI requirements and relevant IMO Guidelines. kg/h
FB : boiler measured fuel oil consumption, in kg/h,
3 Ship’s engine efficiency to maintain ship's normal propulsion and habit-
able conditions only
3.1 Main engine efficiency PAE : auxiliary engine power, in kW, necessary for
maintaining normal propulsion (at the operative
3.1.1 (1/2/2014)
speed) and habitable conditions (services for air
For the purpose of this additional class notation, each main
conditioning, cargo related services, cargo han-
engine efficiency is evaluated taking also into consideration dling, etc. are not included), see Pt C, Ch 2,
the fuel oil consumption due to auxiliary oil fired boiler and Sec 1, [3.4.2]
production of electrical power from auxiliary generating
sets necessary to maintain ship's normal propulsion and N : number of main engines
habitable conditions. PAEtot : total electric power measured during testing, in
kW
The boiler fuel oil consumption FB is to be measured when
the boiler is used to maintain ship's normal propulsion and FAE : total auxiliary engine measured fuel oil con-
habitable conditions only: fuel oil consumption and rele- sumption, in kg/h
vant steam production necessary for other services (e.g. CME : main engine fuel oil lower calorific value, in
cargo heating, etc.) are not to be considered. kJ/kg (to be assumed 42700 in lack of more
detailed information)
Main engine efficiency is evaluated as:
ηME1 = (3,6 · 106) / (SFOCMEC · CME) 3.2 Auxiliary engine efficiency
where: 3.2.1 (1/2/2014)
SFOCMEC: SFOCME · 1,1 + (FB · 1000 / (Σi PMEi + PAEtot) + In general, for the purpose of this additional class notation,
SFOCAEC · PAE / Σi PMEi) · PME / Σi PMEi the auxiliary engine efficiency is evaluated as:
SFOCME : main engine specific fuel oil consumption, in ηAE1 = (3,6 · 106) / (SFOCAEC · CAE)
g/kWh, as indicated in the EIAPP technical file where:
FB : boiler measured fuel oil consumption, in kg/h, SFOCAEC : SFOCAE · 1,1 + FB · 1000 / (Σi PMEi + PAEtot)
to maintain ship's normal propulsion and habit-
SFOCAE : weighted average of auxiliary engine specific
able conditions only
fuel oil consumption, in g/kWh, as indicated in
Σi PMEi : main engine(s) power needed to reach the oper- the EIAPP technical files
ative speed, in kW
FB : boiler measured fuel oil consumption, in kg/h,
PAEtot : total electric power measured during testing, in to maintain ship's normal propulsion and habit-
kW able conditions only
SFOCAEC : SFOCAE · 1,1 + FB · 1000 / (Σi PMEi + PAEtot) Σi PMEi : main engine(s) power needed to reach the oper-
SFOCAE : weighted average of auxiliary engine specific ative speed, in kW
fuel oil consumptions, in g/kWh, as indicated in PAEtot : total electric power measured during testing, in
the EIAPP technical files kW
PAE : auxiliary engine power, in kW, necessary for CAE : auxiliary engine fuel oil lower calorific value, in
maintaining normal propulsion (at the operative kJ/kg (to be assumed 42700 in lack of more
speed) and habitable conditions (services for air detailed information)
conditioning, cargo related services, cargo han- 3.2.2 (1/2/2014)
dling, etc. are not included), see Pt C, Ch 2, In case during sea trials means are available to measure the
Sec 1, [3.4.2] auxiliary engine fuel oil consumption, the auxiliary engine
CME : main engine fuel oil lower calorific value, in efficiency is evaluated as:
kJ/kg (to be assumed 42700 in lack of more ηAE2 = 3600 · PAEtot / (FAEC · CAE)
detailed information)
where:
3.1.2 (1/2/2014)
PAEtot : total electric power measured during testing, in
In case during sea trials means are available to measure the kW
main engine fuel oil consumption, the main engine(s) effi-
FAEC : FAE + FB · PAEtot / ( Σi PMEi + PAEtot )
ciency is evaluated as:
FAE : total auxiliary engine measured fuel oil con-
ηME2 = 3600 · PME / (FMEC · CME)
sumption, in kg/h
where: FB : boiler measured fuel oil consumption, to main-
PME : main engine power needed to reach the opera- tain ship's normal propulsion and habitable
tive speed, in kW conditions only, in kg/h
Σi PMEi : main engine(s) power needed to reach the oper- 5 Monitoring system
ative speed, in kW
5.1 General
3.3 Calculation of the efficiency of the ship's
engines 5.1.1 (1/2/2014)
or in case during sea trials means are available to measure 5.2 Measurements
fuel oil consumption as indicated in [3.1] and [3.2]: 5.2.1 (1/2/2014)
ηE2 = Σi [ ηME2i · PMEi / (Σj PMEj + PAEtot) ] + ηAE2 · PAEtot / ( Σi PMEi The monitoring system is to ensure an automatic measure-
+ PAEtot) ment of the torque or of the engine power.
