INTERNATIONAL MARITIME ORGANIZATION
E
IMO
MARITIME SAFETY COMMITTEE
75th session
Agenda item 19
MSC 75/19/2
31 October 2001
Original: ENGLISH
RELATIONS WITH OTHER ORGANIZATIONS
IACS Unified Interpretations
Submitted by IACS
SUMMARY
Executive summary:
This paper advises on a number of IACS Unified Interpretations
implemented by IACS Members from 1 January and 1 July 2001,
respectively.
Action to be taken:
Paragraph 4
Related documents:
MSC 74/24, paragraphs 19.4 and 19.5
1
Attached as annexes 1 to 15 are IACS Interim Unified Interpretations, which are being
applied by IACS Members in accordance with their respective implementation date (see the note
at the bottom of each interpretation), as follows:
Annex 1
SC 3 – Emergency source of electrical power
SC 152 – Use of emergency generator in port
(SOLAS regulations II-1/42.1.4 and 43.1.4)
Annex 2
SC 10 - Precautions against shock, fire and other hazards of electrical
origin
(SOLAS regulation II-1/45.5.2)
Annex 3
SC 25 – Fixed gas fire-extinguishing systems
(SOLAS regulation II-2/5.1.6)
Annex 4
SC 30 – Fire-extinguishing arrangements in machinery
(SOLAS regulations II-2/7.1 and 7.2)
Annex 5
SC 70 – Area classification and selection of electrical equipment
(SOLAS regulations II-2/59.1.7 and 59.1.9 [1981]; IBC Code, paragraph
8.3.3.2; IGC Code, paragraph 8.2.10)
Annex 6
SC 73 – Fire protection arrangements in cargo spaces including special
category spaces
(SOLAS regulations II-2/37.1.5.3 and 53.2.2.3 [1981])
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
I:\MSC\75\19-2.doc
MSC 75/19/2
-2-
Annex 7
SC 126 – Fire protection materials for cargo ships
(SOLAS regulations II-2/49.2, 50.2, 50.3.1, 50.3.2 and 50.3.3)
Annex 8
SC 155 – Lightweight check in lieu of inclining test
(SOLAS regulation II-1/22)
Annex 9
SC 157 – Main source of electrical power
(SOLAS regulation II-1/41.5)
Annex 10
SC 158 – Horizontal fire zone concept
(SOLAS regulation II-2/37.1.1.1)
Annex 11
SC 159 – Equivalent protection
(SOLAS regulations II-2/53.1.2 and 54.2.1 and MSC/Circ.671)
Annex 12
SC 160 – Method IIIC construction
(SOLAS regulation II-2/52.3)
Annex 13
SC 161 – Timber deck cargo in the context of damage stability
requirements
(SOLAS regulation II-1/25-8.1)
Annex 14
LL 65 – Ships with assigned reduced freeboards intended to carry deck
cargo
(LL regulation 27; SOLAS regulation II-1/25-1, footnote 6)
Annex 15
PASSUB 1 – Viewports in passenger submersible craft
(IMO Guidelines for the design, construction and operation of passenger
submersible craft (MSC/Circ.981), paragraph 2.2.3)
2
Since these interpretations are considered relevant to port State control inspections, they
are brought to the attention of the Committee.
3
The attached interpretations will be applied by IACS members when acting individually
as recognized organizations, authorized by flag State Administrations to act on their behalf, until
the relevant results of IMO deliberations have been promulgated, thereby superseding these
Interim Unified Interpretations.
Action requested of the Committee
4
The Committee is invited to note the foregoing and take action as appropriate.
***
I:\MSC\75\19-2.DOC
ANNEX 1
SC3
(1985)
(Rev.1
May 1999)
SC3
Emergency source of electrical power
(Chapter II-1, Regulation 42.1.4 & 43.1.4)
SOLAS Regulation II-1/42.1.4 and 43.1.4 read:
Provided that suitable measures are taken for safeguarding independent emergency operation under
all circumstances, the emergency generator may be used exceptionally, and for short periods, to
supply non-emergency circuits.
