Rules For Classification Of Sea-Going Steel Ships 2013 Amendments

advertisement
CHINA CLASSIFICATION SOCIETY
RULES FOR CLASSIFICATION OF
SEA-GOING STEEL SHIPS
AMENDMENTS
2013
Effective from July 1 2013
Beijing
CONTENTS
PART ONE
PROVISIONS OF CLASSIFICATION....................................................................................1
CHAPTER 2
Section 2
Section 3
Section 4
Section 9
SCOPE AND CONDITIONS OF CLASSIFICATION...........................................................1
RULES FOR CLASSIFICATION...............................................................................................1
CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS......................................1
APPLICATION AND FEES........................................................................................................1
ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION
AND REINSTATEMENT OF CLASS.........................................................................................2
Section 12 AUDIT..........................................................................................................................................2
Section 13 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION..........................................2
Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS.......................................................2
CHAPTER 3 INSPECTION OF PRODUCTS...............................................................................................7
Section 1 GENERAL PROVISIONS...........................................................................................................7
Section 6 CERTIFICATION OF ASBESTOS-FREE PRODUCTS.............................................................7
Appendix 1 LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCTS......10
Appendix 2 LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCTS....10
CHAPTER 4 SURVEYS DURING CONSTRUCTION .............................................................................11
Section 3 TIGHTNESS TESTING OF COMPARTMENTS.....................................................................11
Appendix 1 HULL SURVEY FOR NEW CONSTRUCTION......................................................................16
CHAPTER 5
Section 1
Section 2
Section 3
Section 4
Section 6
SURVEYS AFTER CONSTRUCTION ................................................................................17
GENERAL PROVISIONS.........................................................................................................17
TYPES AND PERIODS OF SURVEYS....................................................................................17
RETROSPECTIVE REQUIREMENTS FOR EXISTING SHIPS............................................17
HULL AND EQUIPMENT SURVEYS.....................................................................................17
ADDITIONAL REQUIREMENTS FOR HULL AND
EQUIPMENT SURVEYS OF OIL TANKERS.........................................................................18
Section 7 ADDITIONAL REQUIREMENTS FOR HULL AND
EQUIPMENT SURVEYS OF BULK CARRIERS...................................................................18
Section 8 ADDITIONAL REQUIREMENTS FOR HULL AND
EQUIPMENT SURVEYS OF CHEMICAL TANKERS...........................................................18
Section 13 BOILER SURVEYS..................................................................................................................20
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT
UNDER THE SUPERVISION OF CCS...................................................................................20
Appendix 8 PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS..........................................21
PART TWO HULL...........................................................................................................................................24
CHAPTER 1
Section 1
Section 2
Section 3
Section 4
Section 5
GENERAL................................................................................................................................24
GENERAL PROVISIONS.........................................................................................................24
HULL STRUCTURAL MEMBERS..........................................................................................24
HULL STRUCTURAL STEEL.................................................................................................24
WELD DESIGN FOR HULL STRUCTURES..........................................................................24
APPLICATION OF HIGHER TENSILE STEEL......................................................................25
-1-
Section 6
Section 10
Section 11
Section 12
Section 14
CORROSION CONTROL FOR HULL STRUCTURES..........................................................25
DAMAGE STABILITY.............................................................................................................25
LOAD LINE MARKS AND MARKING..................................................................................25
STRUCTURAL ARRANGEMENT...........................................................................................25
DIRECT STRENGTH CALCULATIONS................................................................................26
CHAPTER 2 HULL STRUCTURES.............................................................................................................30
Section 1 GENERAL PROVISIONS.........................................................................................................30
Section 4 DECKS......................................................................................................................................30
Section 5 SINGLE BOTTOMS..................................................................................................................31
Section 6 DOUBLE BOTTOMS ..............................................................................................................31
Section 7 SIDE FRAMING.......................................................................................................................31
Section 8 DECK FRAMING.....................................................................................................................31
Section 11 NON-WATERTIGHT PILLAR BULKHEADS........................................................................31
Section 12 WATERTIGHT BULKHEADS..................................................................................................32
Section 20 HATCHWAYS AND HATCH COVERS...................................................................................32
Appendix 1 LOADING INSTRUMENTS.....................................................................................................32
CHAPTER 3
Section 1
Section 2
Section 7
EQUIPMENT AND OUTFITS...............................................................................................34
RUDDERS.................................................................................................................................34
ANCHORING AND MOORING EQUIPMENT......................................................................34
SUPPORT STRUCTURE FOR DECK EQUIPMENT.............................................................34
CHAPTER 4
Section 2
STRENGTHENING FOR NAVIGATION IN ICE..............................................................35
ICE STRENGTHENING FOR CLASSES B1*, B1, B2 AND B3............................................35
CHAPTER 5 DOUBLE HULL OIL TANKERS...........................................................................................36
Section 1 GENERAL PROVISIONS.........................................................................................................36
Section 4 DOUBLE BOTTOM STRUCTURE..........................................................................................36
Section 5 DOUBLE HULL CONSTRUCTION........................................................................................36
Section 9 CORRUGATED TRANSVERSE OILTIGHT BULKHEADS..................................................36
Appendix 1 DIRECT STRENGTH CALCULATION OF DOUBLE HULL OIL TANKERS.....................36
CHAPTER 7
Section 1
Section 3
Appendix 1
Appendix 2
Container ships...............................................................................................................39
GENERAL PROVISIONS.........................................................................................................39
DECK STRUCTURE.................................................................................................................39
CONTAINER SECURING........................................................................................................40
DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS.........................................40
Bulk Carriers...................................................................................................................43
GENERAL PROVISIONS.........................................................................................................43
SIDE FRAMING.......................................................................................................................43
ADDITIONAL REQUIREMENTS FOR LOADING MANUALS AND
LOADING INSTRUMENTS.....................................................................................................43
Section 11 EVALUATION OF SCANTLINGS OF HATCH COVERS OF CARGO HOLDS..................44
Section 15 ADDITIONAL REQUIREMENTS FOR STIFFENING STRUCTURAL MEMBERS...........44
Appendix 1 DIRECT STRENGTH CALCULATION OF BULK CARRIERS............................................46
CHAPTER 8
Section 1
Section 3
Section 7
-2-
CHAPTER 14 DREDGERS.............................................................................................................................48
Section 9 SPLIT HOPPER DREDGERS AND BARGES.........................................................................48
CHAPTER 16 ORE CARRIERS.....................................................................................................................49
Section 1 GENERAL PROVISIONS.........................................................................................................49
PART THREE
CHAPTER 1
Section 2
Section 3
MACHINERY INSTALLATIONS.......................................................................................50
GENERAL................................................................................................................................50
GENERAL PROVISIONS.........................................................................................................50
ARRANGEMENT.....................................................................................................................50
CHAPTER 2 PUMPING AND PIPING SYSTEMS.....................................................................................51
Appendix 2 FLEXIBLE HOSES...................................................................................................................51
Appendix 3 TYPE APPROVAL OF MECHANICAL JOINTS.....................................................................51
Appendix 4 AIR PIPE CLOSING DEVICES...............................................................................................51
CHAPTER 3 SHIP’S PIPING AND VENTILATING SYSTEMS..............................................................54
Section 8 BALLAST AND SCUPPER SYSTEMS...................................................................................54
Section 10 AIR, OVERFLOW AND SOUNDING PIPES..........................................................................54
CHAPTER 4
Section 8
MACHINERY PIPING SYSTEMS........................................................................................55
THERMAL OIL SYSTEMS......................................................................................................55
CHAPTER 5
Section 2
PIPING SYSTEM FOR OIL TANKERS...............................................................................56
CARGO HANDLING SYSTEM...............................................................................................56
CHAPTER 6 BOILERS AND PRESSURE VESSELS................................................................................57
Appendix 1 STRENGTH CALCULATION OF WATER TUBE BOILERS................................................57
CHAPTER 9 DIESEL ENGINES..................................................................................................................58
Section 10 TESTS AND SURVEYS...........................................................................................................58
CHAPTER 11 SHAFTING AND PROPELLERS..........................................................................................59
Section 3 SHAFT TRANSMISSION UNITS............................................................................................59
Section 4 PROPELLERS...........................................................................................................................59
CHAPTER 13 STEERING GEAR AND WINDLASSES..............................................................................60
Section 1 STEERING GEAR....................................................................................................................60
PART FOUR
ELECTRICAL INSTALLATIONS.........................................................................................61
CHAPTER 1
Section 3
GENERAL................................................................................................................................61
DESIGN,CONSTRUCTION AND INSTALLATION............................................................61
-3-
CHAPTER 2
Section 9
Section 12
Section 14
Section 16
Section 18
ELECTRICAL INSTALLATIONS IN SHIPS......................................................................62
SAFETY SYSTEMS FOR SHIPS AND PERSONS ONBOARD............................................62
CABLES....................................................................................................................................62
SPECIAL REQUIREMENTS FOR HIGH VOLTAGE ELECTRICAL INSTALLATIONS....63
ADDITIONAL REQUIREMENTS FOR OIL TANKERS........................................................63
ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS GOODS.........63
CHAPTER 3
Section 5
CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT............................64
CABLES....................................................................................................................................64
PART FIVE
REFRIGERATED CARGO INSTALLATIONS.....................................................................65
CHAPTER 1
Section 1
GENERAL................................................................................................................................65
GENERAL PROVISIONS.........................................................................................................65
PART SIX FIRE PROTECTION, DETECTION AND EXTINCTION........................................................66
CHAPTER 1
Section 1
GENERAL ...............................................................................................................................66
GENERAL PROVISIONS........................................................................................................66
CHAPTER 2
Section 2
FIRE EXTINCTION SYSTEMS............................................................................................67
FIXED GAS FIRE-EXTINGUISHING SYSTEMS..................................................................67
CHAPTER 3
Section 4
FIRE SAFETY MEASURES...................................................................................................68
MISCELLANEOUS..................................................................................................................68
CHAPTER 4
Section 2
INERT GAS SYSTEMS...........................................................................................................69
INERT GAS SYSTEMS AND NITROGEN GENERATOR SYSTEMS FOR
DIFFERENT TYPES OF SHIPS................................................................................................69
PART EIGHT ADDITIONAL REQUIREMENTS.........................................................................................70
CHAPTER 1
Section 3
ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS.................................70
PROTECTION AND FIRE-FIGHTING EQUIPMENT...........................................................70
CHAPTER 6
Section 2
ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS....................71
OPEN-TOP CONTAINER SHIPS ENGAGED IN RESTRICTED SERVICE.........................71
CHAPTER 8
ADDITIONAL REQUIREMENTS FOR SHIPS WITH
REGARD TO ENVIRONMENTAL PROTECTION..........................................................72
GENERAL PROVISIONS........................................................................................................72
OTHER CLASS NOTATIONS.................................................................................................72
Section 1
Section 3
CHAPTER 13 ADDITIONAL REQUIREMENTS FOR POLAR CLASS SHIPS.....................................73
Section 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS SHIPS.........................................73
Section 3 MACHINERY INSTALLATIONS............................................................................................73
CHAPTER 19 AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS...............................................74
-4-
Section 1
Section 2
Section 3
Section 4
GENERAL PROVISIONS.........................................................................................................74
SYSTEM DESIGN....................................................................................................................76
ELECTRICAL EQUIPMENT....................................................................................................79
SURVEY AND TESTING.........................................................................................................81
PART NINE DOUBLE-HULL OIL TANKERSSTRUCTURE(CSR)..........................................................83
SECTION 4 BASIC INFORMATION ..........................................................................................................83
2 StructuralIdealisation....................................................................................................................83
3 Structure Design Details...............................................................................................................83
SECTION 6 MATERIALS AND WELDING ...............................................................................................84
1 Steel Grades..................................................................................................................................84
2 Corrosion Protection Including Coatings.....................................................................................85
3 Corrosion Additions......................................................................................................................85
4 Fabrication....................................................................................................................................86
5 Weld Design and Dimensions.......................................................................................................86
SECTION 7
6
LOADS........................................................................................................................................87
Combination of Loads..................................................................................................................87
SECTION 8 SCANTLING REQUIREMENTS ...........................................................................................89
1 Longitudinal Strength...................................................................................................................89
2 Cargo Tank Region.......................................................................................................................90
6 Evaluation of Structure for Sloshing and Impact Loads..............................................................92
SECTION 9 DESIGN VERIFICATION .......................................................................................................93
1 Hull Girder Ultimate Strength......................................................................................................93
2 Strength Assessment (FEM).........................................................................................................93
SECTION10 BUCKLING AND ULTIMATE STRENGTH ........................................................................94
1 General.........................................................................................................................................94
SECTION 11
1
4
5
GENERAL REQUIREMENT ..................................................................................................95
Hull Openings and Closing Arrangements...................................................................................95
Equipment.....................................................................................................................................96
Testing Procedures........................................................................................................................96
Appendix A Hull Girder Ultimate Strength .................................................................................................99
2 Calculation of Hull Girder Ultimate Capacity..............................................................................99
Appendix B Structural Strength Assessment..............................................................................................106
2 Cargo Tank Structural Strength Analysis....................................................................................106
PART TEN
BULK CARRIERS STRUCTURE(CSR)...............................................................................108
CHAPTER 1 GENERAL PRINCIPLES......................................................................................................108
Section 4 Symbols and Definitions...........................................................................................................108
-5-
CHAPTER 2 GENERAL ARRANGEMENT DESIGN..............................................................................110
Section 1 Subdivision Arrangement..........................................................................................................110
Section 2 Compartment Arrangement.......................................................................................................111
Section 3 Access Arrangement..................................................................................................................111
CHAPTER 3 STRUCTURAL DESIGN PRINCIPLES..............................................................................112
Section 3 Corrosion Additions..................................................................................................................112
Section 5 Corrosion Protection.................................................................................................................112
Section 6 Structural Arrangement Principles............................................................................................113
CHAPTER 4 DESIGN LOADS.....................................................................................................................115
Section 5 External Pressures......................................................................................................................115
Section 6 Internal Pressures and Forces....................................................................................................115
CHAPTER 5 HULL GIRDER STRENGTH ..............................................................................................116
Section 1 Yielding Check..........................................................................................................................116
CHAPTER 6
Section 1
Section 2
Section 3
Section 4
HULL SCANTLINGS.............................................................................................................117
Plating........................................................................................................................................117
OrdinaryStiffeners.....................................................................................................................117
Buckling and Ultimate Strength of Ordinary Stiffeners and Stiffened Panels..........................117
PrimarySupporting Members....................................................................................................118
CHAPTER 7 DIRECT STRENGTH ANALYSIS.......................................................................................120
Section 3 Detailed Stress Assessment.......................................................................................................120
CHAPTER 8 FATIGUE CHECK OF STRUCTURAL DETAILS ...........................................................121
Section 1 General Consideration..............................................................................................................121
Section 4 Stress Assessment of Stiffeners.................................................................................................121
Appendix 1 Cross Sectional Properties for Torsion.....................................................................................121
CHAPTER 9
Section 1
Section 2
Section 3
Section 5
OTHER STRUCTURES .......................................................................................................122
Fore Part....................................................................................................................................122
Aft Part......................................................................................................................................123
Machinery Space.......................................................................................................................124
Hatch Covers.............................................................................................................................124
CHAPTER 10 HULL OUTFITTING ............................................................................................................126
Section 1 Rudder and Manoeuvring Arrangement....................................................................................126
CHAPTER 11 CONSTRUCTION AND TESTING .....................................................................................127
Section 2 Welding.....................................................................................................................................127
Section 3 Testing of Compartments..........................................................................................................127
-6-
PART ONE
CHAPTER 2
PROVISIONS OF CLASSIFICATION
SCOPE AND CONDITIONS OF CLASSIFICATION
Section 2 RULES FOR CLASSIFICATION
A new paragraph 2.2.6 is added as follows:
“2.2.6 References in the Rules
2.2.6.1 References to relevant documents in the Rules constitute requirements of the Rules. For references with
no date indication, their latest version applies to the Rules.”
Section 3
CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS
In the existing paragraph 2.3.2.3 and Table D of paragraph 2.3.2.5, the words “cargo characteristics” are
replaced by “cargo and loading characteristics”.
In the existing paragraph 2.3.2.5:
The item Table F is replaced by the following:
“Table F:
Automation notation: Automatic and remote controls, dynamic positioning systems, one man
bridge operated ships, etc. may be assigned appropriate notations respectively; ”
Accordingly, the item Table H is replaced by the following:
“Table H: Special survey notation: For alternative methods or special requirements of survey, appropriate notations may be assigned respectively; self-propelled oil tankers, oil/bulk carriers, oil/bulk/ore carriers,
chemical tankers and bulk carriers are subject to an enhanced survey programme; structural diagrams
are given in Appendix 2 of this Chapter for mandatory ship types to which the ESP is assigned;”.
Section 4
APPLICATION AND FEES
The existing paragraph 2.4.1.2 is replaced by the following:
“2.4.1.2 The responsibilities of both parties, characters of classification and class notations, particulars of the
ship, etc., are to be clearly specified in the application or contract/agreement, undertaking that the applicant will
have no objection that the representative(s) of third-party independent audit organizations, e.g. representative(s)
of an Accredited Certification Body (ACB), IACS observer(s), etc., and the representative(s) of the European
Commission (EC) may visit onboard or a manufacturer or a shipyard to carry out a vertical contract audit.”
The existing paragraph 2.4.1.4 is replaced by the following:
“2.4.1.4 CCS has established an Occupational Health and Safety Management System for the purpose of
guaranteeing the occupational health and safety of Surveyors. An application for any classification or statutory
survey service by CCS means that the applicant respects this system of CCS and that he is committed to
provide conditions for the safety of CCS Surveyors entering the facilities related to the requested survey service
in accordance with the national requirements of the State of nationality of the Surveyor and the State where
the survey unit is located and/or the technical safety requirements developed by the local competent authorities
or equivalent technical standards①, including permanent or temporary means of access and facilities for
inspections, compartment environment and safety precautions. CCS Surveyors will confirm the safety of survey
conditions with the applicant and persons designated by him prior to performing specific surveys.”
_______________
① See CCS Guidelines for clients for safety of survey.
-1-
Section 9 Assignment, Maintenance, Suspension,
Cancellation anD Reinstatement of Class
The existing item ② of subparagraph 2.9.2.1(3) is replaced by the following:
“② when any continuous survey item due or overdue at time of annual survey has not been dealt with, and no
extension is granted by CCS at the time of an annual survey;”.
A new subparagraph 2.9.2.1(10) is added as follows:
“(10) When a ship is intended for a single voyage from laid-up position to a repair yard with any periodical
survey overdue, the ship’s class suspension may be held in abeyance and consideration may be given to allow
the ship to proceed on a single direct ballast voyage from the site of lay up to the repair yard, upon agreement
with the flag Administration, provided CCS finds the ship in satisfactory condition after surveys, the extent of
which are to be based on surveys overdue and duration of lay-up. A short term Class Certificate with conditions
for the intended voyage may be issued. This does not apply to ships whose class was already suspended prior to
being laid-up.”
Section 12 AUDIT
The existing paragraph 2.12.1.1 is replaced by the following:
“2.12.1.1 The owners, shipyards and marine product manufactories concerned are to assist the representative(s)
of third-party independent audit organizations, e.g. representative(s) of an Accredited Certification Body
(ACB), IACS observer(s), etc., and the representative(s) of the European Commission (EC) in their vertical
contract audit of CCS, when they are accompanied by CCS representative(s), so as to facilitate their work.”
Section 13 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION
The existing subparagraph 2.13.2.1(3) is replaced by the following:
“(3) the owners, ship operators are to authorize CCS to accepting the representative(s) of third-party independent
audit organizations, e.g. representative(s) of an Accredited Certification Body (ACB), IACS observer(s), etc.,
and the representative(s) of the European Commission (EC) may, during their audit or assessment of CCS,
have access to the certificates, documents and other information related to the ships classed with CCS;”.
Appendix 1
List of Class Notations for Sea-going Ships
In the existing paragraph 1, the words “cargo characteristics” is replaced by “cargo and loading characteristics”.
The existing paragraph 7 is amended as follows:
“7. Unless specifically stated otherwise, class notations are generally given in the sequence A–J as shown in
the table below:
Types
of class
notations
Table
Type of
ship
Table A
Service
restriction or
limitation
Table B
Special
duties
Table C
Cargo and
loading
characteristics
Table D
Special
features
Automation
Special
equipment
Special
survey
Environmental
protection
Table E
Table F
Table G
Table H
Table I
Refrigerated
cargo
installation
Table J
For example, in respect to a bulk carrier constructed under supervision of CCS according to CSR rules, engaged
in non-restricted service and service in floating ice condition, with design check by COMPASS-Structure
software, with loading computer for calculation of overall strength, intact stability and bulk grains, machinery
space periodically unattended, screwshaft condition monitoring and subject to in-water survey, the following
characters of classification and class notations are to be assigned:
-2-
★CSA Bulk Carrier; CSR; BC-A; Holds Nos. 2, 4 & 6 may be Empty; COMPASS (D, F); Grab (20); Ice Class
B; Loading Computer (S, I, G); ESP; In-Water Survey
★CSM AUT-0; SCM”
In Table A, the class notation “X carrier” is deleted; the description of the class notation “General Dry Cargo
Ship” is amended and new class notations are added as follows:
“
Class notation
Description
Technical
requirements to be
complied with
General Dry
Cargo Ship
Ships intended primarily to carry dry cargo, and also liquid cargo
contained in vessels, other than bulk carriers, container ships,
ro-ro cargo ships, refrigerated cargo ships, cement carriers, livestock
carriers, forest product carriers and wood chip carriers, deck cargo
General dry cargo
ships, general dry cargo ships of double side skin construction, with
ships
double side skin extending for the entire length of the cargo area
and for the entire height of the cargo hold to the upper deck.
Assignment of this notation is subject to compliance with survey
requirements in Sec. 5, Ch. 5 of this PART
Ch. 2, Pt. 2 of the
Rules
General dry cargo
General Dry
ships of double
Cargo Ship,
side skin conDouble Side Skin
struction
Ships of double side-skin construction, with double side-skin
extending for the entire length of the cargo area, and for the entire
height of the cargo hold to the upper deck, intended primarily
to carry dry cargo, and also liquid cargo contained in vessels.
Assignment of this notation is subject to compliance with survey
requirements in Sec. 4, Ch. 5 of this PART
Cement Carrier
Cement carriers
Ships designed and constructed specifically for the carriage of
cement
Forest Product
Carrier
Forest product
carriers
Ships designed and constructed specifically for the carriage of forest
products
Wood Chip
Carrier
Wood chip
carriers
Refrigerated
Cargo Ship
Refrigerated
cargo ships
Ch. 2 and
Ships designed and constructed specifically for the carriage of wood applicable sections
chips
of other chapters,
Ships designed for the carriage of cargo exclusively above deck Pt. 2 of the Rules
Deck Cargo Ship Deck cargo ships
with no cargo hold fitted
Livestock Carrier Livestock carriers
Ships fitted with refrigerated cargo installations, dedicated to the
carriage of perishable goods such as fish, meat, fruits, vegetables,
etc.
Ships designed and constructed specifically for the carriage of
livestock such as cattle, sheep, etc.
Fly Ash Carrier
Fly ash carrier
Ships designed and constructed specifically for the carriage of fly
ash
Sugar Carrier
Sugar carrier
Ships designed and constructed specifically for the carriage of sugar
”
In Table A, class notations “Rigid Connection PB Combination – Pusher”, “Water Tanker” etc. are amended as
follows:
“
Technical
requirements
to be complied
with
Class notation Description
Rigid
Connection PB
Combination –
Pusher
Rigid
Connection PB
Combination –
Barge
Rigid
connection PB
combination –
pusher
Rigid
connection PB
combination –
barge
A combination consisting of a pusher tug and a barge wherein the pusher tug
is secured in the barge notch by mechanical means. There is no relative motion
between the tug and the barge, resulting in the two vessels acting as a single
unit in a seaway. The pusher tug is a component part of the combination
A combination consisting of a pusher tug and a barge wherein the pusher tug
is secured in the barge notch by mechanical means. There is no relative motion
between the tug and the barge, resulting in the two vessels acting as a single
unit in a seaway. The barge is a component part of the combination
-3-
Ch. 7, Pt. 8 of
the Rules
Ch. 7, Pt. 8 of
the Rules
A combination consisting of a pusher tug and a barge wherein the pusher tug
Articulated
is secured in the barge notch by mechanical means, allowing pitch between the
connection PB
tug and the barge in only one degree of freedom. The two vessels act as a single
combination –
unit in a seaway and when disconnected from each other, both may moor or
pusher
operate independently. The pusher tug is a component part of the combination
A combination consisting of a pusher tug and a barge wherein the pusher tug
Articulated Articulated
is secured in the barge notch by mechanical means, allowing pitch between the
Connection PB connection PB
tug and the barge in only one degree of freedom. The two vessels act as a single
Combination – combination –
unit in a seaway and when disconnected from each other, both may moor or
Barge
barge
operate independently. The barge is a component part of the combination
Articulated
Connection PB
Combination –
Pusher
Water Tanker
Mono-Hull
HSC
Water tankers Tankers carrying fresh water
Wave piercer
craft
High speed
mono-hull
craft
Ch. 7, Pt. 8 of
the Rules
Ch. 2 and
applicable
sections of Ch.
5&6, Pt. 2 of
the Rules
A special type of catamaran high
speed craft with large aspect ratio
and small waterplane area
High speed craft with its air cushion
Surface Effect Surface effect being totally or partially retained by
Ship
ship
permanently immersed hard structures
High speed
High speed craft with upper parts of
Catamaran
catamaran
two parallel hulls being connected
HSC
craft
by strength framing
Wave Piercer
Craft
Ch. 7, Pt. 8 of
the Rules
High speed craft with a single hull
HSC are ships with maximum speed
not less than 3.7▽0.1667 m/s.
For passenger ships as defined in
paragraph 2.1.3.1(18) of Rules for
Construction and Classification of
Sea-Going High Speed Craft, the
service notation “Passenger A” is to
be added after type notation and where
such ships are fitted with ro-ro spaces or
Rules for
special category spaces, the notation Ro- Construction
Ro Passenger A is to be added.
and
For passenger ships as defined in Classification of
paragraph 2.1.3.1(19) of Rules for Sea-Going High
Construction and Classification of
Speed Craft
Sea-Going High Speed Craft, the
service notation Passenger B is to be
added after type notation and where
such ships are fitted with ro-ro spaces
or special category spaces, the notation
Ro-Ro Passenger B is to be added.
For high speed cargo craft, the notation
Cargo is added after type notation
”
The relevant service restriction or limitation notations in Table B are amended as follows:
“
Class notation
R1
R2
R3
Description
Technical requirements
to be complied with
Service Within 200 (summer/tropical*) 1.* Seasonal areas as specified in Annex II to
category or 100 (winter*) n mile off the the International Convention on Load Lines,
1966.
1
shore
** Sheltered waters include the sea areas
Service Within 20 (summer/tropical*) between an island and the shore and between
category or 10 (winter*) n mile off the islands with a distance of less than 10 n miles Ch. 1, Pt. 2 of the Rules
2
shore
in between, which forms a comparatively good
sheltered or similar condition with a little wave.