ηE , efficiency of the ship's engines, is the maximum The measurement of the engine fuel oil consumption may
between ηE1 and ηE2. be based on the acquisition of data from sensors or from a
periodic stocktakes of fuel tanks according to a procedure
previously examined and accepted by the Society.
4 Consumption and working capability
Table 2 (1/2/2014)
(1) This value is the DWT parameter which is indicated between brackets in the additional class notation, see [1.1.1].
Humidity
6.1 Hardware type approval Location Maximum Humidity
6.1.1 (1/7/2014) General 95% at + 60°C
For ships with the notation ( SAHARA or SAHARA, the dry Air-conditioned areas Specific values are to be consid-
heat test according to the procedure described in IEC Publi- ered on a case by case basis
The additional class notation AIR MON is assigned, in • procedures for the maintenance of the HVAC system
accordance with Pt A, Ch 1, Sec 2, [6.14.34], to ships for
which an air quality management system is implemented • monitoring plan of the microbial contaminants, particulates
and mapping of asbestos
and verified by the Society according to the requirements of
this section. • procedure stating limit values for each pollutant, reference
A Statement relevant to the above may be issued to ships, standards, actions to be taken if the defined limits are exceeded
not classed with the Society, fulfilling the requirements of • procedure detailing the instructions for sampling, shipment
this section. and analysis of each element to be analyzed by the laborato-
ries.
1.2 Basic principles
1.2.1 (1/7/2015) 4 Requirements
The Indoor Air Quality refers to air quality in closed or
semi-enclosed spaces within the ship and it depends on var-
ious factors: microbial contaminants (mould, bacteria), par- 4.1 General
ticulates, gases (i.e. carbon monoxide and dioxide, volatile
organic compounds, ozone, nitrogen oxides, etc.), asbestos 4.1.1 Inspection and maintenance (1/7/2015)
and any other element that can induce adverse health con-
ditions. Maintenance of the system is to be carried out regularly in
accordance with the maker's instructions and internal pro-
Noise, lighting, humidity and other physical pollutants are cedures. These procedures have to include maintenance
outside the scope of this notation. planning, the definition of responsibilities and, depending
1.2.2 (1/7/2015) on the equipment, the personnel required skills.
The requirements of this Section define the management
A plan of periodical (at least biannual) visual inspections of
system to ensure indoor air quality on board, the methods
the HVAC system is to be implemented in order to verify the
for verification of compliance and the criteria for accept-
cleanliness status and absence of dust and dirt.
ance.
The plan is to describe the list of points to be inspected and
2 Definitions and acronym the people in charge.
Monitoring of the airborne asbestos fibre concentrations is The shipment is to guarantee the sample integrity (i.e. tem-
to be carried out: perature, perishability time, protection from light, contami-
• every 3 years in the area where asbestos is declared to nation, knocks, etc.) during its transport to the laboratory.
be present; The laboratory is to be certified in accordance with the edi-
• after any work involving elements containing asbestos. tion of standard ISO/IEC 17025 in force.
In this case, monitoring is to be carried out only in the A (not exhaustive) list of recognized standards for sampling
areas concerned. and analyses is offered for reference purposes.