Interpretations
Exceptionally, whilst the vessel is at sea, is understood to mean conditions such as
1.
2.
3.
4.
blackout situation
dead-ship situation
routine use for testing
short-term parallel operation with the main source of electrical power for the purpose of load
transfer
Unless instructed otherwise by the Administration, the emergency generator may be used during lay
time in port for the supply of the ship mains, provided the requirements of UI SC 152 are complied
with.
Note: Rev.1 of UI SC 3 is to be uniformly implemented by IACS Members and Associates from 1
January 2000
IACS Int. 1985/Rev.1 1999
SC152
SC152 Use of emergency generator in port
(May
1999)
1999)
(Chapter II-1, Regulations 42.1.4 and 43.1.4)
SOLAS Regulations II-1/42.1.4 and 43.1.4 read:
Provided that suitable measures are taken for safeguarding independent emergency operation under all
circumstances, the emergency generator may be used exceptionally, and for short periods, to supply
non-emergency circuits.
Interpretations
1.
General
Unless instructed otherwise by the Administration the emergency generator may be used during lay time
in port for the supply of the ship mains, provided the requirements as per items 2 and 3 below are
complied with.
2.
Requirements
2.1
To prevent the generator or its prime mover from becoming overloaded when used in port,
arrangements are to be provided to shed sufficient non-emergency loads to ensure its continued safe
operation.
2.2
The prime mover is to be arranged with fuel oil filters and lubrication oil filters, monitoring
equipment and protection devices as required for the prime mover for main power generation and for
unattended operation.
2.3
The fuel oil supply tank to the prime mover is to be provided with a low level alarm, arranged at a
level ensuring sufficient fuel oil capacity for the emergency services for the period of time as required by
SOLAS.
2.4
The prime mover is to be designed and built for continuous operation and should be subjected to a
planned maintenance scheme ensuring that it is always available and capable of fulfilling its role in the
event of an emergency at sea.
2.5
Fire detectors are to be installed in the location where the emergency generator set and emergency
switchboard are installed.
2.6
Means are to be provided to readily change over to emergency operation.
2.7
Control, monitoring and supply circuits, for the purpose of the use of the emergency generator in
port are to be so arranged and protected that any electrical fault will not influence the operation of the
main and emergency services.
When necessary for safe operation, the emergency switchboard is to be fitted with switches to isolate the
circuits.
3.
Operation
Instructions* are to be provided on board to ensure that when the vessel is under way all control devices
(e.g. valves, switches) are in a correct position for the independent emergency operation of the
emergency generator set and emergency switchboard.
* These instructions are also to contain information on required fuel oil tank level, position of
harbour/sea mode switch if fitted, ventilation openings etc.
Note: This UI SC 152 is to be uniformly implemented by IACS Members and Associates from 1 January
2000.
***
IACS Int. 1999
ANNEX 2
SC10
Precautions against shock, fire and other
SC10
(Rev 1
1997)
hazards of electrical origin
(Rev.2
(Chapter II-1, Regulation 45.5.2)
Text:
"shall be at least of a flame-retardant type .
Interpretation:
This may be achieved by cables which have been tested in accordance with IEC
Publication 60332-1 or a test procedure equivalent thereto.
Text:
shall be so installed as not to impair their original flame-retarding properties .
Interpretation:
This may be achieved by:
Method 1
Cables which have been tested in accordance with IEC Publication 60332-3 Category
A/F or a test procedure for cables installed in bunches equivalent thereto.
Method 2
2.1
1
2
3
4
(See Figures 1-4)
Fire stops having at least B-0 penetrations fitted as follows:
cable entries at the main and emergency switchboard,
where cables enter engine control rooms,
cable entries at centralized control panels for propulsion machinery and essential
auxiliaries,
at each end of totally enclosed cable trunks; and
2.2
In enclosed and semi-enclosed spaces, cable runs are to comply with the
following:
1
2
to have fire protection coating applied:
to at least 1 metre in every 14 metres
to entire length of vertical runs, or
fitted with fire stops having at least B-0 penetrations every second deck or
approximately 6 metres for vertical runs and at every 14 metres for horizontal
runs.