Service
2. Working ships may be assigned service catecategory Sheltered waters**
gories applicable for transit and operation respec3
tively, e.g. R2 for Transiting or R3 for Operation
”
In Table D, the heading “Cargo Notations” is replaced by “Cargo and Loading Notations” and new class
notation “Max. Cargo Density in XXX Tank (xx t/m3)” is added as follows:
“
Class notation
Max. Cargo
Density in XXX
Tank (xx t/m3)
Description
Maximum XXX tank is designed to carry liquid cargo of density less than
cargo density xx t/m3the notation is only to be added after “Offshore Supply
in tank
Ship”
Technical requirements
to be complied with
Sec 13, Ch.2, Pt 2 of the
Rules
”
-4-
In Table E, the descriptions of the class notations “PSPC” and “COMPASS” are amended and new class
notation “Strengthened for Deck Cargoes” is added as follows:
“
Class
notation
Technical requirements to be
complied with
Description
Ships of which specific spaces comply with IMO Performance
Standard for Protective Coating may be assigned this notation,
with one or more of suffixes B, C, D and V being added thereafter.
Meanings of the suffixes are as follows:
B: protective coating applied in dedicated seawater ballast tanks of
Relevant requirements of CCS
Protective all types of ships;
Guidelines for Anticorrosion
PSPC
C: protective coating applied in cargo oil tank spaces of crude oil tankers;
coating
Inspection of Hull Structure
D: protective coating applied in double-side skin spaces of bulk carriers;
V: protective coating applied in void spaces of bulk carriers and oil tankers.
Notes: ① Bulk carriers related to this notation are bulk carriers as
defined in SOLAS Reg. XII/1.1;
② B, C, D and V can operate both separately and together
For ships the design of which has been checked using CCS
COMPASS-Structure software, one or more of the following
suffixes are to be added. Meanings of the suffixes are as follows:
R: For ships the check of which against rules has been performed
using COMPASS–Structure SDP;
COMPASS-Structure software
COMPASS COMPASS
D: For ships of which hull structure direct calculations have been
performed using COMPASS–Structure;
F: For ships of which hull structure fatigue strength assessment has
been performed using COMPASS–Structure.
Such notation is necessary for CSR ships
The cargo deck plating in deck
cargo area to comply with the
requirements of 11.3.2 of Sec.
The deck structure of specified deck cargo area is designed to be 3, Ch. 11, Pt. 2 of the Rules.
Strengthened Strengthened
strengthened. The permissible loads, in XXX t/m2, in cargo area of The cargo deck framing in
for deck
for Deck
deck cargo area to comply with
strengthened deck are to be indicated in operation documents.
cargoes
Cargoes
the requirements for cargo
The notation is only to be added after “Offshore Supply Ship”
deck plating as specified in
Sec. 4, Ch. 11, Pt. 2 and Sec. 8,
Ch. 2, Pt. 2 of the Rules
”
In Table G, the description of the class notation “Single Point Mooring” is amended as follows:
“
Equipped with
Single Point
Mooring Connecting
Installation
Equipped with
Ships equipped with single point mooring
single point
connecting installation according to relevant
mooring connecting
requirements are to be assigned the notation
installation
To be in compliance with the standard
accepted by CCS, such as relevant
requirements of international industry
organizations and oil companies
”
In the column “Description” for the class notation In-water Survey in Table H, the words “in lieu of
examinations of the outside of their bottom and related items in dry dock” are deleted.
The class notation of “C” in Table I is deleted.
The class notation of “GPR” with the description of “This notation may be assigned to ships provided with
a green passport as defined in IMO Guidelines on Ship Recycling adopted by IMO resolution A.962(23)” in
Table I is deleted.
The words in the column “Technical requirements to be complied with” for the class notation “AMPS” in Table
I are replaced by “Ch. 19, Pt. 8 of the Rules”.
In Table I, the descriptions of the class notations “COMF(NOISE)N”, “COMF(VIB)N”, “SEEMP(I)”,
“SEEMP(II)” are amended and other new notations are added as follows:
-5-
“
Class notation
Description
Technical requirements to
be complied with
COMF (NOISE
N)
Comfort
(noise N)
This notation may be assigned if the noise levels in related spaces
of the ship meet the Rule requirements for comfort of crew and
passengers, with N = 1 or 2 or 3 indicating different comfort levels,
where 1 represents the highest comfort level
Ch. 16, Pt. 8 of the Rules
COMF (VIB N)
Comfort
(vibration N)
This notation may be assigned if the vibration levels in related
spaces of the ship meet the Rule requirements for comfort of
crew and passengers, with N = 1 or 2 or 3 indicating different
comfort levels, where 1 represents the highest comfort level
Ch. 16, Pt. 8 of the Rules
HAB(VIB)
Habitability
(vibration)
This notation may be assigned if the vibration levels in related
spaces of the ship meet the habitability requirements regarding
crew and passengers in ISO 6954
Ch. 14&15 of CCS
Guidelines for Shipboard
Vibration Control
VIB(S)
Structural
vibration
This notation may be assigned if related structures of the ship
meet the structural vibration requirements in the Guidelines and
no damage will be caused due to structural fatigue
Ch. 14&15 of CCS
Guidelines for Shipboard
Vibration Control
VIB(M)
Machinery
vibration
This notation may be assigned if related machineries of the ship
meet the mechanical vibration requirements in the Guidelines
and no damage due to mechanical fatigue or accelerated wear of
moving parts will be caused
Ch. 14&15 of CCS
Guidelines for Shipboard
Vibration Control
VIB
Vibration
This notation may be assigned if the ship meets the requirements
for both structural vibration VIB(S) and mechanical vibration
VIB(M)
Ch. 14&15 of CCS
Guidelines for Shipboard
Vibration Control
The green elements of the ship in terms of environmental
protection, energy efficiency (including design energy efficiency
and operation energy efficiency) and working environment
comply with all applicable requirements for Green Ship I
Green Ship I
Green Ship II
Green ship
The green elements of the ship in terms of environmental
protection, energy efficiency (including design energy efficiency
and operation energy efficiency) and working environment
comply with all applicable requirements for Green Ship II
Green Ship III
The green elements of the ship in terms of environmental
protection, energy efficiency (including design energy efficiency
and operation energy efficiency) and working environment
comply with all applicable requirements for Green Ship III
EEDI(I)
0.90 RLV<Attained EEDI≤RLV, RLV being the Reference Line
Value of the ship’s EEDI
EEDI(II)
Energy
efficiency in
ship design
0.70 RLV<Attained EEDI≤0.90 RLV, RLV being the Reference
Line Value of the ship’s EEDI
EEDI(III)
Attained EEDI≤0.70 RLV, RLV being the Reference Line Value
of the ship’s EEDI
SEEMP(I)
The ship is to have a Ship Energy Efficiency Management
Plan (SEEMP) developed in accordance with the relevant IMO
guidelines
SEEMP(II)
For a ship with notation SEEMP(I), where a ship energy
efficiency management system is established by the Company or
the Operator of the ship and certified by CCS, this notation may
be assigned
SEEMP(III)
Energy
efficiency in
ship operation
Rules for Green Ships
Ch. 2 of Rules for Green
Ships
Ch. 2 of Rules for Green
Ships
For a ship with notation SEEMP(II), where a ship has software
for real time monitoring of e.g. route optimization and hull
biofouling so as to monitor relevant parameters affecting ship
energy efficiency and/or adjust energy efficiency measures at
any time, this notation may be assigned
This notation may be assigned to ships meeting the plan approval
Crew
Accommodation
and construction requirements for accommodation of crew
Accommodation
of crew
members on board sea-going ships in CCS Guidelines, in
(MLC)
members
addition to those statutory requirements
Guidelines for
Implementation of
Inspections of Maritime
Labour Conditions
”
-6-
CHAPTER 3
INSPECTION OF PRODUCTS
Section 1 GENERAL PROVISIONS
In the existing paragraph 3.1.5.1, a new item ④ is added as follows:
“④ The certificate of asbestos-free products is to be issued by CCS only for the purpose of indicating that the
products contain no asbestos, not for superseding other certification requirements in Appendixes 1 and 2
of this Chapter.”
In the existing paragraphs 3.4.5.1, 3.4.5.2, 3.5.5.1(2) and 3.5.5.2, the words “valid for not more than 4 years”
are replaced by “valid for not more than 5 years”.
A new Section 6 is added as follows:
“Section 6
ASBESTOS-FREE CERTIFICATION
3.6.1 General requirements
3.6.1.1
The asbestos-free certification is voluntary.
3.6.1.2 The asbestos-free certification may not supersede the related responsibilities of the applicant as the
subject of such responsibilities. The applicant is to arrange his production in accordance with the approved list
of suppliers and other approval documents, and he still needs to provide his Asbestos-Free Declaration (in the
Form shown in Attachment 1 to this Section) to users.
3.6.1.3 Where the products, for which asbestos-free certification is requested, are subject to approval and
inspection under this Chapter, the asbestos-free certification is to be issued to such products only upon their
compliance with the relevant approval and inspection requirements. For the products which are not subject to
approval and inspection under this Chapter, the applicant may directly request the asbestos-free certification.
3.6.2
Requirements for manufacturers
3.6.2.1 The applicant is to complete an application for certification and submit it together with the relevant
documents (see Attachment 2 to this Section) in duplicate to the local second-level Branch of CCS for
examination.
3.6.2.2 The manufacturer has the obligation and responsibility to ensure that materials containing asbestos are
prohibited for marine products.
3.6.2.3 The manufacturer is to establish an effective system for the management of suppliers in the scope
of approved products and arrange his production in accordance with the list of suppliers approved by CCS,
guaranteeing that each batch of products has no asbestos-containing components.
3.6.2.4 The manufacturer is to facilitate any necessary examination by CCS during certification to verify that
his production is in compliance with documents approved by CCS. When CCS has any doubt as to the validity
and consistency of the certification, the manufacturer is to be subject to an appropriate additional examination.
3.6.2.5 Any change to be made to the nonmetallic parts of certified products is to be approved by CCS. If
deemed necessary by CCS, the CCS Surveyor is to witness the related tests and carry out an inspection, and the
results are to demonstrate that the conditions for certification are still met.
3.6.3 Certification
-7-
3.6.3.1 Issuance of the certification: The asbestos-free certification is to be issued by the local CCS survey
unit upon confirmation that the products to be certified are free of asbestos, based on identification of the
components of their nonmetallic raw materials/parts and sampling tests of their raw materials/parts likely
containing asbestos, according to documentation and information (asbestos-free certification, test reports or
production standards, etc.) provided by the manufacturer.
3.6.3.2
The asbestos-free certification is to be valid for a period of 4 years.
3.6.3.3 Renewal of the certification: A written application is to be submitted to CCS within 3 months before
the expiry date of the certification and CCS is to be informed of any change made to the design of the products.
3.6.3.4 Change to the certification: Any change expected by the applicant to the scope of certification or to
the design and production technology of the products must be notified and an application for the change to the
certification be made to CCS for examination and approval or for renewal of the certification upon verification
by tests.
3.6.3.5 The manufacturer is to monitor changes made to the products and production process, and any
change related to the validity of the CCS asbestos-free certification is to be reported to CCS for evaluation. The
following cases will immediately result in invalidation of the certification:
(1) any change without approval by CCS is made to suppliers of nonmetallic raw materials/parts within the
period of validity of the certification;
(2) an additional examination is refused without proper justification, or the additional examination adequately
proves non-compliance of certified products with the certification;
(3) the certificate of type approval or the certificate of works approval of the products certified by CCS for type
approval or works approval is invalidated, suspended or canceled.
3.6.3.6 The products certified by CCS as asbestos-free marine products together with their manufacturers will
be entered into the Lists of Approved Marine Products and released publicly.
Attachment 1
Asbestos-Free Declaration
1.
Document No.
2. Information of manufacturer
Company name
Company address
Contact person
Telephone No.
Fax No.
E-mail address
3. Information of products
Name
Type
Serial/batch No., if applicable
Quantity, if applicable
Other information
-8-
4. We declare that the above products contain no asbestos and comply with the relevant requirements referred
to in paragraph 5 below.
5.
Applicable regulations and other stipulated requirements
Document No.
Title
Version No.
MSC.282(86)
Amendments adopted to SOLAS 1974, as amended
Entry-into-force date
05 June 2009
Name/title of the undersigned:
Signed by/company stamp:
Date of signature:
Attachment 2
List of Documents to be Submitted for Certification
1.
Written application for certification;
2.
List of suppliers of all nonmetallic raw materials and parts of products to be certified;
3.
Sampling plan for testing of products to be certified;
4. Product assembly graphs showing positions of nonmetallic raw materials and components, or a list of
components of parts, if any;
5.
Supporting documents for exemption of materials and parts from sampling tests:
① recognized production standards showing chemical composition of materials and parts; or
② manufacturer’s asbestos-free declaration together with test report on asbestos-free raw materials and
parts issued by a third-party laboratory acceptable to CCS; or
③ CCS Asbestos-Free Certification for raw materials or parts;
6.
CCS type/works approval certificate (for products under certification requirements of the lists in the Rules);
7.
Quality control plan for maintaining compliance of certified products with no-asbestos requirements;
8. Declaration of the manufacturer requesting certification of compliance of products with no-asbestos
requirements of SOLAS Convention.”
The item 2.7 “Emergency towing arrangement” in Appendix 1 is deleted and the certification requirements for
“Lighting fitting” are amended as follows:
-9-
“Appendix 1
LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCTS
No.
Product name
8.36
Lighting fitting
Document
Approval mode
Remarks
C/E
W
DA
TA-B
TA-A
WA
-
X
-
X
O
-
Type Approval Certificate to be provided for W
”
In the existing Appendix 2, the words in the column of Remarks for item 1.1 “Fireproof material” are deleted.
In the existing Appendix 2, the certification requirements for products are amended and added as follows:
“Appendix 2 LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCTS
No.
Product name
6.8
Document
Approval mode
Remarks
C/E
W
DA
TA-B
TA-A
WA
Global Positioning
System (GPS)
X
-
-
X
O
-
6.10a
Whistle
X
-
-
X
O
-
6.10b
Control panel of
whistles
O
X
-
X
O
-
6.21
Sound-powered telephone
X
-
-
X
O
-
6.32
Marine chronometer
(primary-secondary
clock)
X
-
-
X
--
-
7.3
Emergency towing
arrangements
X
-
X
O
O
-
7.4
Deep-fat cooking
equipment
X
-
-
X
O
-
Type Approval Certificate
to be provided for W
”
-10-
CHAPTER 4
SURVEYS DURING CONSTRUCTION
The existing Section 3 is replaced by the following:
“Section 3 TIGHTNESS TESTING OF COMPARTMENTS
4.3.1 General requirements
4.3.1.1
The requirements in this Section apply to the following compartments and structures:
(1) gravity tanks①;
(2) watertight or weathertight structures.
4.3.1.2 The purpose of these tests is to confirm the watertightness of tanks and watertight boundaries, the
structural adequacy of tanks and weathertightness of structures/shipboard outfitting for ships under construction
and ships under major conversions or repairs②.
4.3.1.3 The testing of the cargo containment systems of liquefied gas carriers is to be in accordance with
standards acceptable to CCS.
4.3.1.4
4.3.2
4.3.2.1
Testing of structures not listed in Table 4.3.4.1 or 4.3.4.2 is to be specially considered.
Definitions
For the purpose of this Section:
(1) Structural test: A test to verify the structural adequacy of the construction of the tanks. This may be a
hydrostatic test or a hydropneumatic test.
(2) Leak test: A test to verify the tightness of the boundary. Unless a specific test is indicated, this may be a
hydrostatic/hydropneumatic test, air test or hose test.
(3) Hydrostatic test (leak and structural): A test by filling the space with a liquid to a specified head.
(4) Hydropneumatic test (leak and structural): A test wherein the space is partially filled with liquid and air pressure
applied on top of the liquid surface.
(5) Hose test (leak): A test to verify the tightness of the joint by a jet of water.
(6) Air tests (leak): A test to verify the tightness by means of air pressure differential and leak detection solution.
It includes tank air tests and joint air tests, such as a compressed air test and vacuum box test.
(7) Compressed air fillet weld test (leak): An air test of a fillet welded tee joint with a leak indicating solution
applied on the fillet welds.
_______________
① Gravity tanks mean tanks the vapor pressure of which is not more than 70 kPa.
② Major repairs mean repairs that affect the structural integrity.
-11-
(8) Vacuum box test (leak): A box over a joint with leak indicating solution applied on the fillet or butt welds. A
vacuum is created inside the box to detect any leaks.
(9) Ultrasonic test (leak): A test to verify the tightness of a sealing by means of ultrasound.
(10) Penetration test (leak): A test to verify that no continuous leakages exist in the boundaries of a
compartment by the application of low surface tension liquids.
4.3.3
4.3.3.1
Testing procedures
General requirements
(1) Tests are to be carried out in the presence of the Surveyor at a stage sufficiently close to the completion of
the work with all hatches, doors, windows, etc., installed and all penetrations including pipe connections fitted,
and before any ceiling and cement work is applied over the joints. Specific test requirements are given in 4.3.4
and Table 4.3.4.1. For the timing of application of coating and the provisions for safe access to joints, see 4.3.5,
4.3.6 and Table 4.3.4.3.
4.3.3.2
Structural test procedures
(1) Type and time of test
① Where a structural test is specified in Table 4.3.4.1 or Table 4.3.4.2, a hydrostatic test in accordance with
4.3.4.1 will be acceptable. Where practical limitations (strength of building berth, density of liquid, etc.)
prevent the performance of a hydrostatic test, a hydropneumatic test in accordance with 4.3.4.2 may be
accepted as an equivalent method.
② Provided the results of a leak test are confirmed satisfactory, a hydrostatic test for confirmation of structural
adequacy may be carried out while the ship is afloat.
(2) Number of structural tests
① A structural test is to be carried out for at least one tank of the same construction (i.e. tanks of the same
structural design and configuration and same general workmanship as determined by the attending
Surveyor) on each ship provided all subsequent tanks are tested for leaks by an air test.
However, where structural adequacy of a tank was verified by structural testing required in Table
4.3.4.1, the subsequent ships in the series (i.e. sister ships built in the same shipyard) may be exempted
from such testing for other tanks which have the structural similarity to the tested tank, provided that the
watertightness in all boundaries of exempted tanks are verified by leak tests and thorough inspection.
For sister ships built several years after the last ship of the series, such exemption may be reconsidered.
In any case, structural testing is to be carried out for at least one tank for each ship in order to verify
structural fabrication adequacy.
② For watertight boundaries of spaces other than tanks (excluding chain lockers), structural testing may be
exempted, provided that the watertightness in all boundaries of exempted spaces are verified by leak
tests and thorough inspection.
③ These subsequent tanks may require structural testing where necessary after the structural testing of the
first tank.
④ Tanks for structural test are to be selected so that all representative structural members are tested for the
expected tension and compression.
-12-
4.3.3.3
Leak test procedures
(1) For the leak test specified in Table 4.3.4.1, hose test, tank air test, compressed air fillet weld test, vacuum
box test in accordance with 4.4.4.3 to 4.4.4.6, or their combination will be acceptable. A hydrostatic or
hydropneumatic test may also be accepted as the leak test provided 4.3.5 and 4.3.6 are complied with. A hose
test will also be acceptable for the locations as specified in Table 4.3.4.1 with note 3.
(2) A joint air test may be carried out in the block stage provided all work on the block that may affect the
tightness of the joint is completed before the test. See also 4.3.5.1 for the application of final coating and 4.3.6
for safe access to the joint and Table 4.3.4.3.
4.3.4
4.3.4.1
Testing requirements
Hydrostatic test
(1) Unless other liquid is approved, the hydrostatic test is to consist of filling the space by fresh water or
seawater, whichever is appropriate for testing of the space, to the level specified in Table 4.3.4.1 or Table
4.3.4.2.
(2) In case a tank for cargoes with higher density is to be tested with fresh water or seawater, the testing
pressure height is to be specially considered.
4.3.4.2
Hydropneumatic test
(1) A hydropneumatic test where approved is to be such that the test condition in conjunction with the approved
liquid level and air pressure will simulate the actual loading as far as practicable. The requirements and
recommendations for tank air tests in 4.3.4.4 will also apply to the hydropneumatic test.
4.3.4.3
Hose test
(1) A hose test is to be carried out with the pressure in the hose nozzle maintained at least at 2·105 Pa during the
test. The nozzle is to have a minimum inside diameter of 12 mm and be at a distance to the joint not exceeding
1.5 m.
(2) Where a hose test is not practical because of possible damage to machinery, electrical equipment insulation
or outfitting items, it may be replaced by a careful visual examination of welded connections, supported where
necessary by means such as a dye penetrant test or ultrasonic leak test or an equivalent.
4.3.4.4
Tank air test
(1) All boundary welds, erection joints and penetrations including pipe connections are to be examined in
accordance with the approved procedure and under a pressure differential above atmospheric pressure not less
than 0.15·105 Pa with a leak indication solution applied.
(2) It is recommended that the air pressure in the tank be raised to and maintained at about 0.20·105 Pa for
approximately one hour, with a minimum number of personnel around the tank, before being lowered to the test
pressure of 0.15·105 Pa.
(3) A U-tube with a height sufficient to hold a head of water corresponding to the required test pressure is to be
arranged. The cross sectional area of the U-tube is not to be less than that of the pipe supplying air to the tank.
In addition to the U-tube, a master gauge or other approved means to verify the pressure is to be approved.
4.3.4.5
Compressed air fillet weld test
-13-
(1) In this air test, compressed air is injected from one end of a fillet welded joint and the pressure verified at
the other end of the joint by a pressure gauge on the opposite side. Pressure gauges are to be arranged so that an
air pressure of at least 0.15·105 Pa can be verified at each end of all passages within the portion being tested.
Note: Where a leak test of partial penetration welding is required and the root face is sufficiently large (i.e. 6 ~ 8 mm), the
compressed air test is to be applied in the same manner as for a fillet weld.
4.3.4.6
Vacuum box test
(1) A box (vacuum tester) with air connections, gauges and inspection window is placed over the joint with
leak indicator applied. The air within the box is removed by an ejector to create a vacuum of 0.20·105 ~ 0.26·105
Pa inside the box.
4.3.4.7
Ultrasonic test
(1) An arrangement of an ultrasonic echoes transmitter placed inside of a compartment and a receiver outside.
A location where the sound is detectable by the receiver displays a leakage in the sealing of the compartment.
4.3.4.8
Penetration test
(1) A test of butt welds by applying a low surface tension liquid to one side of a compartment boundary. When
no liquid is detected on the opposite side of the boundary after expiration of a definite time, the verification of
tightness of the compartments boundary can be assumed.
4.3.4.9
Other tests
(1) Other methods of testing may be considered by CCS upon submission of full particulars prior to
commencement of the testing.
4.3.5
4.3.5.1
Application of coating
Final coating
(1) For butt joints by automatic process, final coating may be applied anytime before completion of the leak
test of the space bounded by the joint.
(2) For all other joints, final coating is to be applied after the completion of the leak test of the joint. See also
Table 4.3.4.3.
(3) The Surveyor reserves the right to require a leak test prior to the application of the final coating over
automatic erection butt welds.
4.3.5.2
Temporary coating
(1) Any temporary coating which may conceal defects or leaks is to be applied at a time as specified for final
coating. This requirement does not apply to shop primer.
4.3.6
Safe access to joints
(1) For leak tests, a safe access to all joints under examination is to be provided. See also Table 4.3.4.3.
-14-
Test Requirements for Tanks and Boundaries
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Tank or boundary to be tested
Table 4.3.4.1
Test type
Test head or pressure
Remarks
The greater of
· top of the overflow,
Leak & structural*1
Double bottom tanks*4
· to 2.4 m above top of tank*2, or
· to bulkhead deck
See SOLAS regulation II-1/11*9
Double bottom voids*5
The greater of
top of the overflow,
*1 ·
Double side tanks
Leak & structural
· to 2.4 m above top of tank*2, or
· to bulkhead deck
Double side voids
See SOLAS regulation II-1/11*9
The greater of
Deep tanks other than those listed
Leak & structural*1 · top of the overflow, or
elsewhere in this table
· to 2.4 m above top of tank*2
The greater of
· top of the overflow,
Cargo oil tanks
Leak & structural*1 · to 2.4 m above top of tank*2, or
· to top of tank *2 plus setting of any
pressure relief valve
The greater of
Ballast hold of bulk carriers
Leak & structural*1 · top of the overflow, or
· top of cargo hatch coaming
The greater of
After peak to be tested
after installation of
Peak tanks
Leak & structural*1 · top of the overflow, or
· to 2.4 m above top of tank*2
stern tube
a. Fore peak voids
See SOLAS regulation II-1/11*9
After peak to be tested
b. Aft peak voids
Leak
See 4.3.4.4 ~ 4.3.4.6, as applicable
after installation of
stern tube
Cofferdams
Leak
See 4.3.4.4 ~ 4.3.4.6, as applicable
a. Watertight bulkheads
Leak
See 4.3.4.3 ~ 4.3.4.6, as applicable*7
b. Superstructure end bulkhead
Leak
See 4.3.4.3 ~ 4.3.4.6, as applicable
Watertight doors below freeboard or
*6, 8
See 4.3.4.3 ~ 4.3.4.6, as applicable
Leak
bulkhead deck
Double plate rudder blade
Leak
See 4.3.4.4 ~ 4.3.4.6, as applicable
See 4.3.4.3 ~ 4.3.4.6, as applicable
Shaft tunnel clear of deep tanks
Leak*3
See 4.3.4.3 ~ 4.3.4.6, as applicable
Shell doors
Leak*3
Hatch covers closed
Weathertight hatch covers and
See 4.3.4.3 ~ 4.3.4.6, as applicable
by tarpaulins and
Leak*3, 8
closing appliances
battens excluded
In addition to structural
Dual purpose tank/dry cargo hatch
*3, 8
See 4.3.4.3 ~ 4.3.4.6, as applicable
Leak
test in item 6 or 7
cove
Chain locker
Leak & structural Top of chain pipe
The greater of
Independent tanks
Leak & structural*1 · top of the overflow, or
· to 0.9 m above top of tank
The greater of
Ballast ducts
Leak & structural*1 · ballast pump maximum pressure, or
· setting of any pressure relief valve
Notes:*1 Subject to agreement of the Administration of the flag State, structural test is to be carried out for at least one tank of
the same construction (i.e. same design and same workmanship) on each ship provided all subsequent tanks are tested
for leaks by an air test. However, where structural adequacy of a tank was verified by structural testing, the subsequent
ships in the series (i.e. sister ships built in the same shipyard) may be exempted from such testing for other tanks which
have the structural similarity to the tested tank, provided that the watertightness in all boundaries of exempted tanks
are verified by leak tests and thorough inspection is carried out. In any case, structural testing is to be carried out for at
least one tank for each ship in order to verify structural fabrication adequacy (see 4.3.3.2(1)).
*2 Top of tank is deck forming the top of the tank excluding any hatchways.
*3 Hose test may be accepted as a medium of the test (see 4.3.2.1).