The monitoring of gases that can induce adverse health con- ISO 16000 series, ISO 11731 series, ISO 8199, ISO 7218,
ditions is not required on condition that there are no techni- ISO/TS 12869, ISO/TS 11133, ISO/TR 13843, EN 13098,
cal reasons to suspect their presence in the indoor air. EN 14583:2004; and National Air Duct Cleaners Associa-
At the discretion of the Society, additional analyses may be tion (NADCA) standard - Assessment, Cleaning and Restora-
carried out. tion of HVAC Systems.
The additional class notation DORS is assigned to ships "Connector" is a pipe section fitted with a flange sealed by a
with cargo tanks and fuel oil tanks provided with two or blind flange. It is to be:
more connectors in order to allow the recovery of the con- • a "Tee" pipe section inserted in a piping system con-
tent of the tanks by one of or both the following methods: nected to the tank top and which cannot be isolated
from the tank,
• injecting the sea water through one connector and
recovering the tank content from another, or • a dedicated pipe section directly connected to the tank,
which may extended below the tank top plating.
• introducing a submersible pump into the tank through
one of the connectors. In this case, vacuum inside the
1.2.7 Dedicated oil recovery system (15/7/2015)
tank is to be avoided with appropriate means.
The fast dedicated oil recovery system is a set of connectors
For ships assigned with the additional class notation DORS, designed and arranged in accordance with the require-
the aforesaid connectors are to be used only to recover the ments of this Section.
content of the tanks following a casualty.
When the connectors are intended to be also used during 1.3.1 (15/7/2015)
the normal service of the ship, in accordance with [3.2], the The plans and documents to be submitted are listed in
additional class notation DORS-NS is assigned. Tab 1.
1.3.2 (15/7/2015)
1.2 Definition
Procedures for installation, use and maintenance of the
connectors are to be submitted for information.
1.2.1 Cargo (15/7/2015)
"Cargo Tank" is a tank in which cargo as defined in [1.2.1] is 1 I List of cargo tanks and fuel oil tanks with
carried. Slop tanks are included. their capacity and possible connectors
fitted
1.2.3 Fuel oil (15/7/2015)
2 A Connector drawings, indicating of wall
"Fuel oil" is any oil used in connection with the propulsion thickness, material and coating
and auxiliary machinery of the ship in which such oil is car- 3 A Calculation of the maximum allowable
ried. Oil residues (sludge) and oily bilge water are not to be flow rate, when the additional notation
considered as fuel oil. DORS-NS is assigned to the ship
4 I Damage Control Plan with indication of
1.2.4 Fuel oil tank (15/7/2015) the location and characteristics (type and
dimensions) of connectors
"Fuel oil Tank" is a tank in which fuel oil is carried, exclud-
ing those tanks which do not contain fuel oil in normal con- (1) I: to be submitted for information
ditions, such as overflow tanks. A: to be submitted for approval
2 Requirements for the design and a) A name plate giving the following information:
installation of the connectors • Identification of the tank with its volume and type of
content
• Utilization of the connector (water injection, oil
2.1 General recovery, introduction of a submersible pump)
2.1.1 (15/7/2015) • Distance between the connector flange and the low-
est allowable position of the submersible pump,
The following tanks are to be fitted with connectors: where applicable
a) all cargo tanks, irrespective of the capacity • Value of the maximum flow rate allowed for the
connector in case of -NS additional notation.
b) fuel oil tanks having a capacity more than 30 m3 when
b) A warning plate indicating that the connector is not to
the overall fuel oil capacity of the ship is less than 600
be used during the normal operation of the ship, except
m3 if the notation -NS is assigned.
c) fuel oil tanks having a capacity more than the 5% of the
overall fuel oil capacity when that capacity is of 600 m3 2.3 Design
or more.