The cable penetrations are to be installed in steel plates of at least 3 mm thickness
extending all around to twice the largest dimension of the cable run for vertical runs
and once for horizontal runs, but need not extend through ceilings, decks, bulkheads
or solid sides of trunk. In cargo area, fire stops need only be fitted at the boundaries of
the spaces.
Note: Changes introduced in Rev.2 are to be implemented by IACS Members and
Associates from 1 July 2001.
▼
May
2001)
IACS Int. 1985/Rev 2 2001
SC10
SC10
FIRE STOPS (STEEL PLATE AT LEAST 3mm
THICKNESS)
NON TOTALLY ENCLOSED
TRUNKS
FIRE STOPS (STEEL PLATE AT LEAST 3mm
THICKNESS)
TOTALLY ENCLOSED TRUNKS
HORIZONTAL
STEEL PLATE
14m
B-0
PENETRATION
B-0
PENETRATION
;
;
B-0
PENETRATION
a
B-0
PENETRATION
a
STEEL
PLATE
1a
REMARK:
THE LENGTH (a) OF THE FIRE STOPS FOR HORIZONTAL
CABLE RUNS SHOULD BE AT LEAST ONCE OF THE
LARGEST DIMENSION OF THE CABLE BUNCH OR UP
TO THE DECK
Fig. 3
FIRE STOPS (STEEL PLATE AT LEAST 3mm THICKNESS)
OPEN CABLE RUNS
VERTICAL
OR
Fig. 1
a
2a
COATING ENTIRE LENGTH
FIRE STOP
2a
2a
FIRE STOPS (STEEL PLATE AT LEAST 3mm
THICKNESS)
NON TOTALLY ENCLOSED
TRUNKS
6m
VERTICAL
FIRE STOP
a
A
B-0
PENETRATION
STEEL
PLATE
2a
6m
HORIZONTAL
FIRE STOP WITH
STEEL PLATE AND
B-0 PENETRATION
1a
a
1a
14m
STEEL PLATE
FIRE STOP
B-0
PENETRATION
B
2a
a
1a
14m
1a
2a
1m
1m
COATING
Fig. 2
OR
COATING
Fig. 4
▼
▼
IACS Int. 1985/Rev.2 2001
***
ANNEX 3
SC25
SC25
Fixed gas fire-extinguishing systems
(1985)
(Rev.1
June 2000)
(Chapter II-2, Regulation 5.1.6)
Text:
"The alarm shall operate for a suitable period before the medium is released".
Interpretation:
1)
Certain spaces for which the automatic warning of release of the extinguishing medium is
required:
Ordinary cargo holds need not comply with Reg. II-2/5.1.6. However, ro/ro cargo spaces, holds in
container ships equipped for integrated reefer containers and other spaces where personnel can be
expected to enter and where the access is therefore facilitated by doors or manway hatches shall
comply with the above regulation.
Small spaces, such as small compressor rooms, paint lockers, lamp stores etc. need not comply
with Reg. II-2/5.1.6.
2)
Advance period of time of alarm sounding:
The alarm shall sound for the period of time necessary to evacuate the space but not less than 20 s.
Note: Changes introduced in Rev.1 are to be uniformly implemented by IACS Members and Associates
from 1 January 2001.
▼
▼
***
IACS Int. 1985/Rev.1 2000
ANNEX 4
SC30
SC30
Fire-extinguishing arrangements in machinery
(May 1998)
(Rev. 1
spaces
June 2000)
(Interpretation of Chapter II-2, Regulation 7.1 and 7.2)
Number of systems, appliances and extinguishers
required by Reg. II-2/7.1 & 7.2
Systems,
appliances &
extinguishers
Category A
machinery
spaces
SOLAS
paragraph
Oil-fired boilers
Oil-fired boilers
and oil fuel units
Oil fuel units only
Internal
combustion
machinery
Internal
combustion
machinery and oil
fuel units
Fixed
fireextinguishing
system
7.1.1,
7.2.1
1
1
1
Portable
foam
applica
-tor *1
Add’l
portable
foam
extinguishers
Portable
foam
extinguishers
135 l
foam
extinguisher
45 l foam
extinguishers *2
7.1.3
7.2.3
7.1.4
1 *4
-
N
NA
1
*4
-
N
Engine room containing:
2
NA
-
-
-
7.1.2,
7.1.3
7.2.3
7.2.2
Boiler room containing:
1
2N
NA
1
2N + 2
Sand
boxes
1
1
x
-
y
-
1
1
x
-
y
-
*3
Combined engine/boiler room containing:
Internal
(2N + 2) or x
combustion
1
1
y*5
N
1 *4
machinery, oil
whichever is
fired boilers and
greater
oil fuel units
N = number of firing spaces.
