Rules

CHINA CLASSIFICATION SOCIETY
RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS

AMENDMENTS 2008 Effective from April 1 2008
CONTENTS PART ONE CHAPTER 2 Section 1 Section 3 Section 5 Section 7 Section 9 Section 13 Appendix 1 CHAPTER 3 Appendix 1 Appendix 3 CHAPTER 4 Section 3 Section 4 Appendix 1 CHAPTER 5 Section 1 Section 2 Section 3 Section 4 Section 6 Section 7 Section 14 Section 16 Appendix 1 Appendix 8 Appendix 11 Appendix 11A Appendix 11B Appendix 13 Appendix 16 Appendix 19 Appendix 20 PROVISIONS OF CLASSIFICATION SCOPE AND CONDITIONS OF CLASSIFICATION GENERAL PROVISIONS CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS SUBMISSION AND EXAMINATION OF PLANS STATUTORY SERVICES ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND REINSTATEMENT OF CLASS AVAILABILITY AND DISCLOSURE OF INFORMATION LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS INSPECTIONS OF PRODUCTS LIST OF CERTIFICATION AND INSPECTION REQUIREMENTS FOR CLASSED MARINE PRODUCTS LIST OF CERTIFICATION AND INSPECTION REQUIREMENTS FOR LIFTING APPLIANCES SURVEYS DURING CONSTRUCTION TIGHTNESS TESTING OF COMPARTMENTS DOCUMENTATION HULL SURVEY FOR NEW CONSTRUCTION SURVEYS AFTER CONSTRUCTION GENERAL PROVISIONS TYPES AND PERIODS OF SURVEYS RETROSPECTIVE REQUIREMENTS FOR EXISTING SHIPS HULL AND EQUIPMENT SURVEYS ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF OIL TANKERS ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF BULK CARRIERS INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT UNDER THE SUPERVISION OF CCS ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF LIQUEFIED GAS CARRIERS CORROSION AND WASTAGE CONTROL OF HULL STRUCTURE PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS ESP SURVEY REPORTING PRINCIPLES SURVEY PROGRAMME SURVEY PLANNING QUESTIONNAIRE RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS OF OIL TANKERS, BULK CARRIERS AND ETC. GUIDELINES FOR SURVEY OF PLANNED MAINTENANCE SCHEME PMS FOR MACHINERY S23 IMPLEMENTATION OF IACS UNIFIED REQUIREMENTS S19 AND S22 FOR EXISTING SINGLE SIDE SKIN BULK CARRIERS S31 ENEWAL CRITERIA FOR SIDE SHELL FRAMES AND BRACKETS IN
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SINGLE SIDE SKIN BULK CARRIERS AND SINGLE SIDE SKIN OBO CARRIERS NOT BUILT IN ACCORDANCE WITH UR S12 REV.1 OR SUBSEQUENT REVISIONS PART TWO CHAPTER 1 Section 1 Section 3 Section 4 Section 5 Section 9 Section 10 Section 11 Section 12 CHAPTER 2 Section 1 Section 2 Section 3 Section 4 Section 8 Section 13 Section 23 Appendix 2 Appendix 3 CHAPTER 3 Section 6 CHAPTER 4 Section 1 Section 2 Section 3 Section 4 Section 5 CHAPTER 5 Section 2 CHAPTER 7 Section 2 Section 8 Appendix 1 CHAPTER 8 Section 1 CHAPTER 12 Section 1 Section 2 Section 3 Section 4 HULL GENERAL GENERAL PROVISIONS HULL STRUCTURAL STEEL WELD DESIGN FOR HULL STRUCTURES APPLICATION OF HIGHER TENSILE STEEL INTACT STABILITY DAMAGE STABILITY LOAD LINE MARKS AND MARKING STRUCTURAL ARRANGEMENT HULL STRUCTURES GENERAL PROVISIONS LONGITUDINAL STRENGTH SHELL PLATING DECKS DECK FRAMING DEEP TANKS STRENGTHENING FOR GRABS IACS UR L5 ONBOARD COMPUTERS FOR STABILITY CALCULATIONS IACS NO. 97 RECOMMENDATION FOR UR S11.2.1.3, REV. 5 (June 2007) EQUIPMENT AND OUTFITS SHIPBOARD FITTINGS AND SUPPORTING HULL STRUCTURES ASSOCIATED WITH TOWING AND MOORING ON CONVENTIONAL VESSELS STRENGTHENING FOR NAVIGATION IN ICE GENERAL PROVISIONS SHELL PLATING AND DECKS SIDE FRAMING STEM AND STERN, TOWING AND STEERING ARRANGEMENTS ICE STRENGTHENING CLASS B DOUBLE HULL OIL TANKERS SHELL PLATING CONTAINER SHIPS LONGITUDINAL STRENGTH BOW SIDE STRUCTURE STRENGTHENING CONTAINER SECURING ARRANGEMENTS BULK CARRIERS GENERAL PROVISIONS BARGES GENERAL PROVISIONS LONGITUDINAL STRENGTH SHELL AND DECK PLATING HULL ENVELOPE FRAMING
3
Section 5 Appendix CHAPTER 14 Section 1 Section 2 Section 3 Section 4 Section 6 Section 7 Section 8
STRENGTHENING AT ENDS OF SHIP METHOD OF CHECKING TRANSVERSE STRENGTH OF PONTOON BARGES DREDGERS GENERAL PROVISIONS LONGITUDINAL STRENGTH SHELL ENVELOPE PLATING DECKS AND DECK FRAMING SIDE FRAMING BOTTOM STRENGTHENING FOR OPERATING AGROUND HOPPERS
PART THREE MACHINERY INSTALLATIONS CHAPTER 2 PUMPING AND PIPING SYSTEMS Section 5 CONNECTION OF PIPE LENGTHS, HEAT TREATMENT AND NON-DESTRUCTIVE TESTING Appendix 2 FLEXIBLE HOSES CHAPTER 5 PIPING SYSTEM FOR OIL TANKERS Section 2 CARGO HANDLING SYSTEM CHAPTER 6 BOILERS AND PRESSURE VESSELS Section 4 FITTINGS OF PRESSURE VESSELS Appendix 1 STRENGTH CALCULATION OF WATER TUBE BOILERS Appendix 4 STRENGTH CALCUALTION OF PRESSURE VESSELS Appendix 5 OPENINGS AND COMPENSATION CHAPTER 9 DIESEL ENGINES Section 1 GENERAL PROVISIONS Section 2 MATERIALS Section 7 FITTINGS Appendix 3 APPRAISAL OF CRANKSHAFT STRENGTH OF DIESEL ENGINES Appendix 7 TYPE TESTING PROCEDURE FOR CRANKCASE EXPLOSION RELIEF VALVES CHAPTER 11 SHAFTING AND PROPELLERS Section 2 SHAFTING Section 3 SHAFT TRANSMISSION UNITS CHAPTER 12 SHAFT VIBRATION AND ALIGNMENT Section 2 TORSIONAL VIBRATION Section 5 SHAFTING ALIGNMENT CHAPTER 13 STEERING GEAR AND WINDLASSES Section 2 WINDLASSES CHAPTER 14 STRENGTHENING FOR NAVIGATION IN ICE Section 1 GENERAL PROVISIONS Section 2 SHAFTING Section 3 PROPELLERS PART FOUR CHAPTER 2 Section 5 Section 16 ELECTRICAL INSTALLATIONS ELECTRICAL INSTALLATIONS IN SHIPS PROTECTION ADDITIONAL REQUIREMENTS FOR OIL TANKERS
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Section 18 CHAPTER 3 Section 2 Section 6 Section 10 PART SIX CHAPTER 2 Section 2 CHAPTER 3 Section 4 CHAPTER 4 Section 1 PART SEVEN CHAPTER 2 Appendix CHAPTER 4
ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS GOODS CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT ROTATING MACHINES POWER AND LIGHTING TRANSFORMERS OTHER ELECTRICAL EQUIPMENT FIRE PROTECTION, DETECTION AND EXTINCTION FIRE EXTINCTION SYSTEMS FIXED GAS FIRE-EXTINGUISHING SYSTEMS FIRE SAFETY MEASURES MISCELLANEOUS
INERT GAS SYSTEMS

GENERAL PROVISIONS AUTOMATION AND REMOTE CONTROL BASIC REQUIREMENTS GUIDELINES FOR APPLICATION AND INSPECTION OF ONBOARD COMPUTERS REQUIREMENTS FOR MACHINERY NOTATIONS OF CONSTANTLY ATTENDED MACHINERY SPACES ADDITIONAL REQUIREMENTS ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS GENERAL PROVISIONS ADDITIONAL REQUIREMENTS FOR SHIPS HAVING INDEPENDENT ICEBREAKING CAPABILITY GENERAL PROVISIONS SIDE FRAMING ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT CARRIERS CONSTRUCTION AND ARRANGEMENT OF SHIP BULK CARRIERS STRUCTURE (CSR) GENERAL PRINCIPLES APPLICATION GENERAL ARRANGEMENT DESIGN SUBDIVISION ARRANGEMENT STRUCTURAL DESIGN PRINCIPLES MATERIAL NET SCANTLING APPROACH LIMIT STATES CORROSION PROTECTION STRUCTURAL ARRANGEMENT PRINCIPLES DESIGN LOADS HULL GIRDER LOADS EXTERNAL PRESSURES INTERNAL PRESSURES AND FORCES
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PART EIGHT CHAPTER 3 Section 1 CHAPTER 9 Section 1 Section 4 CHAPTER 10 Section 2 PART TEN CHAPTER 1 Section 1 CHAPTER 2 Section 1 CHAPTER 3 Section 1 Section 2 Section 4 Section 5 Section 6 CHAPTER 4 Section 3 Section 5 Section 6
CHAPTER 5 Section 1 Appendix 1 CHAPTER 6 Section 1 Section 2 Section 3 Section 4 Appendix 1 CHAPTER 7 Section 2 Section 4 Appendix 2 CHAPTER 8 Section 2 Section 4 Section 5 Appendix 1 CHAPTER 9 Section 1 Section 2 Section 3 Section 5 CHAPTER 10 Section 3 Chapter 11 Section 1 Section 2
HULL GIRDER STRENGTH YIELDING CHECK HULL GIRDER ULTIMATE STRENGTH HULL SCANTLINGS PLATING ORDINARY STIFFENERS BUCKLING & ULTIMATE STRENGTH OF ORDINARY STIFFENERS AND STIFFENED PANELS PRIMARY SUPPORTING MEMBERS BUCKLING & ULTIMATE STRENGTH DIRECT STRENGTH ANALYSIS GLOBAL STRENGTH FE ANALYSIS OF CARGO HOLD STRUCTURE HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTH ASSESSMENT DISPLACEMENT BASED BUCKLING ASSESSMENT IN FINITE ELEMENT ANALYSIS FATIGUE CHECK OF STRUCTURAL DETAILS FATIGUE STRENGTH ASSESSMENT STRESS ASSESSMENT OF STIFFENERS STRESS ASSESSMENT OF HATCH CORNERS CROSS SECTIONAL PROPERTIES FOR TORSION OTHER STRUCTURES FORE PART AFT PART MACHINERY SPACE HATCH COVERS HULL OUTFITTING EQUIPMENT CONSTRUCTION AND TESTING CONSTRUCTION WELDING
PART ONE
PROVISIONS OF CLASSIFICATION
CHAPTER 2
SCOPE AND CONDITIONS OF CLASSIFICATION
Section 1
GENERAL PROVISIONS
In the existing paragraph 2.1.3.1, a new subparagraph (31) is added as follows: (31) Conditions of class are requirements to the effect that specific measures, repairs, surveys etc. are to be carried out within a specific time limit in order to retain class.
Section 3
CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS
A new paragraph 2.3.1.4 is added as follows: 2.3.1.4 For newbuildings which have been surveyed during construction according to the drawings approved by a classification society acceptable to CCS, the in the characters of classification is replaced by . A new sentence is added at the end of paragraph 2.3.2.1 as follows: Class notations may be divided into necessary notations and optional ones. In the existing paragraph 2.3.2.2, the word non-mandatory is replaced by optional. In the existing paragraph 2.3.2.5, the sentence Table B: correspond respectively to IA Super, IA, IB, IC in the Finnish-Swedish Ice Class Rules. is replaced by Table B: correspond respectively to IA Super, IA, IB, IC in the Finnish-Swedish Ice Class Rules and the amendments thereto.
Section 5
SUBMISSION AND EXAMINATION OF PLANS
The existing subparagraph 2.5.1.2(2) is replaced by the following: (2) The date of contract for construction of a series of vessels, including specified optional vessels for which the option is ultimately exercised, is the date on which the contract to build the series is signed between the prospective owner and the shipbuilder. For the purpose of this requirement, vessels built under a single contract for construction are considered a series of vessels if they are built to the same approved plans for classification purposes. However, vessels within a series may have design alterations from the original design provided: such alterations do not affect matters related to classification; or if the alterations are subject to classification requirements, these alterations are to comply with the classification requirements in effect on the date on which the alterations are contracted between the prospective owner and the shipbuilder or, in the absence of the alteration contract, comply with the classification requirements in effect on the date on which the alterations are submitted to CCS for
approval. The optional vessels will be considered part of the same series of vessels if the option is exercised not later than 1 year after the contract to build the series was signed. In the second sentence of paragraph 2.5.2.1, the words for sister ships or ships additionally constructed within one year in accordance with the approved plans are replaced by for a series of vessels or vessels to be additionally constructed within one year in accordance with the approved main structural plans.
Section 7
STATUTORY SERVICES
In the existing paragraph 2.7.2.1, a new item International Regulations for Preventing Collisions at Sea, 1972 is added.
Section 9
ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND REINSTATEMENT OF CLASS
A new paragraph 2.9.1.4 is added as follows: 2.9.1.4 CCS reserves the right to perform unscheduled surveys of the ship when CCS has reasonable cause to believe that the requirements of the Rules for various surveys are not being fully complied with. The notice for arranging an unscheduled survey will be sent in writing by CCS to the owner who is to promptly arrange the survey and has the obligation to pay the related expenses. In the existing subparagraph 2.9.2.1(4), a new item is added as follows: failure to permit the unscheduled surveys referred to in 2.9.1.4 above. A new subparagraph 2.9.2.1(6) is added as follows: (6) Where a ship has been detained following a Port State Control inspection on two occasions in one year or three occasions in two years, with serious deficiencies found, then the class will be liable to be suspended, at the discretion of CCS, and a corresponding note will be given in the Register of Ships. A new subparagraph 2.9.2.2(2) is added as follows: (2) Where a ship has been detained following a Port State Control inspection on two occasions in one year or three occasions in two years, with serious deficiencies found, then the class will also be liable to be canceled, at the discretion of CCS, and a corresponding note will be given in the Register of Ships.
Section 13
AVAILABILITY AND DISCLOSURE OF INFORMATION
The existing subparagraph 2.13.2.1(2) is replaced by the following:

The option means that an option for building additional ships to the same approved plans is given in the contract for construction signed between the owner and the shipbuilder. 8
(2) as required by IACS, the updated data related to the Register of Ships, the data of class suspension and survey status, and the information on failure incidents of ships are to be communicated to IACS;. A new paragraph 2.13.2.3 is added as follows: 2.13.2.3 Notwithstanding the general duty of confidentiality owed by CCS to its client in accordance with its Rules, CCS clients hereby accept that CCS will participate in IACS Early Warning System which requires each IACS Member and Associate to provide its fellow IACS Members and Associates with relevant technical information on serious failures of hull structure and engineering systems, as defined in the IACS Early Warning System (but not including any drawings relating to the ship which may be the specific property of another party), to enable such useful information to be shared and utilized to facilitate the proper working of IACS Early Warning System. CCS will provide its client with written details of such information upon sending the same to IACS Members and Associates.
Appendix 1
LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS
Appendix 1 is replaced by the following: Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS
Ships or machineries (including electrical installations) constructed or manufactured in accordance with relevant rules issued by CCS or other equivalent regulations accepted by it will be assigned appropriate class notations by CCS. CCS class notations in use for sea-going ships are listed in this Appendix for reference and application. General principles for identification of class notations are as follows: 1. Class notations are marked after characters of classification, where the notations for type of vessel, hull and service restriction, cargo, features, equipment, survey, etc. are marked after the characters CSA and the notations for automation and special equipment of machinery, machinery survey, environmental protection, refrigerated cargo installation, etc. are marked after the characters CSM. 2. The class notations for type of vessel, service restriction and special duties are necessary notations and are to be assigned together with characters of classification. 3. Where a class notation (other than those referred to in 2 above) assigned to a specific ship together with characters of classification is required by the rules to which the ship is subject, such notation is a necessary one for this ship, or an optional one. 4. Where multiple class notations for type of vessel are assigned, such individual notations are to be separated by the sign /, i.e. Offshore Tug/Supply ship; Ore/Bulk/Oil Carrier. 5. Any suffix to a class notation is to be bracketed and every two suffixes are to be separated by a comma ,, i.e.: Loading Computer (S, I); Suffix Class notation 6. Every two sets of class notations are to be separated by a semicolon ;. 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 vessel Table A
Service restriction Table B
Special duties Table C
Cargo Table D
Special features Table E
Automation Table F
Special equipment Table G
Special survey Table H
Environmental protection 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 CCS 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: CSA Bulk Carrier; CSR; Ice Class B; BC-A; Holds Nos. 2, 4 & 6 may be Empty; Strengthened for Heavy Cargoes; Grab (20); COMPASS (D, F), Loading Computer (S, I, G), ESP, In-Water Survey CSM AUT-0; SCM Type Notations
Class notation Description Ships 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, deck cargo ships, forest product carriers and wood chip carriers. Assignment of this notation is subject to compliance with survey requirements in Sec. 4, Ch.5 of this PART Self-propelled ships carrying solid cargo, other than general dry cargo ships. Type notations to be assigned according to name of product carried and X to be substituted by such name. Typical type notations are: Cement Carrier; Forest Product Carrier; Wood Chip Carrier; Deck Cargo Ship; Refrigerated Cargo Ship; Livestock Carrier Ships carrying more than 12 passengers Ships with multi-tier decks and double bottom, carrying vehicles or cargo in pallet form or in containers and loaded/unloaded by wheeled vehicles Ro-ro ships carrying more than 12 passengers Ro-ro ships carrying more than 12 passengers and capable of carrying trains Ships having a continuous deck and carrying passengers (without sleeping berths) and/or vehicles for regular voyages between two sides of straits or islands Ships carrying mainly dry cargo in bulk, normally constructed with single deck, topside tanks, hopper tanks and double bottom in cargo spaces, cargo holds bounded by side shell. For bulk carriers, of which all cargo holds are bounded by double side skin construction of not less than 1000 mm breadth at any location within the hold length, the notation Double Side Skin is to be added after their type notation and separated by a comma ,, i.e. Bulk Carrier, Double Side Skin Ships constructed with single deck, 2 longitudinal bulkheads and a double bottom throughout the cargo length area and intended primarily to carry ore cargoes in the centre holds only Tankers carrying fresh water 10
Table A
Technical requirements to be complied with
General Dry Cargo Ship
General dry cargo ships
Ch.2, Pt.2 of the Rules
X Carrier
X Ship
Ch.2, Pt.2 of the Rules and relevant requirements
Passenger Ship RO/RO Ship RO-RO Passenger Ship Train/RO-RO Passenger Ship Ferry
Passenger ships Ro-ro ships Ro-ro passenger ships Train and ro-ro passenger ships Ferries
Ch. 9, Pt. 2 of the Rules Ch. 9, Pt. 2 of the Rules Ch. 9, Pt. 2 of the Rules Ch. 9, Pt. 2 of the Rules Ch. 9, Pt. 2 of the Rules
Bulk Carrier
Bulk carriers
Ch. 8, Pt. 2 of the Rules
Ore Carrier Water Tanker
Ore carriers Water tankers
Ch. 16, Pt. 2 of the Rules Ch. 5 & 6, Pt .2 of the Rules
Class notation
Description Ships carrying crude oil or oil products, note to be added according to flash point of oil carried: flash point above 60: F.P. > 60 flash point up to 60: F.P. 60 For ships with distance between two hulls in compliance with the Rules, single deck and small-size hatches, carrying crude oil or oil products, the notation Double Hull may be added and separated by a comma ,, i.e. Oil Tanker, Double Hull Ships with single hull, single deck, 2 longitudinal bulkheads and double bottom, all or most of center holds used for carrying ore, side or side and some centre holds used for carrying oil Ships with double hull, single deck, double bottom, topside tanks and hopper tanks, carrying oil or dry bulk cargo (including ore) Ships having double bottom and double side skin construction with torsion box girders fitted at top sides, large deck openings, carrying containers, or as alternative, single side skin construction with double bottom and torsion box girders or equivalent structure Ships specially designed and constructed for carriage of commercial wheeled vehicles Ships having double bottom and double side skin construction with torsion box girders fitted at top sides, large deck openings, carrying containers, or as alternative, single side skin construction with double bottom and torsion box girders or equivalent structure, but no hatch covers for holds Dedicated log or timber carriers, provided with securing equipment, for which the notation Log Carrier may also be used Ships not provided with main propulsion machinery used for navigation purposes. Where such ships are dedicated to carriage of a specific cargo, they may be identified, as necessary, by the notation X Barge where X is the name of the specific cargo Barges carrying crude oil or oil products within holds Barges carrying chemicals within holds
Oil Tanker
Oil tankers
Ore/Oil Carrier Ore/Bulk/Oil Carrier
Ore/oil carriers Ore/bulk/oil carriers
Ch. 5, Ch. 6 & Ch. 16, Pt. 2 of the Rules Ch. 5, Ch. 6, Ch.8 & Ch. 16, Pt. 2 of the Rules
Container Ship
Container ships
Ch. 7, Pt. 2 of the Rules Guidelines for Hull Structure of Car Carriers Ch. 6, Pt. 8 of the Rules
Car Carrier Open-Top Container Ship
Car carriers Open-top container ships
Timber Carrier
Timber carriers
Ch. 2, Pt. 2 of the Rules and relevant requirements
Barge
Barges
Oil Barge Chemical Barge
Oil barges Chemical barges
Ch. 12, Pt. 2 of the Rules Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk Ch. 12, Pt. 2 of the Rules Ch. 12, Pt. 2 of the Rules and relevant requirements Ch. 2, Pt. 2 of the Rules Ch. 2, Pt. 2 of the Rules and relevant requirements Ch. 2, Pt. 2 of the Rules and relevant requirements Ch. 15, Pt. 2 of the Rules Ch. 10, Pt. 2 of the Rules
Gas Barge Pontoon Barge Launch Barge Barge Carrier Bridge Crane and Heavy Equipment Carrier Live Fish Carrier Semi-Submersible Vessel Tug
Gas barges Pontoon barges Launch barges Barge carriers Bridge crane carriers Live fish carriers Semi-submersible vessels Tugs
Barges carrying liquefied gases within holds Square barges carrying water-resistant cargoes on deck Barges dedicated to carriage of offshore jacket structures and for launching such jackets, which will be slid into water through trim of the barge by stern Dedicated cargo barge and heavy cargo carriers with large deck area General cargo ships with large deck area and dedicated to carriage of bridge cranes and other heavy equipment Ships fitted with live fish holds, provided with water cycling or exchanging, in some cases provided with devices for increasing oxygen, purifying water and reducing temperature, dedicated to carry live fish Ships capable of being semi-submersible when needed during loading and unloading or operation Ships fitted with towing equipment, dedicated to towing ships 11
Class notation
Description or other floating objects on water Ships similar as oil tankers, provided with cargo containment system, dedicated to carry liquid cargoes as listed in IBC Code. Chemical tankers constructed on or after 1 July 1986 and complying with IBC Code are to be assigned the following notations respectively, depending on the category of chemicals carried: Type 1: Carrying chemicals with very severe environmental and safety hazards, fitted with integral and independent tanks; Type 2: Carrying chemicals with appreciably severe environmental and safety hazards, fitted with integral and independent tanks; Type 3: Carrying chemicals with sufficiently severe environmental and safety hazards, fitted with integral and independent tanks. Chemical tankers constructed before 1 July 1986 and complying with BCH Code are to be assigned the notations of Type I/Type II/Type III respectively instead of Type 1/Type 2/Type 3 Ships provided with cargo containment system, dedicated to carry liquefied gases or other flammable liquid cargos as listed in IGC Code. Liquefied gas carriers constructed on or after 1 July 1986 and complying with IGC Code are to be assigned the following notations respectively, depending on the preventive measures to preclude the escape of cargo: Type 1G: Maximum preventive measures are required to preclude the escape of cargo; Type 2G: Significant preventive measures are required to preclude the escape of cargo; Type 2PG: For gas carriers of 150 m in length or less and significant preventive measures are required to preclude the escape of cargo, with a MARVS of 7 bar gauge and a cargo containment system design temperature of -55 or above; Type 3G: Moderate preventive measures are required to preclude the escape of cargo. Liquefied gas carriers constructed before 1 July 1986 and complying with GC Code are to be assigned the notations of Type IG/Type IIG/Type IIPG/ Type IIIG respectively instead of Type 1G/Type 2G/Type 2PG/ Type 3G Liquefied gas carriers dedicated to carrying liquefied petroleum gas. The notations Type 1G/Type 2G/Type 2PG/ Type 3G or Type IG/Type IIG/Type IIPG/ Type IIIG are to be added for preventive measures to preclude the escape of cargo, as stated in column Description for the notation Liquefied Gas Carrier Liquefied gas carriers dedicated to carrying liquefied natural gas. The notations Type 1G/Type 2G/Type 2PG/ Type 3G or Type IG/Type IIG/Type IIPG/ Type IIIG are to be added for preventive measures to preclude the escape of cargo, as stated in column Description for the notation Liquefied Gas Carrier Liquefied gas carriers dedicated to carrying compressed natural gas. The notations Type 1G/Type 2G/Type 2PG/ Type 3G or Type IG/Type IIG/Type IIPG/ Type IIIG are to be added for preventive measures to preclude the escape of cargo, as stated in column Description for the notation Liquefied Gas Carrier Liquefied gas carriers dedicated to carrying compressed CO2. The notations Type 1G/Type 2G/Type 2PG/ Type 3G or Type IG/Type IIG/Type IIPG/ Type IIIG are to be added for preventive measures to preclude the escape of cargo, as stated 12
Chemical Tanker
Chemical tankers
Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
Liquefied Gas Carrier
Liquefied gas carriers
Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
LPG Carrier
LPG carriers
Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
LNG Carrier
LNG carriers
CNG Carrier
CNG carriers
CO2 Carrier
CO2 Carriers
Class notation
Description in column Description for the notation Liquefied Gas Carrier For ships dedicated to carrying melted petroleum asphalt, this type notation is to be assigned and the following notations are to be added: for independent tanks: independent tank, or for integral tanks: Integral tank for maximum cargo temperature: Maximum Cargo Temperature for flash point above 60: F.P. > 60 Ships dedicated to supplying food, stores, etc. to installations and ships engaged in offshore operations Ships capable of operating as offshore supply ships and of towing operations Ships providing rescue operations and supporting services for mobile offshore drilling units or offshore oil/gas production facilities. Additional auxiliary functions such as fire fighting, towing, oil recovery, supply may be provided according to design purposes and multiple type notations may be assigned accordingly. For towing capacity fully complying with Chapter 10 of PART TWO, the notation Stand-by Ship/Tug may be assigned; and for towing capacity complying only with the requirements for towing arrangements in Chapter 10 of PART TWO, the suffix T may be added Ships fitted with buoyant boxes at bottom, both sides constructed as wing walls, for repairing hoisted ships Ships provided with cable laying machinery and other special equipment Ships provided with special equipment for laying pipes Tankers capable of carrying both chemicals and oil products Tugs with more than 3 functions such as supplying and fire fighting (to be clearly stated) N see description for the notation Fire Fighting Ship N Ships provided with fishing equipment Ships fitted with lifting appliances on deck, dedicated to hoisting operations on water. The notation Lifting Appliance is to be added Ships provided with equipment for salvaging sunken ships or other objects Ships engaged in rescue operations at sea for ships and crew in distress Barges fitted with pile driving equipment at end or centre of deck, dedicated to pile driving in water Ships fitted with dredging equipment, in general not operating independently Ships fitted with drag head and other dredging equipment Ships fitted with cutter head and other dredging equipment Ships fitted with bucket and other dredging equipment Ships fitted with one or more grab machines 13
Asphalt Carrier
Petroleum asphalt carriers
Offshore Supply Ship Offshore Tug/supply Ship
Offshore supply ships Offshore tug and supply ships
Ch. 11, Pt. 2 of the Rules Ch. 11, Pt.2 of the Rules
Stand-by Ship
Stand-by ships
Floating Dock Cable Layer Pipe Layer Chemical/Oil Tanker Tug/Offshore Supply Ship/Fire Fighting Ship N Fishing Vessel Floating Crane Salvage Ship Rescue Ship Pile Driving Barge Dredger Trailing Suction Hopper Dredger Cutter Suction Dredger Bucket Dredger Grab Dredger
Floating docks Cable layers Pipe layers Chemical/oil tankers Multi-purpose tugs Fishing vessels Floating cranes Salvage ships Rescue ships Pile-driving barges Dredgers Trailing suction dredgers Cutter suction dredgers Bucket dredgers Grab dredgers
Rules and Regulations for the Construction and Classification of Floating Docks Ch. 2, Pt. 2 of the Rules and relevant requirements Ch. 2 & 13, Pt. 2 of the Rules Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk Ch. 10 & 11, Pt. 2 /Ch. 1, Pt. 8 of the Rules Ch. 5, Pt. 8 of the Rules Ch. 13, Pt. 2 of the Rules, Rules for Lifting Appliances of Ships and Offshore Installations Ch. 13, Pt. 2 of the Rules and relevant requirements Ch. 2, Pt. 2 of the Rules and relevant requirements Ch. 12, Pt. 2 of the Rules and relevant requirements Ch. 14, Pt. 2 of the Rules
Class notation Dipper Dredger Cutter Wheel Dredger Reclamation Craft Split Hopper Dredger Hopper Barge Split Hopper Barge Wave Pierce Craft Air Cushion Vehicle Surface Effect Ship HSC Dipper dredgers Cutter wheel dredgers Reclamation craft Split hopper dredgers Hopper barges Split hopper Barges Wave-piercing craft Air cushion craft Surface effect craft
Description Ships fitted with dippers Ships fitted with cutter-wheel dredging apparatus Ships fitted with suction pipes, nozzles, etc. Ships with entire main hull being opened along longitudinal centerline for unloading Barges dedicated to carrying mud Barges with entire main hull being centerline for unloading A special type of catamaran 1) high speed craft with large aspect ratio and small waterplane area 2) High speed craft wholly supported by air cushion High speed craft with air cushion being wholly or partially maintained by submerged permanent hard structure High speed craft with upper parts of two parallel hulls being connected by strength framing High speed craft with one hull opened along longitudinal
Catamaran HSC Mono-Hull HSC
Catamaran craft Mono-hull craft
Hydrofoil Craft
Hydrofoil craft
SWATH-HSC SWATH
High speed small waterplane area twin hull craft Small waterplane area twin hull craft
Wing in Ground Craft
Wing-in-ground craft
HSC are ships with maximum speed not less than 3.70.1667 m/s. For passenger ships as defined in 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 special category spaces, the notation Ro-Ro Passenger A is to be added. 3) For passenger ships as defined in 2.1.3.1(19) of Rules for Construction and Classification of Sea-Going High Speed Craft, the service notation Passenger B is Ships supported completely to be added after type clear above water surface in notation and where such non-displacement mode by ships are fitted with hydrodynamic forces ro-ro spaces or special generated on foils category spaces, the notation Ro-Ro Passenger B is to be added. 4) For high speed cargo craft, the notation Cargo is to be added after type notation A special type of catamaran with small waterplane area, and with underwater portions of hulls being formed in shape of torpedo A special type of catamaran with small waterplane area, and with underwater portions of hulls being formed in shape of torpedo Ships, which are supported by using ground effect above the water or some other surface, without constant contact with such a surface and supported in the air, mainly, by an aerodynamic lift generated on a wing (wings) which are intended to utilize the ground effect action, must be assigned this type notation with one of following suffixes being added thereafter: A for craft certified for operation only in ground effect; 14
Rules for Construction and Classification of Sea-Going High Speed Craft
Rules for Construction of Small Waterplane Area Twin Hull Craft
Guidelines for Survey of Wing-in-Ground Craft
Class notation
Description B for craft certified to temporarily increase its altitude to a limited height beyond ground effect but not exceeding a certain distance
Passenger Boat Cargo Boat Passenger Submersible Craft Passenger Semi-submersible Craft Rigid Connection PB Combination Pusher
Passenger boats Cargo boats Submersible passenger craft Semi-submersible passenger craft
Passenger ships less than 20 m in length Cargo ships less than 20 m in length Self-propelled free submersibles transporting or carrying passengers and capable of underwater sightseeing Self-propelled free semi-submersibles transporting or carrying passengers and capable of underwater sightseeing, with some portion of their structure above water surface while submerging 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 A combination consisting of a pusher tug and a barge wherein the pusher tug is secured in the barge notch by mechanical means, allowing pitch between the tug and the barge in only one degree of freedom. The two vessels act as a single unit in a seaway and when disconnected from each other, both may moor or 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 is secured in the barge notch by mechanical means, allowing pitch between the tug and the barge in only one degree of freedom. The two vessels act as a single unit in a seaway and when disconnected from each other, both may moor or operate independently. The barge is a component part of the combination Dedicated to transporting aquatic products, characterized by using physical media such as ice, instead of refrigerating plant, for cold storage of aquatic products, with insulation layers fitted on inner surface of holds Pleasure motorboats not engaged in trade
Rules for Construction of Coastal Boats Rules for Construction of Coastal Boats Rules for the Construction and Classification of Diving Systems and Submersibles Standard(s) acceptable to CCS
Rigid combination: Pusher tug
Rigid Connection PB Combination Barge
Rigid combination: Barge
Articulated Connection PB Combination Pusher
Articulated combination: Pusher tug
Articulated Connection PB Combination Barge
Articulated combination: Barge
Aquatic Product Carrier Yacht
Aquatic product carriers Pleasure craft
Ch. 2, Pt. 2 of the Rules and relevant requirements Rules for Construction of Yachts
Service Restriction Notations

Class notation R1 R2 R3 XX XX service Service category 1 Service category 2 Service category 3 Specified route Description Within 200 (summer/tropical) or 100 (winter) n mile off the shore Within 20 (summer/tropical) or 10 (winter) n mile off the shore Working ships may be assigned service categories applicable for transit and operation respectively, e.g. R 2 Sheltered waters for Transiting or R 3 for Operation On specified route service, e.g. Shanghai Osaka Service 15
Table B
The Rules
Class notation service Greater Coastal Service Restriction
Description
Greater coastal service restriction
Coastal Service Restriction
Coastal service restriction
Sheltered Water Service Restriction
Sheltered water service restriction
Calm Water Service Restriction
Calm water service restriction
For craft engaged on voyages in the sea area within 200 nautical miles off the shore, which proceed in the course of a voyage for a time specified below, at operational speed from a place of refuge when fully laden: not more than 4 hr for passenger craft; not more than 8 hr for cargo craft For craft engaged on voyages in the sea area within 20 nautical miles off the shore, which proceed in the course of a voyage for a time specified below, at operational speed from a place of refuge when fully laden: not more than 4 hr for passenger craft; not more than 8 hr for cargo craft For craft engaged on voyages in the sea areas between islands and the shore and between islands with a distance of less than 10 n miles in between, which forms a comparatively good sheltered condition with a little wave, or within 10 nautical miles off the shore. Such craft do not proceed in the course of a voyage more than 2 hr at operational speed from the shore when fully laden, with wind force not exceeding Beaufort scale 6 and visual wave height not more than 2.0 m For craft engaged on voyages in the sea areas within 5 nautical miles off the shore. Such craft do not proceed in the course of a voyage more than 2 hr at operational speed from the shore when fully laden, with wind force not exceeding Beaufort scale 6 and visual wave height not more than 1.0 m Weather restriction for wing-in-ground craft, with N being one of the following: I: Significant wave height not exceeding 3.0 m and wind force not exceeding Beaufort scale 7 for the restricted service II: Significant wave height not exceeding 2.0 m and wind force not exceeding Beaufort scale 6 for the restricted service III: Significant wave height not exceeding 1.0 m and wind force not exceeding Beaufort scale 5 for the restricted service IV: Significant wave height not exceeding 0.5 m and wind force not exceeding Beaufort scale 4 for the restricted service Extreme ice conditions. Full load and ballast draughts fore and aft, ice strengthening and minimum main engine output to be stated in classification certificate Severe ice conditions. Full load and ballast draughts fore and aft, ice strengthening and minimum main engine output to be stated in classification certificate Intermediate ice conditions. Full load and ballast draughts fore and aft, ice strengthening and minimum main engine output to be stated in classification certificate Light ice conditions. Full load and ballast draughts fore and aft, ice strengthening and minimum main engine output to be stated in classification certificate Floating ice condition Restricted service area for dredgers Restricted service area for dredgers Restricted service area for dredgers
Rules for Construction and Classification of Sea-Going High Speed Craft Rules for Construction of Coastal Boats Rules for Construction and Classification of Sea-Going High Speed Craft Rules for Construction of Coastal Boats
Weather Restriction N
Weather restriction
Guidelines for Survey of Wing-in-Ground Craft
Ice Class B1* Ice Class B1 Ice Class B2 Ice Class B3 Ice Class B Dredging Within R3 Dredging Within R2 Dredging Within R1
Navigation in extreme ice conditions Navigation in severe ice conditions Navigation in intermediate ice conditions Navigation in light ice conditions Navigation in floating ice condition Operation within R3 service area Operation within R2 service area Operation within R1 service area
Ch. 4, Pt. 2/Ch. 14, Pt. 3 of the Rules Ch. 4, Pt. 2/Ch. 14, Pt. 3 of the Rules Ch. 4, Pt. 2/Ch. 14, Pt. 3 of the Rules Ch. 4, Pt. 2/Ch. 14, Pt. 3 of the Rules Ch. 4, Pt. 2/Ch. 14, Pt. 3 of the Rules Ch. 14, Pt. 2 of the Rules Ch. 14, Pt. 2 of the Rules Ch. 14, Pt. 2 of the Rules
16
Class notation
Description For ships capable of operating in Polar waters, N means one of the following: 1 - Year-round operation in all Polar waters 2 - Year-round operation in moderate multi-year ice conditions 3 - Year-round operation in second-year ice which may include multi-year ice inclusions 4 - Year-round operation in thick first-year ice which may include old ice inclusions 5 - Year-round operation in medium first-year ice which may include old ice inclusions 6 - Summer/autumn operation in medium first-year ice which may include old ice inclusions 7 - Summer/autumn operation in thin first-year ice which may include old ice inclusions
PCN
Operation in Polar waters
Special Duties Notations