2.3.1 Number of connectors (15/7/2015)
2.1.2 (15/7/2015) The number of connectors is to be chosen in accordance
All the applicable provisions of the Rules are to be applied, with the design flow rate necessary to empty the relevant
unless otherwise specified, in the design and installation of tanks, as recommended by the designer of the fast oil recov-
connectors. In particular, connectors are not to hamper the ery system. In any case, at least two connectors are to be
safe operation of the piping arrangement of the tanks where provided on every one of such tanks. If tanks are intercon-
they are fitted (in particular the air pipe automatic closing nected, common connectors may be used.
devices), are not to reduce the transverse internal area of
2.3.2 Materials (15/7/2015)
the concerned pipe line and are not to result in an increase
of pressure or vacuum in any tank that may cause its design Materials used for the connectors and gaskets are to comply
conditions to be exceeded. with the relevant provision of Pt C, Ch 1, Sec 10, [2.2] and
are to be suitable for the characteristics of the concerned
fluids.
2.2 Arrangement
2.3.3 Thickness (15/7/2015)
2.2.1 Fitting of the connectors (15/7/2015) The thickness of the connectors is not to be less than:
For the installation of the connectors, any of the piping sys- • the minimum value indicated in the Pt C, Ch 1, Sec 10,
tem fitted on the tank may be used, if compliant with [2.3]. [2.2] if the connector is fitted to the tank, or
Connectors fitted to the tank top are to be connected to the • that of the adjacent pipe if the connector is fitted to a
tank top plating or, alternatively, to a removable access pipe.
cover.
2.3.4 Flanges (15/7/2015)
2.2.2 Geometrical characteristics (15/7/2015) The dimensions of connector flanges, counter-flanges and
relative bolts are to be chosen in accordance with recog-
The way connectors are shaped and installed (pipe line nized standards.
bending radius included) is to be defined by the designer,
provided they comply with [2.1] to [2.3]. 2.3.5 Supporting of the connectors (15/7/2015)
If means of support are fitted, Pt C, Ch 1, Sec 10, [9.1.9]
If the connector is intended for the introduction of a sub-
apply.
mersible pump into the tank, the bending radius of the con-
cerned pipe line is to allow for the unhampered passage of
2.3.6 Prevention of progressive flooding (15/7/2015)
the pump.
Connector pipes are to comply with in Pt C, Ch 1, Sec 10,
[5.5].
2.2.3 Access (15/7/2015)
Easy access is to be guaranteed in way of each connector, 3 Additional requirements for -NS
by means of a clear area around it.
notation
The connector locations and the minimum spaces all
around each connector are to be defined by the designer. 3.1 General
3.1.1 (15/7/2015)
2.2.4 Name plates and warning plates (15/7/2015)
These provisions apply to ships that require the additional
Each connector must be fitted with: notation -NS.
2.1
2.1.1 (1/10/2015)
The additional class notation GAS READY (X1, X2, X3 …) is
assigned:
a) to new buildings, other than LNG carriers, that are in
accordance with the RINA Rules in force at the date
Examples:
• GAS READY (Design, Users(MErr)) means that the future LNG fuelled design has been examined and found in compliance with
the applicable rules and the ship main engine is of a type that can be converted to dual fuel engine;
• GAS READY (Design, Structure, Users(MErr, AErr)) means that the future LNG fuelled design has been examined and found in
compliance with the applicable rules, the ship is constructed with the necessary structural reinforcement and low temperature
materials around the LNG fuel tank(s), and the main and auxiliary engines are of types that can be converted to dual fuel engines.
3 Documents to be submitted deemed necessary for the evaluation of the systems and
components.
3.1 Documentation requirements for charac-
teristic "Design" 3.2 Documentation requirements for charac-
3.1.1 (1/10/2015) teristics "Structure", "Tank", "Piping",
The list of plans and documents to be submitted is given in "Users"
Tab 2.
The documentation is to be marked "Gas ready" in each
3.2.1 (1/10/2015)
drawing title. The design, applicable to the assigned characteristic, is to
The Society reserves the right to require additional docu- be submitted and approved for compliance with the appli-
ments in the case of non-conventional design or if it is cable sections of Pt C, Ch 1, App 7.
Item
Documentation Additional description
n°
1 General arrangement Including LNG tank location with distances from ship side, adjacent spaces, bunkering
station location, pipe routing, engine room arrangement and location of any other
spaces containing gas equipment. Location of entrances (air locks as relevant) for
spaces with gas equipment are also to be shown.