“2N” means that two extinguishers are to be located in each firing space.
x = sufficient number, minimum two in each space, so located that there are at least one
portable fire extinguisher within 10 m walking distance from any point.
y = sufficient number to enable foam to be directed onto any part of the fuel and lubricating oil
pressure systems, gearing and other fire hazards.
Notes:
*1. May be located at outside of the entrance to the room.
*2. May be arranged outside of the space concerned for smaller spaces of cargo ships.
*3. The amount of sand is to be at least 0.1 m3. A shovel is to be provided. Sand boxes may
be substituted by approved portable fire extinguishers.
*4. Not required for such spaces in cargo ships wherein all boilers contained therein are for
domestic services and are less than 175 kW.
*5. In case of machinery spaces containing both boilers and internal combustion engines
(case not explicitly considered in Reg. 7) reg. 7.1 and 7.2 apply, with the exception that
one of the foam fire-extinguishers of at least 45 l capacity or equivalent (required by Reg.
7.2.3) may be omitted on the condition that the 135 l extinguisher (required by Reg. 7.1.3)
can protect efficiently and readily the area covered by the 45 l extinguisher.
*6. Oil fired machinery other than boilers such as fired inert gas generators, incinerators and
waste disposal units are to be considered the same as boilers insofar as the required
number and type of fire fighting appliances are concerned
IACS Int. 1998/Rev. 1 2000
***
▼
▼
Note: Changes introduced in Rev.1 are to be implemented by IACS Members and Associates
from 1 January 2001.
ANNEX 5
SC70
SC70 Area Classification and selection of electrical
(1985)
equipment
(Rev.1
May
2001)
(Chapter II-2, Regulation 59.1.7 [1981])
Text:
Be arranged at the furthest distance practicable but not less than 5m from the nearest
air intakes and openings to enclosed spaces containing a source of ignition and from
deck machinery and equipment which may constitute an ignition hazard.
Interpretation:
1.
Areas on open deck, or semi-enclosed spaces on open deck, within 3m of cargo
tank ventilation outlets which permit the flow of small volumes of vapour, air or
inert gas mixtures caused by thermal variation are defined as Zone 1.
-
Permitted electrical equipment:
Certified safe type equipment for Zone 1.
2.
Areas within 2m beyond the zone specified in 1 above are defined as Zone 2.
-
Permitted electrical equipment:
Certified safe type equipment for Zone 1,
Equipment of a type, which ensures the absence of sparks, arcs and of “hot
spots” during its normal operation,
Equipment having an enclosure filled with a liquid dielectric, when required by
the application, or encapsulated,
Pressurised equipment,
Equipment specifically designed for Zone 2 (for example type “n” protection in
accordance with IEC 60079-15).
(Chapter II-2, Regulation 59.1.9 [1981])
Text:
Not less than 10m measured horizontally from the nearest air intakes and openings to
enclosed spaces containing a source of ignition and from deck machinery and
equipment which may constitute an ignition hazard.
Note: Changes introduced in Rev.1 are to be implemented by IACS Members and
Associates from 1 July 2001.
▼
IACS Int. 1985/Rev. 1 2001
SC 70
SC
70
(Cont d)
(IBC Code, Para. 8.3.3.2)
Text:
The position of vent outlets of a controlled tank venting system should be arranged at
a distance of at least 10m measured horizontally from the nearest air intake or
openings to accommodation, service and machinery spaces and ignition sources.