*4 Including tanks arranged in accordance with the provisions of SOLAS regulation II-1/9.4
*5 Including duct keels and dry compartments arranged in accordance with the provisions of SOLAS regulation II-1/9.4
-15-
*6 Where watertightness of watertight doors has not been confirmed by prototype test, testing by filling watertight spaces
with water is to be carried out. See SOLAS regulation II-1/16.2 and MSC/Circ.1176.
*7 Where a hose test is not practicable, other testing methods listed in 4.3.4.7 ~ 4.3.4.9 may be applicable subject to adequacy
of such testing methods being verified. See SOLAS regulation II-1/11.1.
*8 As an alternative to the hose testing, other testing methods listed in 4.3.4.7 ~ 4.3.4.9 may be applicable subject to the
adequacy of such testing methods being verified. See SOLAS regulation II-1/11.1.
*9 Subject to agreement of the Administration of the flag State, the hydrostatic test may be omitted where the watertightness
of all boundaries of compartments or tanks is verified by appropriate tests and the structural strength of the boundaries
is guaranteed.
Additional Test Requirements for Special Service Ships/Tanks
Type of ship/
tank
No.
Structures to be
tested
Test type
Test head or pressure
Remarks
See also Table 4.3.4.1 for
other tanks and
boundaries
1
Liquefied gas
carrier
Cargo containment
systems
See 4.3.4.1
2
Edible liquid
tanks
Independent tanks
The greater of
Leak & structural · top of the overflow, or
· to 0.9 m above top of tank*1
3
Chemical
carrier
Integral or
independent cargo
tanks
The greater of
· to 2.4 m above top of tank*1, or
Leak & structural
· to top of tank*1 plus setting of
any pressure relief valve
Note: *1
See 4.3.4.1
Top of tank is deck forming the top of the tank excluding any hatchways.
Application of Leak Test, Coating and Safe Access for
Different Types of Welded Joints
*1
Type of welded joints
Butt
Fillet
Table 4.3.4.2
Leak test
Before leak
test
Safe Access*2
Coating
After leak test &
before structural
test
Table 4.3.4.3
Leak test
Structural test
Automatic
Not required
Allowed
Not applicable Not required
Not required
Manual or semi-automatic
Required
Not allowed
Allowed
Required
Not required
Boundary including penetrations
Required
Not allowed
Allowed
Required
Not required
Notes: *1
*2
Coating refers to internal (tank/hold coating), where applied, and external (shell/deck) painting. It does not refer to
shop primer.
Temporary means of access for verification of the leak test.”
Appendix 1
HULL SURVEY FOR NEW CONSTRUCTION
In the existing paragraph 7.4, the words “IACS Recommendation No.47, ‘Shipbuilding and Repair Quality
Standard for New Construction’” are replaced by “IACS Recommendation No.47, ‘Shipbuilding and Repair
Quality Standard’”.
In the existing Table 1, “PR34” in No.7.1 is deleted.
-16-
CHAPTER 5
SURVEYS AFTER CONSTRUCTION
Section 1 GENERAL PROVISIONS
A new paragraph 5.1.10.4 is added as follows:
“5.1.10.4 The ship’s repairs are to be in compliance with IACS Recommendation No.47 Shipbuilding and
Repair Quality Standard or the recognized standards acceptable to CCS.”
Section 2
TYPES AND PERIODS OF SURVEYS
In the existing paragraphs 5.2.7.1 and 5.2.7.2, the sentence “Due or overdue continuous survey items are to be
dealt with at the time of the annual survey.” is deleted.
In the existing subparagraph 5.2.7.2(4), “…and a confirmatory survey is to be requested at the next port of
call where a CCS Surveyor is available, and a report in this regard is to be submitted.” is replaced by “…and a
survey report is to be submitted for confirmation at the time of the next survey.”
Paragraph 5.2.11.4 is deleted.
Section 3
RETROSPECTIVE REQUIREMENTS FOR EXISTING SHIPS
In the existing subparagraph 5.3.4.4(1), the words “Section 12, Chapter 8 of PART TWO of the Rules” are
replaced by “Section 11, Chapter 8 of PART TWO of the Rules”.
In the existing subparagraph 5.3.4.4(3), the words “8.12.5 of PART TWO of the Rules” are replaced by “8.11.5
of PART TWO of the Rules”.
Section 4 HULL AND EQUIPMENT SURVEYS
The following sentence is added at the end of 5.4.2.2(1)⑥:
“examining visually the drainage facilities for blockage or other damage and confirming the provision of means
to prevent blockage of drainage arrangements, for closed vehicle and ro-ro spaces and special category spaces
where fixed pressure water-spraying systems are used.”
The existing subparagraph 5.4.2.2(2)⑭is replaced by the following:
“5.4.2.2(2)⑭: special requirements for ships permitted to sail with type “A” or type “B-minus” freeboards;”.
In the existing subparagraph 5.4.2.2(6), a new item ⑦ is added as follows:
“⑦ checking that fixed carbon dioxide fire-extinguishing systems for the protection of machinery spaces and
cargo pump-rooms, where applicable, are provided with two separate controls, one for opening of the gas
piping and one for discharging the gas from the storage container, each of them located in a release box
clearly identified for the particular space; checking also that the release devices of carbon dioxide fireextinguishing systems are operated in the required order, i.e. the gas piping is opened before the gas is
discharged from the storage container;”.
In subparagraph 5.4.2.2(6), the existing items ⑦ ~ ⑬ are renumbered as ⑧ ~ ⑭ accordingly.
In the existing subparagraph 5.4.2.2(6)⑩, the words “examining the arrangements for oil fuel, lubricating oil
and other flammable oils” are replaced by “examining the arrangements for remote closing of valves for oil
fuel, lubricating oil and other flammable oils”.
-17-
Section 6
ADDITIONAL REQUIREMENTS FOR HULL AND
EQUIPMENT SURVEYS OF OIL TANKERS
The existing subparagraph 5.6.2.4(1) is replaced by the following:
“5.6.2.4(1) Confirming that potential sources of ignition such as loose gear, combustible materials, etc. in or
near the cargo pump room are eliminated, that there are no signs of undue leakage and that access ladders are in
good condition.”
Section 7 ADDITIONAL REQUIREMENTS FOR HULL AND
EQUIPMENT SURVEYS OF BULK CARRIERS
The existing paragraph 5.7.2.5 is replaced by the following:
“5.7.2.5 Examination of ballast tanks
(1) Examination of ballast tanks when required as a consequence of the results of the special survey and
intermediate survey is to be carried out. When considered necessary by the Surveyor, or where extensive
corrosion exists, thickness measurements are to be carried out. If the results of these thickness measurements
indicate that substantial corrosion is found, the extent of thickness measurements is to be increased in
accordance with Tables 5.7.4.5(2)①a to e for bulk carriers or in accordance with Tables 5.7.4.5(2)②a to d for
double skin bulk carriers. These extended thickness measurements are to be carried out before the survey is
credited as completed.
Suspect areas identified at previous surveys are to be examined. Areas of substantial corrosion identified at
previous surveys are to have thickness measurements taken. For CSR ships, the annual thickness gauging
may be omitted where a protective coating has been applied in accordance with the coating manufacturer’s
requirements and is maintained in “GOOD” condition.
(2) Confirming that the corrosion prevention system fitted to dedicated ballast tanks of bulk carriers when
appropriate is maintained.”
In the second paragraph of the second column in the second row of Table 5.7.4.4(2)②, the words “Forward and
aft transverse bulkheads including stiffening system in a transverse section including topside, hopper side and
double side ballast tanks” are replaced by “Forward and aft transverse bulkheads including stiffening system in
a transverse section including topside, hopper side and double side ballast tanks on one side of the ship (i.e. port
or starboard)”.
Section 8 ADDITIONAL REQUIREMENTS FOR HULL AND
EQUIPMENT SURVEYS OF CHEMICAL TANKERS
The existing Figures 5.8.4.3(2)① a and b and Figures 5.8.4.3(2)② a, b and c are deleted.
New Figures 5.8.4.3(2) a ~ c are added after Note II of the existing Table 5.8.4.3(2)② as follows:
-18-
“
Figure 5.8.4.3(2)a Representative Transverse Section of Chemical Tanker. Areas A & B and 1 and 2
Figure 5.8.4.3(2)b Representative Transverse Section of Chemical Tanker. Areas C & D and 3, 4 and 5
Figure 5.8.4.3(2)c Representative Transverse Section of Chemical Tanker. Areas 6 and 7”
-19-
Section 13
BOILER SURVEYS
The existing paragraph 5.13.2.4 is replaced by the following:
“5.13.2.4 Periods of steam pipe surveys
(1) Steam pipes over 76 mm external diameter where working temperature is not over 450℃, and copper and
copper alloy steam pipes over 76 mm external diameter are to be surveyed for the first time at the 10th year from
the date of fabrication (or installation) and thereafter at five-yearly intervals.
(2) Steam pipes over 76 mm external diameter where working temperature is over 450℃ are to be surveyed for
the first time at the 5th year from the date of fabrication (or installation) and thereafter at five-yearly intervals.”
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS
CONSTRUCTED NOT UNDER THE SUPERVISION OF CCS
The existing paragraph 5.14.3.2 is replaced by the following:
“5.14.3.2 Initial classification surveys of ships which have been surveyed by other Societies
(1) This paragraph applies to ships which are constructed not in accordance with CCS rules and were not
classed with CCS or any classification society acceptable to CCS.
(2) In general, such ships are to comply with the present rules of CCS, at least with CCS rules applicable
during construction of the ships.
(3) The plans of such ships are in general to be submitted as required for ships under construction in CCS rules.
Where it is difficult to submit plans related to quality control during construction, methods are to be provided
for assessment and verification of related structures or equipment. Where such methods are assessed by CCS
as acceptable and verified during classification surveys, exemption from submission of related plans may be
granted. In any case, it is to be ensured that at least the plans, calculations and other technical documents listed
in 5.14.3.1(1)① are submitted to CCS for approval.
(4) The surveys are to be based on the requirements for special surveys in CCS rules for ships of the same type
and age and include dry-dock survey, and surveys of propeller shafts and tube shafts, boilers and as applicable,
inert gas systems. In addition, the following items are to be included:
① hull thickness measurements according to the minimum requirements for thickness measurements at
the 4th special survey;
② any further survey required by CCS according to inspection of the condition of the ship and review of
its service and repair history, including non-destructive testing of important welds of hull structures to
a certain proportion and increasing the extent of testing as appropriate;
③ examination of records of surveys, tests and measurements of the ship during construction, including
materials used, means of construction and testing, standards and extent of non-destructive testing of
hull welds, records of mooring test and sea trial, and certificates of marine products, together with
necessary verification during survey;
④ verification of related structures or equipment using the methods accepted in (3) above.”
-20-
Appendix 8
PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS①
In the existing paragraph 1.1, the words “Firms providing services on behalf of the owner of a ship or a mobile
offshore unit, such as measurements, tests or maintenance of safety systems and equipment, the results of which
are used by Surveyors in making decisions affecting classification…” are replaced by “Firms providing services
on behalf of the owner of a ship or a mobile offshore unit, such as measurements, tests or maintenance of safety
systems and equipment, and laboratories providing testing services, the results of which are used by Surveyors
in making decisions affecting classification …”.
In the existing subparagraph 3.1.1(5), “PR34” is replaced by “UI SC223”.
In the existing paragraph 3.1.1, a new subparagraph (7) is added as follows:
“(7) Vibration and noise measurement organizations/firms.”
In the existing subparagraph 3.1.2(9), “PR34” is replaced by “UI SC223 and/or IMO resolution MSC.288(87)”.
In the existing Annex 1:
The words “Under-water thickness gauging and non-destructive testing in accordance with a recognized
national or international industrial NDT standard;” in paragraph 3.2 are replaced by “Non-destructive testing in
accordance with a recognized national or international industrial NDT standard. This requirement only applies
if an in-water survey company performs non-destructive testing;”.
The words “… IACS Guidelines No.8 - Checklist for Surveyors of Ro-Ro Ships Shell and Inner Doors
Guidelines for Surveyors, …” in paragraph 9.3 are replaced by “…URZ24 - Survey Requirements for Shell and
Inner Doors of Ro-Ro Ships, …”.
In the existing paragraphs 13 and 13.1.1, “PR34” is replaced by “UI SC223 and/or IMO resolution
MSC.288(87)”.
In the existing paragraph 13.1.2, the words “The supplier” are replaced by “The laboratory”.
In the existing subparagraphs 13.1.2(1) and (2) and paragraph 13.1.4, “and/or MSC.288(87)” is added after
“MSC.215(82);”.
In the existing subparagraph 13.1.2(6), the words “Details of any sub-contracting agreements” are replaced by
“Details of any sub-contracting agreements (if applicable)”.
A new paragraph 14 is added as follows:
“14
Organizations/firms engaged in vibration and noise measurement
14.1 Extent of engagement: Measurement of shipboard vibration, noise, machinery vibration and shafting
vibration.
14.2
Operators are to be:
(1) familiar with the following documents:
_______________
①
The reference to PR34 in this Appendix was deleted from 1 July 2012.
-21-
——IMO Code on Noise Levels on board Ships;
——ISO 2923 Measurement of Noise on board Vessels;
——ISO 6954 Mechanical Vibration and Shock – Guidelines for the overall evaluation of vibration in merchant
ships, Mechanical Vibration – Guidelines for the measurement, reporting and evaluation of vibration with
regard to habitability on passenger and merchant ships;
——ISO 20283-2 Mechanical Vibration – Measurement of vibration on ships. Part 2: Measurement of structural
vibration;
——ISO 20283-3 Mechanical Vibration--Measurement of vibration on ships. Part 3: Pre-installation vibration
measurement of shipboard equipment;
——Chapter 16 “Comfort on Board” of PART EIGHT of the Rules;
——CCS Guidelines for Shipboard Vibration Control;
(2) proficient in using the measurement equipment;
(3) capable of developing “The Shipboard Vibration/Noise Measurement Report”.
14.3 Personnel in charge of the review and approval are to:
(1) meet the requirements for operators;
(2) have knowledge of the basic principles of shipboard vibration and noise;
(3) be responsible for reviewing and signing of the Shipboard Vibration/Noise Measurement Report and for
dealing with the related technical issues.
14.4 Equipment:
(1) The equipment for noise measurement and calibration is to comply with the requirements of the following
documents:
① ISO 2923 Measurement of Noise on Board Vessels;
② IEC 60942 Sound Calibrators.
(2) The equipment for vibration measurement and calibration is to comply with the requirements of the
following documents:
① ISO 6954-2000 Mechanical Vibration – Guidelines for the measurement, reporting and evaluation of
vibration with regard to habitability on passenger and merchant ships; or ISO 6954-1984 Mechanical
Vibration and Shock – Guidelines for the overall evaluation of vibration in merchant ships;
② CCS Guidelines for Shipboard Vibration Control.
14.5 Procedures: The documented work procedures are at least to contain the following:
(1) an effective quality assurance or quality system;
-22-
(2) effective standards as appropriate;
(3) a procedure for measurement operations;
(4) the description of measurement equipment together with the analysis procedure; (5) a management and
calibration system of analysis instruments.
14.6 Reporting:
(1) The Shipboard Vibration Measurement Report is to be developed in compliance with the requirements of
CCS Guidelines for Shipboard Vibration Control and ISO 6954-2000.
(2) The Shipboard Noise Measurement Report is to be developed in compliance with the relevant requirements
of Chapter 16, PART 8 of CCS Rules for Classification of Sea-Going Steel Ships and ISO 2923.
(3) The Shipboard Vibration/Noise Measurement Report is at least to contain the following:
① name and signature of vibration/noise measurement organization;
② ship’s particulars;
③ description of ambient conditions, ship condition and measuring instruments;
④ summary (at least including basis and conditions for measurement, applicable standards and conclusions);
⑤ arrangement of measuring points (items and diagram);
⑥ analysis results of vibration/noise measurement;
⑦ curve of amplitude-speed (typical positions, if any);
⑧ main original measurement record.”
-23-
PART TWO HULL
CHAPTER 1
GENERAL
Section 1 GENERAL PROVISIONS
In the existing paragraphs 1.1.2.21 and 1.1.2.22, the words “ship’s length” are replaced by “load line length.”
Section 2
HULL STRUCTURAL MEMBERS
In the existing Figure 1.2.6.2, new Figures 1.2.6.2(6) and 1.2.6.2(7) are added as follows:
Section 3
HULL STRUCTURAL STEEL
The existing paragraph 1.3.5.1 is replaced by the following:
“1.3.5.1 The use of aluminum alloy is permitted for superstructures, deckhouses, hatch covers, or other similar
structures, based on equivalent strength, instead of hull structural steel as required in the Rules. The chemical
composition and mechanical properties of aluminum alloys used are to comply with the relevant requirements
of Chapter 8, PART ONE of CCS Rules for Materials and Welding.”
In the existing paragraph 1.3.5.3, the words “66% of the ultimate strength of the material” are replaced by “not
exceeding 70% of the ultimate strength of the material”.
Section 4
WELD DESIGN FOR HULL STRUCTURES
The following sentence is added at the end of the existing paragraph 1.4.1.4:
“The distance between the above two welded seams is in general the distance between inner edges of two weld
toes (as shown in Figure 1.4.1.4).”
A new Figure 1.4.1.4 is added as follows:
“
Distance between butt weld toes
Distance between butt and fillet weld toes
Figure 1.4.1.4”
-24-
In the first line of Table 1.4.4.8, the words “In oil tanks” are replaced by “In tanks”.
Section 5 APPLICATION OF HIGHER TENSILE STEEL
In the existing paragraph 1.5.2.4, the words “continuous members” are replaced by “continuous longitudinal
members”.
Section 6
CORROSION CONTROL FOR HULL STRUCTURES
The existing subparagraph 1.6.3.7(2) is replaced by the following:
“(2) Anodes are to be fitted with steel cores which are to be so designed as to retain the anode even when the
latter is wasted. Anodes are to be sufficiently rigid to avoid resonance in the anode support;”.
Section 10
DAMAGE STABILITY
In the existing Table 1.10.3.1, “MSC.235(82)” corresponding to offshore supply vessels is replaced by
“MSC.235(82) and its amendments in MSC.335(90)”, and “MSC/Circ.1056” corresponding to polar ships and
ships intended for navigation in ice is replaced by “A.1024(26)”.
Section 11 LOAD LINE MARKS AND MARKING
The existing Figure 1.11.2.3 is replaced by the following:
The existing paragraph 1.11.2.5 and Figure 1.11.2.5 are deleted.
Section 12 STRUCTURAL ARRANGEMENT
The existing paragraph 1.12.8.4 is replaced by the following:
“1.12.8.4 A double bottom need not be fitted in way of watertight tanks (including dry tanks) of moderate
size, provided the safety of the ship is not impaired in the event of bottom or side damage.”
-25-
Section 14 DIRECT STRENGTH CALCULATIONS
The existing subparagraph 1.14.3.3(3) is replaced by the following:
“(3) The hydrodynamic wave pressure pBC at the bottom centerline is to be calculated by the following formula:
pBC = 0.5(pWL - 1.2d1)
kN/m2
where: pWL, d1 — see 1.14.3.3(1).”
The existing paragraph 1.14.4 is replaced by the following:
“1.14.4
Dry bulk cargo pressure
1.14.4.1
The pressure caused by dry bulk cargo is to be calculated according to 1.14.4.2 and 1.14.4.3.
1.14.4.2
The top surface of dry bulk cargo is to be determined according to the following requirements:
(1) For a prismatic cargo hold where the dry bulk cargo is loaded to the top of the hatch coaming, the top
surface of cargo is to be determined equivalently according to the same cargo volume within the cargo hold.
The equivalent cargo horizontal surface at hC above the inner bottom, as shown in Figure 1.14.4.2(1), is to be
calculated by the following formula:
hC = hHPU + h0
m
where: hHPU — vertical distance from inner bottom to the lower point of intersection of topside tank with side
shell plating or inner hull plating, in m, see Figure 1.14.4.2(1);
h0 — vertical distance from the lower point of intersection of topside tank with side shell plating or inner
hull to equivalent cargo horizontal surface, h0 =
S A = S0 +
SA
, in m;
BH
VHC
;
lH
S 0 — shadow area from the lower point of intersection of topside tank with side shell plating or inner
hull plating to horizontal surface of upper deck, in m2, see Figure 1.14.4.2(1);
VHC — volume enclosed by hatch coaming from deck to coaming top, in m3;
lH — length of cargo hold, in m;
BH — average breadth of cargo hold, in m.
Figure 1.14.4.2(1) Definitions of hc, h0, hHPU and S 0
-26-
(2) For a prismatic cargo hold where the dry bulk cargo is not loaded to upper deck, it is assumed that its top
surface is parabolic across along the hull and the shape of each cross section along the length of the cargo hold
is the same, as shown in Figure 1.14.4.2(2). Parameters of the top surface shape are to be determined according
to cargo volume in the cargo hold (taken as M / ρ C ) and calculated as follows:
hC = h y + h2 + hHPL in m, if h2 ≥ 0
hC = h y + h22 in m,
if
y≤
B2
2
and h2 < 0
hC = 0 in m,
if y >
B2
2
and h2 < 0
where: h2 — distance, in m, see Figure 1.14.4.2(2), to be calculated by the following formula:
h2 =
V
M
B + BIB
B
hHPL − H tan δ + TS
− H
BH ⋅ l H
ρ C BH l H
2 BH
6
hy — distance, in m, see Figure 1.14.4.2(2), to be calculated by the following formula:
4 y2
)
BH2
hy = h1 (1 −
hy = h1 (1 −
if h2 ≥ 0
4 y2
)
B22
if h2 < 0
B2 — cargo surface breadth if h2 < 0 , in m, see Figure 1.14.4.2(2), to be calculated by the following formula:
B2 =
6 M
3 BIB2
(
hHPL
+ VTS ) +
lH ρ C
BH − BIB
3hHPL
tan δ +
BH − BIB
h22 — distance if h2 < 0 , in m, see Figure 1.14.4.2(2), to be calculated by the following formula:
h22 = hHPL (
B2 − BIB
)
BH − BIB
hHPL — vertical distance from inner bottom to the upper point of intersection of hopper side tank with
side shell plating or inner hull, in m, see Figure 1.14.4.2(2). If there is no hopper side tank,
hHPL is taken as 0.
h1 — distance, in m, see Figure 1.14.4.2(2), to be calculated by the following formula:
h1 =
h1 =
BH
tan δ if h2 ≥ 0
4
B2
tan δ
4
if h2 < 0
M — mass of dry bulk cargo in cargo hold, in t;
VTS — otal volume of lower stool of transverse bulkhead within cargo hold length
l H , in m3. This
not include the portion of hopper side tank that passes through transverse bulkhead;
BH , lH — see (1) of this paragraph;
BIB — verage breadth of inner bottom , in m, see Figure 1.14.4.2 (2);
-27-
3
ρ C — density of dry bulk cargo, in t/m ;
δ — ngle of repose of cargo, determined as follows:
δ = 35 D for ore and coal;
= 30D for salt, yellow sand, stone, grain, etc.;
= 25 D for bulk cement;
y — ransverse distance from considered point to the longitudinal centerline section, in m.
h2 ≥ 0
h2 < 0
Figure 14.4.2(2) Definitions of hy, h1, h2, h22 and hHPL
(3) For a non-prismatic cargo hold, the top surface of dry bulk cargo may be taken at the horizontal surface of
upper deck, and density taken as M/VH, where VH is cargo hold volume, not including its portion enclosed by
hatch coaming.
1.14.4.3 The total pressure pC caused by dry bulk cargo is to be calculated by the following formula and taken
not less than zero:
pC = ρC KC ( g + 0.5av )(hC + hDB − z )
kN/m2
where: ρ c — density of dry bulk cargo, in t/m3;
2
av — vertical acceleration in way of considered centroid of cargo hold, in m/s , see 1.14.2.2 (8) of
this Section;
hC — vertical distance from the considered point to the top surface of dry bulk cargo, in m, determined
according to 1.14.4.2 of this Section;
hDB — height of double bottom, in m;
z — vertical height of the considered point, measured from baseline, in m;
KC — coefficient, to be calculated as follows:
K C = cos2 α + tan 2 (45D − 0.5δ ) sin 2 α , for inner bottom, hopper side tank, transverse bulkhead
and longitudinal bulkhead, lower stool, vertical upper stool, inner hull and side plate;
K C = 0 for top side tank, upper deck and inclined upper stool;
α — included angle between considered plate and horizontal plane, in deg;
δ — angle of repose of cargo, in deg, see 1.14.4.2(2) of this Section.”
The existing subparagraph 1.14.6.6(3) is replaced by the following:
-28-
“(3) detailed stress analysis. For the mesh size in the central area of the refined model mesh, it is to be divided
according to 50 mm×50 mm and the allowable stress is to be as follows:
σσvm
vm ≤ λ [σ e ]
where:
σvm — Von Mises stress of plate element in the central area of the refined mesh, in N/mm2;
[σ e ] — allowable stress of relevant components, in N/mm2;
λ — factor, taken as 1.6.”
The existing Table 1.14.9.6 is replaced by the following:
“Calculation of λ
Aspect ratio of plate panel
1≤
Stress condition
Biaxial compression
Table 1.14.9.6
l
≤ 2
s
l
2 < ≤8
s
σ xcr
(1 + k ) σ x
1
1 σ xcr
(1 + k1 ) σ x
2
1
Compression along x axis + edge shear
1
σ xcr
(1 + k22 ) σ x
Compression along y axis + edge shear
σ ycr
(1 + k ) σ y
Biaxial compression + edge shear
σ xcr
(1 + k + k ) σ x
1
2
3
1
2
1
2
2
”
-29-
CHAPTER 2
Section 1
HULL STRUCTURES
GENERAL PROVISIONS
The existing subparagraph 2.1.3.1(10) is replaced by the following:
“(10) Cargo hatch covers;”.
The existing subparagraph 2.1.3.1(12) is replaced by the following:
“(12) Rudder, rudder stock and tiller;”.
Section 4
DECKS
In the existing paragraph 2.4.3.1, the sentence “The breadth of strength deck stringer plates at ends of ships is
not to be less than 65% of that amidships.” is replaced by the following:
“The breadth of strength deck stringer plates within 0.4 L amidships is to comply with the relevant requirements
of Section 3, Chapter 1 of this PART. The breadth of strength deck stringer plates at ends of the ship is not to be
less than 65% of that amidships.”
The existing paragraph 2.4.4.2 is replaced by the following:
“2.4.4.2 Where the corners of engine/boiler room or hatch openings in the strength deck are rounded, insert
plates are required, and the radius of the rounded corner is not to be less than 1/20 of the breadth of the opening,
but not less than 1/10 provided that deck girders are not fitted in way of the hatch coamings. Rounded corners
are to have a minimum radius of 300 mm if the deck plating extends inside the coaming, or 150 mm if the
coamings are welded to the inner edge of the deck plating in the form of a spigot.
The extension of the insert plates is to be as shown in Figure 2.4.4.2 (R is the radius of hatch corners, e is not to
be less than 760 mm and for longitudinal framing, not to be less than one longitudinal spacing). The butt of the
insert plate is to be kept well clear of the butt in coaming and the fillet welds of deck framing. The thickness of
the insert plate is to be 4 mm greater than the thickness of strength deck framing. If the thickness of the insert
plate can not meet above requirements, direct calculation covering yield, buckling and fatigue is to be adopted
for verification.