2 Engine room arrangement Only if not included in the general arrangement.
3 Design philosophy/ Including information on the machinery configuration, engine room arrangements, fuel
description arrangements, shut down philosophy, redundancy considerations etc.
4 Hazardous zones drawing General arrangement plan with the indication of the hazardous area classification
5 Ventilation system For gas equipment spaces, including ventilation capacity, location of inlets and out-
lets, segregation from other ventilation systems.
6 Tank arrangement drawing Including arrangement of tank connection space and pump rooms/compressor rooms
where relevant. The LNG tank design drawings are preferably to contain sufficient
detail to allow for structural strength and thermal exposure calculations for surround-
ing structure.
7 Structural strength calculation for
the LNG fuel tank location
8 Temperature calculations around
the LNG fuel tanks
Item
Documentation Additional description
n°
9 P&ID for LNG bunkering and gas Including details for double piping/ducts and arrangement/ location of vent mast/vent
fuel systems outlet(s) for pressure relief valves and purging.
10 Inert gas system
11 Structural/passive fire protection in
relation to LNG tank/other spaces
with gas equipment
12 Bilge system Where fitted in spaces containing gas equipment
13 Fire extinguishing in
relation LNG tank/other spaces
with gas equipment
14 Stability calculations with LNG
tank(s) included
15 Bunkering station Including drip trays, water curtain and any other arrangement needed, in particular
arrangement when bunkering rate is designed to be high.
Figure 1
The panels are to be treated according to Sec 12, Tab 2, splashing is 3 seconds or faster. The panel has a scribe
and the coating system applied according to items 1.d) line down to bare steel across width.
and 1.e) of Sec 12, Tab 2. The shop primer is to be g) Test Panel 2 has a fixed sacrificial zinc anode in order to
weathered for at least 2 months and cleaned by low evaluate the effect of cathodic protection. A circular 8
pressure washing or other mild method. Blast sweep or mm artificial holiday down to bare steel is introduced
high pressure washing or other primer removal methods on the test panel 100 mm from the anode in order to
are not to be used. The weathering method and extent evaluate the effect of the cathodic protection. The test
are to take into consideration that the primer is to be the panel is cyclically immersed with natural or artificial
seawater.
foundation for a 15-year target life system. To facilitate
innovation, alternative preparation, coating systems and h) Test Panel 3 is to be cooled on the reverse side, so as to
dry film thicknesses may be used when clearly defined. give a temperature gradient in order to simulate a
cooled bulkhead in a ballast wing tank, and splashed
d) The reverse side of the test piece is to be painted appro- with natural or artificial seawater in order to simulate a
priately, in order not to affect the test results. ship's pitching and rolling motion. The gradient of tem-
perature is approximately 20°C, and the interval of
e) As simulating the condition of the actual ballast tank, splashing is 3 seconds or faster. The panel has a scribe
the test cycle runs for two weeks with natural or artifi- line down to bare steel across width.
cial seawater and one week empty. The temperature of i) Test Panel 4 is to be cyclically splashed with natural or
the seawater is to be kept at about 35°C. artificial seawater in order to simulate a ship's pitching
and rolling motion. The interval of splashing is 3 sec-
f) Test Panel 1 is to be heated for 12 hours at 50°C and onds or faster. The panel has a scribe line down to bare
cooled for 12 hours at 20°C in order to simulate upper steel across width.
deck condition. The test panel is cyclically splashed j) Test Panel 5 is to be exposed to dry heat for 180 days at
with natural or artificial seawater in order to simulate a 70°C to simulate boundary plating between heated bun-
ship's pitching and rolling motion. The interval of ker tank and ballast tank in double bottom.
Figure 2 : Wave tank for testing of water ballast tank coating (1/7/2006)
4.2 Test results cutting determined on each panel. The average of the
three maximum records is used for the acceptance.