Class notation Description Ships capable of fire fighting are to be assigned this notation, with N being one of the following: 1 for early stage fire fighting; 2 for large fire fighting; 3 for large or oil fire fighting. For ships provided with a water spraying system for delivering efficient cooling water spraying over all the exposed vertical surfaces of the hull so as to enable the ship to approach the burning object for fire-fighting and/or rescue purposes, the notation Water Spraying may be added after the above notation Ships dedicated to training of marine personnel Specialized in fish processing
Table C
Fire Fighting Ship N
Fire fighting ships of Grade N
Training Ship Fish-Factory Ship Research Ship
Training ships Fisheries processing ships Research ships
Ch. 2, Pt. 8 of the Rules Ch. 2, Pt. 8 of the Rules Ch. 2, Pt. 8 of the Rules
Oil Recovery Ship A or B
Traffic Ship Public Affair Ship
X Boat
Sewage Recovery Vessel
Ships specialized in marine research and study, survey, exploration, etc. are to be assigned this notation Ships provided with means for oil recovery, storage and discharge of recovered oil, and engaged on recovery of oil floating on sea with a flash point not exceeding 60 (closed cup test) and a Reid vapour pressure below atmospheric Oil recovery ships pressure, are to be assigned this notation, where: of category A or B A means being capable of operating within areas under influence of fire and explosion of spilling oil source; B means operating not within areas under influence of fire and explosion of spilling oil source For transporting personnel, but not as passenger transport Traffic ships service Ships owned or operated by the Government and used only Public affair ships for non-commercial services Ships dedicated to specific services. X is to be substituted by a specific service, e.g.: Pilot Boat: Ships dedicated to pilot service; Work boats Anchor Boat: Ships dedicated to operations related to anchoring and mooring; Light Boat: Ships dedicated to serving as navigational marks; Diving Boat: Work boats dedicated to diving operations Sewage recovery Ships dedicated to recovery of rubbish ships
Ch. 2, Pt. 2 of the Rules and relevant requirements Ch. 2, Pt. 2 of the Rules and relevant requirements
17
Cargo Notations
Class notation Description Bulk carriers are to be assigned this notation, provided they are designed to carry dry bulk cargoes of density 1.0 t/m3 and above; have specified holds empty at maximum draught; have BC-B requirements included in loading conditions Bulk carriers are to be assigned this notation, provided they are designed to carry dry bulk cargoes of density of 1.0 t/m3 and above; have all cargo holds loaded; have BC-C requirements included in loading conditions Bulk carriers are to be assigned this notation, provided they are designed to carry dry bulk cargoes of density less than 1.0 t/m3 This restriction is to be added after a harmonized notation if maximum cargo density is less than 3.0 t/m3, and maximum allowed cargo density is to be indicated in the brackets. This notation is applicable only to BC-A and BC-B The restriction (no MP) is to be added after a harmonized notation when the vessel has not been designed for loading and unloading in multiple ports in accordance with the Rules. This notation is applicable to all harmonized notations (BC-A, BC-B, BC-C) This notation is to be added after a harmonized notation if specified empty holds are allowed in design. The notation is applicable only to BC-A
Table D
BC-A
Harmonized notation BC-A
BC-B
Harmonized notation BC-B
BC-C Maximum Cargo Density (t/m3)
Harmonized notation BC-C Maximum cargo density (t/m3) No loading and unloading in multiple ports Combination of empty holds allowed
No MP Allowed combination of specified empty holds Holds Nos. may be Empty Max. Cargo Density kg/m3 Max. Pressure MPa Max. Cargo Temperature Max. Vapour Pressure MPa Minimum Cargo Temperature LG
Holds nos. For bulk carriers with specified or alternate holds empty, this Ch. 8, Pt. 2 of the Rules may be empty notation may be added Maximum cargo density kg/m3 Maximum pressure MPa Maximum Cargo Temperature Maximum vapour pressure MPa Minimum cargo temperature Reliquefaction of gas
For bulk chemical tankers, scantlings of structural members of cargo tanks are determined to the maximum design pressure, maximum temperature and maximum cargo density, in accordance with the characteristics of cargoes intended to be carried For liquefied gas carriers, scantlings of structural members of cargo tanks are determined to the maximum design pressure, material properties and minimum cargo temperature, in accordance with the characteristics of cargoes intended to be carried. Where fitted with reliquefaction or refrigeration equipment, the notation LG may be added
Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
Special Features Notations

Class notation Description Ships with longitudinal framing for strength deck and bottom within cargo area, and double bottom and strengthening for bottom framing within cargo area, may be assigned this notation For ships the design of which has been checked using CCS COMPASS-Structure software, one or more of following suffixes are to be added: R: For ships the check of which against rules has been performed using COMPASS Structure SDP; 18
Table E
Strengthened for Heavy Cargoes
Strengthened for heavy cargoes
COMPASS
COMPASS software
CCS COMPASS Computer Software System
ERS
Emergency response service
Icebreaking Bottom Strengthened for Operating Aground Grab (X)
Capable of breaking ice Bottom strengthened for operating aground Structural strengthening for loading/unloading by grabs Common structural rules Stainless steel Fitted with corrosion resistant lining
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 Upon prior ESR agreement between the owner and CCS and an electronic database for stability and structural strength of a ship, CCS will in case of emergency of the ship, e.g. collision at sea, grounding, oil spillage, etc. and at request of the owner, initiate an emergency response procedure to provide calculation and analysis for damage stability, structural strength and spillage, giving technical support to the ship in getting out of danger and recommendations to the owner/master in making final decision For ships not specially designed for icebreaking duties and navigating in first-year ice conditions, complying with the requirements for ice strengthening and having independent icebreaking capability, this notation is added before the type notation, e.g. Icebreaking Tug, Ice Class B1 Bottom of dredgers strengthened for operating aground Strengthening of inner bottom plating, lower strake of hopper tank sloping plate and transverse lower stool plating for holds designed for loading/unloading by grabs having a maximum weight up to tons For ships designed and constructed in accordance with common structural rules contained in PART NINE or PART TEN of CCS Rules, this notation is to be added after type notation Cargo spaces of bulk chemical tankers are constructed of stainless steel Cargo spaces of bulk chemical tankers are fitted with corrosion resistant lining 1. 2. 3. Notation PSPC (B) will be assigned to ships of which protective coatings applied in seawater ballast tanks are in compliance with IMO performance standard; Notation PSPC (D) will be assigned to ships of which protective coatings applied in double-skin spaces are in compliance with IMO performance standard; Notation PSPC (B, D) will be assigned to ships complying with both requirements above
Operational Guidelines for CCS Ship Emergency Response Service
Ch. 2, Pt. 2 or Ch. 12, Pt. 10 of the Rules
CSR Stainless Steel Lining with Corrosion Resistant Lining
Pt. 9, 10 of the Rules Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk Interim Guidelines for Implementation of IMO Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in All Types of Ships and Double-Skin Spaces of Bulk Carriers
PSPC
Protective coating
Machinery Notations
Class notation Machinery space periodically unattended Central control of machinery spaces Remote control from bridge Description Main propulsion machinery remotely controlled from BCS, machinery space including CCS periodically unattended Ships with this notation are to be provided with CCS and LCS. When machinery and electrical equipment are in normal operation, CCS is to be constantly attended by watch-keepers Main propulsion machinery remotely controlled from BCS, machinery spaces constantly attended by watch-keepers
Table F
Technical requirements to be complied with Ch. 3, Pt. 7 of the Rules Sec. 2, Ch. 4, Pt. 7 of the Rules Sec. 3, Ch. 4, Pt. 7 of the Rules
AUT-0 MCC BRC
19
DP-N
Dynamic positioning systems
Ships with dynamic positioning systems are to be assigned this notation, with N being one of the following: 1 - capable of keeping the position and heading of the ship under specified environmental conditions and in addition, independent, concentrated manual control of the ships position and automatic heading control are to be fitted. 2 - capable of automatically keeping the position and heading of the ship when single failure (excluding loss of a cabin or cabins) appears under specified environmental conditions and in specified operating fields. 3 - capable of automatically keeping the position and heading of the ship when any failure (including entire loss of a cabin caused by fire or flood) appears under specified environmental conditions and in specified operating fields Arrangement of bridge and wheelhouse together with navigational equipment and system are suitable for one man operating a ship at bridge
OMBO
One man bridge operation
Special Equipment Notations

Class notation Equipped with Container Securing Arrangement Emergency Towing Arrangements Container securing arrangements Emergency towing arrangements Description
Table G
Technical requirements to be complied with Appendix 1 of Ch. 7, Pt. 2 of the Rules Sec. 5, Ch. 3, Pt. 2 of the Rules
Ships other than container ships fitted with container securing arrangements may be assigned this notation Tankers provided with emergency towing arrangements are to be assigned this notation Ships provided with approved loading computers are to be assigned this notation, with one or more of suffixes S, I, G and D being added thereafter. Meanings of the suffixes are as follows: S: Capable of calculating and checking hull strength under various loading conditions I: Capable of calculating and checking intact stability G: Capable of calculating and checking stability of grain in bulk D: Capable of calculating and checking damage stability Note: S, I, G and D can operate both separately and together Mooring and transferring arrangements providing a connection between submarine pipelines and mooring ships (offshore floating units, oil tankers, etc.) and if necessary, transferring liquid cargo. Ships may be moored to such arrangements and moored ships can turn around the mooring point under environmental loading For ships provided with inert gas system. Note: IGS has the same meaning as Inert Gas System This notation may be added for ships fitted with crude oil washing system This notation may be added for ships fitted with clean ballast tanks This notation may be added for ships fitted with segregated ballast tanks. Where segregated ballast tanks are in a protective location, the notation PL is to be added after SBT For ships with areas and structures for takeoff and landing of helicopters, and storage, fire protection and oil supply facilities for helicopters, this notation may be added For ships fitted with electrical propulsion system, this 20
Loading Computer
Loading computers
Appendices 1 & 2 of Ch. 2, Pt. 2 of the Rules
Single Point Mooring
Single point mooring
Appendix A of Rules for the Construction and Classification of Offshore Single Point Mooring Installations Ch. 4, Pt. 6 of the Rules
IGS COW CBT SBT Helicopter Facilities Electrical
Inert gas systems Crude oil washing system Clean ballast tank Segregated ballast tank Helicopter facilities Electrical
Annex I to MARPOL 73/78 to be complied with, as appropriate
Sec. 18, Ch. 2, Pt. 2 & Ch. 5, Pt. 6 of the Rules Sec. 15, Ch. 2, Pt. 4 of the
Class notation Propulsion System LPG Fuel System Water Jet Units Z-propulsion propulsion systems Using liquefied petroleum gas as fuel Water jet units Z-propulsion system
Description notation may be added For ships using liquefied petroleum gas as fuel, this notation may be added For ships fitted with water jet units, this notation may be added For ships fitted with Z-propulsion system, this notation may be added This notation is assigned to those ships not fitted with propulsion equipment used for main propulsion purposes or those ships fitted with propulsion machinery used only for purposes such as lateral thrusting, operational actions or auxiliary propulsion during tugging, and is to be added after the type notation. In case of a type notation indicating that the ship is not self-propelling, e.g. Barge, Oil Barge, Pontoon Barge, Floating Dock, Hopper Barge, Split Hopper Barge, this notation need not be added For ships fitted with conveyors for cargo handling and capable of self-loading or self-unloading, this notation may be added. In the case of cement carriers fitted with compression-operated cargo handling system, this notation may be replaced by the notation Air Slid Conveyer System, as necessary For ships fitted with systems for control of vapour emission from tanks in compliance with the Rules (excluding requirements for VCS-T) , this notation may be added For ships fitted with systems for control of vapour emission from tanks in compliance with the Rules, this notation may be added For ships fitted with auxiliary propelling/maneuvering units which are intended not for navigation purposes, but only for locally adjusting operation position of the ship, this notation may be added Marine lifting appliances. This notation is to be added together with the notation Floating Crane for floating cranes and upon request, for other ships
Technical requirements to be complied with Rules Standard(s) acceptable to CCS Standard(s) acceptable to CCS Standard(s) acceptable to CCS
Non-propulsion
No propulsion machinery
Cargo Handling by Conveyer System
Self-unloading systems
Standard(s) acceptable to CCS
VCS VCS-T Auxiliary Propelling/ Maneuvering Units Lifting Appliance
Vapour control systems Vapour control systems transfer Auxiliary propelling/ maneuvering units Lifting appliances
Ch. 15, Pt. 3 of the Rules Ch. 15, Pt. 3 of the Rules Standard(s) acceptable to CCS Rules for Lifting Appliances of Ships and Offshore Installations
Special Survey Notations

Class notation Enhanced survey programme In-water survey Description For oil tankers, oil/bulk carriers, oil/bulk/ore carriers, chemical tankers, bulk carriers subject to ESP, this notation is to be added after type notation For ships suitable for in-water surveys in lieu of examinations of the outside of their bottom and related items in dry dock, this notation may be assigned Where continuous survey system for hull is adopted in lieu of special survey and items required in special survey are to be surveyed in regular rotation with uniform annual share within the five-year class period, this notation may be assigned and applies to ships other than general dry cargo ships, oil tankers, combination carriers, chemical tankers and bulk carriers only Where continuous survey system for machinery is adopted in lieu of special survey and items required in special survey are to be surveyed in regular rotation with uniform annual share within the five-year class period, this notation may be assigned This notation may be assigned to oil-lubricated propeller shafts fitted with approved oil glands and complying with 21
Table H
Technical requirements to be complied with Ch. 5, Pt. 1 of the Rules Ch. 12, Pt. 8 of the Rules
ESP In-Water Survey
CHS
Continuous hull survey
CMS
Continuous machinery survey Screwshaft condition
Ch. 5, Pt. 1 of the Rules Sec. 12 and Appendix 14 Guidelines for
SCM
Class notation monitoring
Description Appendix 14 Guidelines for Screwshaft Monitoring System of Ch. 5, Pt. 1 of the Rules Condition
Technical requirements to be complied with Screwshaft Condition Monitoring System of Ch. 5, Pt. 1 of the Rules
ECM
Diesel engine lube oil condition monitoring
This notation may be assigned to ships having lubricating oil condition monitoring system of diesel engines and complying with Appendix 15 Guidelines for Lubricating Oil Condition Monitoring System of Diesel Engines of Ch. 5, Pt. 1 of the Rules. Lubricating oil analysis is to cover lubricating oil in use for cylinders, pistons, piston rings, piston rods, piston pins, crossheads, crosshead pins, guides, crankshafts and all bearings, connecting rods, piston rod stuffing boxes. Results of the analysis is to be used to determine whether an overhaul is necessary analyzed through lube oil according to and other parameters This notation may be assigned to ships for which CCS-approved PMS is adopted as an alternative to special or continuous (if adopted) survey of machinery and electrical installations
Appendix 15 Guidelines for Lubricating Oil Condition Monitoring System of Diesel Engines of Ch. 5, Pt. 1 of the Rules
PMS
Planned maintenance scheme (PMS) for machinery
Appendix 16 Guidelines for Survey of Planned Maintenance Scheme (PMS) for Machinery of Ch. 5, Pt. 1 of the Rules
Environmental Protection Notations

Class notation Description This notation may be assigned to ships complying with relevant requirements for pollution-preventing structures, equipment and operational procedures in CCS rules, in addition to statutory requirements for pollution prevention This notation may be assigned to ships having an aggregate oil fuel capacity of less than 600 m3, with oil fuel tanks being located as required This notation may be assigned to ships having control of drainage from laundry, bathroom, galley, accommodation and fitted with a grey water holding tank of required capacity, high level alarm and a sewage disposal system with required processing capacity NOX emission from diesel engines is to comply with following criteria: total weighted value of NOX emissions is not to exceed 60 percent of the total weighted NOx emission limits specified in MARPOL Annex VI, Regulation 13; 10.2 g/kWh for n < 130 r/min; 27.0 n(-0.2) g/kWh for 130 r/min n < 2000r/min; 5.9 g/kWh for 2000 r/min n This notation may be assigned to ships with sulphur content of all oil fuels used on board being less than 1.0% m/m This notation may be assigned to ships, of which all refrigerants used are to have an Ozone Depleting Potential (ODP) rating of zero and a Global Warming Potential (GWP) of less than 2000 This notation may be assigned to ships, of which anti-fouling system is not to contain any organic compound acting as biocide 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) For ships implementing approved ballast water management plan on board, one of the following suffixes is to be added according to the basis on which the plan has been developed: MEPC.127(53): Resolution MEPC.127(53) Guidelines for 22
Table I
Technical requirements to be complied with Sec.2, Ch. 8, Pt. 8 of the Rules
Clean
Clean Fuel oil tank protection Gray water control
FTP
GWC
NEC
NOX emission control
Sec. 3, Ch. 8, Pt. 8 of the Rules
SEC RSC
SOX emission control Refrigeration system control Anti-fouling system Green passport for recycling Ballast Water Management Plan
AFS GPR
BWMP
Guidelines for Development of Ships Ballast Water Management Plan (2006)
Ballast Water Management and Development of Ballast Water Management Plans; IMO A.868(20)
Refrigerated Cargo Installation Notations

Class notation CRS (Hold , Max. Sea Water) CF QF CRC ( holds), AC f/WC Description For ships fitted with refrigerated cargo installations, this notation is to be added after type notation, and minimum Refrigerated cargo temperature(s) to be maintained by the installation at maximum sea water temperature stated and cargo area covered by the minimum temperature(s) are to be stated Preservation of For refrigerated installations for cargo fruits, this notation is fruit to be added For refrigerated cargo installations having a quick-freezing Quick freezing capability for fishing vessels, this notation is to be added For container ships capable of carrying refrigerated containers Carriage of in holds, this notation may be added, where: refrigerated AC Air-cooled refrigerated containers containers in f simultaneity factor for refrigerating plant holds WC Water-cooled refrigerated containers
Table J
Pt. 5 of the Rules Ch. 4, Pt. 5 of the Rules
Pt. 5 of the Rules
23
CHAPTER 3
INSPECTIONS OF PRODUCTS
Appendix 1
LIST OF CERTIFICATION AND INSPECTION REQUIREMENTS FOR CLASSED MARINE PRODUCTS
The List is amended as follows:

No. Product name Document C/E 8.28 Isolating switch O W X Unit/batch inspection (Components or products) A X T M S Approval mode DA TA-B TA-A WA O X O Type Approval Certificate to be provided for W Remarks
8.31 8.32 8.37 8.39
Insulation test equipment Engineers call bell Alarm indicator post (panel) Master controller
X X X X
X X X X
X X X X
X X X X
O O O O
X X X X
O O O O
Appendix 3 LIST OF CERTIFICATION AND INSPECTION REQUIREMENTS FOR LIFTING APPLIANCES
In line No. 1, the words (safe work load of over 1,000 kg) are deleted.
24
CHAPTER 4
SURVEYS DURING CONSTRUCTION
Section 3
TIGHTNESS TESTING OF COMPARTMENTS
In Table 4.3.4.2(1), Note is deleted.
Section 4
DOCUMENTATION
A new paragraph 4.4.1.3 is added as follows: 4.4.1.3 The shipyard is to submit the as-built construction drawings referred to in paragraph 4.4.2.2 of this Section to the Surveyor for confirming compliance with paragraph 4.4.2.1. The existing paragraph 4.4.2.7 is replaced by the following: 4.4.2.7 CCS is to, at least during the period in which the ship is classed with CCS, maintain the drawings and documentation referred to in paragraphs 4.4.2.1, 4.4.2.2, 4.4.2.3 and 4.4.2.5 that are related to the classification management of the ship.
Appendix 1 HULL SURVEY FOR NEW CONSTRUCTION In the existing paragraph 10.2, a new subparagraph (10) is added as follows: (10) Coating technical documents (for ships implementing Guidelines for Implementation of IMO Performance Standard for Protective Coatings for Dedicated Seawater Ballast Tanks in All Types of Ships and Double-Side Skin Spaces of Bulk Carriers and/or ships having PSPC notation.
25
CHAPTER 5
SURVEYS AFTER CONSTRUCTION
Section 1
GENERAL PROVISIONS
In the existing paragraph 5.1.1.1, a new sentence is added at the end as follows: Such surveys may be extended by CCS Surveyors at their professional judgement, and the owner is to provide appropriate survey conditions and make arrangements accordingly and has the obligation to pay the expenses related to extending the surveys. In the existing subparagraph 5.1.5.1(2), the words including holds and tanks are replaced by including holds, tanks, cofferdams and void spaces bounding cargo holds, decks and the outer hull. In the existing paragraph 5.1.5.1, a new subparagraph (17) is added as follows: (17) Extensive corrosion is an extent of corrosion consisting of hard and/or loose scale, including pitting, over 70% or more of the area under consideration, accompanied by evidence of thickness diminution. The existing subparagraph 5.1.6.1(2) is replaced by the following: (2) Tanks and spaces are to be safe for access. Tanks and spaces are to be gas free and properly ventilated. Prior to entering a tank, void or enclosed space, it is to be verified that the atmosphere in that space is free from hazardous gas and contains sufficient oxygen. In the existing subparagraph 5.1.6.1(3), the words as well as the condition of the coating are inserted after the words structural deterioration at the end of the first sentence. In the existing subparagraph 5.1.6.1(4), the words as well as the condition of the coating are added after the words structural deterioration. In item of subparagraph 5.1.6.2(2), the words (for close-up survey of bulk carriers only) are deleted. In the existing subparagraph 5.1.6.4(3), the first and the third sentences are deleted. In the existing subparagraph 5.1.6.4(4), the words at the sole discretion of the Surveyor are replaced by with the agreement of the Surveyor and the words or applicable holds are inserted between tanks and by means of. The existing subparagraph 5.1.6.5(2) is replaced by the following: (2) In developing the survey programme, the following documentation is to be collected, as appropriate, with a view to reasonably selecting tanks, areas, and structural elements to be examined: survey status and basic ship information; documentation on board, as described in 5.1.7.2 and 5.1.7.3; main structural plans (scantlings drawings), including information regarding use of high-tensile steels (HTS); relevant previous survey and inspection reports from both CCS and the owner;
26
information regarding the use of the ships holds and tanks, typical cargoes and other relevant data; information regarding corrosion protection level of the newbuilding; information regarding the relevant maintenance level during operation Executive Hull Summary (for oil tankers); relevant previous damage and repair history (for oil tankers); cargo and ballast history for the last 3 years, including carriage of cargo under heated conditions (for oil tankers); 11 details of the inert gas plant and tank cleaning procedures (for oil tankers); 12 information and other relevant data regarding conversion or modification of the ships cargo and ballast tanks since the time of construction (for oil tankers); 13 description and history of the coating and corrosion protection system, if any (for oil tankers); 14 inspections by the owners personnel during the last 3 years with reference to structural deterioration in general, leakages in tank boundaries and piping and condition of the coating and corrosion protection system, if any (for oil tankers); 15 information regarding the relevant maintenance level during operation, including port state control reports of inspection containing hull related deficiencies, Safety Management System non-conformities relating to hull maintenance and the associated corrective action(s) (for oil tankers); and 16 any other information that will help identify suspect areas and critical structural areas (for oil tankers).
11 is renumbered as 12 and new items 11 and 13 are In the existing subparagraph 5.1.6.5(3), the item added as follows: 11 identification of the thickness measurement company (for oil tankers); 13 critical structural areas and suspect areas, where relevant (for oil tankers).
A new subparagraph 5.1.9.1(5) is added as follows: (5) In all cases the extent of the thickness measurements is to be sufficient as to represent the actual average condition.
Section 2
TYPES AND PERIODS OF SURVEYS
A new paragraph 5.2.2.2 is added as follows: 5.2.2.2 Concurrent crediting to both intermediate survey and special survey for surveys and thickness measurements of spaces are not acceptable. A new paragraph 5.2.4.5 is added as follows: 5.2.4.5 Concurrent crediting to both intermediate survey and special survey for surveys and thickness measurements of spaces are not acceptable. The existing paragraph 5.2.4.5 is renumbered as 5.2.4.6. In item of subparagraph 5.2.9.1(1), the word condition is inserted between the word lay-up and the word survey.
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The existing subparagraphs 5.2.9.1(2) and (3) are replaced by the following: (2) Where a maintenance scheme agreed by CCS is available for a ship being laid up for a period beyond due date of the special classification survey, all surveys after construction which fall due during lay-up will then be held in abeyance until it is reactivated, subject to satisfactory completion of the annual lay-up condition survey stated in (1) above. (3) At request of the owner and as determined by CCS, part or all of surveys after construction may be carried out for a laid-up ship, with particular attention being given to the scope and date of the surveys. Such surveys may be taken into account for determining the scope of a reactivation survey and/or determining the due date of next survey of the same type after construction. At the end of both subparagraphs 5.2.9.2(1) and 5.2.9.3(1), the following sentence is added: The scope and requirements of the survey are to comply with relevant provisions of Appendix 21 of this PART. The existing paragraph 5.2.9.4 is replaced by the following: 5.2.9.4 Reactivation surveys (1) The owner is to inform CCS of termination of the lay-up period and apply for the following surveys prior to reactivation of the ship: an occasional survey, the scope of which depends on the duration of the lay-up period and the surveys carried out during the lay-up period; all other surveys after construction that are being held in abeyance according to 5.2.9.1(2), taking into account the requirements of 5.2.9.1(3). (2) Where the date of reactivation is beyond the original due date of the special survey which is held in abeyance according to 5.2.9.1(2), and where surveys have been carried out according to 5.2.9.4(1), a complete special survey is to be carried out prior to the reactivation. Those items which have been surveyed in compliance with the special classification survey requirements within 15 months preceding the reactivation may be credited. (3) Upon satisfactory completion of the survey, the classification certificate is to be endorsed to the effect that the ship is reactivated.
Section 3
RETROSPECTIVE REQUIREMENTS FOR EXISTING SHIPS
The existing paragraph 5.3.4.7 is replaced by the following: 5.3.4.7 Requirements for the fitting of a forecastle (1) Application: All bulk carriers (including ore carriers and combination carriers) which are contracted for construction on or after 1 January 2004, as defined in Appendix 2, Chapter 2 of this PART. (2) Technical requirements: Section 13, Chapter 8 of PART TWO of the Rules is to be complied with. The existing paragraph 5.3.6 is replaced by the following: 5.3.6 Loading instruments 5.3.6.1 Loading instruments for strength calculation (1) Application: Type I ships of 100 m or over in length, as defined in 2.2.8 of Section 2, Chapter 2 of PART TWO
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of the Rules, bulk carriers (including ore carriers and combination carriers) of 150 m or over in length, as defined in 2.2.8 of Section 2, Chapter 2 of PART TWO of the Rules. (2) Schedule for compliance: bulk carriers (including ore carriers and combination carriers) of 150 m or over in length and contracted for construction before 1 July 1998 are to be fitted with loading instruments not later than the date of delivery or 1 January 1999, whichever is later; ships contracted for construction on or after 1 July 1998 are to be fitted with loading instruments before the date of delivery. (3) Technical requirements: 2.2.8 of Section 2, Chapter 2 and Appendix 1, Chapter 2 of PART TWO of the Rules are to be complied with. 5.3.6.2 Loading instruments for providing intact stability information (1) Application: All bulk carriers less than 150 m in length and constructed on or after 1 July 2006. (2) Technical requirements: 1.9.1.3 of Section 9, Chapter 1 of PART TWO of the Rules is to be complied with. 5.3.6.3 Onboard computers for stability calculations (1) Application: All ships contracted for construction on or after 1 July 2005 and fitted with computers for stability calculations. (2) Technical requirements: 1.9.1.4 of Section 9, Chapter 1 of PART TWO of the Rules is to be complied with. A new paragraph 5.3.8 is added as follows: 5.3.8 Watertightness of chain lockers (1) Application: Ships of 24 m or over in length, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2003. (2) Technical requirements: 1.12.10.4 of Section 12, Chapter 1 of PART TWO of the Rules is to be complied with. A new paragraph 5.3.9 is added as follows: 5.3.9 Ice class draught mark of ships intended for navigation in ice 5.3.9.1 Marking of warning triangle and ice class draught (1) Application: Ships having class notations of Ice Class B1* to B3. (2) Schedule for compliance: Ships constructed on or after 1 July 2007, of which the summer load line in fresh water is located at a higher level than the upper ice waterline (UIWL), are to comply with the requirements of this paragraph before the date of delivery. Ships constructed before 1 July 2007, of which the summer load line in fresh water is located below the upper ice waterline (UIWL), are to comply with the requirements of this paragraph not later than the first scheduled dry docking after 1 July 2007. (3) Technical requirements: The ships sides are to be provided with a warning triangle and with an ice class draught mark at the maximum permissible ice class draught amidships, in accordance with 1.11.4 of Section 11, Chapter 1 of PART TWO of the Rules. 5.3.9.2 Documentation and certification requirements regarding ice class draught (1) Application: Ships having class notations of Ice Class B1* to B3.
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(2) Schedule for compliance: The requirements of this paragraph are to be complied with not later than 1 July 2007 or the date of subsequent renewal of the classification certificate. (3) Technical requirements: 4.1.1.8 of Section 1, Chapter 4 of PART TWO of the Rules.
Section 4
HULL AND EQUIPMENT SURVEYS
In the existing subparagraph 5.4.2.2(2), item is replaced by the following: checking, in general, that the strength of the hull remains in compliance with rules; In the existing subparagraph 5.4.2.2(2), item is replaced by the following: examining the superstructure end bulkheads and the openings with their closing appliances therein; In item of subparagraph 5.4.2.2(6), the words the closure of the funnel and ventilation openings are replaced by the closure of ventilation openings of the space enclosing the funnel. In items and of subparagraph 5.4.3.2(3), the words water ballast are replaced by salt water ballast. In the existing subparagraph 5.4.4.2(8), the words cargo holds, cofferdams, are deleted.
Section 6
ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF OIL TANKERS
The existing subparagraph 5.6.2.5(8) is replaced by the following: (8) Examination of emergency lighting in all cargo pump rooms and for oil tankers constructed after 1 July 2002, checking interlock between lighting supplied by main power and ventilation. The existing subparagraph 5.6.2.6(2) is deleted. Item of subparagraph 5.6.3.2(2) is deleted. Item of subparagraph 5.6.4.2(2) is deleted.
Section 7
ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF BULK CARRIERS
In the existing subparagraph 5.7.1.1(1), the reference to 5.1.5.3(4) is replaced by 5.1.5.3(2). In the existing subparagraph 5.7.1.1(7), the words bulk carriers constructed before 1 July 1998 are replaced by existing bulk carriers.
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The text of the existing paragraph 5.7.1.2 is replaced by the following: Except as stated otherwise, the requirements regarding double skin bulk carriers in this Section apply to double side skin bulk carriers and bulk carriers of which the distance between inner hull and outer hull is less than 1,000 mm, as required by Chapter 8 of PART TWO of the Rules. In the existing subparagraph 5.7.2.1(1), the words weather deck are inserted between the words hull, and hatch covers. In the existing subparagraphs 5.7.2.3(4), the second sentence is deleted. In the existing subparagraph 5.7.2.3(6), the words , including close-up survey are inserted after the words coaming tops. In sub-item d. of subparagraph 5.7.2.4(1), the words (as required by 1.6.1.3 of Chapter 1, PART TWO of the Rules) are inserted after the words protective coating. In item of subparagraph 5.7.2.4(1), a new sub-item e. is added as follows: e. All piping and penetrations in cargo holds, including overboard piping, are to be examined. In item of subparagraph 5.7.2.4(1), a new sub-item c. is added as follows: c. All piping and penetrations in cargo holds, including overboard piping, are to be examined. In the existing paragraph 5.7.3, Note is deleted. In sub-item d. of paragraph 5.7.3.2, the word examined is replaced by subjected to overall and close-up surveys. In sub-item a.(d) of paragraph 5.7.3.2, the first half of the sentence is replaced by Where the hard protective coating (as required by 1.6.1.3 of Chapter 1, PART TWO of the Rules) in cargo holds is found to be in GOOD condition,. In item b. of paragraph 5.7.3.2, a new sub-item (d) is added as follows: (d) Where the protective coating in cargo holds (as required by 1.6.1.3 of Chapter 1, PART TWO of the Rules) is found to be in GOOD condition, the extent of close-up surveys and thickness measurements may be specially considered. Prior to the coating of cargo holds, scantlings should be ascertained in the presence of the Surveyor. In the existing subparagraph 5.7.4.3(1), the words , in addition to all hatch covers and coamings are added at the end of the sentence, before full stop. Sub-item (2) of paragraph 5.7.4.4 is replaced by the following: The minimum requirements for close-up surveys at special survey of double skin bulk carriers are given in Table 5.7.4.4(2).
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Sub-item (2) of paragraph 5.7.4.4 is replaced by the following: The minimum requirements for close-up surveys at special survey of ore carriers are given in Table 5.7.4.4(2). The words , Excluding Ore Carriers are added at the end of the heading of Table 5.7.4.4(2). A new Table 5.7.4.4(2) is added as follows: Minimum Requirements for Close-Up Survey at Special Hull Survey of Ore Carriers Table 5.7.4.4(2)
Special Survey No. 1 Age = 5 One web frame ring complete including adjacent structural members in a ballast wing tank (A) One transverse bulkhead lower part - including girder system and adjacent structural members - in a ballast tank (A) Special Survey No. 2 5 < Age = 10 All web frame rings complete including adjacent structural members in a ballast wing tank (A) One deck transverse including adjacent deck structural members in each remaining ballast tank (A) Forward and aft transverse bulkheads complete including girder system and adjacent structural members - in a ballast wing tank (A) Special Survey No. 3 10 < Age = 15 All web frame rings complete including adjacent structural members in each ballast tank (A) All transverse bulkheads complete including girder system and adjacent structural members - in each ballast tank (A) One web frame ring complete including adjacent structural members in each wing void space (A) Special Survey No. 4 and subsequent Age > 15 As for Special Survey for age from 10 to 15 years
One transverse bulkhead Additional web frame rings lower part - including girder in void spaces as deemed system and adjacent necessary by CCS (A) structural members - in each remaining ballast tank (A) Two selected cargo hold One transverse bulkhead in All cargo hold transverse Areas (C) - (E) as for age transverse bulkheads, each cargo hold, including bulkheads, including internal interval 10 to 15 years including internal structure internal structure of upper structure of upper and lower of upper and lower stools, and lower stools, where stools, where fitted (C) where fitted (C) fitted (C) All cargo hold hatch covers All cargo hold hatch covers All cargo hold hatch covers and coamings (plating and and coamings (plating and and coamings (plating and stiffeners) (D) stiffeners) (D) stiffeners) (D) All deck plating and under All deck plating and under deck structure inside line of deck structure inside line of hatch openings between all hatch openings between all cargo hold hatches (E) cargo hold hatches (E) (A), (C), (D) and (E) are areas to be subjected to close-up surveys and thickness measurements (see Figure 5.7.4.4(2)). (A): Transverse web frame or watertight transverse bulkhead in ballast wing tanks and void spaces. In fore and aft peak tanks transverse web frame means a complete transverse web frame ring including adjacent structural members (C): Cargo hold transverse bulkheads plating, stiffeners and girders (D): Cargo hold hatch covers and coamings (E): Deck plating and under deck structure inside line of hatch openings between cargo hold hatches Note: Close-up survey of transverse bulkheads to be carried out at four levels: Level (a): Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships without lower stool; Level (b): Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately above the line of the shedder plates; Level (c): About mid-height of the bulkhead; Level (d): Immediately below the upper deck plating and immediately adjacent to the upper wing tank, and immediately below the upper stool shelf plate for those ships fitted with upper stools, or immediately below the topside tanks 32
In Table 5.7.4.5(1), the words Selected wind and water strakes outside the cargo length area are added in line 3 of column Special Survey No. 2.
Section 14
INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT UNDER THE SUPERVISION OF CCS
A new paragraph 5.14.1.3 is added as follows: 5.14.1.3 Whenever CCS is requested by an owner to accept a vessel (which has been surveyed by an IACS member, as described in 5.14.1.1(2)) into class (also referred to as transfer of class), CCS is to immediately notify the owner in writing that: (1) the relevant surveys specified in 5.14.3.1 are required to be satisfactorily completed for entry into class; (2) for vessels less than 15 years of age, an Interim Certificate of Class can be issued only after CCS has completed: all overdue surveys; and all overdue recommendations/conditions of class previously issued against the vessel as specified to the owner by the losing Society; (3) for vessels 15 years of age and over, an Interim Certificate of Class can be issued only after confirmation by CCS that the losing Society has completed: all overdue surveys; and all overdue recommendations/conditions of class previously issued against the vessel; (4) any outstanding recommendations/conditions of class are to be dealt with by their due dates; (5) the principles given in items (1), (2) and (3) above apply to any additional recommendations/conditions of class issued against the vessel arising from surveys which were not included in the initial survey status provided by the losing Society because the surveys were carried out in close proximity to the request for transfer of class. Such additional recommendations/conditions of class if received after the issuance of the Interim Certificate of Class by CCS and which are overdue are to be dealt with at the first port of call by the relevant Society depending on the age of the vessel; (6) copies of the plans listed in this Section are to be provided to CCS as a prerequisite to obtaining a full term Class Certificate. Sub-items c., d., e. and f. of subparagraph 5.14.3.1(1) are deleted, and new sub-items c. and d. are added as follows: c. When repair and survey facilities are not available in the first port of initial classification survey (also referred to as survey for transfer of class) required by 5.14.3.1(1), the survey may be carried out stepwise and CCS may allow the vessel to undertake a direct voyage to a port where such facilities are available to complete all surveys required. Such surveys are to be carried out by CCS or the losing Society, to the maximum extent practicable at the first port of survey, but in no case less than the scope of annual hull survey and additional machinery surveys as required in 5.14.3.1(1)b. d. The surveys for transfer of class may be carried out in conjunction with required periodical surveys after construction. Where such surveys are not carried out in conjunction with periodical classification surveys related, the conditions of class which are not overdue and required to be completed in conjunction with periodical surveys need not be completed at surveys for transfer of class.
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Sub-items g. and h. of subparagraph 5.14.3.1(1) are reordered as e. and f. New sub-items a.(g) and (h) are added in item of subparagraph 5.14.3.1(1) as follows: (g) Consideration may be given by CCS to the acceptance of thickness measurements taken by the losing Society, provided they cover the scope required for transfer of class surveys and were carried out within the applicable survey window, the thickness measurements are reviewed by CCS for compliance with the applicable survey requirements, and confirmatory gaugings are taken to the satisfaction of CCS. (h) Where the surveys for transfer of class are not carried out in conjunction with periodical surveys, and unless deemed necessary by the Surveyor, a tank testing (if applicable) for vessels over 15 years of age is not required. b compliance with rules (e.g. 5.3.5 of Section 3 of this Chapter) that require compliance at the forthcoming due periodical surveys need not be carried out/completed at surveys for transfer of class.
Section 15
OTHER SURVEYS
In the existing subparagraph 5.15.3.2(3), the last sentence is replaced by The damage survey covers in general any damaged item affecting the class. In the existing paragraph 5.15.3.5, the words and flag are added after the word operator. In the existing subparagraph 5.15.3.5(1), the words or operator and flag are inserted between the words owner and is to be changed, and the word or before the word owner is replaced by comma ,. In the existing subparagraph 5.15.3.5(2), a new item is added as follows: The survey for the change of a ships flag is to confirm the ships certificate of nationality and check the ship and its relevant documents and certificates in respect to the flag State, etc. Such surveys are to be carried out in conjunction with statutory surveys. A new Section 16 is added as follows: Section 16 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF LIQUEFIED GAS CARRIERS
5.16.1 General requirements 5.16.1.1 The requirements in this Section apply to all self-propelled ships carrying liquefied gases in bulk. 5.16.1.2 The requirements in this Section apply to surveys of hull structure and piping systems, except cargo piping covered, in way of pump rooms, compressor rooms, cofferdams, pipe tunnels and void spaces within the cargo area and all ballast tanks. The requirements are additional to the classification requirements applicable to the remainder of the ship, refer to Section 4 of this Chapter. The requirements for periodical surveys of cargo installations on ships carrying liquefied gases in bulk are given in CCS
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Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk. 5.16.1.3 The requirements in this Section contain the minimum extent of examination, thickness measurements and tank testing. The survey is to be extended when substantial corrosion and/or structural defects are found and include additional close-up survey when necessary. 5.16.2 Annual surveys 5.16.2.1 General requirements (1) The annual survey is to consist of an examination for the purpose of ensuring, as far as practicable, that the hull and piping are maintained in a satisfactory condition. (2) The annual survey is to include the items specified in 5.16.2.2 through 5.16.2.6 and in addition, the applicable items specified in 5.4.2 of this Chapter. 5.16.2.2 Examination of the hull is to include: (1) examination of the hull plating and its closing appliances as far as can be seen; (2) examination of watertight penetrations as far as practicable. 5.16.2.3 Examination of weather decks is to include: (1) examination of flame screens on vents to all bunker tanks; (2) examination of bunker and vent piping systems. 5.16.2.4 Examination of cargo pump rooms and compressor rooms and, as far as practicable, pipe tunnels if fitted, including: (1) examination of all pump room and compressor room bulkheads for signs of leakage or fractures and, in particular, the sealing arrangements of all penetrations of pump room and compressor room bulkheads; (2) examination of the condition of all piping systems, except cargo piping systems.
Note: For survey of air pipes, flame screens on vents and ventilators, refer to relevant requirements in Section 4 of this Chapter.
5.16.2.5 Suspect areas: Suspect areas identified at previous surveys are to be examined. Thickness measurements are to be taken of the areas of substantial corrosion and the extent of thickness measurements is to be increased to determine the extent of areas of substantial corrosion. Table 5.4.4.2(17) may be used as guidance for these additional thickness measurements. These extended thickness measurements are to be carried out before the annual survey is credited as completed. 5.16.2.6 Examination of ballast tanks: 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 measurement is to be carried out. If the results of these thickness measurements indicate that substantial corrosion is found, then the extent of thickness measurements is to be increased to determine the extent of areas of substantial corrosion. Table 5.4.4.2(17) may be used as guidance for these additional measurements. These extended thickness measurements are to be carried out before the annual survey is credited as completed. 5.16.3 Intermediate surveys 5.16.3.1 General requirements (1) The intermediate survey is to be held at or between either the 2nd or 3rd annual survey. (2) A survey planning meeting is to be held prior to the commencement of the survey. 5.16.3.2 Ballast tanks (1) For ships between 5 and 10 years of age, an overall survey of representative ballast tanks is to be carried out. If there is no hard protective coating, soft or semi-hard coating or POOR coating condition, the
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examination is to be extended to other ballast tanks of the same type. (2) For ships over 10 years of age, an overall survey of all ballast tanks is to be carried out. (3) If such examinations reveal no visible structural defects, the examination may be limited to a verification that the corrosion prevention system remains efficient. (4) For ballast tanks, excluding double bottom tanks, if there is no hard protective coating, soft or semi-hard coating, or POOR coating condition and it is not renewed, the tanks in question are to be internally examined at annual intervals. (5) When such conditions are found in double bottom ballast tanks, the tanks in question may be internally examined at annual intervals. (6) The minimum requirements for close-up surveys at intermediate survey are given in Table 5.16.3.2(6). Minimum Requirements for Close-Up Surveys at Hull Intermediate Surveys of Liquefied Gas Carriers Table 5.16.3.2(6)
10 < Age 15 Age > 15 All web frames and both transverse bulkheads in a All web frames and both transverse bulkheads in two representative ballast tank (1) and (2) representative ballast tanks (1) and (2) The upper part of one web frame in another representative ballast tank One transverse bulkhead in another representative ballast tank (2) (1) Complete transverse web frame including adjacent structural members; (2) Transverse bulkhead complete, including girder system and adjacent members, and adjacent longitudinal bulkhead structure Note 1: Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined arrangement of the aforementioned, and peak tanks where fitted; Note 2: For areas in tanks where protective coating is found to be in GOOD condition, the extent of close-up survey may be specially considered; Note 3: For ships having independent tanks of type C, with a midship section similar to that of a general cargo ship, the extent of close-up surveys may be specially considered; Note 4: The extent of close-up surveys may be extended by the Surveyor as deemed necessary, taking into account the maintenance of the tanks under survey, the condition of the corrosion prevention system and also in the following cases: in particular, in tanks having structural arrangements or details which have suffered defects in similar tanks, or on similar ships according to available information; in tanks having structures approved with reduced scantlings.
5.16.4 Special surveys 5.16.4.1 General requirements (1) A survey planning meeting is to be held prior to the commencement of the survey. (2) The special survey is to include, in addition to the applicable requirements in 5.4.4 of this Chapter and 5.16.2 of this Section, examination, tests and checks of sufficient extent to ensure that the hull and related piping, as required in 5.16.4.1(4), are in a satisfactory condition and fit for the intended purpose for the new period of class of 5 years to be assigned, subject to proper maintenance and operation and to periodical surveys being carried out at the due dates. (3) Ballast tanks, including double bottom tanks, pump rooms, compressor rooms, pipe tunnels, cofferdams and void spaces bounding cargo tanks, decks and outer hull are to be examined, and this examination is to be supplemented by thickness measurement and testing as required in 5.16.4.5 and 5.16.4.6, to ensure that the structural integrity remains effective. The examination is to be carried out to an extent sufficient to discover substantial corrosion, significant deformation, fractures, damages or other structural deterioration, that may be present. (4) All piping systems within the above spaces, except cargo piping systems, are to be examined and operationally tested to working pressure to attending Surveyor's satisfaction to ensure that tightness and
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condition remain satisfactory. (5) The survey extent of ballast tanks converted to void spaces is to be specially considered in relation to the requirements for ballast tanks. 5.16.4.2 Dry dock survey: A survey in dry dock is to be a part of the special survey. The overall and close-up surveys and thickness measurements, as applicable, of the lower portions of the ballast tanks are to be carried out in accordance with the applicable requirements for special surveys, if not already performed. 5.16.4.3 Tank protection (1) Where applicable, the condition of corrosion prevention system of ballast tanks is to be examined. For tanks used for water ballast, excluding double bottom tanks, where one of the following conditions exists, the tanks in question are to be examined at annual intervals and thickness measurements are to be carried out as deemed necessary by the Surveyor: a hard protective coating is found in POOR condition and it is not renewed; soft or semi-hard coating has been applied; or a hard protective coating was not applied from time of construction. (2) When any of the conditions described in (1) above is found in water ballast double bottom tanks and it is not renewed, the tanks in question are to be examined at annual intervals. When considered necessary by the Surveyor, or where extensive corrosion exists, thickness measurements are to be carried out. (3) Where the hard protective coating in ballast tanks is found to be in a GOOD condition, the extent of close-up surveys and thickness measurements may be specially considered. 5.16.4.4 Extent of overall and close-up survey (1) An overall survey of all tanks and spaces, excluding fuel oil, lube oil and fresh water tanks , is to be carried out at each special survey. (2) The minimum requirements for close-up surveys at special survey are given in Table 5.16.4.4(2). (3) The Surveyor may extend the close-up survey as deemed necessary taking into account the maintenance of the tanks under survey, the condition of the corrosion prevention system and where: in particular, tanks have structural arrangements or details which have suffered defects in similar spaces or on similar ships according to available information; tanks have structures approved with reduced scantlings due to an approved corrosion control system. (4) For areas in tanks where hard protective coatings are found to be in a GOOD condition, the extent of close-up surveys according to Table 5.16.4.4(2) may be specially considered. Minimum Requirements for Close-Up Surveys at Hull Special Surveys of Liquefied Gas Carriers Table 5.16.4.4(2)
Special Survey No.1 (Age 5) One web frame in a representative ballast tank of the topside, hopper side and double hull side type (1) One transverse bulkhead in a ballast tank (3) Special Survey No.2 (5 < Age 10) All web frames in a ballast tank, which is to be a double hull side tank or a topside tank. If such tanks are not fitted, another ballast tank is to be selected (1) One web frame in each remaining ballast tank (1) One transverse bulkhead in each ballast tank (2) Special Survey No.3 and subsequent (Age > 10) All web frames in all ballast tanks (1)
All transverse bulkheads in all ballast tanks (2)
For fuel oil, lube oil and fresh water tanks, reference is to be made to Table 5.4.4.2(2), Section 4 of this Chapter. 37
(1) Complete transverse web frame including adjacent structural members; (2) Transverse bulkhead complete, including girder system and adjacent members, and adjacent longitudinal bulkhead structure; (3) Transverse bulkhead lower part including girder system and adjacent structural members. Note 1: Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined arrangement of the aforementioned, and peak tanks where fitted; Note 2: For areas in tanks where coatings are found to be in GOOD condition, the extent of close-up surveys may be specially considered; Note 3: For ships having independent tanks of type C, with a midship section similar to that of a general cargo ship, the extent of close-up surveys may be specially considered; Note 4: The Surveyor may extend the close-up survey as deemed necessary, taking into account the maintenance of the tanks under survey, the condition of the corrosion prevention system and also in the following cases: in particular, in tanks having structural arrangements or details which have suffered defects in similar tanks, or on similar ships according to available information; in tanks having structures approved with reduced scantlings.
5.16.4.5 Extent of thickness measurement (1) The minimum requirements for thickness measurements at special survey are given in Table 5.16.4.5(1). (2) The Surveyor may extend the thickness measurements as deemed necessary. When thickness measurements indicate substantial corrosion, the extent of thickness measurements is to be increased to determine the extent of areas of substantial corrosion. Table 5.4.4.2(17) may be used as guidance for these additional thickness measurements. (3) For areas in tanks where hard protective coatings are found to be in a GOOD condition, the extent of thickness measurement according to Table 5.16.4.5(1) may be specially considered. (4) Transverse sections are to be chosen where the largest reductions are suspected to occur or are revealed from deck plating measurements. Minimum Requirements for the Thickness Measurement at Hull Special Survey of Liquefied Gas Carriers Table 5.16.4.5(1)
Special Survey No.4 and subsequent (Age > 15) One section of deck plating Within the cargo area: Within the cargo area: Within the cargo area: for the full beam of the ship each deck plate each deck plate each deck plate within 0.5 L amidships in way one transverse section two transverse sections (1) three transverse sections (1) of a ballast tank, if any within 0.5 L amidships in all wind and water strakes each bottom plate way of a ballast tank, if duct keel plating and any internals Selected wind and water strakes outside the cargo area All wind and water strakes, full length Measurements, for general assessment and recording of corrosion pattern, of those structural members subject to close-up survey according to Table 5.16.4.4(2) Suspect areas (1) At least one section is to include a ballast tank within 0.5L amidships, if any Note 1: For ships having independent tanks of type C, with a midship section similar to that of a general cargo ship, the extent of thickness measurements may be specially considered; Note 2: For areas in spaces where coatings are found to be in GOOD condition, the extent of thickness measurements may be specially considered; Note 3: The Surveyor may extend the thickness measurements as deemed necessary. Where substantial corrosion is found, the extent of thickness measurements is to be increased to the satisfaction of the Surveyor. Special Survey No.1 (Age 5) Special Survey No.2 (5 < Age 10) Special Survey No.3 (10 < Age 15)
5.16.4.6 Extent of tank testing (1) All boundaries of water ballast tanks and deep tanks used for water ballast within the cargo area are to be pressure tested. For fuel oil tanks, the representative tanks are to be pressure tested. (2) The Surveyor may extend the tank testing as deemed necessary.
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(3) Tank testing of fuel oil tanks is to be carried out with a head of liquid to the highest point that liquid will rise under service conditions. Tank testing of fuel oil tanks may be specially considered by the Surveyor, based on the following: a satisfactory external examination of the tank boundaries; and a confirmation from the master stating that the pressure testing has been carried out according to the requirements with satisfactory results. 5.16.4.7 For examination of automatic air pipe heads, reference is to be made to Table 5.4.4.2(18), Section 4 of this Chapter.
Appendix 1
CORROSION AND WASTAGE CONTROL OF HULL STRUCTURE
The existing paragraph 2.3 is replaced by the following: 2.3 For bulk carriers constructed in accordance with the Rules and the scantlings of which as required by the Rules are indicated in their plans, or for ships the scantlings of which are to be assessed in accordance with the Rules, the thickness reduction of hull plating and structural members caused by corrosion and wastage is not to be more than the value obtained by multiplying the thickness specified in the Rules and the relevant percentage shown in Table 2.2 above. In the existing paragraph 2.6, the value 1.79 t/m3 is replaced by 1.78 t/m3.
Appendix 8
PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS
A new subparagraph 3.1.1(5) is added as follows: (5) Firms engaged in testing of coating systems in accordance with IMO Resolution MSC.215(82) and IACS PR34. A new subparagraph 3.1.2(9) is added as follows: (9) Firms engaged in testing of coating systems in accordance with IMO Resolution MSC.215(82) and IACS PR34. The heading of paragraph 4.5 is replaced by Quality system. In the existing paragraph 4.5.2, the words the ISO 9000 standard or equivalent are replaced by the most current version of ISO 9000 series. In the existing paragraph 4.6.2, the words a quality assurance system are replaced by a quality system, and the words the ISO 9000 standard are replaced by the most current version of ISO 9000 series. In the existing paragraph 9.2 of Annex 1, the words the ISO 9000 standard are replaced by the most current version of ISO 9000 series. In Annex 1, a new paragraph 13 is added as follows:
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13 Firms engaged in testing of coating systems in accordance with IMO Resolution MSC.215(82) and IACS PR34 13.1 Laboratories 13.1.1 Extent of Engagement Testing of coating systems in according to IMO Resolution MSC.215(82) and IACS PR 34. 13.1.2 The supplier is to provide to CCS the following information: (1) A detailed list of the laboratory test equipment for the IMO Resolution MSC.215(82) coating approval; (2) A detailed list of reference documents comprising a minimum those referred to in MSC.215(82) that are available in the laboratory; (3) Details of testing panel preparation, procedure of test panel identification, coating application, test procedures and a sample test report; (4) Details of exposure method and site for weathering primed test panels; (5) A sample daily or weekly log/form for recording test condition and observations including unforeseen interruption of the exposure cycle with corrective actions; (6) Details of any sub-contracting agreements; (7) Comparison test report with an approved coating system or laboratory if available; (8) Audit of the test laboratory is to be based on this procedure and the standards listed in the IMO Resolution MSC.215(82).
Appendix 11 ESP SURVEY REPORTING PRINCIPLES New items and are added under the existing subparagraph 4.2(3), as follows: steel grades and scantlings (if different from the original); sketches/photos, as appropriate;
Appendix 11A SURVEY PROGRAMME The Table under the existing subparagraph 10(2) is replaced by the following:
Area or location Deck Plating Longitudinals Longitudinal girders Cross deck plating Cross deck stiffeners Bottom Plating Longitudinals Longitudinal girders Ship side Plating Longitudinals Longitudinal girders Inner bottom Plating Applicable ship type B X X X X X X X X X X O Original as-built thickness (mm) Minimum thickness (mm) Substantial corrosion thickness (mm)
X X
X X X X X X 40
Longitudinals Longitudinal girders Floors Ship side in way of topside tanks Plating Longitudinals Ship side in way of hopper side tanks Plating Longitudinals Ship side in way of tanks Plating Longitudinals Longitudinal stringers Ship side in way of cargo holds Plating Side frames webs Side frames flanges Upper brackets webs Upper brackets flanges Lower brackets webs Lower brackets flanges Longitudinal bulkheads Plating Longitudinals Longitudinal girders Transverse bulkheads Plating Stiffeners Upper stool plating Upper stool stiffeners Lower stool plating Lower stool stiffeners Transverse web frames in topside tanks Plating Flanges Stiffeners Transverse web frames in hopper tanks Plating Flanges Stiffeners Hatch covers Plating Stiffeners Hatch coamings Plating Stiffeners Transverse web frames, floors and longitudinal girders Plating Flanges Stiffeners Cross ties Flanges Webs
X X X X X X X X X Xp X X X X X X X X X X X Xp Xp Xp Xp X X Xp X X X X X X X X X X X X X X X X X X
X X
X X X
X X
X X X X X X X
Note: The wastage allowance tables should be attached to the survey programme. X applicable; Xp if applicable; B bulk carrier; O oil tanker.
Appendix 11B SURVEY PLANNING QUESTIONNAIRE In the existing paragraph 1, Particulars are replaced by the following: Ships name:
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IMO number: Flag State: Port of registry: Owner: CCS identity number: Gross tonnage: Deadweight (metric tonnes): Date of build:. The Table under the existing paragraph 2 is replaced by the following:
Hold/ Tank No. F.P.T A.P.T Cargo holds/tanks Structure Fore peak Aft peak Hatch side coamings Topside sloping plate Upper stool plating Cross deck Side shell, frames and brackets Transverse bulkhead Hopper tank platting Lower stool Tank top Underdeck structure Side Floors Longitudinals Transverse webs Underdeck structure Floors Transverse webs Underdeck structure Side shell and structure Sloping plate and structure Webs and bulkheads Side shell and structure Inner hull and structure Webs and bulkheads Hopper sloping plate and structure Side shell and structure Bottom structure Webs and bulkheads Double bottom structure Upper stool internal structure Lower stool internal structure Underdeck and structure Wing tanks of ore carriers Side shell and structure Side shell vertical web and structure Longitudinal bulkhead and structure Longitudinal bulkhead web and structure 42 C (hold) /B (ballast tank) Temporary staging Rafts Ladders Direct access Other means (please specify)
Hopper tanks
Double hull spaces
Topside tanks (bulk carrier)
Center tanks (oil tanker)
Side tanks (oil tanker)
Bottom plating and structure Cross ties/stringers History of cargoes
Applicable to oil tankers. History of bulk cargoes of a corrosive nature (e.g. high sulphur content) for bulk carriers; History of cargo with H2S content or heated cargo for the last 3 months together with indication as to whether cargo was heated and, where available, Marine Safety Data Sheets (MSDS)* for oil tankers. * Refer to resolution MSC.150(77) on Recommendation for Material Safety Data Sheets for MARPOL Annex I Cargoes and Marine Fuel Oils.
The Table under the existing paragraph 3 is replaced by the following:

Tank/Hold No. Cargo holds (bulk carrier) Cargo centre tanks (oil tanker) Cargo wing tanks (oil tanker) Slop tanks (oil tanker) Topside tanks (bulk carrier) Hopper tanks (bulk carrier) Double side skin tanks (bulk carrier) Double bottom tanks (bulk carrier) Upper stools (bulk carrier) Lower stools (bulk carrier) Wing tanks (ore carriers) Ballast tanks (oil tanker) Fore peak (oil tanker and bulk carrier) Aft peak (oil tanker and bulk carrier) Miscellaneous other spaces (oil tanker and bulk carrier) Note: Indicate tanks which are used for oil/ballast. Corrosion protection (1) Coating extent (2) Coating condition (3) Structural deterioration (4) Hold and tank history (5)
Appendix 13 RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS OF OIL TANKERS, BULK CARRIERS AND ETC. In section 13.2, Tables 15 and 16 are deleted.
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Appendix 16 GUIDELINES FOR SURVEY OF PLANNED MAINTENANCE SCHEMEPMSFOR MACHINERY In the existing subparagraph 3.6.1(1), the words interim classification certificate of machinery are replaced by interim classification certificate.
Appendix 19 S23 IMPLEMENTATION OF IACS UNIFIED REQUIREMENTS S19 AND S22 FOR EXISTING SINGLE SIDE SKIN BULK CARRIERS In the existing paragraph S23.2a, the words SOLAS regulation XII/4.2 to 4.6 are replaced by SOLAS regulation XII/4.3 to 4.7. Appendix 20 S31 RENEWAL CRITERIA FOR SIDE SHELL FRAMES AND BRACKETS IN SINGLE SIDE SKIN BULK CARRIERS AND SINGLE SIDE SKIN OBO CARRIERS NOT BUILT IN ACCORDANCE WITH UR S12 REV. 1 OR SUBSEQUENT REVISIONS New Notes are added as follows: Notes: 1. This UR is to be applied to bulk carriers and OBO carriers of single side skin construction, as defined above, in conjunction with UR Z10.2 (Rev.15, 2003 and Corr.1, 2004). Z10.2.1.1.5 refers. 2. The changes introduced in Rev.3 are to be applied not later than on assessments for compliance commenced on or after 1 July 2006. 3. The changes introduced in Rev.4 are to be applied not later than on assessments for compliance commenced on or after 1 July 2008. In paragraph S31.1, the sentence Finite element or other numerical analysis or direct calculation procedures cannot be used as an alternative to compliance with the requirements of this UR, except in cases of unusual side structure arrangements or framing to which the requirements of this UR cannot be directly applied. is replaced by the following: Finite element or other numerical analysis or direct calculation procedures cannot be used as an alternative to compliance with the requirements of this UR, except in cases of unusual side structure arrangements or framing to which the requirements of this UR cannot be directly applied. In such cases, the analysis criteria and the strength check criteria are to be in accordance with each Societys Rules. In subparagraph S31.2.1.2.1 a), the sentence Lower brackets are to be flanged or face plate is to be fitted. is replaced by the following: Lower brackets are to be flanged or face plate is to be fitted, refer to S31.2.1.3.. The existing subparagraph S31.2.1.2.1 b) is replaced by the following: b) Tripping bracket alternative
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When tM is less than tREN, d/t at section b of the side frames, tripping brackets in accordance with S31.2.3 may be fitted as an alternative to the requirements for the web depth to thickness ratio of side frames, in which case tREN, d/t may be disregarded in the determination of tREN in accordance with S31.2.1.2. The value of tREN is to be based on zone B according to UR Z10.2, Annex V, see Figure 1. The existing subparagraph S31.2.1.2.4 b) is replaced by the following: b) Fitting tripping brackets (see S31.2.3), when the above condition occurs for any of the side frame zones A, B, C and D, shown in Figure 1. Tripping brackets not connected to flanges are to have soft toe, and the distance between the bracket toe and the frame flange is not to be greater than about 50 mm, see Figure 4. The existing paragraph S31.2.1.3 is replaced by the following: S31.2.1.3 Criteria for frames and brackets (bending check) When lower end brackets were not fitted with flanges at the design stage, flanges are to be fitted so as to meet the bending strength requirements in S31.3.4. The full width of the bracket flange is to extend up beyond the point at which the frame flange reaches full width. Adequate back-up structure in the hopper is to be ensured, and the bracket is to be aligned with the back-up structure. Where the length or depth of the lower bracket does not meet the requirements in S12 (Rev.3), a bending strength check in accordance with S31.3.4 is to be carried out and renewals or reinforcements of frames and/or brackets effected as required therein. The bending check need not to be carried out in the case the bracket geometry is modified so as to comply with S12 (Rev.3) requirements. In paragraph S31.2.2, the sentence For the purpose of steel renewal, sand blasting and coating, four zones A, B, C and D are defined, as shown in Figure 1. is replaced by the following: For the purpose of steel renewal, sand blasting and coating, four zones A, B, C and D are defined, as shown in Figure 1. When renewal is to be carried out, surface preparation and coating are required for the renewed structures as given in UR Z9 for cargo holds of newbuildings. In paragraph S31.2.2, the sentence Representative thickness measurements are to be taken for each zone and are to be assessed against the criteria in S31.2.1. is replaced by the following: Representative thickness measurements are to be taken for each zone and are to be assessed against the criteria in S31.2.1. When zone B is made up of different plate thicknesses, the lesser thickness is to be used for the application of the requirements in S31. The existing paragraph S31.2.3 is replaced by the following: S31.2.3 Reinforcing measures Reinforcing measures are constituted by tripping brackets, located at the lower part and at midspan of side frames (see Figure 4). Tripping brackets may be located at every two frames, but lower and midspan brackets are to be fitted in line between alternate pairs of frames. The thickness of the tripping brackets is to be not less than the as-built thickness of the side frame webs to which they are connected. Double continuous welding is to be adopted for the connections of tripping brackets to the side shell frames and shell plating.
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Where side frames and side shell are made of Higher Strength Steel (HSS), Normal Strength Steel (NSS), tripping brackets may be accepted, provided the electrodes used for welding are those required for the particular HSS grade, and the thickness of the tripping brackets is equal to the frame web thickness, regardless of the frame web material. A new paragraph S31.2.7 is added as follows: S31.2.7 Renewal of damaged frames In case of renewal of a damaged frame already complying with S31, the following requirements apply: The conditions accepted in compliance with S31 are to be restored as a minimum. For localised damages, the extension of the renewal is to be carried out according to the standard practice of each Classification Society. The existing paragraph S31.3.1 is replaced by the following: S31.3.1 Load model The following loading conditions are to be considered: homogeneous heavy cargo (density greater than 1.78 t/m3); homogeneous light cargo (density less than 1.78 t/m3); nonhomogeneous heavy cargo, if allowed; multi-port loading/unloading conditions need not be considered. In Figure 4, the following is added:
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PART TWO CHAPTER 1 Section 3
HULL GENERAL
HULL STRUCTURAL STEEL
The existing paragraph 1.3.2.1 is replaced by the following: 1.3.2.1 In ships of 90 m or over in length, the hull structural steel is to comply with the requirement of 1.3.2.2. For strength members not covered by Tables 1.3.2.2(1) to 1.3.2.2(5) or in ships of less than 90 m in length, grade A/AH steel can be used for hull structure. The existing paragraph 1.3.2.2 is replaced by the following: 1.3.2.2 Materials in the various strength members are not to be of lower grade than those corresponding to the material classes and grades specified in Table 1.3.2.2(1) to Table 1.3.2.2(6). General requirements are given in Table 1.3.2.2(1), while additional minimum requirements for ships with length exceeding 150 m and 250 m, bulk carriers subject to the requirements of SOLAS regulation XII/6.5.3, and ships with ice strengthening are given in Table 1.3.2.2(2) to Table 1.3.2.2(5). The existing Table 1.3.2.2 is deleted. A new Table 1.3.2.2(1) is added as follows: Material Classes and Grades for Ships in General
Category Secondary Structural member (1) Longitudinal bulkhead plating, other than that belonging to the Primary category (2) Deck plating exposed to weather, other than that belonging to the Primary or Special category (3) Side plating (1) Bottom plating, including keel plate (2) Strength deck plating, excluding that belonging to the special category (3) Continuous longitudinal members above strength deck, excluding hatch coamings (4) Uppermost strake in longitudinal bulkhead (5) Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank (1) Sheer strake at strength deck (2) Stringer plate in strength deck (3) Deck strake at longitudinal bulkhead, excluding deck plating in way of inner-skin bulkhead of double-hull ships (4) Strength deck plating at outboard corners of cargo hatch openings in container carriers and other ships with similar hatch opening configurations (5) Strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination carriers and other ships with similar hatch opening configuration (6) Bilge strake in ships with double bottom over the full breadth and length less than 150 m (7) Bilge strake in other ships
Table 1.3.2.2(1)
Material class/grade Class I within 0.4L amidships Grade A/AH outside 0.4L amidships
Class II within 0.4L amidships Grade A/AH outside 0.4L amidships
Primary
Special
Class III within 0.4L amidships Class II outside 0.4L amidships Class I outside 0.6L amidships Class III within 0.4L amidships Class II outside 0.4L amidships Class I outside 0.6L amidships Min. Class III within cargo region Class III within 0.6L amidships Class II within rest of cargo region Class II within 0.6L amidships Class I outside 0.6L amidships Class III within 0.4L amidships Class II outside 0.4L amidships Class I outside 0.6L amidships
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Class III within 0.4L amidships Class II outside 0.4L amidships Class I outside 0.6L amidships Not to be less than Grade D/DH Note: Single strakes required to be of Class III within 0.4L amidships are to have breadths not less than 800 + 5L mm (L being the ships length), need not be greater than 1800 (mm), unless limited by the geometry of the ships design. (8) Longitudinal hatch coamings of length greater than 0.15L (9) End brackets and deck house transition of longitudinal cargo hatch coamings
A new Table 1.3.2.2(2) is added as follows: Minimum Material Grades for ships with length exceeding 150 m and single strength deck
Structural member category Longitudinal strength members of strength deck plating Continuous longitudinal strength members above strength deck Single side strakes for ships without inner continuous longitudinal bulkhead(s) between bottom and the strength deck Material grade Grade B/AH within 0.4L amidships Grade B/AH within 0.4L amidships Grade B/AH within cargo region
Table 1.3.2.2(2)
A new Table 1.3.2.2(3) is added as follows: Minimum Material Grades for ships with length exceeding 250 m Table 1.3.2.2(3)
Structural member category Material grade Shear strake at strength deck Grade E/EH within 0.4L amidships Stringer plate in strength deck Grade E/EH within 0.4L amidships Bilge strake Grade D/DH within 0.4L amidships Note: Single strakes required to be of Grade E/EH and within 0.4L amidships are to have breadths not less than 800 + 5L mm (L being the ships length), need not be greater than 1800 (mm), unless limited by the geometry of the ships design.
A new Table 1.3.2.2(4) is added as follows: Minimum Material Grades for Single-Side Skin Bulk Carriers Subjected to SOLAS Regulation XII/6.5.3 Table 1.3.2.2(4)
Structural member category Material grade Lower bracket of ordinary side frame Grade D/DH Side shell strakes included totally or partially between the two points located to 0.125l above and below the intersection Grade D/DH of side shell and bilge hopper sloping plate or inner bottom plate Notes: The term lower bracket means webs of lower brackets and webs of the lower part of side frames up to the point of 0.125l above the intersection of side shell and bilge hopper sloping plate or inner bottom plate. The span of the side frame, l, is defined as the distance between the supporting structures.
A new Table 1.3.2.2(5) is added as follows: Minimum Material Grades for Ships with Ice Strengthening
Structural member category Shell strakes in way of ice strengthening area for plates Material grade Grade B/AH
Table 1.3.2.2(5)
In the existing paragraph 1.3.2.3, the words Table 1.3.2.3 are replaced by Table 1.3.2.2(6).
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In the existing paragraph 1.3.2.4, the words Table 1.3.2.3 are replaced by Table 1.3.2.2(6). The existing paragraph 1.3.2.6 is replaced by the following: 1.3.2.6 For ships of less than 90 m in length, single strakes required to be of class III within 0.4L amidships are to have breadths not less than 800 + 5L mm (L being length of the ship), but need not be greater than 1800 mm. The existing paragraph 1.3.4 is deleted. The existing paragraph 1.3.5.1 is replaced by the following: 1.3.5.1 For ships intended to operate in areas with low air temperatures (below and including -20), e.g. regular service during winter seasons to Arctic or Antarctic waters, the materials in exposed structures are to be selected based on the design temperature tD. In Table 1.3.5.3, the symbol for Not applicable in column Mild steel at -36 ~ -45 for plate thickness 20 < t 25 under Class III is replaced by the grade E. A new paragraph 1.3.5.6 is added as follows: 1.3.5.6 The design temperature tD is to be taken as the lowest mean daily average air temperature in the area of operation, where: mean: statistical mean over observation period (at least 20 years) average: average during one day and night lowest: lowest during year For seasonally restricted service the lowest value within the period of operation applies. Figure 1.3.5.6 illustrates the temperature definition.
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Figure 1.3.5.6 Commonly Used Definitions of Temperatures
Section 4 WELD DESIGN FOR HULL STRUCTURES The existing paragraph 1.4.3.2 is replaced by the following: 1.4.3.2 Overlaps are generally not to be used to connect plates which may be subjected to high tensile stress or compressive loading. Where plate overlaps are adopted, the breadth (b) of the overlap is not to exceed four times nor be less than three times the thickness of the thinner plate, see Figure 1.4.3.2. The joints are to be positioned as to allow adequate access for completion of sound welds. The faying surfaces of lap joints are to be in close contact and both edges of the overlap are to have continuous fillet welds.
Figure 1.4.3.2 A new paragraph 1.4.3.4 is added as follows: 1.4.3.4 Connection of rudder side plating to vertical and horizontal webs, where internal access for fillet welding is not practicable, is to be by means of slot welds on to flat bars on the webs. The slots are to have a minimum length of 75 mm and, in general, a minimum width of twice the side plating thickness. The ends of the slots are to be rounded. The space between the slots is not to exceed 150 mm, welding is to be based on a weld factor of 0.44, and the requirements for fillet leg length in paragraph 1.4.4 are to be complied with.
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Section 5
APPLICATION OF HIGHER TENSILE STEEL
The existing paragraph 1.5.1.3 is replaced by the following: 1.5.1.3 The values of material factor K are given in Table 1.5.1.3. Material Factor K
ReH (N/mm) 235 315 355 390 K 1 0.78 0.72 0.68
Table 1.5.1.3
The existing paragraph 1.5.1.4 is deleted. In the existing paragraph 1.5.2.1, KL is replaced by K. In the existing paragraph 1.5.2.2, KL is replaced by K, and the words KL is the material factor for longitudinal strength are replaced by K is material factor. In Figure 1.5.2.2, KL is replaced by K. The existing paragraph 1.5.3 is replaced by the following: 1.5.3 Local strength 1.5.3.1 Where higher tensile steel is applied to shell plating or strength deck within 0.4L amidships, the thickness th of shell plating or strength deck is not to be less than the values given by the following formulae:
th = t1 K
K
mm
th = t 2
mm
where: t1, t2 the thickness of mild steel used for shell plating and strength deck respectively, in mm; K material factor, see 1.5.1.3 of this Section. 1.5.3.2 With the exception of 1.5.3.1, the plating thickness th, section modulus Wh and moment of inertia Ih of all other structural members using higher tensile steel are not to be less than the values obtained from the following formulae:
th = t K Wh = WK Ih = I
mm cm3 cm4
where: t
Rule thickness for mild steel structural members, in mm;