(IGC Code, Para 8.2.10)
Text:
All other vent exits connected to the cargo containment system should be arranged at
a distance of at least 10m from the nearest air intake or opening to accommodation
spaces, service spaces and control stations, or other gas-safe spaces.
Interpretation:
1.
Areas on open deck, or semi-enclosed spaces on open deck, within a vertical
cylinder of unlimited height and 6m radius centred upon the center of the outlet,
and within a hemisphere of 6m radius below the outlet which permit the flow of
large volumes of vapour, air or inert gas mixtures during loading/discharging/
ballasting are defined as Zone 1.
Permitted electrical equipment:
Certified safe type equipment for Zone 1.
2.
-
Areas within 4m beyond the zone specified in 1 above are defined as Zone 2.
Permitted electrical equipment:
Certified safe type equipment for Zone 1,
Equipment of a type, which ensures the absence of sparks, arcs and of “hot
spots” during its normal operation,
Equipment having an enclosure filled with a liquid dielectric, when required by
the application, or encapsulated,
Pressurised equipment,
Equipment specifically designed for Zone 2 (for example type “n” protection in
accordance with IEC 60079-15).
▼
▼
IACS Int. 1985/Rev.1 2001
***
ANNEX 6
SC 73
SC73 Fire protection arrangements in cargo spaces
(1985)
(Rev.1
including special category spaces
May,
2001)
(Chapter II-2, Regulation 37.1.5.3, 53.2.2.3 [1981])
Portable extinguishers suitable for fighting oil fires shall be provided at each car deck
level in each hold of compartment where vehicles are carried, spaced not more than
20m apart, on both sides of the ship. One of these extinguishers shall be positioned at
each entrance to the car spaces.
Notes: 1. This need not apply to weather decks used as ro-ro cargo spaces.
▼
▼
2. Changes introduced in Rev.1 are to be implemented by IACS Members and
Associates from 1 July 2001.
***
IACS Int. 1985/Rev. 1 2001
ANNEX 7
SC126
SC126
Fire Protection Materials for Cargo Ships
(May, 1998)
14
(3) Only in corridors and stairway enclosures
(3)
Reg.II-2/49.2
Reg.II-2/50.1 Reg.II-2/50.3.1 Reg.II-2/49.1 Reg.II-2/50.3.3 Reg.II-2/50.3.2
Reg.II-2/49.3
(Rev.1
June 2000)
▼
Note: Changes introduced in Rev.1 are to be implemented by IACS Members and
Associates from 1 January 2001.
126-1
IACS Int. 1998/Rev.1 2000
▼
▼
IACS Int. 1998/Rev.1 2000
(4)
Reg.II-
(6)
Reg.II-
Reg.II-
Reg.II-
Reg.II-
Reg.II-
SC126
cont’d
126-2
***
(6)Only
incorridorsand
stairway
enclosures
14
Reg.II-
SC126
ANNEX 8
SC 155
SC155
Lightweight check in lieu of inclining test
(June 2000)
(Regulation II-1/22)
SOLAS regulation Il-1/22.1 requires every new passenger ship regardless of size and
every new cargo ship of 24 m or greater in length to be inclined. Regulation 22.4
permits an inclining test to be waived for an individual vessel provided basic stability
data is available from the inclining test of a sister vessel and that it can be satisfactorily
shown that such data is valid for the exempted vessel.
1. A sister vessel is a vessel built by the same yard from the same plans.
2. A lightweight check is considered the acceptable means of being satisfied that the
data from a lead sister vessel's inclining test can be used for a subsequent vessel.
Members may request regular repeats of inclining tests and /or require each individual
passenger ship to be inclined, if deemed necessary.
3. For any new built sister vessel with known differences from the lead sister vessel or
for a vessel in service which undergoes alterations with calculable differences in light
ship properties, a detailed weights and centres calculation, to adjust the lead vessel
lightship properties or original lightship properties, shall be carried out.
The validity of the calculated lightship properties shall be assessed by carrying out a
lightweight check unless the implications regarding the stability of the vessel indicate
that an inclining test should be performed.