Figure 2.4.4.2”
-30-
Section 5 SINGLE BOTTOMS
In the existing paragraph 2.5.4.4, the sentences “In way of machinery spaces situated amidships, the depth of
the web plate and the face plate sectional area of floors are to be increased by 10% above those obtained from
2.5.4.1 of this Section. The floors are not to be flanged instead of having face plates.” are replaced by “In way
of machinery spaces situated amidships, the depth of the web plate and the face plate sectional area of floors are
to be increased by 10% above those obtained from 2.5.4.1 of this Section. In way of machinery spaces situated
astern, the face plate area of floors is to be increased by 10% above those obtained from 2.5.4.1 of this Section.
The floors are not to be flanged instead of having face plates.”
Section 6
DOUBLE BOTTOMS
In the existing paragraph 2.6.3.1, the sentences “The thickness of side plates of the duct keel is not to be less
than that of the watertight floors. The side plates are in general not to be spaced more than 2 m apart.” are
replaced by “The thickness of side plates of the duct keel is not to be less than that of the watertight floors. The
side plates are in general not to be spaced more than 2 m apart; for ships of 150 m or above in length, the side
plates may be spaced not more than 3 m apart upon verification by direct calculation.”
In the existing paragraph 2.6.10.1, the sentence “Where the centre girder is watertight, vertical stiffeners having
the same scantlings as required in 2.6.6.2 of this Section are to be fitted between the plate floors and brackets
(when the distance between them is greater than one frame space).” is replaced by “Where the centre girder
is watertight, vertical stiffeners spaced not more than 0.9 m apart are to be fitted between the plate floors and
brackets (when the distance between them is greater than one frame space). For these stiffeners, the section
modulus is to comply with the requirements of 2.6.6.2, the thickness is to be the same as that of the center
girder web and the breadth is to be 1/10 of the depth of the watertight center girder web.”
In the existing paragraph 2.6.10.2, the sentences “The above-mentioned side girders are in general to be fitted
with vertical stiffeners. The vertical stiffeners for side girders are to be fitted in accordance with 2.6.5.2 of
this Section, and those for watertight side girders in accordance with 2.6.6.2 of this Section.” are replaced by
“Side girders and watertight side girders are in general to be fitted with vertical stiffeners. Vertical stiffeners of
side girders are to be spaced not more than 1.5 m apart, having the same thickness as that of side girder webs
and a breadth equal to 1/10 of the depth of side girder webs. Vertical stiffeners of watertight side girders are
to be spaced not more than 0.9 m apart, the thickness is to be the same as that of watertight side girder web,
the breadth is to be equal to 1/10 of the depth of watertight side girder webs and the section modulus W is to
comply with the requirements of 2.6.6.2.”
In the existing paragraph 2.6.11.2, the sentences “The thickness of vertical stiffeners for non-watertight floors is
to be the same as that of the floors and the width of which is not to be less than 150 mm. For ships less than 90
m in length, the width of such stiffeners is not to be less than 1.65L, with a minimum of 50 mm. The scantlings
of vertical stiffeners for watertight floors are to be the same as those required in 2.6.6.2 of this Section.” are
replaced by the following:
“The thickness of vertical stiffeners for floors is to be the same as that of the floors and the width of which is
not to be less than 150 mm. For ships less than 90 m in length, the width of such stiffeners is not to be less than
1.65L, with a minimum of 50 mm. In addition, the scantlings of vertical stiffeners for watertight floors are to
comply with the requirements of 2.6.6.2 of this Section.”
Section 7 SIDE FRAMING
In the existing paragraph 2.7.2.8, the words “The section modulus …… of frames in fore and after peaks” are
replaced by “The section modulus …… of main frames in fore and after peaks”.
In the existing paragraph 2.7.5.4, the words “vertical distance, in m, measured from the longitudinal to 3 m
above the deck for measuring the minimum bow height” are replaced by “vertical distance, in m, measured
from the longitudinal to 3 m above the minimum bow height required by the load line, not less than the vertical
distance from the longitudinal to upper deck at side”.
Section 8 DECK FRAMING
In the existing paragraph 2.8.5.2, the words “The section modulus W of cargo deck longitudinal” are replaced
by “The section modulus W of cargo deck longitudinals (including longitudinals of decks/platforms within the
engine room, fore and aft peaks)”.
Section 11 NON-WATERTIGHT PILLAR BULKHEADS
In the existing paragraph 2.11.1.3, the formulas are replaced by the following:
-31-
cm2
KP
A=
12 .26 − 5 .1
s
≤80;
t
for
s
≥120
t
l
r K
cm2
KP
A=
for
4 . 86 − 1 . 475
l
r K
A is to be obtained by interpolation for 80 <
where: P, r — see 2.10.2.1 of this Chapter;
s
< 120
t
l — span of stiffeners, in m;
s — spacing of stiffeners, in mm;
t — thickness of bulkhead plating, in mm;
K — material factor, taken not less than 0.72.
Section 12
WATERTIGHT BULKHEADS
The existing paragraph 2.12.4.2 is replaced by the following:
“2.12.4.2 Where a transverse bulkhead supports deck girders, bulkhead stiffeners are to be fitted in way of
the deck girders. The sectional area of these stiffeners together with attached plating is also to comply with the
requirements of Section 11 of this Chapter for non-watertight pillar bulkheads.”
A new paragraph 2.12.4.5 is added as follows:
“2.12.4.5 The minimum web depth of stiffeners is to meet the requirements of 2.11.1.4 of the Rules. The web
d
thickness is to be not less than w for rolled or combined stiffeners with flange or face plate and not less than
60
dw
for flat bar stiffeners where dw is depth of stiffener webs.”
18
Section 20 HATCHWAYS AND HATCH COVERS
The existing subparagraph 2.20.2.1(1) is replaced by the following:
“(1) These requirements apply to all ships other than bulk carriers, ore carriers and combination carriers, as
defined in Section 1, Chapter 2 of PART ONE, and are for all cargo hatch covers and coamings on exposed
decks.”
The existing paragraph 2.20.5.5 is replaced by the following:
“Where the deckhouses or companionways mentioned in 2.20.5.3 of this Section are located on the exposed
freeboard decks or raised quarter decks, or on the exposed superstructure decks within the region forward of
0.25LL from F.P. (the perpendicular at the intersection of the load waterline LL with the fore side of the stem),
the height above the deck of sills to the doorways in companionways is to be at least 600 mm. Where they are
located on the exposed superstructure decks within the region abaft 0.25LL from F.P., the height above the deck
of sills to the doorways in companionways is to be at least 380 mm.”
Appendix 1
3
LOADING INSTRUMENTS
FUNCTIONAL REQUIREMENTS FOR SOFTWARE
-32-
The existing paragraph 3.3 is replaced by the following:
“3.3
Intact stability
3.3.1 The software is to use direct calculation to check intact stability and the following requirements are to
be met:
(1) The software is to be capable of calculating and displaying the height of the centre of gravity and initial
metacentric height of the ship and correcting free surface effects and comparing such values with the permissible
values, where applicable. If any permissible value is exceeded, an alarm is to be automatically initiated.
(2) The software is to be at least capable of calculating and displaying GZ curves and correcting free surface
effects.
(3) The software is to be capable of calculating the intact stability in any loading conditions and achieving the
criteria for intact stability according to the relevant requirements. The method for achieving the criteria is to
be in conformity with the final loading manual and any other method used for this purpose is to be indicated in
submissions and subject to agreement of CCS plan approval unit. The software is to be capable of automatically
initiating an alarm in case of any permissible criterion being exceeded.
3.3.2 If damage stability is checked by the software according to the provisions of 3.5.2 of this Section, intact
stability can be checked based on the same method. ”
The existing paragraph 3.5 is replaced by the following:
“3.5
Damage stability
3.5.1
If the software uses direct calculation to check damage stability, the following requirements are to be met:
(1) The software is to indicate whether the calculation is performed by means of loss of buoyancy or increase
of weight, and the former is recommended.
(2) The software is to be capable of making corrections of free surface effects for GZ curves.
(3) The software is to be capable of allowing for corrections for liquid loss of damaged tanks.
(4) The software is to define the damaged compartment(s) and associated damage conditions in advance for
selection by the crew in calculation, and be capable of calculating and displaying the GZ curves after damage.
(5) The software is to be capable of calculating the equilibrium position and stability in any damage condition,
covering fore, after and mean draughts, trimming values, heeling angles, distance from equilibrium waterline
to flooding openings, residual initial metacentric height, residual stability etc., and achieving the criteria for
damage stability according to the relevant requirements. The method for achieving the criteria is to be in
conformity with the final loading manual. The software is to be capable of automatically initiating an alarm in
case of any permissible criterion being exceeded.
3.5.2 If damage stability is checked by the software on the basis of approved limit curves (the curve of
permissible vertical position of the centre of gravity or the curve of permissible initial metacentric heights) or
loading conditions, the following requirements are to be met:
(1) The software is to be capable of calculating and displaying displacement, the position of the centre of
gravity, buoyancy and initial metacentric height of the ship in any loading condition and correcting free surface
effects as required and comparing such values with the approved data.
(2) The software is to be capable of automatically initiating an alarm in case of any permissible criterion being
exceeded(if limit curves are used)or any acceptable and safe tolerance being exceeded (compared with
loading condition).”
-33-
CHAPTER 3
EQUIPMENT AND OUTFITS
Section 1
RUDDERS
In the existing paragraph 3.1.4.4, “h — vertical distance, in m, from centroid of area of A to the section under
consideration.” is replaced by “h — vertical distance, in m, from centroid of area of A’ to the section under
consideration.”
In the existing paragraph 3.1.13.3, the sentences “If non-metallic bearing material is applied, the bearing
clearance is to be specially determined considering the material’s swelling and thermal expansion properties.
This clearance is in any case not to be taken less than 1.5 mm on bearing diameter.” are replaced by “If nonmetallic bearing material is applied, the bearing clearance is to be specially determined considering the
material’s swelling and thermal expansion. This clearance is not to be taken less than 1.5 mm on bearing
diameter unless a smaller clearance is supported by the manufacturer’s recommendation and there is
documented evidence of satisfactory service history with a reduced clearance.”
Section 2
ANCHORING AND MOORING EQUIPMENT
In the existing Table 3.2.1.1(2), the minimum breaking load “284” of mooring lines corresponding to serial No.
27 (equipment No. exceeding 1300 but not exceeding 1390) is replaced by “309”.
In the existing Table 3.2.1.1(2), the minimum breaking load “1002” of towlines corresponding to serial No. 31
(equipment No. exceeding 1670 but not exceeding 1790) is replaced by “1024”.
Section 7
SUPPORT STRUCTURE FOR DECK EQUIPMENT
The existing paragraph 3.7.4.13 is replaced by the following:
“3.7.4.13 In addition to the requirement of 3.7.4.12 of this Section, the capability of the supporting structure
to resist buckling failure is to be checked according to the requirements of 1.14.9, Section 14, Chapter 1 of this
PART. In buckling strength assessment, the standard thickness deduction of structural members is to be taken as
1.0 mm and the minimum buckling safety factor taken as 1.0.”
-34-
CHAPTER 4
STRENGTHENING FOR NAVIGATION IN ICE
Section 2 ICE STRENGTHENING FOR CLASSES B1*, B1, B2 and B3
In the existing subparagraph 4.2.4.5(3), the words “very long (more than B/2, where B is moulded breadth)
hatch” are replaced by “very long (hatch length more than B/2, where B is moulded breadth) hatch”.
-35-
CHAPTER 5
DOUBLE HULL OIL TANKERS
Section 1 GENERAL PROVISIONS
In the existing paragraph 5.1.1.3, the first sentence is replaced by the following:
“The double hull oil tankers intended to carry oils having a flash point exceeding 60℃ (closed cup test) only
are also to comply with the requirements of this Chapter. Where the temperature of heated cargo oils is at least
10℃ below their flash point, the requirements of 5.1.4.4 to 5.1.4.7 and 5.4.1.3 of this Chapter may not be
applicable.”
The existing paragraph 5.1.8.2 is replaced by the following:
“5.1.8.2 For oil tankers of 150 m or over in length, the fatigue strength check is to be carried out for the
following structural members in the cargo tank region in accordance with CCS Guidelines for Fatigue Strength
of Ship Structure, and the results are to be submitted to CCS for approval:
(1) connections of longitudinals (bottom, side, deck and inner shell) to transverse web frames;
(2) connections of longitudinals (bottom, side, deck and inner shell) to transverse bulkheads;
(3) connections of hopper tanks or inner shell to inner bottoms.”
Section 4
DOUBLE BOTTOM STRUCTURE
In the existing paragraph 5.4.1.5, the words “in 5.13.1 of this Chapter” are replaced by “in Section 12, Chapter
1 of this PART”.
Section 5 DOUBLE HULL CONSTRUCTION
In the existing paragraph 5.5.1.2, the words “the holes …… are not to be on the same vertical line” are replaced
by “the holes …… are in general not to be on the same vertical line”.
Section 9
CORRUGATED TRANSVERSE OILTIGHT BULKHEADS
In the existing paragraph 5.9.1.3, the words “corrugated bulkheads” are replaced by “vertical corrugated
bulkheads”.
Appendix 1
DIRECT STRENGTH CALCULATION OF DOUBLE HULL OIL TANKERS
3
LOADING CONDITIONS
The existing paragraph 3.1.1 is replaced by the following:
“3.1.1 Normally, the corresponding loading conditions are to be selected from Tables 3.2.1 to 3.2.3 of this
Appendix for check. For other more severe loading conditions in the loading manual which are not covered by
these Tables, direct strength calculation is also to be carried out.”
-36-
In the existing Table 3.2.2, loading conditions LC9 and LC10 are revised as follows:
LC9
Heavy ballast draught
Ms
Mw
LC10
Heavy ballast draught
Ms
Mw
The existing paragraph 4.2.2 is replaced by the following:
“4.2.2
Boundary conditions for local loads (see Table 4.2.2)
4.2.2.1 Symmetrical conditions are applied respectively to end planes A and B, the displacements in the
longitudinal direction of nodes and the rotations around the two coordinate axes within the end plane are to be
restrained, i.e.: δ x = θ y = θ z = 0 .
4.2.2.2 Vertical spring elements are to be provided at intersections of side shell plating, inner hull plating and
longitudinal bulkhead with forward and aft bulkheads in midship cargo tanks. The coefficient of elasticity of
spring elements is to be distributed evenly and calculated by the following formula:
K=
5GA
6l H n
N/mm
where: G — shear modulus of elasticity of material, G = 0.792 × 105 N/mm2 for steel;
A — shearing area of side shell plating, inner hull plating or longitudinal bulkhead plate in way of
forward and aft bulkheads, in mm2;
l H — length of midship cargo tank, in mm;
n — number of nodes on vertical intersections of side shell plating, inner hull plating or longitudinal
bulkhead plate.
Table 4.2.2
Boundary Conditions for Local Loads
Displacement constraint
Position
Longitudinal centerline section
(half-breadth model)
Node G (full-breadth model)
Rotation constraint
δx
δy
δz
θx
θy
δx
−
Constraint
−
Constraint
−
Constraint
−
Constraint
−
−
−
−
End planes A, B
Constraint
−
−
−
Constraint
Constraint
Intersection line C
−
−
Spring
−
−
−
”
The existing Figure 4.2.4 is replaced by the following:
-37-
Figure 4.2.4 Boundary Conditions
-38-
CHAPTER 7
Container ships
Section 1 GENERAL PROVISIONS
The existing paragraph 7.1.5.3 is replaced by the following:
“7.1.5.3 For container ships of 150 m or over in length, the fatigue strength check is to be carried out for the
following structural members in the cargo area in accordance with CCS Guidelines for Fatigue Strength of Ship
Structure, and the results are to be submitted to CCS for approval:
(1) connections of longitudinals (bottom, side, deck and inner shell) to transverse web frames;
(2) connections of longitudinals (bottom, side, deck and inner shell) to transverse bulkheads;
(3) connections of inner shell to inner bottoms.”
Section 3
DECK STRUCTURE
The existing paragraph 7.3.4.3 is replaced by the following:
“7.3.4.3 Insert plates are required at the hatch corners and to have a thickness increased by 15% above that of
the strength deck plating. For container holds adjacent to the engine room, such insert plates are to be increased
in thickness by 25% above that of the strength deck plating but not less by 4 mm and not more than 7 mm,
and they are to be made of the same material as the strength deck. If the thickness of the insert plate can not
meet above requirements, direct calculation method covering yield, buckling and fatigue is to be adopted for
verification. The extension of the insert plates is to comply with Figure 7.3.4.3 (R is the radius of hatch corner,
e is not to be less than 760 mm and for longitudinal framing, not to be less than one longitudinal spacing).”
A new Figure 7.3.4.3 is added as follows:
Figure 7.3.4.3
-39-
Appendix 1
CONTAINER SECURING
The existing paragraph 4.3.1 is replaced by the following:
“4.3.1 The transverse force component Fy parallel to deck is to be calculated as follows:
kN
Fy = Gat + Q
where: G — gross weight of the container, in t;
at — transverse acceleration, in m/s2, see 4.2.1 and 4.2.2 of this Appendix;
Q = qA, in kN, where q is the wind pressure, to be taken as 1.0 kPa for outermost containers at side (for
containers at bottom, a splash force of 1.0 kPa is also to be taken into consideration), and as zero
for others; A is the projected side area of containers bearing the wind pressure, in m2. If the distance
between adjacent container stacks is not more than 1 m, the wind load at containers inside can be
omitted. If the distance between adjacent container stacks is 5 m or over, the wind load at containers
inside is to be included in its entirety. If the distance is between 1 m and 5 m, linear interpolation is
needed. If the exposed area is less than 1/3 of the side area, the wind load can be omitted.”
The existing paragraph 4.3.2 is replaced by the following:
“4.3.2
The vertical force component Fz normal to deck is to be calculated as follows:
When checking the strength of the vertical supporting structure of containers:
Fz = 9.81Gcosφm + Gav
kN
When checking the vertical compressive force at corner posts and the vertical tensile force at corner fittings:
Fz = 9.81Gcosφm kx kL
kN
where: G — gross weight of the container, in t;
φm — maximum rolling angle, in rad, see 1.14.2.1(2) of Section 14, Chapter 1 of this PART;
av — vertical acceleration, in m/s2, see 4.2.4 of this Appendix;
kx — longitudinal distribution coefficient, see 4.2.1 of this Appendix;
kL — coefficient, to be calculated according to the following formula:
kL = 4.35L
-0.24
where: L — ship length, in m.”
Appendix 2
DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS
The existing paragraph 2.3.1 is replaced by the following:
“2.3.1 The applicable loading conditions are to be checked according to Table 2.3.1. For more severe loading
conditions not covered by the Table, direct strength calculation is to be carried out.”
-40-
The existing paragraph 2.5.2.3 is replaced by the following:
“2.5.2.3 Vertical spring elements are to be provided at nodes on intersections of side shell plating and inner
hull plating with forward and aft transverse bulkheads. The coefficient of elasticity of spring elements is to be
distributed evenly and calculated by the following formula:
K=
5GA
6l H n
N/mm
where: G — shear modulus of elasticity of material, G = 0.792×105 N/mm2 for steel;
2
A — shearing area of side shell plating and inner hull plating in way of forward and aft bulkheads, in mm ;
l H — length of midship hold, in mm;
n — number of nodes on vertical intersections of side shell plating and inner hull plating.”
The existing Table 2.5.2 is replaced by the following:
“Boundary Conditions of Local Loads
Table 2.5.2
Displacement constraint
Position
Rotation constraint
δx
δy
δz
θx
θy
θz
Longitudinal centerline section
(half-breadth model)
−
Constraint
−
Constraint
−
Constraint
End planes A and B
Constraint
−
−
−
Constraint
Constraint
Intersection lines EG and FH
−
−
Spring
−
−
−
”
The existing paragraph 2.5.2.4 is deleted.
The existing paragraph 2.5.4 is replaced by the following:
“2.5.4
Boundary conditions for heeling (conditions 4 and 5) (see Table 2.5.4)
2.5.4.1 The boundary conditions apply to heeling conditions with asymmetrical loads and the full-breadth
model is to be adopted.
2.5.4.2 Symmetrical conditions are applied respectively to end planes A and B, as shown in 2.5.2.2 of this
Appendix.
2.5.4.3 Vertical spring elements are to be provided at nodes on intersections of side shell plating and inner
hull plating with forward and aft transverse bulkheads. The coefficient of elasticity of spring elements is to be
distributed evenly, see 2.5.2.3 of this Appendix.
2.5.4.4 Horizontal spring elements are to be provided at nodes on intersections of bottom plating and inner
bottom plating with forward and aft transverse bulkheads. The coefficient of elasticity of spring elements is to
be distributed evenly and calculated by the following formula:
K=
5GA
6l H n
N/mm
where: G — shear modulus of elasticity of material, G = 0.792×105 N/mm2 for steel;
A — shearing area of bottom plating and inner bottom plating in way of forward and aft bulkheads, in
mm2;
l H — length of midship hold, in mm;
n — number of nodes on vertical intersections of bottom plating and inner bottom plating.
-41-
2.5.4.5 Nodes I and J of bottom plating and inner bottom plating with forward and aft transverse bulkheads
within longitudinal centerline section are to be restrained against transverse linear displacement, i.e. δ y = 0 .
Boundary Conditions for Heeling
Position
Table 2.5.4
Displacement constraint
Rotation constraint
δx
δy
δz
θx
θy
θz
End planes A and B
Constraint
−
−
−
Constraint
Constraint
Intersection lines EG and FH
−
−
Spring
−
−
−
Intersection lines IK and JL
−
Spring
−
−
−
−
”
The existing Figure 2.5.5 is replaced by the following:
Figure 2.5.5 Boundary Conditions
-42-
CHAPTER 8
Section 1
BULK CARRIERS
GENERAL PROVISIONS
The existing paragraph 8.1.4.2 is replaced by the following:
“8.1.4.2 For bulk carriers of 150 m or over in length, the fatigue strength check is to be carried out for the
following structural members in the cargo area in accordance with CCS Guidelines for Fatigue Strength of Ship
Structure, and the results are to be submitted to CCS for approval:
(1) connections of longitudinals (bottom, side, deck and inner shell) to transverse web frames;
(2) connections of longitudinals (bottom, side, deck and inner shell) to transverse bulkheads;
(3) connections of hopper tanks or inner shell to inner bottoms;
(4) connections of inner bottoms to lower stool sloping plates;
(5) connections of corrugated transverse bulkheads to lower stool top plates;
(6) connections of corrugated transverse bulkheads to upper stool sloping plates;
(7) connections of frames to top side tanks and hopper tanks of single hull bulk carriers.”
Section 3 SIDE FRAMING
The existing Figure 8.3.3.7 is replaced by the following:
Wupper bracket=2WF
WF
=2WF F
WWlower
=2W
lower
bracket
bracket
Figure 8.3.3.7
Section 7
Additional Requirements for Loading Manuals and
Loading Instruments
In the existing subparagraph 8.7.2.2(4), the sentence “Short voyage conditions where the ship is to be loaded to
maximum draught but with limited amount of bunkers;” is replaced by “Short voyage conditions where the ship
is to be loaded to maximum draught but with limited amount of bunkers, if applicable;”.
In the existing subparagraph 8.7.2.2(5), the sentence “Multiple port loading/unloading conditions;” is replaced
by “Multiple port loading/unloading conditions, if applicable;”.
-43-
Section 11 EVALUATION OF SCANTLINGS OF HATCH COVERS OF CARGO HOLDS
The existing paragraph 8.11.1.1 is replaced by the following:
“8.11.1.1 This Section applies to bulk carriers, ore carriers and combination carriers. If cargoes are loaded on
hatch covers, the relevant requirements of 2.20.2, Chapter 2 of this PART are to be met.”
A new Section 15 is added as follows:
“Section 15 ADDITIONAL REQUIREMENTS FOR STIFFENING STRUCTURAL MEMBERS
8.15.1
General requirements
8.15.1.1 This Section applies to bulk carriers of 150 m in load line length and upwards, carrying solid bulk
cargoes having a density of 1,000 kg/m3 and above, as defined in SOLAS Regulation XII/1.
8.15.2 Materials
8.15.2.1 For ships with single side structures, the steel grade is not to be less than grade D or DH for:
(1) the lower bracket of side frames;
(2) side shell plate between two points located to 0.125l above and 0.125l below the intersection of side shell
and bilge hopper sloping plate or inner bottom plate, l being the span of the side frame.
(3) In case of side frames built with multiple spans, the above requirements are to apply to the lower part only.
Figure 8.15.2.1
8.15.3
8.15.3.1
Lateral buckling of stiffeners
Scope of check
-44-
The lateral buckling of longitudinal and transverse stiffeners in the following areas within cargo areas are to be
checked:
(1) hatchway coaming;
(2) inner bottom;
(3) sloped stiffened panel of topside tanks and hopper tanks (if any);
(4) inner side (if any);
(5) top stool and bottom stool of transverse bulkhead (if any);
(6) stiffened transverse bulkhead (if any);
(7) side shell (if directly bounding the cargo hold).
8.15.3.2
Design loads
(1) Design loads are to be based on the loading conditions under intact stability as specified in the loading
manual. The loads and loading conditions, for which the strength requirements in 8.15.3.1 are applicable, are
given in 8.15.3.2(2).
(2) Loads and load cases
① The following types of loads, if applicable, are to be considered:
(a) normal stress σn due to bending of hull girder, see ② below;
(b) shear stress τSF, see ③ below;
(c) lateral pressure applied to the member in loading conditions under intact stability as specified in the
loading manual, see ④ below.
② Normal stress σn — the normal stress σn considered for each of the mutually exclusive load cases is the
maximum compressive stress in the sagging or hogging condition as calculated according to 2.2.5.5
of Chapter 2 of this PART. For transverse stiffeners, the normal stress σn considered for each of the
mutually exclusive load cases is the maximum compressive stress calculated for each end.
③ Shear stress τSF — the shear stress τSF considered for each of the mutually exclusive load cases is the
shear stress calculated according to 2.2.6.4 of Chapter 2 of this PART.
If the value of the permissible still water shear force is not available at the preliminary design stage, the
following value, in kN, may be used:
Fs =0.3CLB(CB +0.7)
④ Lateral pressure p — the lateral pressure for each of the mutually exclusive load cases is to be selected
according to 1.14.3 of Chapter 1 of this PART. The lateral pressure of hatch coaming stiffeners is to be
calculated according to 2.20.2.2 of Chapter 2 of this PART.
-45-
The load calculation point for the curved plate panel is located at mid distance of the curved plate panel
extremities along the curve.
The load calculation point for stiffeners is defined in [1.4], Section 2, Chapter 6 of PART TEN.
⑤ The lateral buckling strength is to be checked for the following two stress combinations:
(a) stress combination 1: 100% of the normal stress as defined in 8.15.3.2(2)② and 70% of the shear
stress as defined in 8.15.3.2(2)③;
(b) stress combination 2: 70% of the normal stress as defined in 8.15.3.2(2)② and 100% of the shear
stress as defined in 8.15.3.2(2)③.