4.2.1 (1/7/2006)
Prior to the testing, the following measured data of the coat-
ing system is to be reported: 4.3 Acceptance criteria
a) infrared (IR) identification of the base and hardener
components of the coating; 4.3.1 (1/7/2006)
b) specific gravity, according to ISO 2811-74, of the base The test results based on [4.2] are to satisfy the acceptance
and hardener components of the paint; and criteria indicated in Tab 1.
c) number of pinholes, low voltage detector at 90 Volt.
4.3.2 (1/7/2006)
4.2.2 (1/7/2006)
After the testing, the following measured data is to be Epoxy based systems tested prior to the date of entry into
reported: force of Sec 12 are to satisfy only the criteria for blistering
a) blisters and rust according to ISO 4628/2 and ISO and rust in the table above.
4628/3;
4.3.3 (1/7/2006)
b) dry film thickness (DFT) (use of a template) (see Sec 12,
Tab 6); Epoxy based systems tested when applied according to
Sec 12, Tab 2 are to satisfy the criteria for epoxy based sys-
c) adhesion value according to ISO 4624;
tems as indicated in the table above.
d) flexibility according to ASTM D4145, modified accord-
ing to panel thickness (3 mm steel, 300 µm coating, 150 4.3.4 (1/7/2006)
mm cylindrical mandrel gives 2% elongation) for infor-
mation only; Alternative systems not necessarily epoxy based and/or not
necessarily applied according to Sec 12, Tab 2 are to satisfy
e) cathodic protection weight loss/current demand/dis-
the criteria for alternative systems as indicated in the table
bondment from artificial holiday;
above.
f) undercutting from scribe. The undercutting along both
sides of the scribe is measured and the maximum under-
Table 1 : Acceptance criteria of the results of test on simulated ballast tank conditions (1/7/2006)
1 General • Unit
- Lines plan
1.1 Application - Loading conditions
1.1.1 (1/7/2014) - Characteristics of weight distribution (Moments of
Mooring loads are to be calculated from a direct mooring Inertia)
analysis conducted with appropriate recognized software - Arrangement of the fairleads for mooring lines
calibrated and verified by model tests; in such cases where
documented experience of previous similar projects does - Fairleads and chain stopper drawings.
not require calibration/verification of the software, model
tests could be omitted. 2.2 Presentation of the results
1.1.2 (1/7/2014) 2.2.1 (1/7/2014)
This Appendix specifies the requirements to be fulfilled in The Mooring Analysis report should include, at least:
the most general case. The Society may accept relaxations
• Description of the software for the calculation and asso-
to these requirements when deemed acceptable, at its dis-
ciated theory
cretion and on a case by case basis, depending on the
unit's: • Description of the hydrodynamic model and mechani-
cal model
• seakeeping characteristics,
• area of operation, • Calibration/comparison with model tests (or with previ-
ous experience) and model test evaluation
• intended service.
• RAO of the vessel motions (with input parameters speci-
fication in the case of non-linear/linearized analysis)
2 Required documentation and Quadratic Transfer Function of the unit
• Environmental data and wind combination matrix
2.1 Unit and mooring data
• Assumptions and simplification
2.1.1 (1/7/2014)
• Description of additional viscous damping, if applied
The following information is required in order to assess the
mooring analysis: • Statistics of the results
• Mooring system • Spectral analyses of the results
- Number of lines • Time histories of the results.
- Type of line segments
- Weight of the chain 3 Analysis methods
- Arrangement of the fairleads for mooring lines
- Fairleads and chain stopper drawings. 3.1 Mooring analysis
- Dimensions 3.1.1 (1/7/2014)
- Material The analysis is to reproduce, as closely as possible, the real
- Line length from fairlead to anchor point behaviour of the system during its operative life.
- Anchor pattern Hypotheses assumed and simplifications made are to be
- Anchor type clearly indicated and explained.