4. For acceptance of the lightweight check results, the deviation of lightship
displacement determined by a light weight check is not to exceed 2% of the expected
value, if applicable determined by detailed weights and centres calculation as in
paragraph 3 above. In addition, the deviation of lightship longitudinal centre of gravity
is not to exceed 1% of LBP of the vessel. Where the deviation exceeds either of these
limits, an inclining test should be carried out.
5. This interpretation is applicable to all vessels for which intact stability is a matter of
class per UR L2.
Note: This UI SC 155 is to be uniformly implemented by IACS Members and
Associates from 1 January 2001.
▼
▼
***
IACS Int. 2000
ANNEX 9
SC157
SC157
Main Source of Electrical Power
(June 2000)
(Regulation II-1/41.5)
Interpretation of the clause “...will be maintained or immediately restored” as detailed
in Reg. II-1/41.5.1.1 amending SOLAS Reg. II-1/41 - Main Source of electrical power
and lighting systems.
1.
Reg. II-1/41.5.1.1 - Where the main source of electrical power is necessary for
propulsion and steering of the ship, the system shall be so arranged that the electrical
supply to equipment necessary for propulsion and steering and to ensure safety of the
ship will be maintained or immediately restored in case of loss of any one of the
generators in service.
2.
To fulfil the above the following measures are required:
2.1 Where the electrical power is normally supplied by more than one generator set
simultaneously in parallel operation, provision of protection, including automatic
disconnection of sufficient non-essential services and if necessary secondary essential
services and those provided for habitability, should be made to ensure that, in case of
loss of any of these generating sets, the remaining ones are kept in operation to permit
propulsion and steering and to ensure safety.
2.2 Where the electrical power is normally supplied by one generator provision shall
be made, upon loss of power, for automatic starting and connecting to the main
switchboard of stand-by generator(s) of sufficient capacity with automatic restarting of
the essential auxiliaries, in sequential operation if required. Starting and connection to
the main switchboard of one generator should be as rapid as possible, preferably
within 30 seconds after loss of power.
Where prime movers with longer starting time are used, this starting and connection
time may be exceeded upon approval from the society.
2.3
Load shedding or other equivalent arrangements should be provided to protect
the generators required by this regulation against sustained overload.
2.3.1
The load shedding should be automatic.
2.3.2 The non-essential services, service for habitable conditions may be shed and
where necessary, additionally the secondary essential services, sufficient to ensure the
connected generator set(s) is/are not overloaded.
Note: This UI SC 155 is to be uniformly implemented by IACS Members and
Associates from 1 January 2001.
▼
▼
***
IACS Int. 2000
ANNEX 10
SC 158
SC158
Horizontal fire zone concept
(June 2000)
(Reg. II-2/37.1.1.1)
The "Total overall clear height" is the sum of distances between deck and web frames
of the decks forming one horizontal zone.
Note: This UI SC 158 is to be uniformly implemented by IACS Members and Associates from
1 January 2001.
▼
▼
***
IACS Int. 2000
ANNEX 11
SC 159
SC159
Equivalent Protection
(June 2000)
(Corr.1
May 2001)
(Reg. II-2/53.1.2)
Water supplies defined in Reg. II-2/54.2.1.2 are considered as an acceptable
protection for cargoes listed in Table 2 of MSC/Circ. 671.
Note: This UI SC 159 is to be uniformly implemented by IACS Members and Associates
from 1 January 2001.
▼
▼
***
IACS Int. 2001
ANNEX 12
SC 160
SC160
Method IIIC Construction
(June 2000)
(Reg. II-2/52.3)
In the case of ships built in accordance with Method IIIC, the detection system is only
relevant to the accommodation block. Service spaces built away from the
accommodation block need not be fitted with a fixed fire detection system.