8.15.3.3 Methods and criteria for check of buckling strength
The lateral buckling strength of stiffeners is to be checked according to 4.2 of Chapter 6 of PART TEN of the
Rules, with the safety factor S being taken as 1.15 (i.e. the allowable utilization factor being 0.87).”
Appendix 1
DIRECT STRENGTH CALCULATION OF BULK CARRIERS
The existing paragraph 3.1.1 is replaced by the following:
“3.1.1 Normally, the loading conditions under consideration are to cover the most severe condition in ship
design. The corresponding loading conditions are to be selected from Table 3.2.1 of this Appendix for check.
For more severe loading conditions in the loading manual which are not covered by the Table, direct strength
analysis is also to be carried out.”
In the existing Table 3.2.1, loading conditions No.3 and 4 are replaced by the following:
1.1 M a , but need not be
3
Non- homogeneous full load
greater than M s , taken
as M s if there is no such
loading condition
Draught = d
4
Normal ballast
MS
MW
MW
Draught = deepest ballast draught
In the existing notes of Table 3.2.1, the definition of MFULL is replaced by the following:
“MFULL — cargo mass in a cargo hold corresponding to cargo with virtual density filled to the top of the hatch
coaming, in t, i.e.:
M=
VFULL ⋅ max(M H /VFULL ,1.0)
FULL
-46-
”.
The existing paragraph 4.2.2 is replaced by the following:
“4.2.2
Boundary conditions for local loads (see Table 4.2.2)
4.2.2.1 Symmetrical conditions are applied respectively to end planes A and B, the displacements in
longitudinal direction of nodes within the end plane and the rotations around the two coordinate axes within the
end plane are restrained, i.e.: δ x = θ y = θ z = 0 .
4.2.2.2 Vertical spring elements are to be provided at intersections of side shell plating and inner hull plating
with forward and aft transverse bulkheads in midship holds. The coefficient of elasticity of spring elements is to
be distributed evenly and calculated by the following formula:
K=
5GA
6l H n
N/mm
where: G — shear modulus of elasticity of material, G = 0.792×105 N/mm2 for steel;
2
A — shearing area of side shell plating and inner hull plating in way of forward and aft bulkheads, in mm ;
l H — length of midship hold, in mm;
n — number of nodes on vertical intersections of side shell plating and inner hull plating.
Table 4.2.2
Boundary Conditions for Local Loads
Displacement constraint
Position
Rotation constraint
δx
δy
δz
θx
θy
θz
Longitudinal centerline section
(half-breadth model)
−
Constraint
−
Constraint
−
Constraint
Node G (full-breadth model)
−
Constraint
−
−
−
−
Constraint
−
−
−
Constraint
Constraint
−
−
Spring
−
−
−
End planes A, B
Intersection line C
”
The existing Figure 4.2.4 is replaced by the following:
Figure 4.2.4 Boundary Conditions
-47-
CHAPTER 14
Section 9
DREDGERS
SPLIT HOPPER DREDGERS AND BARGES
A new paragraph 14.9.1.7 is added as follows:
“14.9.1.7 For solid floors in each half hull, B in the formula may be taken as the breadth of the half hull when
it is calculated according to 2.5.4.1, Section 5, Chapter 2 of this PART.”
-48-
CHAPTER 16
ORE CARRIERS
Section 1 GENERAL PROVISIONS
A new paragraph 16.1.1.5 is added as follows:
“16.1.1.5 Ore carriers of 150 m and above in load line length and carrying solid bulk cargoes having a density
of 1 t/m3 and above, as defined in Regulation 1, Chapter XII of SOLAS Convention, are to comply with the
relevant requirements of Section 15, Chapter 8 of this PART.”
-49-
PART THREE
MACHINERY INSTALLATIONS
CHAPTER 1
GENERAL
Section 2 GENERAL PROVISIONS
The last sentence of paragraph 1.2.1.3 is replaced by “The engine manufacturers are not expected to provide
simulated ambient reference conditions at a test bed.”
Section 3 ARRANGEMENT
A new paragraph 1.3.12 is added as follows:
“1.3.12
Earthing
1.3.12.1 Suitable earthing arrangements are to be provided to prevent excessive electrical potential difference
between the crankshaft/shafting of main propulsion diesel engines and hull.”
-50-
CHAPTER 2
PUMPING AND PIPING SYSTEMS
Appendix 2
FLEXIBLE HOSES
In paragraph 1.5.2, items (1) and (2) of footnote① are replaced as follows:
“(1) ISO 6802 – Rubber and plastics hoses and hose assemblies with wire reinforcements – Hydraulic impulse
test with flexing;
(2) ISO 6803 – Rubber or plastics hoses and hose assemblies – Hydraulic pressure impulse test without
flexing;”.
Appendix 3
TYPE APPROVAL OF MECHANICAL JOINTS
The words “such that the axial loads imposed are of a value calculated by the following formula:” in paragraph
1.5.5(5) are replaced by “When pressure is attained, an external axial load is to be imposed with a value
calculated by the following formul①:”.
The sentence “This axial load is to be maintained for a period of 5 min.” in paragraph 1.5.5(5) is replaced by “The
pressure and axial load are to be maintained for a period of 5 minutes.①”
Appendix 4 AIR PIPE CLOSING DEVICES②
In the existing paragraph 1.2.7, the words “under all working conditions of the heel and trim” are replaced by
“under all working conditions of heel and trim as specified in 1.2.1 of this Appendix”.
The existing subparagraph 1.4.1(2)③ is replaced by the following:
“③ Each of the above tightness tests is to be carried out in the normal position as well as at an inclination of 40
degrees under the strictest conditions for the device. In cases where such strictest conditions are not clear,
tests are to be carried out at an inclination of 40 degrees with the device opening facing in three different
directions: upward, downward, sideways (left or right). (See Figures 1 to 4).
_______________
① This revision applies tomechanical pipe joints submitted to CCS for approval from 1January 2014 and to any renewal of type
approval of existing design of mechanical pipe jointafter 1 January 2014.
This
revision applies to any air pipe closing device submitted to CCS for new or revised approval from 1 January 2014.
②
-51-
Figure 1 Example of normal position
Figure 2 Example of inclination 40 degrees opening facing upward
-52-
Figure 3 Example of inclination 40 degrees opening facing downward
Figure 4 Example of inclination 40 degrees opening facing sideways”
A new subparagraph 1.4.1(3) is added as follows:
“(3) Discharge /reverse flow test
The air pipe head is to allow the passage of air to prevent excessive vacuum developing in the tank. A reverse
flow is to be performed. A vacuum pump or another suitable device is to be connected to the opening of the air
pipe leading to the tank. The flow velocity is to be applied gradually at a constant rate until the float gets sucked
and blocks the flow. The velocity at the point of blocking is to be recorded. 80% of the value recorded is to be
stated in the certificate.”
-53-
CHAPTER 3
SHIP’S PIPING AND VENTILATING SYSTEMS
Section 8
BALLAST AND SCUPPER SYSTEMS
A new paragraph 3.8.2.2 is added as follows:
“3.8.2.2 The installation of all suction and discharge valves or side standpipes on scuppers and sanitary
discharges that are secured direct to the shell plating of the ship is to be in compliance with the relevant
requirements of 2.8.9.2 in this PART.”
Section 10 AIR, OVERFLOW AND SOUNDING PIPES
The existing paragraph 3.10.2.4 is replaced by the following:
“3.10.2.4 All double bottom tanks are to be fitted with air pipes. The double bottom tanks extending from
side to side of the ship are to be fitted with air pipes led from both sides. For the double bottom tanks with less
breadth at the ship’s bow and stern, however, only one vent pipe may be fitted, provided that this single pipe
can ensure the effective venting.”
-54-
CHAPTER 4
Section 8
MACHINERY PIPING SYSTEMS
THERMAL OIL SYSTEMS
The existing paragraph 4.8.4.1 is replaced by the following:
“4.8.4.1 Where the thermal oil heaters are located in main and auxiliary machinery spaces, effective means
are to be provided to prevent dispersal of thermal oil after leakage, such as coaming plate, etc.”
-55-
CHAPTER 5
PIPING SYSTEM FOR OIL TANKERS
Section 2 CARGO HANDLING SYSTEM
The existing paragraph 5.2.3.5 is replaced by the following:
“5.2.3.5 Where the cargo oil piping system is used also as a ballast system for the cargo tanks, a blank flange
or a removable spool piece is to be fitted between the sea chest valve and the cargo oil main, and a shut-off
valve is to be fitted on each side of the blank flange or the removable spool piece.
The discharge of oily ballast water is to comply with the requirements for the prevention of pollution from
ships.”
-56-
CHAPTER 6
Appendix 1
BOILERS AND PRESSURE VESSELS
STRENGTH CALCULATION OF WATER TUBE BOILERS
The existing Figure 5.1(4) is replaced by the following:
Figure 5.1(4)
-57-
CHAPTER 9
Section 10
DIESEL ENGINES
TESTS AND SURVEYS
In the existing paragraph 9.10.5.2, the words “Each type of diesel engine mass produced…” are replaced by
“Each type of diesel engines (as defined in 9.10.4.3) mass produced…”.
-58-
CHAPTER 11
Section 3
SHAFTING AND PROPELLERS
SHAFT TRANSMISSION UNITS
In the existing paragraph 11.3.7.9, the words “the working pressure” are replaced by “the design pressure”.
Section 4
PROPELLERS
A new paragraph 11.4.5.3 is added as follows:
“11.4.5.3 Where keyless propellers are fitted by the oil shrink method at a temperature below 0℃, the ambient
temperature for fitting the propeller to the shaft is not to be less than the value calculated by the following
formula:
tmin =
KPmax S35 − P35 KS35 − 35 P35 d1 (α 2 − α1 )
P35 d1 (α1 − α 2 )
℃”
The existing paragraphs 11.4.5.3 to 11.4.5.6 are renumbered as 11.4.5.4 to 11.4.5.7 accordingly.
-59-
CHAPTER 13
STEERING GEAR AND WINDLASSES
Section 1 STEERING GEAR
A new subparagraph 13.1.2.1(10) is added as follows:
“(10) Declared steering angle limits are the operational limits in terms of maximum steering angle of
propulsion and steering systems other than traditional arrangements for a ship’s directional control (e.g. azimuth
propulsion arrangements or water jet propulsion systems, but not limited to them), or equivalent, according to
the manufacturer’s guidelines for safe operation, also taking into account the ship’s speed or propeller torque/
speed or other limitation; the declared steering angle limits are to be declared by the directional control system
manufacturer for each ship specific non-traditional steering means.”
The following new sentence is added at the end of subparagraph 13.1.5.2(1):
“For the propulsion and steering systems other than traditional arrangements for a ship’s directional control,
the main steering arrangements (equivalent to the main steering gear) are to be capable of changing direction
of the ship’s directional control system from one side to the other at declared steering angle limits at an average
rotational speed of not less than 2.3°/s with the ship running ahead at the maximum ahead service speed.”
The following new sentence is added at the end of subparagraph 13.1.5.2(2):
“For the propulsion and steering systems other than traditional arrangements for a ship’s directional control, the
main steering arrangements are to be operated by power.”
The following new sentence is added at the end of subparagraph 13.1.5.3(2):
“For the propulsion and steering systems other than traditional arrangements for a ship’s directional control,
the auxiliary steering arrangements (equivalent to the auxiliary steering gear) are to be capable of changing
direction of the ship’s directional control system from one side to the other at declared steering angle limits
at an average rotational speed of not less than 0.5°/s; with the ship running ahead at one half of the maximum
ahead service speed or 7 knots, whichever is the greater.”
The following new sentence is added at the end of subparagraph 13.1.5.3(3):
“For the propulsion and steering systems other than traditional arrangements for a ship’s directional control,
where the propulsion power exceeds 2,500 kW per thruster unit, the auxiliary steering arrangements are to be
operated by power.”
In the existing paragraph 13.1.8.6, the first sentence “Where the rudder stock is required to be over 230 mm
diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply,
sufficient at least to supply the steering gear power unit which complies with the requirements of 13.1.5.3(2)
of this Section and also its associated control system and the rudder angle indicator, is to be provided
automatically, within 45 s, either from the emergency source of electrical power or from an independent
source of power located in the steering gear compartment.” is replaced by “Where the rudder stock is required
to be over 230 mm diameter in way of the tiller (excluding strengthening for navigation in ice), or where
the propulsion power exceeds 2,500 kW per thruster unit (applying to propulsion and steering systems other
than traditional arrangements for a ship’s directional control), an alternative power supply, sufficient at least
to supply the steering gear power unit or the steering arrangements which complies with the requirements of
13.1.5.3(2) of this Section and also its associated control system and the rudder angle indicator, is to be provided
automatically, within 45 s, either from the emergency source of electrical power or from an independent source
of power located in the steering gear compartment.”
-60-
PART FOUR
ELECTRICAL INSTALLATIONS
CHAPTER 1 GENERAL
Section 3
DESIGN,CONSTRUCTION AND INSTALLATION
A new item ④ is added in the existing subparagraph 1.3.4.12 (3) as follows:
“④ wafer-style valves with non-conductive (e.g. PTFE) gaskets or seals.”
-61-
CHAPTER 2
ELECTRICAL INSTALLATIONS IN SHIPS
Section 9 SAFETY SYSTEMS FOR SHIPS AND PERSONS ONBOARD
The first sentence of the existing paragraph 2.9.8.10 is replaced by the following:
“2.9.8.10 The central operating console at the navigation bridge is to be provided with a diagram showing the
location of each door. Visual indicators showing whether the doors are open or closed are to be provided both
on the central operating console and at hand operation positions above the bulkhead deck for watertight doors.”
Section 12
CABLES
The existing Table 2.12.2.2 is replaced by the following:
“Maximum Rated Conductor Temperature of Insulating Material
Abbrev.
Insulating material
Thermoplastic
compounds①
Elastomeric or
thermoset
compounds
Other materials
Polyvinyl chloride
Copolymer of vinyl chloride and vinyl acetate
Ethylene propylene rubber
High modulus or hard grade ethylene propylene rubber
Cross-linked polyethylene
Silicone rubber③
Halogen-free ethylene propylene rubber
High modulus or hard grade halogen-free ethylene
propylene rubber
Halogen-free cross-linked polyethylene
Halogen-free silicone rubber
Cross-linked polyolefin material for halogen-free cables
Mineral③
Table 2.12.2.2
Maximum rated conductor temp. (℃)
Normal operation
Short circuit
PVC
70
150
EPR
HEPR
XLPE
S95
HF EPR
90
90
90
95
90
250
250
250
350②
250
HF HEPR
90
250
HF XLPE
HF S95
HF90
–
90
95
90
95
250
350②
250
–
Notes: ① Not applicable to power cables.
② Applicable only to power cables and not appropriate for tinned copper conductors.
③ Silicone rubber and mineral insulation may be used for higher temperatures (up to 150℃ for silicone rubber, unlimited
for mineral insulation) where they are not liable to be touched by crew, subject to agreement of CCS.”
The existing Table 2.12.5.1 is replaced by the following:
“Current Ratings for Cables during Continuous Working Time
(Based on Ambient Temperature of 45℃) (A)
Table 2.12.5.1
Insulation
Maximum rated
conductor temp.
mm2
1
1.5
2.5
4
6
10
16
25
35
50
Thermoplastic compounds
Thermoset compounds
Silicone rubber and mineral insulation
70℃
90℃
95℃
Single core 2 cores
12
15
21
29
37
51
68
90
111
138
10
13
18
25
31
43
58
77
94
117
3 or 4
Single core 2 cores
cores
8
16
14
11
23
20
15
40
26
20
51
34
26
52
44
36
72
61
48
96
82
63
127
108
78
157
133
97
196
167
-62-
3 or 4
Single core 2 cores
cores
11
20
17
16
26
22
21
32
27
28
43
37
36
55
47
50
76
65
67
102
87
89
135
115
110
166
141
137
208
177
3 or 4 cores
14
18
22
30
39
53
71
95
116
146
Insulation
Maximum rated
conductor temp.
mm2
70
95
120
150
185
240
300
Thermoplastic compounds
Thermoset compounds
Silicone rubber and mineral insulation
70℃
90℃
95℃
Single core 2 cores
171
207
239
275
313
369
424
145
176
203
234
266
314
360
3 or 4
Single core 2 cores
cores
120
242
206
145
293
249
167
339
288
193
389
331
219
444
377
258
522
444
297
601
511
3 or 4
Single core 2 cores
cores
169
256
218
205
310
264
237
359
305
272
412
350
311
470
400
365
553
470
421
636
541
3 or 4 cores
179
217
251
288
329
387
445
”
Section 14 SPECIAL REQUIREMENTS FOR HIGH VOLTAGE ELECTRICAL INSTALLATIONS
In the existing paragraph 2.14.4.1, footnote ③ is replaced by the following:
“③ Refer to IEC Publication 60076-11 Dry-type power transformers, or other equivalent standards.”
Section 16
ADDITIONAL REQUIREMENTS FOR OIL TANKERS
In the existing paragraph 2.16.6.1, the words “comply with the provisions of 2.16.6.2 to 2.16.6.4 below” are
replaced by “comply with the provisions of 2.16.6.2 to 2.16.6.3 below”.
In the existing subparagraph 2.16.6.2(3), the words in item ⑦ “equipment located in a cargo pump room” are
replaced by “equipment located in a cargo pump room and not complying with the requirements of ⑧ of this
paragraph”.
A new item ⑧ is added to the existing subparagraph 2.16.6.2(3) as follows:
“⑧ Where the certified safe type electrical equipment other than those mentioned in ① to ⑤ (refer to 1.3.3.2
of this PART) are installed onboard, the following requirements are to be met:
(a) audible and visual alarms are to be given at a manned location in case of failure of the mechanical
ventilation in the cargo pump room;
(b) actions are to be taken to restore ventilation immediately after failure of the mechanical ventilation;
(c) where the mechanical ventilation can not be restored for an extended period, the certified safe type
electrical equipment other than those mentioned in ① to ⑤ are to be capable of being disconnected
outside of hazardous areas and provided with means against unauthorized re-connection;
(d) where the mechanical ventilation has been stopped for an extended period or it is initially used, the
cargo pump room is to be purged for at least five air changes before connecting the electrical
equipment .”
Section 18
ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS GOODS
In the existing paragraph 2.18.1.2, the words “Code of Safe Practice for Solid Bulk Cargoes (BC Code)” are
replaced by “International Maritime Solid Bulk Cargoes (IMSBC) Code”.
-63-
CHAPTER 3
CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT
Section 5
CABLES
The existing paragraph 3.5.6.2 is deleted.
The existing paragraphs 3.5.6.3 to 3.5.6.9 are renumbered as 3.5.6.2 to 3.5.6.8 accordingly.
-64-
PART FIVE
REFRIGERATED CARGO INSTALLATIONS
CHAPTER 1
GENERAL
Section 1 GENERAL PROVISIONS
The existing paragraph 1.1.4.2 is amended as follows:
“1.1.4.2 Cargo chambers are in general not to be refrigerated by the direct expansion pipe grid system when
ammonia is used as refrigerant. However, in the case of a ship engaged in restricted service where the total
capacity of its refrigerated cargo chambers is less than 500 m3, a direct expansion ammonia pipe grid system
may be adopted.”
-65-
PART SIX FIRE PROTECTION, DETECTION AND EXTINCTION
CHAPTER 1
GENERAL
Section 1 GENERAL PROVISIONS
The existing paragraph 1.1.5.1 is replaced by the following:
“1.1.5.1 The fire safety measures for tugs are to be dealt with as those for cargo ships of equivalent tonnage;
the fire safety measures for ice-breakers, salvage ships and self-propelled working ships (such as dredges,
floating cranes and other working ships etc.) are to be dealt with in accordance with the relevant requirements
of the Code of Safety for Special Purpose Ships (resolution MSC.266(84)).”
-66-
CHAPTER 2
Section 2
FIRE EXTINCTION SYSTEMS
FIXED GAS FIRE-EXTINGUISHING SYSTEMS
The existing paragraph 2.2.2.7(2) is replaced by the following:
“(2) The manifold connecting the collecting pipes and distribution manifold is to be provided with a pressure
gauge having a maximum range of 1.5 times the working pressure.”
The existing paragraph 2.2.2.7(8) is replaced by the following:
“(8) CO2 pipes are to be of seamless steel, except that flexible metallic pipes can be used as the connecting pipe
led from each bottle head valve to the collecting pipe in accordance with recognized standards.”
-67-
CHAPTER 3
Section 4
FIRE SAFETY MEASURES
MISCELLANEOUS
The existing paragraph 3.4.1.1 is replaced by the following:
“3.4.1.1 The use of aluminium coatings containing greater than 10 percent aluminium by weight in the dry
film is prohibited in cargo tanks, cargo tank deck area, cargo pump rooms, cofferdams or any other area where
cargo vapour may accumulate.”
The existing paragraph 3.4.15.1(6) is replaced by the following:
“(6) Possible sources of ignition are not to be fitted in the acetylene storage room and any electrical installation,
if fitted, is to be of a certified safe type.”
The item of the existing subparagraph 3.4.15.1(9) is replaced by the following:
“② minimize the likelihood of exposure to hydrocarbons.”
-68-
CHAPTER 4
Section 2
INERT GAS SYSTEMS
INERT GAS SYSTEMS AND NITROGEN GENERATOR SYSTEMS FOR
DIFFERENT TYPES OF SHIPS
The following words as another paragraph on a new line are added at the end of the existing paragraph 4.2.3.10:
“‘Safe location’ needs to address the two types of discharges separately:
(1) oxygen-enriched air from the nitrogen generator – safe locations on the open deck are:
① outside of hazardous areas;
② not within 3 m of areas traversed by personnel; and
③ not within 6 m of air intakes for machinery (engines and boilers) and all ventilation inlets;
(2) nitrogen-product enriched gas from the protective devices of the nitrogen receiver - safe locations on the
open deck are:
① not within 3 m of areas traversed by personnel; and
② not within 6 m of air intakes for machinery (engines and boilers) and all ventilation inlets/outlets.”
-69-
PART EIGHT ADDITIONAL REQUIREMENTS
CHAPTER 1
ADDITIONAL REQUIREMENTS FOR FIRE-FIGHTING SHIPS
Section 3 PROTECTION AND FIRE-FIGHTING EQUIPMENT
The existing paragraph 1.3.7.4 is replaced by the following:
“1.3.7.4 A suitable air compressor is to be provided for recharging the air cylinders. It is to be capable of
recharging the cylinders used in the breathing apparatus of all the fireman’s outfits required in Table 1.1.1.4 of
this Chapter (excluding the spare air cylinders) within 30 min. The air quality in the recharged cylinders is to be
suitable for human respiration.”
-70-
CHAPTER 6
Section 2
ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS
OPEN-TOP CONTAINER SHIPS ENGAGED IN RESTRICTED SERVICE
The existing paragraph 6.2.6.1 is replaced by the following:
“6.2.6.1 The longitudinal strength and local strength of the hull are to be checked in accordance with Chapters
2 and 7 of PART TWO of the Rules.”
A new paragraph 6.2.6.2 is added as follows:
“6.2.6.2 In addition, the loading conditions for the check of the longitudinal strength and local strength are to
include the full-load complete flooded condition indicated in 6.2.4.2, wherein the assumed downflooding height
is to be determined according to Table 6.2.4.2.”
A new paragraph 6.2.6.3 is added as follows:
“6.2.6.3 When checking the longitudinal strength, the hatch deformation due to hydrodynamic torque need
not be considered.”
-71-
CHAPTER 8
ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD TO
ENVIRONMENTAL PROTECTION
Section 1 GENERAL PROVISIONS
The existing subparagraph 8.1.3.1(9) is deleted.
The existing subaragraph 8.1.4.1(9) is deleted.
Section 3
OTHER CLASS NOTATIONS
The existing paragraph 8.3.7.2 is replaced by the following:
8.3.7.2 The Inventory of Hazardous Materials (IHM) should be developed in accordance with the Resolution
MEPC.197(62), 2011 Guidelines for the Development of the Inventory of Hazardous Materials, the IHM needs
to be submitted to this Society for verification. In addition, sampling and testing should be carried out according
the Guidelines for the Development of the Inventory of Hazardous Materials, Survey and Certification of ships
which is released by this Society, the test reports should be submitted accordingly.
The existing paragraph 8.3.9 is deleted.
-72-
CHAPTER 13
Section 2
ADDITIONAL REQUIREMENTS FOR POLAR CLASS SHIPS
STRUCTURAL REQUIREMENTS FOR POLAR CLASS SHIPS
The existing subparagraph 13.2.3.1(6) is replaced by the following:
“13.2.3.1(6) Ship structures that are not directly subjected to ice loads may still experience inertial loads of
stowed cargo and equipment resulting from ship/ice interaction. These inertial loads, as referred to acceleration
calculation in 13.3.6 of Section 3, are to be considered in the design of these structures.”
Section 3
MACHINERY INSTALLATIONS
In the existing subparagraph 13.3.4.3(4), “mm”, the unit of t0.7 - max thickness of blade section at 0.7R, is
replaced by “m”.
In the existing paragraph 13.3.6.2, “t”, the unit of displacement ∆ , is replaced by “kt”.
-73-
A new Chapter 19 is added as follows:
“CHAPTER 19
AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS
Section 1
19.1.1
GENERAL PROVISIONS
General requirements
19.1.1.1 This Chapter applies to AC high voltage shore connection (abbreviated to HVSC) systems with rated
voltages (voltage between phases) from 1 kV up to and including 15 kV for power supply to ships in port.
19.1.1.2 Guidelines for operations of shore connection are to be developed for ships to ensure operational
safety for shore connection.
19.1.1.3 Where an HVSC system is arranged otherwise than specified in this Chapter, consideration may be
given by CCS to acceptance of such arrangement, provided that it achieves an equivalent safety level.
19.1.1.4 During shore supply, proper measures are to be taken to avoid and minimize any harm to the safety
of the ship and its personnel due to loss of electrical power.
19.1.1.5 The shipside installations fitted in areas where flammable gas or vapour and/or combustible dust
may be present are to be certified safe type as suitable for the flammable gas or vapour and/or combustible dust
encountered, otherwise they are to be prohibited from being used.
19.1.1.6 A compatibility assessment is to be performed to verify the possibility to connect the ship to shore
supply prior to the first arrival at a terminal, taking into account the compatibility of voltage, frequency,
capacity and short-circuit current of the shore supply.
19.1.2
Class notation and product certificate
19.1.2.1 Ships fitted with shipside installations for HVSC systems and complying with the requirements of
this Chapter may be, upon request, approval of drawings, survey and testing, assigned by CCS the following
class notation: AMPS (AMPS: Alternative Maritime Power Supply). The maintenance, suspension, cancellation
and reinstatement of the class notation are to be in compliance with Section 9, Chapter, PART ONE of the
Rules.
19.1.2.2 Shipside installations for HVSC systems will be, upon survey, issued by CCS appropriate product
certificates.