- Initial pretensions For the calculation of the forces induced by the mooring
- Horizontal distance between fairleads and anchor system on the unit, the following analyses are required:
point • Quasi Static Analysis
- Position of buoyancy elements and buoyancy of the • Dynamic Analysis.
elements
- Position of weight elements and weight of the ele-
3.1.2 (1/7/2014)
ments Dynamic analysis can be:
- Shackles, D-shackles • Frequency domain analysis (linear analysis) when non-
- Anchor design including anchor size, weight and linear effects are considered negligible
material • Time domain analysis
Dynamic analysis is to be performed in the following condi- through wind tunnel test or flow analysis. For the evaluation
tions: of the current loads, current profile according to the infor-
• Intact condition mation contained in the meteo-marine data is to be consid-
ered.
• Broken line condition
• Transient broken line (required on a case by case basis)
4.5 Wave loads
The following effects shall be taken into account and sensi- 4.5.1 (1/7/2014)
tivity analysis shall be performed:
The loads resulting from the interaction between waves and
• Installation tolerances floating unit can be divided as follows:
• Chain length/pretension tolerances • Wave frequency loads/motions
• Chain corrosion • Slow drift varying loads/motions
• Marine growth • Mean drift loads/mean displacement.
• Water depth (tide/bathymetry) variation
If no specific wave spectrum is indicated in the meteo-
• Waves period variation
marine data, JONSWAP spectrum with spreading function
• Seabed friction variation. cos4 may be used. Peakedness parameter may be taken
3.1.3 (1/7/2014) equal to 3,3 if not otherwise specified in the meteo-marine
Additional analyses may be required by the Society when data.
deemed necessary.
5 Environmental conditions
4 Loads
5.1
4.1 General 5.1.1 (1/7/2014)
4.1.1 (1/7/2014) All possible combinations of waves, current and wind that
The following effects are to be duly taken into account for results in the most severe loading cases are to be
the mooring analysis: accounted, as follows:
• Static loads • 100-year waves with associated wind and current,
• Wind • 100-year wind with associated waves and current,
• Current • 100-year current with associated waves and wind.
• Waves (slow frequency and wave frequency motions). 5.1.2 (1/7/2014)
4.1.2 (1/7/2014) The data and the mutual direction of wind, waves and cur-
The effects of wind, current and waves, considered as acting rent should be extracted from meteo-marine data; if no data
simultaneously, as described in [5], are to be considered. on the relative directions of wind, wave and current are
available, different tests using conservative hypotheses
(extreme cases) are to be considered.
4.2 Static loads
4.2.1 (1/7/2014)
6 Results and maximum expected
Static loads are the loads that act on the turret and on the
hull in still water condition and with no wind and no cur-
value
rent. Loads transmitted to the unit by external structures are
due to the weight of the risers and to the pretension of the 6.1
mooring lines. 6.1.1 (1/7/2014)
A short-term analysis of the most critical cases is to be con-
4.3 Wind Loads sidered for the computation of the mooring loads.
4.3.1 (1/7/2014) The Characteristic Value of the mooring load to be consid-
Wind loads may be determined by drag formulation consid- ered for the strength assessment is the Maximum Expected
ering drag coefficients according to recognised standards Value for 3 hours return period in the most critical situation;
(such as OCIMF), where applicable, or through wind tunnel a 3 parameter Weibull distribution may be used in order to
test or flow analysis. fit the distribution of the "maxima between two mean-up-
For time domain analysis, time series of squalls according to zero-crossing". The 3 parameter Weibull cumulative distri-
wind spectrum, indicated in the meteo-marine data should bution function is represented by the following formula:
be considered.
p
W ( x ) = 1 – exp – --------------
x–m
4.4 Current loads q
4.4.1 (1/7/2014) Several 3 hour simulations with different random speeds or
The current loads may be determined according to recog- a long simulation should be run in order to provide good
nised standards (such as OCIMF), where applicable, or statistical confidence.
For the strength analysis, according to the RINA "Rules for As guidance, the allowable displacement of the top of the
the Classification of Floating Offshore Units at Fixed Loca- riser should not be less than the maximum horizontal dis-
tions and Mobile Offshore Drilling Units", Ch 7, 8 and 10, placement of the unit.
the most critical load combinations of hull girder loads,
local loads and mooring loads are to be applied (dynamic
loads characteristic values can be considered as equivalent
static loads).