Note: This UI SC 160 is to be uniformly implemented by IACS Members and Associates from
1 January 2001.
▼
▼
***
IACS Int. 2000
ANNEX 13
SC161 Timber deck cargo in the context of damage
stability requirements
(May 2000)
(Chapter II-1, Regulation 25-8.1)
SOLAS Regulation II-1/25-8.1 reads:
Stability information
1 The master of the ship shall be supplied with such reliable information as is
necessary to enable him by rapid and simple means to obtain accurate guidance as to
the stability of the ship under varying conditions of service. The information shall
include:
.1
a curve of minimum operational metacentric height (GM) versus draught which
assures compliance with the relevant intact stability requirements and the
requirements of regulations 25-1 to 25-6, alternatively a corresponding curve of the
maximum allowable vertical centre of gravity (KG) versus draught, or with the
equivalents of either of these curves;
.2
instructions concerning the operation of cross-flooding arrangements; and
.3
all other data and aids which might be necessary to maintain stability after
damage.
Scope
The provisions given hereunder apply to ships that are subject to SOLAS, Chapter II-1,
Part B-1 subdivision and damage stability calculations and engaged in carrying timber
deck cargoes. The buoyancy of the timber deck cargo can optionally be taken into
account in the damage stability calculations, subject to the provisions that have been
set forth in this document.
They shall comply with the requirements of the CODE OF SAFE PRACTICE FOR
SHIPS CARRYING TIMBER DECK CARGOES, 1991, and Ships that are provided
with and make use of their timber load line shall also comply with the requirements of
regulations 41 to 45 of the LOAD LINE CONVENTION, 1966.
Definitions
The following definitions apply for the purposes of this interpretation:
timber means sawn wood or lumber, cants, logs, poles, pulpwood and all other types
of timber in loose or packaged forms. The term does not include wood pulp or similar
cargo;
timber deck cargo means a cargo of timber carried on an uncovered part of a
freeboard or superstructure deck. The term does not include wood pulp or similar
cargo;
timber load line means a special load line assigned to ships complying with certain
conditions related to their construction set out in the LOAD LINE CONVENTION 1966
and used when the cargo complies with the stowage and securing conditions of the
CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES,
1991 (Resolution A.715(17));
IACS Int. 2000
Page 2
SC161
cont’d
deepest timber subdivision load line is the subdivision load line which corresponds to
the timber summer draught to be assigned to the ship;
respective partial load line is the light ship draught plus 60% of the difference between
the light ship draught and the deepest timber subdivision load line.
Interpretation
1. The stowage of timber deck cargoes shall comply with the provisions of Chapter 3 of
the CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK CARGOES,
1991 (resolution A.715(17)).
2. The ship shall be supplied with comprehensive stability information which takes into
account timber deck cargo. Such information shall enable the master, rapidly and
s i m p l y, to obtain accurate guidance as to the stability of the ship under varying
conditions of service, and as required in SOLAS Regulation II-1,25-8 it shall include,
among other damage stability related issues, a curve of minimum operating
metacentric height (GM) versus draught which covers the requirements of SOLAS
Regulation II-1/25-8.1.1.
3. The height and extent of the timber deck cargo shall be in accordance with Chapter
3.2 of the CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER DECK
CARGOES, 1991, and shall be at least stowed to the standard height of one
superstructure, if considered buoyant in the context of the subdivision and damage
stability calculations.
4. Account may be taken of the buoyancy of the timber deck cargo, assuming that
such cargo has a permeability of 25% of the volume occupied by the cargo, however,
the buoyancy of only one standard superstructure height of timber deck cargo may be
considered.
5. Unless instructed otherwise by the Administration, the stability information for ships
with timber deck cargoes may be supplemented by a second curve of limiting GM (or
KG) covering the then permissible draught range as specified below. Thus when
accepting two stability limiting curves one curve shall be applicable when carrying
timber deck cargo and a second curve for any other loading condition.
6. The above described provision of two curves are to be developed as described in
SOLAS Regulation II-1/25-8.3, if they have been determined from considerations
related to the subdivision index, based on the following:
6.1. for any loading condition other than timber deck cargo the limiting GM with the
draughts as described in SOLAS Regulation II-1/25-8.3, and
6.2. for timber deck cargo
the limiting GM shall be varied linearly between that the deepest timber subdivision
load line and the respective timber partial load line. Where timber freeboards are not
assigned the deepest and partial draughts shall relate to the summer load line.