19.1.3
19.1.3.1
Definitions and terms
For the purpose of this Chapter, the following definitions apply:
(1) An AC high voltage shore connection system is the equipment used for power supply to ships in port,
consisting of shipside and shore installations, with rated voltages (voltage between phases) of shore supply to
ship’s distribution system from 1 kV up to and including 15 kV. A typical HVSC system is shown in Figure
19.1.3.1(1).
-74-
① HV shore supply system (including transformers); ② HV shore distribution box; ③ Shore connection socket box;
④ Cable management system and cables (with plugs); ⑤ Shore connection switchboard; ⑥ Transformer;
⑦ Shore receiving control panel; ⑧ Generator panel of main switchboard
Figure 19.1.3.1(1) Diagram of a Typical High Voltage Shore Connection System
(2) Shipside installations are the equipment fitted on the ship for connection to shore supply, generally
consisting of plugs/sockets, shore connection switchboards, transformers, shore receiving control panel (usually
integrated into the main switchboard), shore connection cables and a cable management system.
(3) Shore installations are the equipment fitted at a terminal or port and used for power supply to ships,
generally consisting of an HV shore distribution box, transformers, frequency converters (if applicalbe) and a
shore connection socket box.
(4) A typical cable management system consists of cable winches, automatic controls of cable length or
tension together with associated instrumentation. The ship’s shore connection cables are picked and laid through
the cable management system for connection to shore supply.
(5) Equipotential bonding provides electric connections between conductive parts, intended to achieve
equipotentiality.
19.1.4
Drawings and information
19.1.4.1 Drawings and information specified in 19.1.4.2 and 19.1.4.3 of this Chapter are to be submitted to
CCS for approval.
19.1.4.2
The following drawings and information for ship system are to be submitted for approval:
(1) Estimation of loads under shore connection;
(2) Evaluation of short-circuit currents under shore connection;
(3) Drawing of the electrical system of shipside installations;
(4) Arrangement of shipside installations;
(5) Mooring test program for HVSC system.
-75-
19.1.4.3 The following drawings and information for marine products of shipside installations of HVSC
system are to be submitted for approval:
(1) Technical specifications of the system;
(2) Switchboards (including shore connection switchboard, transformer cabinet, shore receiving control panel):
① electrical schematic diagram;
② list of components;
③ structural drawing (including external size, housing material, housing structure, coating, layout of faceplate,
internal arrangement, rating plate, nameplate);
(3) Details of plugs/sockets;
(4) Details of shore connection cables;
(5) Details of cable management system;
(6) Test programs for the above equipment.
19.1.4.4
The following information are to be submitted to CCS for reference:
(1) Technical instructions of the system (for drawing approval of both ship and marine products);
(2) Instructions for fitting, using and maintenance (for drawing approval of marine products);
(3) List of system equipment (for drawing approval of marine products).
Section 2
SYSTEM DESIGN
19.2.1 General requirements
19.2.1.1 The HVSC system is to have a capacity sufficient for ensuring expected services (including
emergency services) normally required for the ship while in port.
19.2.1.2 An equipotential bonding between the ship and the shore is to be established, and this bonding is not
to change the earthing principle of the ship’s power distribution system.
19.2.1.3 During shore supply, at least one of the ship’s main generators is to be standby and, upon blackout of
the shore supply, automatically started and connected to the main switchboard.
19.2.2
Emergency shutdown
19.2.2.1 Emergency shutdown facilities are to be provided to ensure instantaneously opening shore connection
circuit breakers on shore and on board the ship. The emergency shutdown facilities are to be designed according
to the fail-safe principle and so arranged as to prevent inadvertent activation.
-76-
19.2.2.2
The emergency shutdown facilities are to be activated automatically in any of the following cases:
(1) loss of equipotential bonding;
(2) alarm signal from the cable management system (mechanical stress of cable is too high, or remaining cable
length is too short);
(3) loss of any control and monitoring circuits of HVSC system;
(4) disengaging of power plugs from any socket while the connection is live.
19.2.2.3
Emergency stop buttons that activate emergency shutdown facilities are to be provided at least at:
(1) the location of the shore connection switchboard;
(2) the position of operation of the cable management system;
(3) the location of the shore receiving control panel.
19.2.2.4 Activation of the emergency shutdown is to result in an audible and visual alarm at a manned
location① of the ship in port.
19.2.2.5
19.2.3
Following the emergency shutdown, the circuit breaker is not to be closed until reset manually.
Safety interlocking
19.2.3.1 An earthing switch complying with the requirements of 5.3 of IEC 62271-200 is to be provided at the
end of shore connection cable on board. While the shore connection circuit breakers are in the open position,
the conductors of the cables are to be kept earthed by the earthing switch.
19.2.3.2 Arrangements are to be provided so that the shore connection circuit breaker (fitted in the shore
connection switchboard) cannot be closed or automatically opened from its closed position in any of the
following cases:
(1) equipotential bonding is not established;
(2) the pilot contact circuit of shore connection plugs/sockets is not established②;
(3) emergency shutdown facilities are activated;
(4) loss of any control and monitoring circuits of HVSC system;
(5) alarm signal from the cable management system (tension level of cable is too high, or remaining cable
length is too short);
(6) earth fault on the ship’s distribution system;
_______________
① The location of the on-duty operator of shore connection as specified in the Guidelines for operations of shore connection.
② The connection is established by proper contact of the pilot contactors embedded in the plug and socket.
-77-
(7) the shore supply is not present.
19.2.4
19.2.4.1
Cable management system
A cable management system is to be provided for shore connection cables to ensure that:
(1) the mechanical tension applied to the cables will not exceed the designed permissible value;
(2) the possibility of transmitting mechanical stresses to cables or terminals is excluded;
(3) the shore connection circuit breaker will be instantaneously opened where cables are excessively extended.
19.2.5
Load transfer
19.2.5.1 Load transfer between the shore supply and the ship’s electrical power may be executed via blackout
or temporary parallel running.
19.2.5.2 Where load transfer is executed via blackout, means are to be provided to prevent simultaneous
supply from the ship’s generators (including emergency ones) and the shore supply.
19.2.5.3 Where load transfer is executed via temporary parallel running of the shipboard generator and the
shore supply, compliance of voltage and frequency variations with the requirements of 1.2.2, Chapter 1, PART
FOUR of the Rules is to be ensured.
19.2.5.4
The temporary running in parallel is also to comply with the following requirements:
(1) Means are to be provided for automatic synchronization of the shipboard generator and the shore supply.
(2) Load transfer is to be automatic.
(3) The duration of the temporary parallel running is to be as short a period as practicable allowing for the safe
transfer of the load.
(4) If the defined transfer time limit for load transfer is exceeded, the transfer is to be stopped, shore connection
circuit breakers are to be opened, and an audible and visual alarm is to be activated at a manned location.
19.2.6
Short-circuit protection
19.2.6.1 Where only the shore supply is used, the short-circuit current calculation is to be referred to CCS
guidance document GD021-1999 Calculation of Short-Circuit Current Fed through AC Shore Power System or
other methods acceptable to CCS. For temporary parallel running of the shore supply and the ship’s electrical
power, the short-circuit current calculation is to be referred to IEC 60909 publications or other methods
acceptable to CCS.
19.2.6.2 During shore supply, the prospective short-circuit current level at any point in the ship’s power
distribution system is not to exceed the short-circuit breaking and making capacities of circuit breakers installed
onboard.
19.2.6.3 For assessment of short-circuit currents, the prospective short-circuit current level for both the shore
supply and the ship’s electrical power are to be taken into account. Consideration may be given to the following
measures for restricting prospective short-circuit currents during connection to shore supplies:
-78-
(1) preventing parallel connection of shore supplies with the ship’s sources of electrical power; or
(2) restricting the number of the ship’s generating sets operating during parallel connection to transfer load;
and/or
(3) restricting the short-circuit current level from shore supply to the ship’s power distribution system.
Section 3
19.3.1
ELECTRICAL EQUIPMENT
General requirements
19.3.1.1 In addition to the requirements of this Chapter, shipside HV installations are to comply with the
requirements of 2.14.2.3, 2.14.2.4, 2.14.4, 2.14.6 and 2.14.7 of Chapter 2, PART FOUR of the Rules.
19.3.1.2 Equipment with voltage above 1 kV is not to be installed in the same enclosure with low voltage
equipment, unless segregation or other suitable means are provided to ensure that access to low voltage
equipment is obtained without danger.
19.3.1.3 In addition, shipside installations are to be arranged to prevent interference with the ship’s mooring
and cargo handling operations.
19.3.1.4 The degrees of protection provided by enclosures for components of shipside installations are to be
appropriate to the location where they are situated, and comply with the requirements of 1.3.2.2 of Chapter 1
and 2.14.2.2 of Chapter 2, PART FOUR of the Rules.
19.3.2
Shore connection switchboard
19.3.2.1 The shore connection switchboard is to be in accordance with the publication IEC 62271-200, service
continuity LSC1.
19.3.2.2
board.
The shore connection switchboard is to be located as close as possible to shore connection cables on
19.3.2.3 The switchboard is to include a circuit-breaker for protection against undervoltage, overvoltage and
short-circuit current.
19.3.2.4
alarms:
The shore connection switchboard is to be fitted with the following instruments, indicators and
(1) one voltmeter: all three phases;
(2) one ammeter: all three phases;
(3) one frequency meter;
(4) one kilowatt-hour meter (optional);
(5) shore power indicator: power connected;
(6) circuit breaker tripping with alarm;
(7) earth-fault alarm;
-79-
(8) phase rotation indicator.
19.3.2.5 Where measures for restricting short-circuit currents are taken as required in 19.2.6.3(3), a
corresponding device is to be provided in the shore connection switchboard.
19.3.3
Shore receiving control panel
19.3.3.1 The shore receiving control panel is to be in accordance with the applicable requirements in Section
3, Chapter 3, PART FOUR of the Rules.
19.3.3.2
The shore receiving control panel is in general to be a component of the main switchboard.
19.3.3.3 Where load transfer is executed via blackout, the control panel is to be fitted with the following
instruments:
(1) one voltmeter: all three phases;
(2) one ammeter: all three phases;
(3) one frequency meter;
(4) phase rotation indicator.
19.3.3.4 Where load transfer is executed via temporary parallel running, the shore receiving control panel is
to be fitted with the following instruments:
(1) two voltmeters①: 1 for measuring the voltage in each phase of the shore supply, 1 for measuring the busbar voltage;
(2) one ammeter: all three phases of the shore supply;
(3) two frequency meters①: 1 for measuring the frequency of the shore supply, 1 for measuring the bus-bar
frequency;
(4) phase rotation indicator;
(5) synchronizing device.
19.3.4
Transformers
19.3.4.1 Transformers are to be of the separate winding type for primary and secondary sides and comply
with the applicable requirements of the series publications IEC 60076.
19.3.5
Cables
19.3.5.1 High voltage shore connection cables are to comply with the requirements of Annex A of the
publication IEC 80005-1 or other acceptable standards.
19.3.5.2 Fixed high voltage cables on board are to comply with the requirements of publications IEC 60092353 and IEC 60092-354 or other equivalent standards.
_____________
① Where the shore supply is connected to the bus bar and the voltage and frequency of the bus bar are easy to observe for the operator, only one voltmeter and one frequency meter may be fitted.
-80-
19.3.6
Plugs and socket outlets
19.3.6.1 The ship may be connected to the shore supply via suitable means or plugs and socket outlets. Plugs
and socket outlets are to be designed so that an incorrect connection cannot be made and that plugs cannot be
inserted or withdrawn while live. Plugs and socket outlets are to be in accordance with international① and/or
national standards.
Section 4
19.4.1
SURVEY AND TESTING
Inspections and tests of products
19.4.1.1 Shipside installations and their components are to be certified by CCS in accordance with Chapter 3,
PART ONE of the Rules.
19.4.1.2 Components of shipside installations are to be inspected and tested according to approved drawings
and relevant standards.
19.4.2
Ship surveys
19.4.2.1 The first survey of shipside installations after fitting onboard new ships or ships in service is to be
carried out in accordance with 19.4.2.2 of this Chapter, and the subsequent surveys are to be carried out in
accordance with 19.4.2.3 and 19.4.2.4 of this Chapter.
19.4.2.2
Initial survey
(1) Check of product certificates of shipside installations.
(2) Check of compliance of the arrangement and fitting of shipside installations with approved drawings.
(3) The installations are to be subjected to the following inspections and tests:
① visual examination;
② test of insulation resistance to earth;
③ voltage withstand test of high voltage cable installation (refer to 2.14.7.2(6) of Chapter 2, PART FOUR
of the Rules;
④ functional tests, including test of phase rotation, test of emergency shutdown facilities, test of safety
interlocking, test of load transfer in parallel (if applicable);
⑤ measurement of insulation resistance in hot condition;
⑥ functional test of cable management system.
19.4.2.3
Annual survey
(1) Shipside installations are to be subjected to the following tests:
_______________
① Refer to IEC 62613-1, Plugs, socket-outlets and ship couplers for high-voltage shore connection systems (HVSC systems) –
Part 1: General Requirements and IEC 62613-2, Plugs, socket-outlets and ship couplers for high-voltage shore connection
systems (HVSC systems) – Part 2: Dimensional compatibility and interchangeability requirements for accessories to be used
by various types of ships.
-81-
① visual examination;
② test of insulation resistance to earth;
③ if practicable, the connection to shore supply may be tested for shore-to-ship power supply. Where such
test is impracticable, the availability of the equipment is to be confirmed by examining the records of
shore supplies and/or the records of maintenance of shipside installations.
19.4.2.4 The requirements for intermediate survey and special survey are the same as those for annual
surveys.”
-82-
PART NINE
DOUBLE-HULL OIL TANKERS STRUCTURE(CSR)
SECTION 4 BASIC INFORMATION
2 STRUCTURAL IDEALISATION
The existing paragraph 2.6.3.6 is replaced by the following:
“2.6.3.6 When several openings are located in or adjacent to the same cross-section, the total equivalent
breadth of the combined openings, Σbded, is to be deducted, see 2.6.3.7 to 2.6.3.8 and Figure 4.2.17.”
3 STRUCTURE DESIGN DETAILS
In paragraph 3.2.5.1,
a new criteria is added for the definition of P as follows:
“d) Section 8/6.2.4.1 and 6.2.5.3 as applicable for the particular structure under consideration”
The explanatory note of c1 is replaced by the following:
“c1 ― coefficient for the design load set being considered, to be taken as:
=1.2 for acceptance criteria set AC1 and sloshing design load
=1.1 for acceptance criteria set AC2”.
The existing paragraph 3.2.6.1 is replaced by the following:
“3.2.6.1 Air, and drain holes, and scallops are to be kept at least 200mm clear of the toes of end brackets, end
connections and other areas of high stress concentration measured along the length of the stiffener toward
the mid-span and 50 mm measured along the length in the opposite direction. See Figure 4.3.2(b). Openings
that have been fitted with closing plates, such as scallops, may be permitted in way of block fabrication butts.
In areas where the shear stress is less than 60 percent of the allowable limit, alternative arrangements may
be accepted. Openings are to be well-rounded. Figure 4.3.2(a) shows some examples of air and drain holes
and scallops. In general, the ratio of a/b, as defined in Figure 4.3.2(a), is to be between 0.5 and 1.0. In fatigue
sensitive areas further consideration may be required with respect to the details and arrangements of openings
and scallops.”
The last paragraph in the existing paragraph 3.4.1.4 is replaced by the following:
“A soft heel is not required at the intersection with watertight bulkheads and primary support members, where
a back bracket is fitted or where the primary support member web is welded to the stiffener face plate. The soft
heel is to have a keyhole, similar to that shown in Figure 4.3.6(c).”
-83-
SECTION 6 MATERIALS AND WELDING
1 STEEL GRADES
The existing paragraph 1.2.3.1 is replaced by the following:
“1.2.3.1 For ships intended to operate for long periods in areas with a lowest mean daily average temperature
below –10 degrees C (i.e. regular service during winter to Arctic or Antarctic waters) the materials in exposed
structures will be specially considered.”
The existing Table 6.1.3 is replaced by the following:
“Material Class or Grade of Structural Members
Table 6.1.3
Material Class or Grade
Within 0.4L
Outside 0.4L
Amidships
Structural member category
Secondary
Longitudinal bulkhead strakes, other than those belonging to primary category
Class I
Grade A(8)/AH
Deck plating exposed to weather other than that belonging to primary or special category
Side plating
Primary
Bottom plating including keel plate
Strength deck plating, excluding that belonging to the special category (10)(11)
Continuous longitudinal members above strength deck, excluding longitudinal hatch
Class II
Grade A(8) /AH
coamings (11)
Uppermost strake in longitudinal bulkheads (10)
Vertical strake (hatch side girder) and upper sloped strake in top wing tank
Special
Sheer strake at strength deck (1)(2)(3)(10)(11)
Stringer plate in strength deck (1)(2)(3)(10)(11)
Class II (Class
Deck strake at longitudinal bulkhead, excluding deck plating in way of inner hull
Class III
I outside 0.6L
(2)(4)(10)(11)
longitudinal bulkhead
amidships)
(11)
Strength deck plating at outboard corners of cargo hatch openings
(2)(6)
Bilge strake
Continuous longitudinal hatch coamings(11)
Other Categories
–
Class II
Plating for stern frames, rudder horns and shaft brackets
Grade B/AH
–
Longitudinal strength members of strength deck plating for ships with single strength deck (11)
Strength members not referred to in above categories (9)
Grade A(8) /AH Grade A(8) /AH
Notes:
1. Not to be less than E/EH within 0.4L amidships in vessels with length, L, exceeding 250 m.
2. Single strakes required to be of material class III or E/EH are, within 0.4L amidships, to have breadths not less than 800 + 5L
mm, but need not be greater than 1800 mm.
3. A radius gunwale plate may be considered to meet the requirements for both the stringer plate and the sheer strake, provided it
extends generally 600 mm inboard and vertically.
4. For tankers having a breadth, B, exceeding 70 m, the centreline strake and the strakes in way of the longitudinal bulkheads
port and starboard, are to be class III.
5. (void)
6. To be not lower than D/DH within 0.6L amidships of vessels with length, L, exceeding 250 m.
7. (void)
8. Grade B/AH to be used for plate thickness more than 40 mm. For engine foundation heavy plates, Grade B/AH to be used for
plate thickness more than 30 mm. However, engine foundation heavy plates outside 0.6L amidships may be of Grade A/AH.
9. The material class used for reinforcement and the quality of material (i.e. whether normal or higher strength steel) used for
welded attachments, such as spill protection bars and bilge keel, is to be similar to that of the hull envelope plating in way.
Where attachments are made to round gunwale plates, special consideration will be given to the required grade of steel, taking
account of the intended structural arrangements and attachment details.
10. The material class for deck plating, sheer strake and upper strake of longitudinal bulkhead within 0.4L amidships is also to be
applied at structural breaks of the superstructure, irrespective of position.
11. To be not lower than B/AH within 0.4L amidships for ships with single strength deck.
”
-84-
2 CORROSION PROTECTION INCLUDING COATINGS
The existing paragraph 2.1.1.2 is replaced by the following:
“2.1.1.2 For ships contracted for construction on or after 8 December 2006, the date of IMO adoption of the
amended SOLAS Regulation II-1/3-2, by which an IMO “Performance standard for protective coatings for
ballast tanks and void spaces” will be made mandatory, the coatings of internal spaces subject to the amended
SOLAS Regulation are to satisfy the requirements of the IMO performance standard. For ships contracted for
construction on or after 1 July 2012, the IMO performance standard is to be applied as interpreted by IACS UI
SC 223 and UI SC 227. In applying IACS UI SC 223, “Administration” is to be read to be the “Classification
Society”.”
3 CORROSION ADDITIONS
The existing Figure 6.3.1 is replaced by the following:
“
Figure 6.3.1”
-85-
A new note is added after the existing notes of Figure 6.3.1 as follows:
“3. The distance 3 m below top of tank is to be measure parallel to the deck.”
4 FABRICATION
The text of (h) Special assembly in the paragraph 4.1.2.3 is replaced by the following:
“• the distance between upper and lower gudgeons, distance between aft edge of propeller boss and aft peak
bulkhead, twist of stern frame assembly, deviation of rudder from shaft centreline, twist of rudder plate, and
flatness, breadth and length of top plate of main engine bed. Where boring out of the propeller boss and stern
frame, skeg or solepiece is carried out at a late stage of construction, it is to be carried out after completing
the major part of the welding of the aft part of the ship. Where block boring is used, the shaft alignment is to
be carried out using a method and sequence submitted to and recognized by the Classification Society. The
fit-up and alignment of the rudder, pintles and axles, are to be carried out after completing the major part of
the welding of the aft part of the ship. The contacts between the conical surfaces of pintles, rudder stocks
and rudder axles are to be checked before the final mounting.”
5 WELD DESIGN AND DIMENSIONS
In the existing paragraph 5.7.1.2, the explanatory note of fyd is replaced by the following:
“fyd – correction factor taking into account the yield strength of the weld deposit:
1
= 
k
0.5
 235

 σ weld



00.75
.75
but is not to be taken as less than 0.707”.
-86-
SECTION 7 LOADS
6 COMBINATION OF LOADS
The existing Table 7.6.1 is replaced by the following:
“Design Load Combinations
Design Load Combination
Table 7.6.1
S
S+D
A
Mv-total
Msw-harb
Msw-sea + Mwv
–
Mh-total
–
Mh
–
Qsw-harb
Qsw-sea + Qwv
–
Load components
Q
Pex
Weather Deck
–
Pwdk-dyn
–
Hull envelope
Phys
Phys + Pwv-dyn
–
the greater of
a) Pin-test
b) Pin-air + Pdrop
Pin-tk + Pin-dyn
Pin-flood
the greater of
a) Pin-test
b) Pin-air + Pdrop
Pin-air + Pdrop + Pin-dyn
Pin-flood
Ballast tanks (BWE with sequential filling method)
Ballast tanks (BWE with flow-through method)
Pin
Cargo tanks including cargo tanks designed for filling with the greater of
water ballast
a) Pin-test
b) Pin-tk + Pvalve
Other tanks with liquid filling
the greater of
a) Pin-test
b) Pin-air
dyn
–
Pin-tk + Pin-dyn
Pin-flood
–
–
Pin-flood
Internal decks for dry spaces
Pstat
Pstat + Pdk-dyn
–
Decks for heavy units
Fstat
Fstat + Fdk-dyn
–
Watertight boundaries
Pdk
Pin-tk+ Pvalve – 25 + Pin-
Note: Separate load requirements may be specified in strength assessment (FEM) and scantling requirements.
where:
Mv-total
design vertical bending moment, in kNm;
Msw-perm-harb permissible hull girder hogging and sagging still water bending moment envelopes for harbour/sheltered see 2.1.1
water operation, in kNm;
Msw-perm-sea permissible hull girder hogging and sagging still water bending moment envelopes for seagoing operation, see 2.1.1
in kNm;
Mwv
vertical wave bending moment for a considered dynamic load case, in kNm
Mh-total
design horizontal bending moment, in kNm;
Mh
horizontal wave bending moment for a considered dynamic load case, in kNm
Q
design vertical shear force, in kN;
see 6.3.2.1
see 6.3.3.1
Qsw-perm-harb permissible hull girder positive and negative still water shear force limits for harbour/sheltered water see 2.1.3
operation, in kN;
Qsw-perm-sea permissible hull girder positive and negative still water shear force limits for seagoing operation, in kN;
see 2.1.3
Qwv
see 6.3.4.1
vertical wave shear force for a considered dynamic load case, in kN;
2
Pex
design sea pressure, in kN/m ;
Phys
static sea pressure at considered draught, in kN/m2;
Pwv-dyn
Pwdk-dyn
see 2.2.2.1
2
dynamic wave pressure for a considered dynamic load case, in kN/m ;
2
green sea load for a considered dynamic load case, in kN/m ;
-87-
see 6.3.5
see 6.3.6
Pin
design tank pressure, in kN/m2;
Pin-test
tank testing pressure, in kN/m2;
Pin-air
static tank pressure in the case of overfilling or filling during flow through ballast water exchange, in see 2.2.3.2
kN/m2;
Pdrop
added overpressure due to liquid flow through air pipe or overflow pipe, in kN/m2;
Pvalve
see 2.2.3.5
2
setting of pressure relief valve, in kN/m ;
see 2.2.3.5
2
Pin-tk
static tank pressure, in kN/m ;
Pin-dyn
dynamic tank pressure for a considered dynamic load case, in kN/m2;
Pin-flood
see 2.2.3.3
see 2.2.3.1
see 6.3.7
2
pressure in compartments and tanks in flooded or damaged condition, in kN/m ;
2
see 2.2.3.4
Pstat
static pressure on decks and inner bottom, in kN/m ;
Pdk
design deck pressure, in kN/m2;
Pdk-dyn
dynamic deck pressure on decks, inner bottom and hatch covers for a considered dynamic load case, see 6.3.8.1
in kN/m2;
Fstat
load acting on supporting structures and securing systems for heavy units of cargo, equipment or see 2.2.5.1
structural components, in kN;
Fdk-dyn
dynamic load acting on supporting structures and securing systems for heavy units of cargo, equipment see 6.3.8.2
or structural components, in kN.
”
-88-
see 2.2.4.1
SECTION 8 SCANTLING REQUIREMENTS
1 LONGITUDINAL STRENGTH
The first bullet item in the existing paragraph 1.1.2.2 (a) is replaced by the following:
“• homogeneous loading conditions including a condition at the scantling draft (homogeneous loading
conditions shall not include filling of dry and clean ballast tanks at departure condition)”.
The Guidance Note of the existing paragraph 1.1.2.2 is replaced by the following:
“Guidance Note
The design condition specified in (c) is for assessment of hull strength and is not intended for ship operation.
This condition will also be covered by the IMO 73/78 SBT condition provided the corresponding condition in
the Loading Manual only includes ballast in segregated ballast tanks in the cargo tank region.”
In the existing paragraph 1.2.2.2, the explanatory note of Cb is replaced by the following:
“Cb ― block coefficient, as defined in Section 4/1.1.9.1 but is not to be taken as less than 0.70.”
In the existing paragraph 1.3.2.2, the explanatory note of q1-net50 is replaced by the following:
“q1-net50 ― first moment of area, in cm3, about the horizontal neutral axis of the effective longitudinal members
between the vertical level at which the shear stress is being determined and the vertical extremity, taken
at the section being considered. The first moment of area is to be based on the net thickness, tnet50;”
In the existing paragraph 1.3.4.1, the explanatory note of Qstr-k is replaced by the following:
“Qstr-k ― shear force on the longitudinal bulkhead from the stringer in loaded condition with tanks abreast full

z −h 
= 0.8Fstr-k 1 − str db 
hblk 

kN”
The existing paragraph 1.6.3.1 is replaced by the following:
“1.6.3.1 The vertical extent of higher strength steel, zhts, used in the deck or bottom and measured from the
moulded deck line at side or keel is not to be taken less than the following, see also Figure 8.1.10.