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W I K
Rule section modulus for mild steel structural members, in cm; Rule moment of inertia for mild steel structural members, in cm4; material factor, see 1.5.1.3 of this Section.
Section 9
INTACT STABILITY
The existing paragraph 1.9.1.3 is replaced by the following: 1.9.1.3 All bulk carriers of less than 150 m in length are to be fitted with loading instruments capable of providing intact stability information and are to comply with the requirements of Appendixes 1 and 2 of Chapter 2 of this PART. The existing paragraph 1.9.1.4 is replaced by the following: 1.9.1.4 Onboard computers for stability calculation, where fitted, for all ships are to comply with the requirements of Appendixes 1 and 2 of Chapter 2 of this PART. The existing paragraph 1.9.4.2 is replaced by the following: 1.9.4.2 The intact stability of oil tankers of 5,000 deadweight ton and above is also to comply with the relevant requirements of Annex I/27 of MARPOL 73/78. A mew paragraph 1.9.4.5 is added as follows: 1.9.4.5 The intact stability of polar ships having class notation PC and ships intended for navigation in ice and having class notation B1* or B1 are also to comply with relevant requirements of MSC/Circ.1056 Guidelines for Ships Operating in Arctic Ice-Covered Waters.
Section 10
DAMAGE STABILITY
In Table 1.10.3.1, the line for oil tanker is replaced by the following:
Oil tanker Reg. 28, Annex I to MARPOL 73/78
In Table 1.10.3.1, the line for offshore supply vessel is replaced by the following:
Offshore supply vessel MSC. 235(82)
In Table 1.10.3.1, a new line is added at the end as follows:

Polar ship (notation PC) Ships intended for navigation in ice (class notation B1* or B1) MSC/Circ. 1056
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Section 11
LOAD LINE MARKS AND MARKING
A new paragraph 1.11.4 is added as follows: 1.11.4 Ice class draught mark 1.11.4.1 The sides of ship , to which 5.3.9.1 of Section 3, Chapter 5 of PART ONE of the Rules or 4.1.1.9 of Section 1, Chapter 4 of this PART applies, are to be provided with a warning triangle and with an ice class draught mark at the maximum permissible ice class draught amidships (see figure 1.11.4.1).
Figure 1.11.4.1
Warning Triangle and Maximum Ice Class Draught Mark (Starboard)
1.11.4.2 The upper edge of the warning triangle is to be located vertically above the ICE mark, 1000 mm higher than the summer load line in fresh water, but in no case higher than the deck line. The sides of the triangle are to be 300 mm in length. 1.11.4.3 The ice class draught mark is to be located 540 mm abaft the centre of the load line ring or 540 mm abaft the vertical line of the timber load line mark, if applicable. 1.11.4.4 The marks and figures are to be cut out of 5 8 mm plate and then welded to the ships sides. The marks and figures are to be painted in a red or yellow reflecting colour in order to make the marks and figures plainly visible even in ice conditions. 1.11.4.5 The dimensions of all marks and figures are to be the same as those used in the load line mark.
Section 12
STRUCTURAL ARRANGEMENT
The heading of the existing paragraph 1.12.10.4 is replaced by the following: Chain lockers of ships with a length of 24 m and above are to comply with the following requirements:.
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In the existing paragraph 1.12.12.1, the sentence The wing tanks and double bottom of oil tankers of 5,000 tons deadweight and above are to comply with the following requirements: is replaced by the following: The wing tanks and double bottom within the entire cargo tank (including slop tanks) length of oil tankers of 5,000 tons deadweight and above are to comply with the following requirements: In the existing subparagraph 1.12.12.1(1), a new sentence is added at the end as follows: DW (Deadweight) means the difference in tonnes between the displacement of a ship in water of a relative density of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship. In the existing subparagraph 1.12.12.2, the words The double bottom are replaced by The height of double bottom. The existing paragraph 1.12.12.3 is deleted. The existing paragraph 1.12.12.4 is replaced by the following: 1.12.12.4 The capacity of the segregated ballast tanks is to be so determined that the ship may operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast. The capacity of segregated ballast tanks is to be at least such that, in any ballast condition at any part of the voyage, including the conditions consisting of lightweight plus segregated ballast only, the ships draughts and trim can meet the following requirements: (1) The moulded draught amidships (dm) in m (without taking into account any ships deformation) is not to be less than: dm = 2.0 + 0.02LL m (2) The draughts at the forward and after perpendiculars are to correspond to those determined by the draught amidships as specified in paragraph (1) above, in association with the trim by the stern of not greater than 0.015LL; and (3) The draught at the after perpendicular is not to be less than that which is necessary to obtain full immersion of the propeller(s). The existing paragraph 1.12.12.5 is deleted. The existing paragraph 1.12.12.6 is replaced by the following: 1.12.12.6 Cargo tanks are to be of a size and arrangement that hypothetical oil outflow from side and bottom damage, anywhere in the length of the ship, is limited. For oil tankers of less than 5,000 tons deadweight, the length of each cargo tank is not to exceed 10 m or one of the following values, whichever is the greater: (1) where no longitudinal bulkhead is provided inside the cargo tanks: (0.5bi/B + 0.1)LL but not to exceed 0.2LL; (2) where a centreline longitudinal bulkhead is provided inside the cargo tanks: (0.25bi/B + 0.15)LL; (3) where two or more longitudinal bulkheads are provided inside the cargo tanks: for wing cargo tanks: 0.2LL; for centre cargo tanks:
54
(a) if bi/B is equal to or greater than one fifth: 0.2LL; (b) if bi/B is less than one fifth: (i) where no centreline longitudinal bulkhead is provided: (0.5bi/B + 0.1)LL; (ii) where a centreline longitudinal bulkhead is provided: (0.25bi/B + 0.15)LL. bi is the minimum distance from the ships side to the outer longitudinal bulkhead of the tank in question measured inboard at right angles to the centreline at the level corresponding to the assigned summer freeboard. For oil tankers of less than 5,000 tons deadweight, the capacity of each cargo tank is not to exceed 700 m3, unless wing tanks or spaces are arranged in accordance with 1.12.12.1(1), complying with the following: W = 0.4 + 2.4DW/20000 m; the minimum value of W = 0.76 m. The existing paragraph 1.12.12.7 is replaced by the following: 1.12.12.7 The separation of cargo tanks is to comply with the following requirements: Cargo pump-rooms, cargo tanks, slop tanks and cofferdams are to be positioned forward of machinery spaces. Main cargo control stations, control stations, accommodation and service spaces are to be positioned aft of cargo tanks, slop tanks, and spaces which isolate cargo or slop tanks from machinery spaces, but not necessarily aft of the oil fuel bunker tanks and ballast tanks. The existing paragraphs 1.12.12.8 and 1.12.12.9 are deleted. A new paragraph 1.12.12.11 is added as follows: 1.12.12.11 For oil tankers of 5,000 deadweight tonnes or above, the pump-room is to be provided with a double bottom such that at any cross-section the depth of each double bottom tank or space is to be such that the distance between the bottom of the pump-room and the ships baseline measured at right angles to the ships baseline is not less than specified below: B/15 m or2 m, whichever is the lesser. The minimum value is 1 m. In case of pump rooms whose bottom plate is located above the baseline by at least the minimum height required above (e.g. gondola stern designs), there will be no need for a double bottom construction in way of the pump-room. The existing paragraph 1.12.13.1 is replaced by the following: 1.12.13.1 Oil tankers of 600 tons deadweight and above but less than 5,000 tons deadweight are to be fitted with double bottom tanks or spaces, the height of which is to comply with the requirement of paragraph 1.12.12.2 of this Section. The existing paragraph 1.12.13.3 is replaced by the following: 1.12.13.3 The length of cargo tanks is to comply with the requirements of 1.12.12.6 of this Section for oil tankers of less than 5,000 tons deadweight. The existing paragraph 1.12.13.4 is replaced by the following: 1.12.13.4 Cargo tank segregation is to comply with the requirements of 1.12.12.7 of this Section. In the existing paragraph 1.12.16.1, the sentence The minimum clear opening is not to be less than 600
55
mm 600 mm. is replaced by the following: The minimum clear opening is not to be less than 600 mm 600 mm and may have corner radii up to 100 mm maximum. Where the opening is made larger than this minimum size, the maximum corner radius is to be increased appropriately. A new paragraph 1.12.18 is added as follows: 1.12.18 Fuel tank arrangement 1.12.18.1 Fuel tanks are to be arranged in accordance with the requirements for protection in 8.3.3, Chapter 8 of PART EIGHT of the Rules.
56
CHAPTER 2
HULL STRUCTURES
Section 1
GENERAL PROVISIONS
The existing paragraph 2.1.2 is replaced by the following: 2.1.2 Class notations 2.1.2.1 General dry cargo ships complying with the requirements of this Chapter are to be assigned the class notation General Dry Cargo Ship. 2.1.2.2 Where a ship has been strengthened for heavy cargoes and complies with the requirements of Section 22 of this Chapter, it may be assigned the class notation Strengthened for Heavy Cargoes. 2.1.2.3 Where a ship has been strengthened for grabs and complies with the requirements of Section 23 of this Chapter, it may be assigned the class notation GRAB[X].
Section 2
LONGITUDINAL STRENGTH
The heading of the existing paragraph 2.2.2.5 Partially filled ballast tanks in ballast loading conditions is replaced by the following: Partially filled ballast tanks in ballast loading conditions (relevant recommendations are given in Appendix 3 of this Chapter) In the existing subparagraph 2.2.5.4(2), KL is replaced by K. In the existing subparagraph 2.2.6.2(2), KL is replaced by K. In the existing paragraph 2.2.7.2, KL is replaced by K. In the existing subparagraph 2.2.7.5(2), KL is replaced by K.
Section 3
SHELL PLATING
In the existing paragraph 2.3.3.2, KL is replaced by K.
Section 4
DECKS
The existing paragraph 2.4.3.1 is replaced by the following: 2.4.3.1 The thickness of strength deck stringer plates is not to be less than the thickness of strength deck plating. The breadth of strength deck stringer plates at ends of ships is not to be less than 65% of that amidships.
57
Section 8
DECK FRAMING
In Table 2.8.1.1, 8.5 in column 3, line 3 is replaced by > 8.5.
Section 13
DEEP TANKS
In the existing paragraph 2.13.9.2, the words as provided in 2.13.7.5 of this Section are replaced by as provided in 2.13.7.4 of this Section.
Section 23
STRENGTHENING FOR GRABS
The existing paragraph 2.23.3.2 is replaced by the following: 2.23.3.2 The net thickness tGR, in mm, within the lower 3 m of hopper tank sloping plate and of transverse lower stool is to be obtained from the following formula:
tGR = 0.28( M GR + 42) sK
where: MGR mass of unladen grab, in tons;; s spacing, in m, of ordinary stiffeners, measured at mid-span; K material factor.
Appendix 2
IACS UR L5 ONBOARD COMPUTERS FOR STABILITY CALCULATIONS
The revision no. (Rev.2, September 2006) below the heading of this Appendix is replaced by (Rev.2, September 2006/Corr.1, November 2006). The last sentence The requirements in this UR apply to stability software on ships contracted for construction on or after 1 January 2007. under Preamble is replaced by the following: The requirements in this UR apply to stability software on ships contracted for construction on or after 1 July 2005. A new footnote is added as follows: Changes introduced in Rev.2 of this UR are to be uniformly applied by IACS Societies on ships contracted for construction on or after 1 January 2007. A new Appendix 3 is added as follows: Appendix 3 IACS NO. 97 RECOMMENDATION FOR UR S11.2.1.3, REV. 5 (June 2007)
1. General guidance note regarding the use of UR S11.2.1.3 Rev. 5 This document is intended for guidance and interpretation of UR S11.2.1.3 Rev. 5, Partially filled ballast
58
tanks in ballast loading conditions. Cases A and B are generally applicable for ballast loading conditions for any cargo vessel which might have one BW Tank (or one pair of BW Tanks) partially filled. For the vessel in Case C no partial filling of ballast tank is allowed during ballast voyage. Case D is showing the conditions necessary for checking longitudinal strength for a conventional ore carrier with two pairs of large wing water ballast tanks partly filled during the ballast voyage. In the Figures, the conditions only intended for strength verification (not operational) are marked with a star *. 2. Case A, B and C Case A Figure 1 shows Case A, with a cargo vessel where partial filling of ballast water tank no. 6 (P/S) is permitted, and may take place at anytime during the ballast voyage. Intermediate condition(s) should be specified as shown in the Figure, however filling/partial filling of BW Tank no. 6 (P/S) may be done at any step to keep acceptable trim and propeller immersion during the ballast voyage. To obtain full operational flexibility regarding the filling level of BW Tank no. 6 (P/S), loading conditions A2 (full at departure) * and A8 (empty at arrival)* shall be added for strength verification. Additional conditions (full and empty BW Tank no. 6 (P/S)) related to the intermediate conditions A3 A6 are not necessary as A2* and A8* will be the most critical one. Case B Figure 2 shows Case B, where partial filling of BW Tank no. 6 (P/S) to a given level (f6-int%) will be done after a specified % consumables is reached, see conditions B2 and B3. Before this % consumables (shown as 50% in this Figure), BW Tank no. 6 (P/S) shall be kept empty. When reaching a given level of consumables (shown as 20% in Figure 2) BW Tank no. 6 (P/S) shall be kept full, see conditions B5 and B6. Two additional intermediate conditions (B4* and B6*) shall be added for longitudinal strength verification. In order to categorize a vessel according to Case B, clear operational guidance for partial filling of ballast tanks, in association with the consumption level as shown in Figure 2, is to be given in the loading manual. If such operational guidance is not given, Case A is to be applied. Case C Figure 3 shows Case C, with a cargo vessel where partial filling of any ballast water tank is not permitted. The two intermediate conditions given, define the % consumables at which filling of BW Tank no. 6 (P/S) should take place. No additional loading conditions are required.
59
Figure 1
Case A, partial filling of ballast tank no. 6 (P/S) is permitted at any stage during voyage. The intermediate conditions are specified, however other partial filling of BW Tank no. 6 (P/S) may be applied to keep acceptable trim and propeller immersion during the ballast voyage. Conditions only intended for strength verification (not operational) are marked: *
60
Notes (1) For peak tanks, see also Harmonised Notations and Corresponding Design Loading Conditions for Bulk Carriers S25.4.4.2(a), Common Structural Rules for Bulk Carriers, Chapter 4/7.2.2.2 and Common Structural Rules for Oil Tankers, Section 8/1.1.2.2. (2) The intermediate condition(s) to be specified incl. % consumables. (3) For conventional ore carriers with large wing water ballast tanks, full/empty may be replaced with maximum/minimum filling levels according to trim limitations given in S11.2.1.3. Figure 1 (Continued) Case A, partial filling of ballast tank no. 6 (P/S) is permitted at any stage during voyage. The intermediate condition is specified, however other partial filling of BW Tank no. 6 (P/S) may be applied to keep acceptable trim and propeller immersion during the ballast voyage. Conditions only intended for strength verification (not operational) are marked: *
61
Figure 2
Case B, partial filling of BW Tank no. 6 (P/S) only allowed during intermediate conditions, in this example between 50 20% consumables. Conditions only intended for strength verification (not operational) are marked: *
62
Notes (1) For peak tanks, see also Harmonised Notations and Corresponding Design Loading Conditions for Bulk Carriers S25.4.4.2(a), Common Structural Rules for Bulk Carriers, Chapter 4/7.2.2.2 and Common Structural Rules for Oil Tankers, Section 8/1.1.2.2. (2) The intermediate condition(s) to be specified incl. % consumables. (3) For conventional ore carriers with large wing water ballast tanks, full/empty may be replaced with maximum/minimum filling levels according to trim limitations given in S11.2.1.3 Figure 2 (Continued) Case B, partial filling of BW Tank no. 6 (P/S) only allowed during intermediate conditions, in this example between 50 20% consumables. Conditions only intended for strength verification (not operational) are marked: *
63
Notes (1) For peak tanks, see also Harmonised Notations and Corresponding Design Loading Conditions for Bulk Carriers S25.4.4.2(a), Common Structural Rules for Bulk Carriers, Chapter 4/7.2.2.2 and Common Structural Rules for Oil Tankers, Section 8/1.1.2.2. (2) The intermediate condition(s) to be specified incl. % consumables Figure 3 Case C. No partial filling of ballast tanks allowed. BW Tank no. 6 (P/S) will be filled during voyage at a specific % consumables
3. Case D Conventional ore carrier with two pairs of partially filled ballast water tanks Figure 4(a) shows the operational loading conditions, departure condition (D1), four intermediate conditions (D2 D5) and arrival condition (D6), for an conventional ore carrier with partial filling of both BW tank no.1 (P/S) and 5 (P/S) during voyage.
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Loading condition D1 Departure D2 Intermediate 1 D3 Intermediate 2 D4 Intermediate 3 D5 Intermediate 4 D6 Arrival Note:
Consumables 100% 50% 50% 20% 20%