7. For the purpose of the subdivision and damage stability calculations, the
permeabilities of each space or part of space shall be as described in SOLAS
Regulation II-1/25-7, however supplemented by the following for the undamaged
timber deck cargo:
Spaces
Permeability
Timber cargo on deck
0.25
for both draughts.
IACS Int. 2000
Page 3
SC161
cont’d
8. When considering the vertical extent of damage, the upper deck may be regarded
as a horizontal subdivision (in accordance with SOLAS Regulation II-1/25-6.3). Thus
when calculating damage cases limited vertically to the upper deck with the
corresponding v-factor, the timber deck cargo may be considered to remain buoyant
with an assumed permeability of 0.25. For damage extending above the upper deck
the timber deck cargo buoyancy in way of the damage zone is to be ignored.
Footnote: Implementation date 1 January 2001
***
IACS Int. 2000
ANNEX 14
LL65
(June
2000)
LL65
Ships with assigned reduced freeboards
intended to carry deck cargo
(LLC 66, Regulation 27 and SOLAS, Chapter II-1, Reg. 25-1 footnote 6)
General:
This UI pertains to ships assigned reduced freeboards in accordance with Regulation
27 of the International Convention on Load Lines, 1966 (ILLC 1966) and intended to
carry deck cargo.
In .6 of the footnote to SOLAS Chapter II-1, Regulation 25-1, ships shown to comply
with ICLL Regulation 27 as applied in compliance with IMO Res. A.320 and A.514,
may be excluded from the application of Part B-1.
The footnote accepts the deterministic damage stability analysis according to the load
line regulations in lieu of the probabilistic method of Part B-1. This was considered an
acceptable substitution because of the very conservative assumptions of the initial
load case made in the deterministic calculation under Regulation 27(7) of the 1966
ICLL. This can only be presumed for bulk carriers where the cargo is carried solely
within the cargo holds, but may not always be true for bulk carriers which may
occasionally also carry deck cargo, or other cargo ships intended for carriage of deck
cargo which have been designed to take advantage of a reduced freeboard
assignment.
Therefore for such ships damage stability calculations shall be carried out:
a)
Due to the assigned reduced freeboards, in compliance with damage stability
requirements of Regulation 27 ICLL and the 1988 Protocol to the ICLL.
b)
Due to the intended deck cargo capacity, the limiting GM or KG curve required
by Regulation 25-8 shall be provided to the master for guidance, based on
compliance with the probabilistic damage stability analysis of Part B-1.
The KG used for demonstrating compliance with the deterministic damage stability
requirements of ICLL Regulation 27 should be the same as that used for the
probabilistic damage stability calculations required by SOLAS Chapter II-1, Part B-1, at
the deepest subdivision load line.
Note: This UI LL 65 is to be uniformly implemented by IACS Members and Associates
from 1 July 2001.
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▼
***
IACS INT. 2000
ANNEX 15
PASSUB 1
PASSUB Viewports in Passenger Submersible
Craft
1
(May 1999)
(Rev. 1
Aug. 2000)
(para. 2.2.3, IMO Guidelines for Design, Construction and Operation of Passenger
Submersible Craft, 2000)
Paragraph 2.2.3.1 reads:
Viewports should be of acrylic material and in accordance with the requirements of a
recognised organisation to the satisfaction of the Administration. Viewports may be of other
material, as appropriate, provided viewports of such material are at least as effective and in
accordance with the requirements of a recognised organisation to the satisfaction of the
Administration.
Interpretation
Acrylic viewports are to be designed, fabricated and maintained in accordance with the
requirements of the latest edition of the American Society of Mechanical Engineers Safety
Standard for Pressure Vessels for Human Occupancy (ASME PVHO) Section 2 Viewports
and Section 3 Window Fabricators . Other standards and materials may be accepted by the
Society provided they achieve an equivalent level of safety with respect to design, fabrication
and maintenance.
Note: Rev.1 of this UI is to be uniformly implemented by IACS Members and Associates from
1 January 2001.
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▼
PAS-1
IACS Int. 1999/Rev. 1 2000
__________