Figure 8.1.10 Vertical Extent of Higher Strength Steel
-89-
 σ perm 
=
zhts z1 1 −
 m
ó1 

where:
z1
distance from horizontal neutral axis to moulded deck line or keel respectively, in m;
σ1
to be taken as σdk or σkl for the hull girder deck and keel respectively, in N/mm2;
σdk
hull girder bending stress at moulded deck line given by:
=
σkl
M sw− perm− sea + M wv−v
I v−net 50
( zdk −side − z NA−net 50 ) ⋅ 10 −3 N/mm2
hull girder bending stress at keel given by:
=
M sw− perm− sea + M wv−v
I v−net 50
( z NA−net 50 − z kl ) ⋅ 10 −3
N/mm2
σperm
permissible hull girder bending stress as given in Table 8.1.3 for design load combination S+D, in
N/mm2;
Msw-perm-sea
permissible hull girder still water bending moment for seagoing operation, in kNm, as defined in
Section 7/2.1.1;
Mwv-v
hogging and sagging vertical wave bending moments, in kNm, as defined in Section 7/3.4.1;
Mwv-v is to be taken as:
Mwv-hog for assessment with respect to hogging vertical wave bending moment;
Mwv-sag for assessment with respect to sagging vertical wave bending moment;
Iv-net50
net vertical hull girder moment of inertia, in m4, as defined in Section 4/2.6.1.1;
zdk-side
distance from baseline to moulded deck line at side, in m;
zkl
vertical distance from the baseline to the keel, in m;
zNA-net50
distance from baseline to horizontal neutral axis, in m;
ki
higher strength steel factor for the area i defined in Figure 8.1.10. The factor, k, is defined in
Section 6/1.1.4.”
2 CARGO TANK REGION
The existing paragraph 2.5.7.9 (b) is replaced by the following:
“(b) inner bottom and hopper tank plating:
• the inner bottom and hopper tank in way of the corrugation is to be of at least the same material yield
strength as the attached corrugation, and ‘Z’ grade steels as given in Section 6/1.1.5 are to be used unless
plate through thickness properties are documented for approval.”
The existing Table 8.2.3 is replaced by the following:
-90-
“Values of Ci
Table 8.2.3
Bulkhead
At lower end of lcg
At mid length of lcg
At upper end of lcg
Transverse Bulkhead
C1
Cm1
0.65Cm1
Longitudinal Bulkhead
C3
Cm3
0.65Cm3
where:
C=
a1 + b1
1
Adt
bdk
but is not to be taken as less than 0.60;
= a1 − b1
Adt
bdk
for transverse bulkhead with no lower stool, but is not to be taken as less than 0.55;
=
a1 0.95 −
0.41
Rbt
= 0.10
0.078
b1 =
−0.20 +
Rbt
= 0.13
for transverse bulkhead with no lower stool;
for transverse bulkhead with no lower stool;
C=
am1 + bm1
m1
Adt
bdk
but is not to be taken as less than 0.55;
= am1 − bm1
Adt
bdk
for transverse bulkhead with no lower stool, but is not to be taken as less than 0.60;
=
am1 0.63 +
0.25
Rbt
= 0.85
for transverse bulkhead with no lower stool;
bm1 =
−0.25 −
0.11
Rbt
= 0.34
for transverse bulkhead with no lower stool;
C=
a3 + b3
3
Adl
ldk
but is not to be taken as less than 0.60;
= a3 − b3
Adl
ldk
for longitudinal bulkhead with no lower stool, but is not to be taken as less than 0.55;
=
a3 0.86 −
0.35
Rbl
= 1.0
b3 =
−0.17 +
for longitudinal bulkhead with no lower stool;
0.10
Rbl
= 0.13
for longitudinal bulkhead with no lower stool;
C=
am 3 + bm3
m3
Adl
ldk
= am 3 − bm 3
Adl
ldk
=
am 3 0.32 +
but is not to be taken as less than 0.55;
for longitudinal bulkhead with no lower stool, but is not to be taken as less than 0.60;
0.24
Rbl
=0.85
bm 3 =
−0.12 −
for longitudinal bulkhead with no lower stool;
0.10
Rbl
= 0.19
for longitudinal bulkhead with no lower stool;
Rbt =
Abt ⎛
lib ⎞⎛ bav-t ⎞
⎜1 + ⎟⎜1 +
⎟
bib ⎝ bib ⎠⎝
hst ⎠
for transverse bulkheads;
RBl =
Abl ⎛
lib ⎞⎛ bav-l ⎞
⎜1 + ⎟⎜1 +
⎟
lib ⎝ bib ⎠⎝
hsl ⎠
for longitudinal bulkheads;
-91-
Adt
cross sectional area enclosed by the moulded lines of the transverse bulkhead upper stool, in m2;
=0
Adl
if no upper stool is fitted;
cross sectional area enclosed by the moulded lines of the longitudinal bulkhead upper stool, in m2;
=0
if no upper stool is fitted;
Abt
cross sectional area enclosed by the moulded lines of the transverse bulkhead lower stool, in m2;
Abl
cross sectional area enclosed by the moulded lines of the longitudinal bulkhead lower stool, in m2;
bav-t
average width of transverse bulkhead lower stool, in m. See Figure 8.2.3;
bav-l
average width of longitudinal bulkhead lower stool, in m. See Figure 8.2.3;
hst
height of transverse bulkhead lower stool, in m. See Figure 8.2.3;
hsl
height of longitudinal bulkhead lower stool, in m. See Figure 8.2.3;
bib
breadth of cargo tank at the inner bottom level between hopper tanks, or between the hopper tank and centreline lower
stool, in m. See Figure 8.2.3;
bdk
breadth of cargo tank at the deck level between upper wing tanks, or between the upper wing tank and centreline deck
box or between the corrugation flanges if no upper stool is fitted, in m. See Figure 8.2.3;
lib
length of cargo tank at the inner bottom level between transverse lower stools, in m. See Figure 8.2.3;
ldk
length of cargo tank at the deck level between transverse upper stools or between the corrugation flanges if no upper
stool is fitted, in m. See Figure 8.2.3.
”
6 EVALUATION OF STRUCTURE FOR SLOSHING AND IMPACT LOADS
In the existing paragraph 6.4.5.1, the explanatory note of fbdg and ns is replaced by the following:
“fbdg ― bending moment factor
= 8(1+ns/2)
ns = 2.0 for continuous stiffeners or where stiffeners are bracketed at both ends
see 6.4.3.2 for alternative arrangements;”.
In the existing paragraph 6.4.7.5, the explanatory note of Pim is replaced by the following:
“Pim ― bow impact pressure as given in Section 7/4.4 and calculated at the load calculation point defined in
Section 3/5.3.1, in kN/m2;”.
-92-
SECTION 9 DESIGN VERIFICATION
1 HULL GIRDER ULTIMATE STRENGTH
The existing paragraph 1.1.1.2 is replaced by the following:
“1.1.1.2 The scantling requirements in this Sub-Section are to be applied to any cross section along the entire
vessel’s length and are in addition to all other requirements within the rules.”
2 STRENGTH ASSESSMENT (FEM)
The existing paragraph 2.3.1.1 (e) is replaced by the following:
“(e) end brackets and attached web stiffeners of typical longitudinal stiffeners of double bottom and deck, and
adjoining vertical stiffener of transverse bulkhead. If longitudinal stiffeners are fitted above the deck then the
connection in way of the transverse bulkhead are to be assessed.”
A new paragraph 2.4.5.5 is added as follows:
“2.4.5.5 The plate thickness required for strengthening against hull girder shear loads of the side shell,
longitudinal bulkheads and inner hull longitudinal bulkheads in way of a transverse bulkhead is to be taken as
the greater from the corresponding vertical location of the forward and aft transverse bulkhead of the middle
tanks of the cargo tank finite element model as required by Appendix B/1.1.1.5. All relevant requirements in
other sections of the Rules are also to be complied with.”
-93-
SECTION 10 BUCKLING AND ULTIMATE STRENGTH
1 GENERAL
The existing paragraph 1.1.1.4 (g) is replaced by the following:
“(g) for plates with openings, the buckling strength of the areas surrounding the opening or cut out and any
edge reinforcements are adequate, see 3.4.1 and 2.4.3.”
-94-
SECTION 11 GENERAL REQUIREMENT
1 HULL OPENINGS AND CLOSING ARRANGEMENTS
The formula in the existing paragraph 1.4.10.1 is replaced by the following:
“ bblk − grs = 3s khdes
mm”
“ t blk − grs = 3s khdes ”
The existing Table 11.1.6 is replaced by the following:
“Values of ‘C4’
Table 11.1.6
Bulkhead location
Value of ‘C4’
Unprotected front, lowest tier
2.0 + L2/120
Unprotected front, 2nd tier
1.0 + L2/120
rd
Unprotected front, 3 tier and above
0.5 + L2/150
Protected front, all tiers
0.5 + L2/150
Sides, all tiers
0.5 + L2/150
Aft ends, aft of amidships, all tiers
0.7 + (L2/1000) – 0.8x/L
Aft ends, forward of amidships, all tiers
0.5 + (L2/1000) – 0.4x/L
”
In the existing paragraph 1.5.3.4, Figure 11.1.3 is replaced by the following:
“
Discharges coming from enclosed spaces below the
freeboard deck or on the freeboard deck
General requirement
where inboard end <
0.01LL above SWL
Dischargesthrough
machinery space
Alternatives where inboard end is
> 0.01LL above SWL
> 0.02LL above SWL
Discharges coming from
other spaces
outboard end > 450
mm below FB deck or
< 600 mm above SWL
otherwise
•/ control of the valves
are to be in an
approved position
Symbols:
▽ inboard end of pipes
outboard end of pipes
pipes terminating on the open deck
non return valve without positive means of closing
non return valve with positive means of closing controlled locally
valve controlled locally
remote control
∣ normal thickness
substantial thickness
”
-95-
4 EQUIPMENT
In the existing paragraph 4.1.1.1, notes are added at the end of the paragraph as follows:
“Notes
(a) Screens or bulwarks 1.5 m or more in height are to be regarded as parts of houses when determining h and A.
(b) If a house having a breadth greater than B/4 is above a house with a breadth of B/4 or less then the wide
house is to be included but the narrow house ignored.”
5 TESTING PROCEDURES
The existing paragraph 5.1.5.1 is replaced by the following:
“5.1.5.1 All boundary welds, erection joints, and penetrations including pipe connections, except welds made
by automatic processes are to be examined in accordance with the approved procedure and under a pressure of
at least 0.15 bar with a leak indicating solution (e.g. soapy water solution). Pressures greater than 0.20 bar are
not recommended.”
The existing Table 11.5.1 is replaced by the following:
-96-
-97-
Fuel Oil Bunkers
Aft Peak not used as a tank
Watertight Bulkheads in way of dry
5c
6
Watertight hatch covers of tanks on
9
combination carriers
(void)
bulkhead deck
Watertight Doors below freeboard or
8
7
Fore Peak not used as a tank
5b
space
Peak Tanks
5a
Cofferdams
Structural(1)
Cargo Tanks
3
4
Structural(1)
Double Side Tanks
2
Structural testing
Hose
Hose(4)
Leak
Reg.14
Refer to SOLAS II.1
Structural
Structural(3)
Structural
(1)
Double Bottom Tanks
Structural(1)
Type of testing
1
Structures to be tested
-setting pressure of the pressure relief valve
-to 2.4 m above the top of hatch cover, or
The greater of:
-to 2.4 m above top of tank
tested
At least every second hatch cover is to be
For testing before installation(5)
Including steps and recesses
installation of stern tube.
(2)
Aft peak tank test to be carried out after
-to the top of overflow, or
Tank boundaries tested from at least one side
Tank boundaries tested from at least one side
Tank boundaries tested from at least one side
Remarks
Table 11.5.1
The greater of
-to 2.4 m above top of cofferdam
-to the top of overflow, or
The greater of
-to the top of tank(2) plus setting of any pressure relief valve
or
-to 2.4 m above top of tank(2),
-to the top of overflow,
The greatest of
-to 2.4 m above top of tank(2)
-to the top of overflow, or
The greater of
-to the bulkhead deck
-to the top of overflow, or
The greater of
Hydrostatic testing head or pressure
“Testing Requirements for Tanks and Boundaries
-98-
Chain Locker (aft Collision Bulkhead)
Independent Tanks
Ballast Ducts
Hawse Pipes
12
13
14
15
Hose
Structural
Structural
Structural
Visual examination
Hose(4)
Type of testing
for the ballast duct if that is less
Ballast pump maximum pressure or setting of any relief valve
-to 0.9 m above top of tank
-to the top of overflow, or
The greater of
To the top of chain locker spurling pipe
Hydrostatic testing head or pressure
afloat
To be carefully examined with the vessel
Remarks
Notes:
1. Leak or hydropneumatic testing may be accepted under the conditions specified in 5.1.5, provided that at least one tank for each type is structurally tested, and
selected in connection with the approval of the design. In general, the structural testing need not be repeated for subsequent vessels of a series of identical new
buildings unless the Surveyor deems the repetition necessary. The structural testing of cargo space boundaries and tanks for segregated cargoes or pollutants on
subsequent vessels of a series of identical new buildings are to be in accordance with the requirements of the individual Classification Society.
2. Top of tank is defined as the deck forming the top of the tank excluding hatchways.
3. Leak testing in accordance with 5.1.5 may be accepted, except that hydropneumatic testing may be required in consideration of the construction techniques and
welding procedures employed.
4. Where hose testing is impractical due to the stage of outfitting (machinery, cables, switchboard, insulation etc.), it may be replaced at the individual Society’s
discretion, by a careful visual examination of all the crossings and welded joints. A dye penetrant test, leak test or ultrasonic leak test may be required.
5. Before installation (i.e. normally at manufacture) the watertight access doors or hatches are to be hydrostatically tested with a head of water equivalent to the
bulkhead deck at centre, from the side which is most prone to leakage. The acceptance criteria are as follows:
• no leakage for doors or hatches with gaskets;
• a maximum water leakage of one litre per minute for doors or hatches with metallic sealing.
6. If leak or hydropneumatic testing is carried out, arrangements are to be made to ensure that no pressure in excess of 0.30 bar is applied.”
Shell plating in way of pump room
other Closing Appliances
Weathertight Hatch Covers, Doors and
11
10
Structures to be tested
Appendix A Hull Girder Ultimate Strength
2 CALCULATION OF HULL GIRDER ULTIMATE CAPACITY
The text in the note of the existing paragraph 2.2.2.4 is numbered as (a), and (b) is added at the end of (a) as
follows:
“Notes:
(a) For transversely stiffened plate, the effective breadth of plate for the load shortening portion of the stress-strain
curve is to be taken as the full plate breadth, i.e. to the intersection of other plates – not from the end of
the hard corner if any. The area on which the value of σCR5 defined in 2.3.8.1 applies is to be taken as the
breadth between the hard corners, i.e. excluding the end of the hard corner if any.
(b) For longitudinally stiffened plate, the effective breadth of attached plate is equal to the mean spacing of the
ordinary stiffener when the panels on both sides of the stiffener are longitudinally stiffened, or equal to the
breadth of the longitudinally stiffened panel when the panel on one side of the stiffener is longitudinally
stiffened and the other panel is of the transversely stiffened.”
New paragraphs 2.2.2.5, 2.2.2.6, 2.2.2.7 and Figure A.2.X are added as follows:
“2.2.2.5 Where the plate members are stiffened by non-continuous longitudinal stiffeners, the non-continuous
stiffeners are considered only as dividing a plate into various elementary plate panels.
2.2.2.6 Openings are to be considered in accordance with Section 4/2.6.3.
2.2.2.7 Where attached plating is made of steels having different thicknesses and/or yield stresses, an average
thickness and/or average yield stress obtained by the following formula are to be used for the calculation:
(a) t =
t1s1 + t2 s2
s
(b) σ ydp =
σ ydp1t1s1 + σ ydp 2t2 s2
ts
where: t1, s1, t2, s2, σydp1, σydp2, s, see Figure A.2.X.
Figure A.2.X Definitions”
-99-
New paragraphs 2.3.1.2 and 2.3.1.3 are added as follows:
“2.3.1.2 Where the plate members are stiffened by non-continuous longitudinal stiffeners, the stress of the
element is to be obtained in accordance with 2.3.3 to 2.3.7, taking into account the non-continuous longitudinal
stiffener. In calculating the total forces for checking the hull girder ultimate strength, the area of non-continuous
longitudinal stiffener is to be assumed as zero.
2.3.1.3 Where openings are provided in the plate panel, the considered area of the element is to be obtained by
deducting the opening area from the plating in calculating the total force for checking the hull girder ultimate
strength. Openings are to be considered in accordance with Section 4/2.6.3.”
The existing paragraph 2.3.3.1 is replaced by the following:
“2.3.3.1 The equation describing the stress-strain curve σ-ε or the elasto-plastic failure of structural elements is
to be obtained from the following formula, valid for both positive (compression or shortening) of hard corners
and negative (tension or lengthening) strains of all elements (see Figure A.2.4):
σ = ΦσydA
where: Φ ― edge function:
Φ = -1 for ε < -1
Φ = ε for -1 < ε < 1
Φ = 1 for ε > 1
ε ― relative strain:
ε
ε= E
εεyd
yd
εE ― element strain
εyd ― strain corresponding to yield stress in the element:
ε yd =
σ ydA
E
σydA ― equivalent minimum yield stress of the considered element, in N/mm2;
σ ydA =
σ ydp Ap − net 50 + σ yds As − net 50
Ap − net 50 + As − net 50
σydp ― specified minimum yield stress of the material of the plate, in N/mm2;
σyds ― specified minimum yield stress of the material of the stiffener, in N/mm2;
Ap-net50 ― net sectional area of attached plating, in cm2;
As-net50 ― net sectional area of the stiffener without attached plating, in cm2
Note: The signs of the stresses and strains in this Appendix are opposite to those in the rest of the Rules”
-100-
Figure A.2.4 is replaced by the following:
“a) Stress strain curve σ-ε for elastic, perfectly plastic failure of a hard corner
b) Typical stress strain curve σ-ε for elasto-plastic failure of a stiffener
The existing paragraph 2.3.4.1 is replaced by the following:
“2.3.4.1 The equation describing the shortening portion of the stress strain curve σCR1-ε for the beam column
buckling of stiffeners is to be obtained from the following formula:
N/mm2
where: Φ ― edge function defined in 2.3.3.1;
As-net50 ― area of the stiffener, in cm2, without attached plating;
σC1 ― critical stress, in N/mm2:
-101-
σ C1 =
σ E1
ε
⎛ σ ydB ε ⎞
=
σ C1 σ ydB ⎜1 −
⎟
⎜
4σ E1 ⎟⎠
⎝
for
σ E1 ≤
for
σ E1 >
σ ydB
2
σ ydB
2
ε,
ε;
ε ― relative strain defined in 2.3.3.1;
σE1 ― Euler column buckling stress, in N/mm2:
I E − net 50
10 − 4
2
AE − net 50lstf
σ E1 = π 2 E
E ― modulus of elasticity, 2.06 × 105 N/mm2;
IE-net50 ― net moment of inertia of stiffeners, in cm4, with attached plating of width beff-s;
beff-s ― effective width, in mm, of the attached plating for the stiffener:
beff − s =
s
βp
for β p > 1.0
beff − s = s for β p ≤ 1.0
βp =
s
εσ ydp
tnet 50
E
s ― plate breadth, in mm, taken as the spacing between the stiffeners, as defined in Section 4/2.2.1;
tnet50 ― net thickness of attached plating, in mm;
AE-net50 ― net area, in cm2, of stiffeners with attached plating of width beff-p;
lstf ― span of stiffener, in m, equal to spacing between primary support members;
beff-p ― effective width, in mm, of the plating:
⎛ 2.25 1.25 ⎞
− 2 ⎟ s for β p > 1.25
beff − p = ⎜
⎜ β
β p ⎟⎠
⎝ p
beff − p = s
for β p ≤ 1.25
σydB ― equivalent minimum yield stress of the considered element, in N/mm2
σ ydB =
σ ydp ApE − net 50l pE + σ yds As − net 50lsE
ApE − net 50l pE + As − net 50lsE
ApE-net50 ― effective area, in cm2;
ApE-net50 = 10-2beff-stnet50
σydp ― specified minimum yield stress of the material of the plate, in N/mm2;
σyds ― specified minimum yield stress of the material of the stiffener, in N/mm2;
lpE ― distance, in mm, measured from the neutral axis of the stiffener with attached plate of width, beff-s, to
the bottom of the attached plate;
lsE ― distance, in mm, measured from the neutral axis of the stiffener with attached plate of width, beff-s, to
the top of the stiffener.”
-102-
The existing paragraph 2.3.5.1 is replaced by the following:
“2.3.5.1 The equation describing the shortening portion of the stress-strain curve σCR2-ε for the lateral-flexural
buckling of stiffeners is to be obtained according to the following formula:
σ CR 2= Φ
As − net σ C 2 + 10 −2 st net 50σ CP
As − net 50 + 10 − 2 st net 50
N/mm 2
where:
Φ ― edge function defined in 2.3.3.1;
As-net50 ― net area of the stiffener, in cm2, without attached plating;
σC2 ― critical stress, in N/mm2:
σC2 =
σ E2
ε
⎛ σ ε⎞
=
σ C 2 σ yds ⎜1 − yds ⎟
⎝ 4σ E 2 ⎠
for
σE2 ≤
for
σ∨
E2
σ yds
2
σ yds
2
ε
ε
σE2 ― Euler torsional buckling stress, in N/mm2;
σE2=σET
σET ― reference stress for torsional buckling, in N/mm2, defined in Section 10/3.3.3.1, calculated based on
gross thickness minus the corrosion addition 0.5tcorr;
ε ― relative strain defined in 2.3.3.1;
s ― plate breadth, in mm, taken as the spacing between the stiffeners, as defined in Section 4/2.2.1;
tnet50 ― net thickness of attached plating, in mm;
σCP ― ultimate strength of the attached plating for the stiffener, in N/mm2:
⎛ 2.25 1.25 ⎞
=
− 2 ⎟ σ ydp
σ CP ⎜
⎜ β
β p ⎟⎠
⎝ p
σ
CP
= σ ydp
for β p > 1.25
for β p ≤ 1.25
βp ― coefficient defined in 2.3.4;
σydp ― specified minimum yield stress of the material of the plate, in N/mm2;
σyds ― specified minimum yield stress of the material of the stiffener, in N/mm2.”
-103-
The existing paragraph 2.3.6.1 is replaced by the following:
“2.3.6.1 The equation describing the shortening portion of the stress strain curve σCR3-ε for the web local
buckling of flanged stiffeners is to be obtained from the following formula:
σ CR 3 = Φ
beff − p tnet 50σ ydp + (d w−eff tw− net 50 + b f t f − net 50 )σ yds
stnet 50 + d wtw− net 50 + b f t f − net 50
N/mm2
where:
Φ ― edge function defined in 2.3.3.1;
beff-p ― effective width, in mm, of the plating, defined in 2.3.4;
tnet50 ― net thickness of plate, in mm;
dw ― depth of the web, in mm;
tw-net50 ― net thickness of web, in mm;
bf ― breadth of the flange, in mm;
tf-net50 ― net thickness of flange, in mm;
s ― plate breadth, in mm, taken as the spacing between the stiffeners, as defined in Section 4/2.2.1;
dw-eff ― effective depth of the web, in mm:
⎛ 2.25 1.25 ⎞
=
d w-eff ⎜
− 2 ⎟ d w for
⎜ β
βw ⎟⎠
⎝ w
βw > 1.25
d w − eff = d w
βw ≤1.25
βw=
dw
tw − net 50
for
εσ yds
E
ε― relative strain defined in 2.3.3.1;
Ε― modulus of elasticity, 2.06×105 N/mm2;
σydp ― specified minimum yield stress of the material of the plate, in N/mm2;
σyds ― specified minimum yield stress of the material of the stiffener, in N/mm2.”
-104-
The existing paragraph 2.3.7.1 is replaced by the following:
“2.3.7.1 The equation describing the shortening portion of the stress-strain curve σ CR4-ε for the web local
buckling of flat bar stiffeners is to be obtained from the following formula:
⎛ st σ + 10−2 As-net 50 σ C 4 ⎞
σ CR 4 = Φ ⎜ net 50 CP
⎟⎟
⎜
stnet 50 + 10−2 As-net 50
⎝
⎠
where:
Φ ― edge function defined in 2.3.3.1;
σCP ― ultimate strength of the attached plating, in N/mm2, defined in 2.3.5;
σC4 ― critical stress, in N/mm2:
σC4 =
σ E4
ε
for σ E 4 ≤
σ yds
2
ε
σ yds
⎛ σ ε⎞
ε
σ C 4 σ yds ⎜1 − yds ⎟ for σ E 4 >
=
2
⎝ 4σ E 4 ⎠
σE4 ― Euler buckling stress, in N/mm2:
⎛ t w − net 50 ⎞
⎟⎟
⎝ dw ⎠
2
σ E 4 = 160000⎜⎜
ε― relative strain defined in 2.3.3.1;
As-net50 ― net area of stiffener, in cm2, see 2.3.5.1;
tw-net50 ― net thickness of web, in mm;
dw ― depth of the web, in mm;
s ― plate breadth, in mm, taken as the spacing between the stiffeners, as defined in Section 4/2.2.1;
tnet50 ― net thickness of attached plating, in mm;
σyds ― specified minimum yield stress of the material of the stiffener, in N/mm2.”
The existing paragraph 2.3.8.1 is replaced by the following:
“2.3.8.1 The equation describing the shortening portion of the stress-strain curve σCR5-ε for the buckling of
transversely stiffened panels is to be obtained from the following formula:
σ CR 5
⎧
⎡
⎪⎪Φσ ydp ⎢ s
= min ⎨
⎢1000lstf
⎣
⎪
⎪⎩σ ydpΦ
⎛ 2.25 1.25 ⎞
⎛
s
− 2 ⎟ + 0.1⎜ 1 −
⎜⎜
⎜ 1000l
β p ⎟⎠
stf
⎝ βp
⎝
⎞⎛
1 ⎞
⎟⎟ ⎜⎜ 1 + 2 ⎟⎟
⎠⎝ βp ⎠
2
⎤
⎥
⎥
⎦
N/mm2
where:
βp ― coefficient defined in 2.3.4.1;
Φ― edge function defined in 2.3.3.1;
s ― plate breadth, in mm, taken as the spacing between the stiffeners, as defined in Section 4/2.2.1;
lstf ― stiffener span, in m, equal to spacing between primary support members;
σydp ― specified minimum yield stress of the material of the plate, in N/mm2.”
-105-
Appendix B – Structural Strength Assessment
2 CARGO TANK STRUCTURAL STRENGTH ANALYSIS
The existing paragraph 2.4.7.7 is replaced by the following:
“2.4.7.7 The following are to be considered when calculating the static tank pressure in cargo tanks for
harbour/tank testing load cases (design combination S) as required by Section 7/Table 7.6.1:
• Maximum hair, as defined in Section 7/2.2.3.2 and Figure 7.2.3, of all cargo tanks in the cargo region are to be
considered in the calculation of Pin-test, see Section 7/2.2.3.5.”
New paragraph 2.4.7.9 is added as follows:
“2.4.7.9 Maximum setting of pressure relief valve, Pvalve, as defined in Section 7/2.2.3.5 are to be considered in
design combination S and S+D as required by Section 7/Table 7.6.1.”
The existing paragraph 2.5.1.2 is replaced by the following:
“2.5.1.2 Vertical distributed loads are applied to each frame position, together with a vertical bending moment
applied to the model ends to produce the required value of vertical shear force at both the forward and aft
bulkhead of the middle tank of the FE model, and the required value of vertical bending moment at a section
within the length of the middle tank of the FE model. The required values are specified in 2.4.5.”
The existing paragraph 2.5.2.1 is replaced by the following:
“2.5.2.1 The vertical shear forces generated by the local loads are to be calculated at the transverse bulkhead
positions of the middle tank of the FE model. The maximum absolute shear force at the bulkhead position of
the middle tank of the FE model is to be used to obtain the required adjustment in shear forces at the transverse
bulkhead, see 2.5.3. The vertical bending moment distribution generated by the local loads is to be calculated
along the length of the middle tank of the three cargo tank FE model. The FE model can be used to calculate the
shear forces and bending moments. Alternatively, a simple beam model representing the length of the 3-tank FE
model with simply supported ends may be used to determine the shear force and bending moment values.”
”
-106-
Hog
-ve
Fore
-Qtarg
-Qtarg - Q aft
Qtarg (-ve)
Qtarg – Qfwd
Hog
-ve
Fore
-Qtarg
-Qtarg - Q aft
Qtarg (-ve)
Qtarg – Qfwd
The first two rows of the existing Table B.2.10 are replaced by the following:
“
The definitions of ΔQaft and ΔQfwd in the existing paragraph 2.5.3.2 are replaced by the following:
“ΔQaft ― required adjustment in shear force at aft bulkhead of middle tank based on the maximum absolute
shear force at the bulkhead;
ΔQfwd ― required adjustment in shear force at fore bulkhead of the middle tank based on the maximum absolute
shear force at the bulkhead;”.
-107-
PART TEN
BULK CARRIERS STRUCTURE(CSR)
CHAPTER 1 GENERAL PRINCIPLES
Section 4 SYMBOLS AND DEFINITIONS
Two new paragraphs 3.21 and 3.22 are added as follows:
“3.21 Single Side Skin and Double Side Skin construction
3.21.1 Single side skin construction
A hold of single side skin construction is bounded by the side shell between the inner bottom plating or the
hopper tank plating when fitted, and the deck plating or the topside tank plating when fitted.
3.21.2 Double side skin construction
A hold of double side skin construction is bounded by a double side skin, including hopper tank and topside
tank when fitted.
3.22 Bilge
3.22.1 Bilge plating
The bilge plating is the curved plating between the bottom shell and side shell. It is to be taken as follows:
• within the cylindrical part of the ship (see Fig.4):
from the start of the curvature at the lower turn of bilge on the bottom to the end of the curvature at the upper
turn of the bilge,
• outside the cylindrical part of the ship (see Fig.5):
from the start of the curvature at the lower turn of the bilge on the bottom to the lesser of:
• a point on the side shell located 0.2D above the baseline/local centreline elevation.
• the end of the curvature at the upper turn of the bilge.
-108-
Figure 4: vertical extent of bilge plating within the cylindrical part of the hull
Figure 5: vertical extent of bilge plating outside the cylindrical part of the hull”
Figure 4 is renumbered as Figure 6. “Figure 4” in 4.1.1 is replaced by “Figure 6”.
-109-
CHAPTER 2 GENERAL ARRANGEMENT DESIGN
Section 1 SUBDIVISION ARRANGEMENT
The existing paragraph 2.1.1 is replaced by the following:
“Ref. SOLAS Ch. II-1, Part B-2, Reg. 12
A collision bulkhead is to be fitted which is to be watertight up to the bulkhead deck. This bulkhead is to be
located at a distance from the forward perpendicular FPLL of not less than 0.05LLL or 10 m, whichever is the
less, and, except as may be permitted by the Society, not more than 0.08LLL or 0.05LLL+3 m, whichever is the
greater.”
“3.1” is replaced by “3.1 General”
The existing paragraph 3.1.1 is replaced by the following:
“An aft peak bulkhead, enclosing the stern tube and rudder trunk in a watertight compartment, is to be provided.
Where the shafting arrangements make enclosure of the stern tube in a watertight compartment impractical,
alternative arrangements will be specially considered.”
The existing paragraph 3.1.2 Sterntubes is replaced by the following:
“Ref. SOLAS Ch. II-1, Part B, Reg. 11
Sterntubes are to be enclosed in a watertight space (or spaces) of moderate volume. Other measures to
minimise the danger of water penetrating into the ship in case of damage to sterntube arrangements may be
taken at the discretion of the Society.
The aft peak bulkhead may be stepped below the bulkhead deck, provided that the degree of safety of the ship
as regards subdivision is not thereby diminished.”
Two new paragraphs 3.1.3 and 3.1.4 are added as follows:
“3.1.3 The aft peak bulkhead location on ships powered and/or controlled by equipment that does not require
the fitting of a stern tube and/or rudder trunk will also be subject to special consideration.
3.1.4 The aft peak bulkhead may terminate at the first deck above the summer load waterline, provided that
this deck is made watertight to the stern or to a watertight transom floor.”
-110-
Section 2 COMPARTMENT ARRANGEMENT
The existing paragraph 2.1.3 is replaced by “void”.
The existing paragraph 5.1.1 is replaced by the following:
“Ref. ILLC, as amended (Resolution MSC. 223(82) Reg. 39(1))”
The bow height Fb, defined as the vertical distance at the forward perpendicular between the waterline
corresponding to the assigned summer freeboard and the designed trim and the top of the exposed deck at side,
is to be not less than:
where: Fb — calculated minimum bow height, in mm;
T1 — draught at 85% of the least moulded depth, in m;
Cwf — waterplane area coefficient forward of LLL/2:
Awf — waterplane area forward of LLL/2 at draught T1, in m2.
For ships to which timber freeboards are assigned, the summer freeboard (and not the timber summer
freeboard) is to be assumed when applying the formula above.”
Section 3 Access Arrangement
The heading of the existing paragraph 2.8 is replaced by the following:
“Access to double side skin tanks of double side skin construction”.
The heading of the existing paragraph 2.9 is replaced by the following:
“Access to vertical structures of cargo holds of single side skin construction”.
The heading of the existing paragraph 2.10 is replaced by the following:
“Access to vertical structures of cargo holds of double side skin construction”.
The heading of the existing paragraph 2.11 is replaced by the following:
“Access to top side ballast tanks”.
-111-
CHAPTER 3 STRUCTURAL DESIGN PRINCIPLES
Section 3 CORROSION ADDITIONS
The text in the existing paragraph 1.2.1 is replaced by the following:
“The corrosion addition for each of the two sides of a structural member, tC1 or tC2, is specified in Table 1.
The total corrosion addition tC, in mm, for both sides of the structural member is obtained by the following
formula:
tC = Roundup0.5 (tC1 + tC2 ) + treserve
For an internal member within a given compartment, the total corrosion addition t C is obtained from the
following formula:
tC = Roundup0.5 (2tC1 ) + treserve
where tC1 is the value specified in Table 1 for one side exposure to that compartment.
When a structural member is affected by more than one value of corrosion addition (e.g. a plate in a dry bulk
cargo hold extending above the lower zone), the scantling criteria are generally to be applied considering the
severest value of corrosion addition applicable to the member.
The corrosion addition of a longitudinal stiffener is determined according to the coordinate of the connection of
the stiffener to the attached plating.
In addition, the total corrosion addition tC is not to be taken less than 2 mm, except for web and face plate of
ordinary stiffeners.”
Section 5 CORROSION PROTECTION
In the existing paragraph 1.2.2, the first paragraph is replaced by the following:
“For ships contracted for construction on or after 8 December 2006, the date of IMO adoption of the amended
SOLAS regulation II-1/3-2, by which an IMO “Performance standard for protective coatings for ballast tanks
and void spaces” will be made mandatory, the coatings of internal spaces subject to the amended SOLAS
regulation are to satisfy the requirements of the IMO performance standard.
For ships contracted for construction on or after 1 July 2012, the IMO performance standard is to be applied as
interpreted by IACS UI SC223 and UI SC227. In applying IACS UI SC223, “Administration” is to be read to
be the “Classification Society”.”
In the existing paragraph 1.3.3, the third item of the bullet list is replaced by the following:
“• the internal surfaces of the hopper tank sloping plates for a distance of 300 mm below the frame end bracket
for holds of single side skin construction, or below the hopper tank upper end for holds of double side skin
construction.”
The text in the existing paragraph 1.3.4 is replaced by the following:
“The areas of transverse bulkheads to be coated are all the areas located above a horizontal level located at a
distance of 300 mm below the frame end bracket for holds of single side skin construction, or below the hopper
tank upper end for holds of double side skin construction.”
-112-
Section 6 STRUCTURAL ARRANGEMENT PRINCIPLES
The text in the existing paragraph 1 is replaced by the following:
“If not specified otherwise, the requirements of this section apply to the hull structure except superstructures
and deckhouses. For areas outside the cargo holds area, supplementary requirements are to be found in Ch. 9
Sec 1 to Ch. 9 Sec 3.”
In the existing paragraph 2.3.1, the last sentence of the last paragraph is replaced by the following:
“The same requirement is generally applicable for non-continuous longitudinal stiffeners welded on the web of
a primary member contributing to the hull girder longitudinal strength as hatch coamings, stringers and girders.”
In the existing paragraph 4.1.1, the first paragraph is replaced by the following:
“The properties of bulb profile sections are to be determined by exact calculations. If it is not possible, a bulb
section may be taken as equivalent to a built-up section. The dimensions of the equivalent built-up section are
to be obtained, in mm, from the following formulae.”
In the existing paragraph 5.2.1, the third paragraph is replaced by the following:
“The net thickness of web stiffeners and brackets, in mm, are not to be less than the value obtained from the
following formula:
t = 3 + 0.015 L2
where: L2: Rule length L, but to be taken not greater than 300 m”.
In the existing paragraph 5.2.1, the last paragraph is replaced by the following:
“Depth of stiffener of flat bar type is in general to be more than 1/12 of stiffener length. A smaller depth of
stiffener may be accepted based on calculations showing compliance with Ch 6 Sec 2 [2.3.1], Ch 6 Sec 2 [4]
and Ch 6 Sec 3 [4].”
In the existing paragraph 5.4.1, the text is replaced by the following:
“The effective breadth bp of the attached plating of a primary supporting member to be considered in the actual
net section modulus for the yielding check is to be determined according to [4.3.1].”
In the existing paragraph 6.1.3, the first paragraph is replaced by the following:
“Where a double bottom is required to be fitted the inner bottom shall be continued transversely in such a
manner as to protect the bottom to the turn of the bilge.
Such protection will be deemed satisfactory if the inner bottom is not lower at any part than a plane parallel
with the keel line and which is located not less than a vertical distance h measured from the keel line, as
calculated by the formula:
h = B/20
However, in no case is the value of h to be less than 760 mm, and need not be taken as more than 2,000 mm.”
The heading of 7 is replaced by the following:
“Double side structure in cargo hold area”.
The heading of 8 is replaced by the following:
“Single side structure in cargo hold area”.
-113-
In 9.2.3, the first paragraph is replaced by the following:
“Inside the line of openings, a transversely framed structure is to be generally adopted for the cross deck
structures. Hatch end beams and cross deck beams are to be adequately supported by girders and extended
outward to the second longitudinal from the hatch side girders towards the deck side. Where this is
impracticable, intercostal stiffeners are to be fitted between the hatch side girder and the second longitudinal.
If the extension of beams outward to the second longitudinal is not achievable, structural checks of the structure
are to be performed in compliance with the requirements in Ch.7 or by means deemed appropriate by the
Society.”
In 10.5.1, the existing text is replaced by the following:
“Non-tight bulkheads not acting as pillars are to be provided with bulkhead stiffeners with a maximum spacing
equal to:
• 0.9 m, for transverse bulkheads;
• two frame spacings, with a maximum of 1.5 m, for longitudinal bulkheads.
The net thickness of bulkhead stiffener, in mm, is not to be less than the value obtained from the following
formula:
t = 3 + 0.015 L2
where: L2 : Rule length L, but to be taken not greater than 300 m.
The depth of bulkhead stiffener of flat bar type is in general not to be less than 1/12 of stiffener length. A
smaller depth of stiffener may be accepted based on calculations showing compliance with Ch 6 Sec 2 [2.3.1],
Ch 6 Sec 2 [4] and Ch 6 Sec 3 [4].”
-114-
CHAPTER 4 DESIGN LOADS
Section 5 EXTERNAL PRESSURES
In the existing paragraph 4.1.1, the definition of p is replaced by the following:
“pS, pW : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P at
considered point of the hull in normal ballast condition. Minimum ballast draught in ballast condition
TB defined in Ch 1, Sec 4, [2.1.1] is to be considered as TLCi for the calculation of hydrostatic pressure
and hydrodynamic pressures.”
Section 6 INTERNAL PRESSURES AND FORCES
In Table 2, the notes concerning zml and zh at the bottom of the table are replaced by the following:
“zml: Z co-ordinate, in m, of the bulkhead deck at side.
zh: Z co-ordinate, in m, of the top of hatch coaming.”
-115-
CHAPTER 5 HULL GIRDER STRENGTH
Section 1 YIELDING CHECK
In Table 1, the text in the first column of the table is replaced by the following:
“Single side skin construction
Double side skin construction”.
-116-
CHAPTER 6 HULL SCANTLINGS
Section 1 PLATING
In the existing paragraph 3.2.3, the definition of p is replaced by the following:
“p: pressure pF or resultant pressure p, in kN/m2, as defined in Ch 4, Sec 6 [3.3.6] and [3.3.7], respectively”.
Section 2 ORDINARY STIFFENERS
In the existing paragraph 3.6.1, the definitions of F and pG are replaced by the following:
“F: force FF or resultant force F, in kN, to be calculated according to Ch 4, Sec 6, [3.3.6] and [3.3.7], respectively;
pG: pressure pF or resultant pressure p, in kN/m2, to be calculated in way of the middle of the shedders or gusset
plates, as applicable, according to Ch 4, Sec 6, [3.3.6] and [3.3.7], respectively”.
In the existing paragraph 4.1.3, the second formula is replaced by the following:
“
σ = K con K longi K stiff
∆σ
cos θ ”.
Section 3 BUCKLING AND ULTIMATE STRENGTH OF ORDINARY STIFFENERS
AND STIFFENED PANELS
In the existing paragraph 4.2.2:
The bulletin list in the definition of Wst is replaced by the following:
“ • if a lateral pressure is applied on the stiffener:
Wst is the net section modulus calculated at flange if the lateral pressure is applied on the same side as the
stiffener.
Wst is the net section modulus calculated at attached plate if the lateral pressure is applied on the side
opposite to the stiffener.
Note: For stiffeners sniped at both ends, Wst is the net section modulus calculated at attached plate. However, if M1 is larger than
M0 and the lateral pressure is applied on the same side as the stiffener, Wst is the net section modulus calculated at flange.
• if no lateral pressure is applied on the stiffener:
Wst is the minimum net section modulus among those calculated at flange and attached plate.
Note: For stiffeners sniped at both ends, Wst is the net section modulus calculated at attached plate.”
-117-
The definition of cx, cy is replaced by the following:
“cx, cy: Factor taking into account the stresses vertical to the stiffener’s axis and distributed variable along the
stiffener’s length taken equal to:
0.5(1+ ψ )
for
0 ≤ψ≤1
0.5
1+ψ
for
ψ < 0”.
The definition of w is replaced by the following:
“w = w0 + w1
generally
w = |w0 - w1|
for stiffeners sniped at both ends, on which the same side lateral pressure as the stiffener is
applied.”
The formula of cpy is replaced by the following:
c py =
“
1
⎛ 12 ⋅ 104 I y
⎞
− 1⎟⎟
0.91⎜⎜
3
⎝ ta
⎠
1+
c ya
”
The first paragraph in the existing paragraph 4.2.3 is replaced by the following:
“Longitudinal and transverse ordinary stiffeners not subjected to lateral pressure, except for sniped stiffeners,
are considered as complying with the requirement of [4.2.1] if their net moments of inertia Ix and Iy, in cm4, are
not less than the value obtained by the following formula:”.
Section 4 PRIMARY SUPPORTING MEMBERS
A new paragraph 1.6 is added as follows:
“1.6 Flooding check of primary supporting members
1.6.1 Flooding check of primary supporting members is to be carried out according to the requirements in [5].”
A new paragraph 5 is added as follows:
“5 Flooding check of primary supporting members
5.1 Net section modulus and net shear sectional area under flooded conditions
5.1.1 The net section modulus w, in cm3, the net shear sectional area Ash, in cm2 subjected to flooding are to be
not less than the values obtained from the following formulae:
-118-
where:α: Coefficient taken equal to:
α = 0.95 for the primary supporting member of collision bulkhead,
α = 1.15 for the primary supporting member of other watertight boundaries of compartments.
λS: Coefficient defined in Ch 6, Sec 4 Table 11, determined by considering σX in flooded condition.
pF : Pressure, in kN/m2, in flooded conditions, defined in Ch 4, Sec 6, [3.2.1].”
-119-
CHAPTER 7 DIRECT STRENGTH ANALYSIS
Section 3 DETAILED STRESS ASSESSMENT
In the existing Table 1, the text in the second column is replaced by the following:
“Most stressed transverse primary supporting member for double side skin constructions
Most stressed transverse primary supporting member for single side skin constructions”.
-120-
CHAPTER 8 FATIGUE CHECK OF STRUCTURAL DETAILS
Section 1 GENERAL CONSIDERATION
The current text in 1.3.1 is replaced by the following before Table 1:
“Fatigue strength is to be assessed, in cargo hold area, for all the connected members at the considered locations
described in Table 1.”
Section 4 STRESS ASSESSMENT OF STIFFENERS
The definition of pCW , ij(k) in the existing paragraph 2.3.5 is replaced by the following:
“pCW , ij(k) : Inertial pressure, in kN/m2, due to dry bulk cargo specified in Ch 4, Sec 6, [1.3] for a cargo density ρC
specified in Ch.4 Annex 3, and with fp = 0.5, in load case “i1” and “i2” for loading condition “(k)””.
Appendix 1 CROSS SECTIONAL PROPERTIES FOR TORSION
In the existing paragraph 2.5.1, the first sentence is replaced by the following:
“For holds of single side skin construction, the hull cross section normally can be simplified in a section with
four boxes (cell 1 cargo hold, cell 2 and 3 wing tanks and cell 4 hopper tanks and double bottom as shown in
the calculation example) whereas the cross section of holds of double side skin construction, can be simplified
to a cross section with two closed cells only (cell 1 cargo hold, cell 2 double hull).”
-121-
CHAPTER 9 OTHER STRUCTURES
Section 1 FORE PART
In Symbols, the symbols’ values and definitions are replaced by the following:
“m: Coefficient taken equal to:
• m = 10 for vertical stiffeners, vertical primary supporting members
• m = 12 for other stiffeners, other primary supporting members
s: Spacing, in m, of ordinary stiffeners or primary supporting members, measured at mid-span along the chord.
l: Span, in m, of ordinary stiffeners or primary supporting members, measured along the chord between the
supporting members, see Ch 3, Sec 6, [4.2] or [5.3] respectively.”
A new paragraph 1.1.2 is added as follows:
“1.1.2 Fore part structures which form the boundary of spaces not intended to carry liquids, and which do not
belong to the outer shell, are to be subjected to lateral pressure in flooding conditions. Their scantlings are to be
determined according to the relevant criteria in Ch.6.”
In the existing paragraph 2.3.2, the second paragraph is replaced by the following:
“In case of the longitudinal framing, the spacing of solid floors is not to be greater than 3.5 m or four transverse
frame spaces, whichever is the smaller. Larger spacing of solid floors may be accepted, provided that the
structure is verified by means of FEA deemed appropriate by the Society.”
The text in the existing paragraph 2.3.3 is replaced by the following:
“In case of transverse framing, the spacing of bottom girders is not to exceed 2.5 m.
In case of longitudinal framing, the spacing of bottom girders is not to exceed 3.5 m.
Larger spacing of bottom girders may be accepted, provided that the structure is verified by means of FEA
deemed appropriate by the Society.”
the existing Table 1 is replaced by the following:
“
Minimum net thickness, in mm
Bottom
5.5 + 0.03L
Side
0.85L1/2
Inner bottom
5.5 + 0.03L
Strength deck
4.5 + 0.02L
Platform and wash bulkhead
6.5
Transverse and longitudinal watertight bulkheads
0.6L1/2
”
The text in the existing paragraph 4.4.4 is replaced by the following:
-122-
“The net scantlings of deck primary supporting members are to be not less than those obtained from the
formulae in Table 5. The design pressures in the formulae are taken from intact conditions and testing
conditions respectively as stated in [3.2]. For a complex deck structure, a calculation deemed appropriate by the
Society may be carried out in lieu of the formulae.”
A new Table 5 is added as follows and the existing Table 5, Table 6 and Table 7 are renumbered as Table 6,
Table 7 and Table 8:
“Net Scantlings of Deck Primary Supporting Members
Condition
Table 5
Net section modulus w, in cm3
Net sectional shear area Ash, in cm2
Primary supporting members subjected to lateral
pressure in intact conditions
Primary supporting members subjected to lateral
pressure in testing conditions
where: φ: Angle, in deg, between the primary supporting member’s web and the shell plate, measured at the middle of the
primary supporting member’s span; the correction is to be applied when φ is less than 75.
The heading of the existing paragraph 5 is replaced by the following:
”
“Strengthening of bottom forward area”.
The existing paragraph 5.1.1 is replaced by the following:
“5.1.1 The bottom forward area to be reinforced is the part of the ship’s bottom extending forward of 0.2V L
from the fore perpendicular end, up to a height of 0.05TB or 0.3 m above base line, whichever is the smaller.”
The first paragraph of 5.2.1 is replaced by the following:
“The net thickness, in mm, of the bottom forward area, is not to be less than:”.
The first paragraph of 5.3.1 is replaced by the following:
“The net section modulus, in cm3, of transverse or longitudinal ordinary stiffeners of the bottom forward area is
not to be less than:”.
The first paragraph of 5.3.2 is replaced by the following:
“The net shear area, in cm2, of transverse or longitudinal ordinary stiffeners of the bottom forward area is not to
be less than:”.
In the existing paragraph 5.4.1, “Table 5” is replaced by “Table 6” and “Table 6” is replaced by “Table 7”.
In the existing paragraph 5.4.2, “Table 7” is replaced by “Table 8”.
Section 2 AFT PART
In Symbols, the symbols’ values and definitions are replaced by the following:
“m: Coefficient taken equal to:
m = 10 for vertical stiffeners, vertical primary supporting members
m = 12 for other stiffeners, other primary supporting members
s: Spacing, in m, of ordinary stiffeners or primary supporting members, measured at mid-span along the chord
l: Span, in m, of ordinary stiffeners or primary supporting members, measured along the chord between the
supporting members, see Ch 3, Sec 6, [4.2] or [5.3] respectively.”
In the existing paragraph 4.1.1, Table 1 is replaced by the following:
-123-
“
Minimum net thickness, in mm
Bottom
5.5 + 0.03L
Side
0.85L1/2
Inner bottom
5.5 + 0.03L
Strength deck
4.5 + 0.02L
Platform and wash bulkhead
6.5
Transverse and longitudinal watertight bulkheads
0.6L1/2
”
The text in the existing paragraph 4.3.4 is replaced by the following:
“The net scantlings of deck primary supporting members are to be not less than those obtained from the
formulae in Table 5. The design pressures in the formulae are taken from intact conditions and testing
conditions respectively as stated in [2.2]. For a complex deck structure, a direct strength calculation may be
carried out in lieu of the formulae.”
Table 5 is added as follows and the existing Table 5 and Table 6 are renumbered as Table 6 and Table 7:
“Net scantlings of deck primary supporting members
3
Net section modulus w, in cm
Condition
Table 5
Net sectional shear area Ash, in cm2
Primary supporting members subjected to lateral pressure in intact conditions
Primary supporting members subjected to lateral pressure in testing conditions
where:
φ: Angle, in deg, between the primary supporting member’s web and the shell plate, measured at the middle of the
primary supporting member’s span; the correction is to be applied when φ is less than 75.
”
In the existing paragraph 6.3.2, “Table 5” is replaced by “Table 6” and Table 6 is replaced by “Table 7”.
In the existing paragraph 6.3.3, “Table 5” is replaced by “Table 6” and “Table 6” is replaced by “Table 7”.
Section 3 MACHINERY SPACE
In 2.1.5, the current text for the fourth paragraph is replaced by the following:
“Forward of the machinery space forward bulkhead, the bottom girders are to be generally tapered for at least
three frame spaces and are to be effectively connected to the hull structure.”
Section 5 HATCH COVERS
The existing paragraph 4.2.1 is replaced by the following:
-124-
“4.2.1 Sea pressures
The wave lateral pressure to be considered as acting on each hatch cover is to be calculated at a point located
longitudinally, at the hatch cover mid-length.”
The existing paragraph 4.2.2 is replaced by the following:
“4.2.2 Other pressures
The lateral pressure is to be calculated:
• in way of the geometrical centre of gravity of the plate panel, for plating
• at mid-span, for ordinary stiffeners and primary supporting members.
Internal dynamic lateral pressure to be considered as acting on the bottom of a hatch cover is to be calculated at
a point located:
• longitudinally, at the hatch cover mid-length
• transversely, at hatchway side
• vertically, at the top of the hatch coaming for internal ballast water pressures”.
-125-
CHAPTER 10 HULL OUTFITTING
Section 1 RUDDER AND MANOEUVRING ARRANGEMENT
In the existing paragraph 5.1.4, the current values are replaced by the following:
“bending stress, N/mm2, due to MR:
σb = 75
shear stress, N/mm2, due to Q1:
τ = 50
torsional stress, N/mm2, due to Mt:
τt = 50
equivalent stress, in N/mm2, due to bending and shear and equivalent stress due to bending and torsion:
=100
=100”
-126-
CHAPTER 11 CONSTRUCTION AND TESTING
Section 2 WELDING
The text in the existing paragraph 2.2.2 is replaced by the following:
“In the case of welding of plates with a difference in as-built thickness greater than 4 mm, the thicker plate
is normally to be tapered. The taper has to have a length of not less than 3 times the difference in as-built
thickness.”
In the existing paragraph 2.4.1, the last item in the list is replaced by the following:
“• abutting plate panels with as-built thickness less than or equal to 12 mm, forming boundaries to the sea below
the summer load water line. For as-built thickness greater than 12 mm, deep penetration weld with a
maximum root face length f = T/3 is acceptable (see Fig.2).”
Section 3 TESTING OF COMPARTMENTS
In the existing Table 1, the line No. 4 is replaced by the following:
“
Item number
Structural to be tested
Type of testing
Structural test pressure
…
…
…
…
4
Ballast holds
Structural testing (1)
The greater of
• top of overflow, or
• top of hatch coaming
…
…
…
…
Remarks
…
…
”
-127-
Download
Random flashcards
Nomads

17 Cards

Ethnology

14 Cards

History of Europe

27 Cards

Create flashcards