(1) (1) (1) (1)
Filling level, WBT1 (P/S) F1dep% F1dep% F1int% F1int% F1arr% F1arr%
Filling level, WBT5 (P/S) F5dep% F5dep% F5int% F5int% F5arr% F5arr%
10%
(i) % consumables to be specified, indicated to 50% and 20 %.
Table 1
Filling Level in Partially Filled BW Tanks Nos.1 (P/S) and 5 (P/S) for the Operational Conditions during Ballast Voyage
Figigure 4(b) and Figure 4(c) show the additional twelve loading conditions (D1 1 ~ D1 12) which shall be added for longitudinal strength verification of the departure condition (D1). Figure 4(d) and Figure 4(i) show the additional 32 loading conditions (D2 1 ~ D2 12, D3 1 ~ D3 4, D4 1 ~ D4 12 and D5 1 ~ D5 4) which shall be added for longitudinal strength verification of the intermediate conditions (D2 ~ D5). Figure 4(j) and Figure 4(k) show the additional twelve loading conditions (D6 1 ~ D6 12) which shall be added for longitudinal strength verification of the arrival condition (D6). For the additional loading conditions, the maximum and the minimum filling level of BW tank are according to trim and propeller immersion limitations given in S11.2.1.3: However, for conventional ore carriers with large wing water ballast tanks in cargo area, where empty or full ballast water filling levels of one or maximum two pairs of these tanks lead to the ships trim exceeding one of the following conditions, it is sufficient to demonstrate compliance with maximum, minimum and intended partial filling levels of these one or maximum two pairs of ballast tanks such that the ships condition does not exceed any of these trim limits. Filling levels of all other wing ballast tanks are to be considered between empty and full. The trim conditions mentioned above are: trim by stern of 3% of the ships length, or trim by bow of 1.5% of ships length, or any trim that cannot maintain propeller immersion (I/D) not less than 25%, where: I = the distance from propeller centerline to the waterline D = propeller diameter (see the following figure)
65
Notes (1) The intermediate condition(s) to be specified include % consumables. (2) Figures 4(b) 4(k): Maximum and minimum filling levels of BW tank according to trim and propeller immersion limitations given in S11.2.1.3.
Figure 4(a) Case D, Ore Carrier. Partial filling of BW Tank no. 1 (P/S) and 5 (P/S) during ballast voyage, operational conditions D1 D6
66
Figure 4(b)
Case D, Ore Carrier. Partial filling of BW Tank no. 1 (P/S) and 5 (P/S) during voyage. Departure conditions D1 1 ~ D1 6, only intended for strength verification (not operational) are marked: *
67
Figure 4(c) Case D, Ore Carrier. Partial filling of BW Tank no. 1 (P/S) and 5 (P/S) during voyage. Departure conditions D1 7 ~ D1 12, only intended for strength verification (not operational) are marked: *
68
Figure 4(d)
Case D, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S) during voyage. Intermediate conditions D2 1 ~ D2 6, only intended for strength verification (not operational) are marked: *
69
Figure 4(e) Case D, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S) during voyage. Intermediate conditions D2 7 ~ D2 12, only intended for strength verification (not operational) are marked: *
70
Figure 4(f) Case D, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S) during voyage. Intermediate conditions D3 1 ~ D3 4, only intended for strength verification (not operational) are marked: *
71
Figure 4(g) Case D, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S) during voyage. Intermediate conditions D4 1 ~ D4 6, only intended for strength verification (not operational) are marked: *
72
Figure 4(h)
Case D, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S) during voyage. Intermediate conditions D4 7 ~ D4 12, only intended for strength verification (not operational) are marked: *
73
Figure 4(i) Case D, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S) during voyage. Intermediate conditions D5 1 ~ D5 4, only intended for strength verification (not operational) are marked: *
74
Figure 4(j) Case D, Ore Carrier. Partial filling of BW Tank no. 1 (P/S) and 5 (P/S) during voyage. Arrival conditions D6 1 ~ D6 6, only intended for strength verification (not operational) are marked: *
75
Figure 4(k)
Case D, Ore Carrier. Partial filling of BW Tank no. 1 (P/S) and 5 (P/S) during voyage. Arrival conditions D6 7 ~ D6 12, only intended for strength verification (not operational) are marked: *
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CHAPTER 3
EQUIPMENT AND OUTFITS
Section 6
SHIPBOARD FITTINGS AND SUPPORTING HULL STRUCTURES ASSOCIATED WITH TOWING AND MOORING ON CONVENTIONAL VESSELS
The note in the existing subparagraph 3.6.3.3(2) is replaced by the following: Note: Side projected area including maximum stacks of deck cargoes is to be taken into account for selection of towing lines. For the application of this Section, the breaking loads of towing lines specified in IACS Recommendation 10 are mandatory in order to determine the design load applied to shipboard fittings and supporting hull structure. The remainder of IACS Recommendation 10 is for guidance. The note in the existing subparagraph 3.6.4.3(1) is replaced by the following: Notes: 1. Side projected area including maximum stacks of deck cargoes is to be taken into account for assessment of lateral wind forces, arrangements of tug boats and selection of mooring lines. 2. For the application of this Section, the breaking loads of mooring lines specified in IACS Recommendation 10 are mandatory in order to determine the design load applied to shipboard fittings and supporting hull structure. 3. In line with the footnote of Table 5 of IACS Recommendation No. 10, for the individual mooring lines with breaking strength above 490 kN, this breaking strength may be reduced with corresponding increase of number of the mooring lines, provided that the total breaking load of all lines aboard the ship is not less than the total loads as specified. The number of mooring lines is not to be less than 6 and no one line is to have a strength less than 490 kN. (See also 3.6.5, Towing and mooring arrangement plan) 4. The remainder of IACS Recommendation 10 is for guidance. A new subparagraph 3.6.5(3) is added as follows: Where the arrangements and details of deck fittings and their supporting hull structures are designed based on the mooring arrangements as permitted in Note 3 to 3.6.4.3(1), the following information is to be clearly indicated on the plan: the arrangement of mooring lines showing number of lines (N), together with the breaking strength of each mooring line (BS).
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CHAPTER 4
STRENGTHENING FOR NAVIGATION IN ICE
Section 1
GENERAL PROVISIONS
The existing paragraph 4.1.1.2 is replaced by the following: 4.1.1.2 The ice classes of ships and icebreaker-assisted ships when necessary are to be assigned as follows: B1* ships with such structure, engine output and other properties that they are normally capable of navigating in difficult ice conditions without the assistance of icebreakers; B1 ships with such structure, engine output and other properties that they are capable of navigating in difficult ice conditions, with the assistance of icebreakers when necessary; B2 ships with such structure, engine output and other properties that they are capable of navigating in moderate ice conditions, with the assistance of icebreakers when necessary; B3 ships with such structure, engine output and other properties that they are capable of navigating in light ice conditions, with the assistance of icebreakers when necessary; B drift ice other than large stationary ice such as for coastal condition in China. In the existing paragraph 4.1.1.7, the abbreviation LWL is replaced by the abbreviation UIWL, and a new sentence is added at the end as follows: The salinity of the sea water along the intended route is to be taken into account when loading the ship. In the existing paragraph 4.1.1.8, the abbreviation BWL is replaced by the abbreviation LIWL, and the second subparagraph is replaced by the following: Restrictions on draughts when operating in ice are to be documented and kept on board readily available to the master. The maximum and minimum ice class draughts fore, amidships and aft as well as the minimum power required for main engine are to be indicated in the classification certificate. The existing paragraph 4.1.1.9 is replaced by the following: 4.1.1.9 If the summer load line in fresh water is located at a higher level than the UIWL, the ships sides are to be provided with a warning triangle and with an ice class draught mark at the maximum permissible ice class draught amidships in accordance with 1.11.4 of Section 11, Chapter 1 of this PART. The purpose of the warning triangle is to provide information on the draught limitation of the vessel when it is sailing in ice for masters of icebreakers and for inspection personnel in ports. The existing paragraph 4.1.2.1 is replaced by the following: 4.1.2.1 The maximum and minimum ice class draughts at fore and aft perpendiculars are to be determined in accordance with the upper and lower ice waterlines. The existing paragraph 4.1.2.2 is replaced by the following: 4.1.2.2 The upper ice waterline (UIWL) is to be the highest waterline at which the ship is intended to operate in ice. The line may be a broken line. In the existing paragraph 4.1.2.3, the sentence BWL the line defined by the minimum draughts fore and
78
aft is replaced by The lower ice waterline (LIWL) is to be the lowest waterline at which the ship is intended to operate in ice; the sentence h0 nominal ice thickness, in mm, according to Table 4.1.3.1 of this Chapter is replaced by h0 level ice thickness, in mm, according to Table 4.1.3.1 of this Chapter. The existing Figure 4.1.2.4 is replaced by the following:
The existing paragraph 4.1.2.5 is deleted and the existing paragraph 4.1.2.6 is renumbered as 4.1.2.5. In the existing paragraph 4.1.3.1, the second sentence is replaced by the following: The design height h (i.e. ice load height used in design calculation) of the area actually under ice pressure at any particular point of time is, however, assumed to be only a fraction of the ice thickness. In the existing paragraph 4.1.3.2, the sentence , Ne see respectively 4.1.2.5 and 4.1.2.6 of this Section is replaced by , Ne see respectively 4.1.2.3 and 4.1.2.5 of this Section.
Section 2
SHELL PLATING AND DECKS
In Table 4.2.1.1, the abbreviation LWL is replaced by the abbreviation UIWL and the abbreviation BWL by the abbreviation LIWL.
Section 3 Table 4.3.1.1 is replaced by the following:
SIDE FRAMING
79
Minimum Vertical Extension of Ice Strengthening of Side Framing

Ice class
*
Table 4.3.1.1
Region From stem to 0.3L abaft it Abaft 0.3L from stem and midsihp Aft From stem to 0.3L abaft it
Above UIWL (mm) 1200 1200 1200 1000 1000 1000
Below LIWL (mm) To double bottom or below top of floor 1600 1200 1600 1300 1000
B1
B1, B2, B3
Abaft 0.3L from stem and midsihp Aft
In the existing paragraph 4.3.3.1, the sentence f3, where h is given in Table 4.2.1.2 of this Chapter is replaced by f3, where h is given in Table 4.1.3.1 of this Chapter. In the existing paragraph 4.3.7.2, s in formulas is replaced by ReH.
Section 4
STEM AND STERN, TOWING AND STEERING ARRANGEMENTS
The abbreviation LWL in the existing paragraphs 4.4.1.3, 4.4.2.4 and 4.4.3.2 is replaced by the abbreviation UIWL.
Section 5
ICE STRENGTHENING CLASS B
In the existing paragraph 4.5.1.1, the abbreviation LWL is replaced by the abbreviation UIWL and the abbreviation BWL by the abbreviation LIWL.
80
CHAPTER 5
DOUBLE HULL OIL TANKERS
Section 2
SHELL PLATING
In the existing paragraph 5.2.4.2, KL is replaced by K.
81
CHAPTER 7
CONTAINER SHIPS
Section 2
In the existing paragraph 7.2.4.1, KL is replaced by K. In the existing paragraph 7.2.4.2, KL is replaced by K. In the existing paragraph 7.2.4.3, KL is replaced by K.
Section 8
BOW SIDE STRUCTURE STRENGTHENING

s l s > 0.4 is replaced by l
In the existing paragraph 7.8.2.1, the equation br1 = 1.87 0.467 br1 = 1.187 0.467
s l s > 0.4 . l
Appendix 1
CONTAINER SECURING ARRANGEMENTS
In Figure 4.7.2(c), 150 kN, 200 kN and 865 kN are replaced by 250 kN, 250 kN and 864 kN respectively.
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CHAPTER 8
BULK CARRIERS
Section 1
GENERAL PROVISIONS
The existing paragraph 8.1.2.2 is replaced by the following: 8.1.2.2 Bulk carriers complying with the requirements of PART TEN are to be assigned one of the following notations: (1) Bulk Carrier, CSR; (2) Bulk Carrier Double Side Skin, CSR.
83
Chapter 12 is replaced by the following: CHAPTER 12 BARGES
Section 1
GENERAL PROVISIONS
12.1.1 Application 12.1.1.1 The barges defined in this Chapter are non-self-propelled ships pushed or towed by other ships and divided into the following types: (1) Barges carrying general dry cargo in cargo holds; (2) Barges carrying cargo oil in cargo tanks; (3) Shipborne barges carrying general dry cargo in cargo holds and carried on board a barge carrier; (4) Specially designed pontoons for the carriage of cargo on deck. 12.1.1.2 Where not covered by this Chapter, barges carrying cargo oil in bulk in cargo tanks are to comply with the relevant requirements of Chapter 6 of this PART and other barges are to comply with the relevant requirements of Chapter 2 of this PART. 12.1.2 Class notations 12.1.2.1 Barges complying with the requirements of this Chapter are eligible to be assigned one of the following class notations: (1) Barges: the notation Barge is to be assigned to the barges as defined in 12.1.1.1(1); (2) Oil barges: the notation Oil Barge is to be assigned to the barges as defined in 12.1.1.1(2); (3) Shipborne barges: the notation Shipborne Barge is to be assigned to the barges as defined in 12.1.1.1(3); (4) Pontoon barges: the notation Pontoon Barge is to be assigned to the barges as defined in 12.1.1.1(4). 12.1.3 Plans and documents 12.1.3.1 In addition to the plans and documents required in Section 1, Chapter 2 of this PART, plans and documents covering the following are to be submitted for approval: (1) Details of structure and fittings to which deck cargo securing lashings, etc. are attached; (2) Details of bollards and their supporting structure; (3) Where pusher tugs or integral tug/barge systems are proposed, full details and data of the attachment and support arrangements; (4) Longitudinal strength and lifting arrangements for shipborne barges. 12.1.4 Structural configuration 12.1.4.1 For barges with large deck openings, deck and bottom are in general to be longitudinally framed. 12.1.4.2 Barges are to be fitted with a collision bulkhead extending intact to the strength/weather deck and, in general, this is to be located in accordance with Table 12.1.4.2. Table 12.1.4.2
Length L of ship (m) 150 > 150 Distance between collision bulkhead and forward perpendicular (m) Minimum 0.05L 0.05L or 10, whichever is lesser Maximum 0.05L + 4.5 0.08L
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12.1.4.3 Where the ends of the barge are identical both in structural arrangement and in shape so that its fore and after ends are not distinguishable, collision bulkheads are to be fitted at both ends. 12.1.4.4 Pusher barges are in general to be fitted with a collision bulkhead at the aft end. 12.1.4.5 The total number of watertight bulkheads is in general not to be less than required in Table 12.1.4.5. For ships of over 190 m in length, this is to be determined by direct calculation. Attention is to be paid to reasonable and even arrangement of watertight bulkheads. Total Number of Watertight Bulkheads
Length L (m) Total number of watertight bulkheads L 60 3 60 < L 85 4 85 < L 105 5 105 < L 145 6 145 < L 165 7
Table 12.1.4.5
165 < L 190 8
12.1.4.6 Pontoon barges are in general to be fitted with longitudinal bulkheads extending fore and aft in accordance with Table 12.1.4.6, the scantlings of which are to be calculated as required for watertight longitudinal bulkheads. Attention is to be paid to reasonable arrangement of longitudinal bulkheads. For pontoon barges with B/D greater than 6, this is to be determined by direct calculation. Total Number of Longitudinal Bulkheads
B/D Total number of longitudinal bulkheads B/D 2.5 0 2.5 < B/D 3 1 3 < B/D 4 2 4 < B/D 5 3
Table 12.1.4.6
5 < B/D 6 3
Note: Centre longitudinal bulkheads may be replaced by longitudinal trusses.
12.1.4.7 For pontoon barges with B/D equal to or greater than 3, the transverse strength is to be checked by direct calculation (see Appendix of this Chapter).
Section 2
12.2.1 General requirements 12.2.1.1 Longitudinal strength of barges is to comply with the relevant requirements of Section 2, Chapter 2 of this PART, with the exception of the requirements for loading instruments. 12.2.1.2 For shipborne barges intended to be lifted on board by crane, longitudinal strength calculations for a condition fully loaded barge suspended by crane are to be made with the following permissible stresses: Permissible bending stress [] = 150/K N/mm Permissible shear stress [] = 100/K N/mm where: K material factor. 12.2.1.3 For barges having large deck openings, torsional strength is to be checked in accordance with Chapter 7 of this PART. 12.2.1.4 Where the transverse watertight bulkheads and longitudinal bulkheads of pontoon barges are fitted in compliance with the requirements for structural arrangement in Section 1 of this Chapter, their
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proportions may exceed those specified in 2.2.1.2 of Section 2, Chapter 2 of this PART when the requirements for longitudinal strength in Section 2, Chapter 2 of this PART are applied, provided that the following condition is met: L/B > 3 B/D 6.0 12.2.1.5 For pontoon barges not meeting the condition in 12.2.1.4 above, this is to be determined by direct calculation and submitted to CCS for approval.
Section 3
SHELL AND DECK PLATING
12.3.1 General requirements 12.3.1.1 In addition to the requirements of this Section, the shell and deck plating of barges carrying cargo oil in bulk in cargo tanks are to comply with the relevant requirements of Chapter 6 of this PART and those of other barges are to comply with the relevant requirements of Chapter 2 of this PART. 12.3.2 Shell plating 12.3.2.1 On barges with two chines each side, the thickness of bilge plating is to be calculated from the bottom plating formulae. On hard chine barges, flanged chines will not, in general, be approved, but where a chine is formed by knuckling the shell plating, the radius of curvature, measured on the inside of the plate, is not to be less than ten times the plate thickness. Where a solid round chine bar is fitted, the bar diameter is to not be less than three times the thickness of the thickest abutting plate. Where welded chines are used, the welding is to be built up as necessary to ensure that the shell plating thickness is maintained across the weld. 12.3.2.2 For barges of less than 100 m in length and without dead rise, the thickness of plate keel is to be calculated from the bottom plating formulae. 12.3.3 Decks 12.3.3.1 For barges with large deck openings, the half sectional area a of the strength deck within 0.4L amidships is not to be less than that obtained from the following formula: a=
1 B(L + 30) 4.3
cm
where: L length of ship, in m; B breadth of ship, in m. The half sectional area of deck means the sum of sectional areas of the continuous longitudinal members outside the line of openings and on one side of the longitudinal centreline, such as deck plating, deck longitudinals and deck girders. 12.3.3.2 For pontoons, the thickness of deck plating in the deck cargo area is, in addition, not to be less than that obtained from the following formula: t = 4.5s h mm, but not less than 6 mm
where: s spacing of beams or longitudinals, in m; h design head, in m, to be taken as 0.14p + 0.3, p being the design cargo load, in kPa.
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12.3.3.3 Where vehicles are to be carried on deck, the deck plating is also to comply with the relevant requirements of Section 21, Chapter 2 of this PART.
Section 4
HULL ENVELOPE FRAMING
12.4.1 General requirements 12.4.1.1 The hull envelope framing of barges carrying dry cargo in cargo holds are to comply with the relevant requirements of Chapter 2 of this PART. The hull envelope framing of barges carrying cargo oil in cargo tanks are to comply with the relevant requirements of Chapter 6 of this PART. The hull envelope framing of pontoon barges are to comply with the relevant requirements of this Section. 12.4.1.2 In way of deck and bottom primary transverse members, a web frame is to be fitted so that the bottom, side and deck transverses are connected in a transverse ring system to ensure sufficient transverse strength. 12.4.1.3 Pontoon barge are in general longitudinally framed. If they are framed transversely, transverse ring systems or transverse trusses are to be fitted to ensure sufficient transverse strength. 12.4.1.4 Figure 12.4.1.4 shows the longitudinally framed structure of pontoon barges.
Figure 12.4.1.4 12.4.1.5 Figure 12.4.1.5 shows the transversely framed structure of pontoon barges.
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Figure 12.4.1.5 12.4.2 Bottom framing of pontoons 12.4.2.1 Where transversely framed, bottom frames are to be fitted at every frame, and their section modulus W is not to be less than that obtained from the following formula: W = 9.5sDl cm where: s spacing of bottom frames, in m; D moulded depth of ship, in m; l span of bottom frames, in m; supporting structures of bottom frames are to be ship side, longitudinal bulkheads or bottom stringers. 12.4.2.2 Where longitudinally framed, the section modulus W of bottom longitudinals is not to be less than that obtained from the following formula: W = CsDl cm where: s spacing of longitudinals, in m; D moulded depth of ship, in m; l span of longitudinal, in m; supporting structures of bottom longitudinals are to be transverse bulkheads or bottom webs; C coefficient, taken as: C = 12, for rake-ended bow of pontoon barges; C = 10.5, for others. 12.4.2.3 The section modulus W of bottom stringers (including bottom chords of longitudinal trusses) is not to be less than that obtained from the following formula: W = 9.5SDl cm where: s average width of areas supported by bottom stringers, in m; D moulded depth of ship, in m; l span of bottom stringers, in m; supporting structures of bottom stringers are to be transverse
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bulkheads, truss pillars. 12.4.2.4 The section modulus W of bottom webs (including bottom chords of transverse trusses) is not to be less than that obtained from the following formula: W = CSDl cm where: S average width of areas supported by bottom webs, in m; D moulded depth of ship, in m; l span of bottom web, in m; supporting structures of bottom webs are to be ship side, longitudinal bulkheads or truss pillars; C coefficient, taken as: C = 11, for rake-ended bow of pontoon barges; C = 9.5, for others. 12.4.2.5 Primary bottom members (bottom stringers and webs) are to comply with the following requirements: (1) The web depth h of primary members is not to be less than 2 times the depth of the slot for the passage of secondary members (bottom frames and longitudinals), and not to be less than that obtained from the following formula: h = 125l mm where: l span of primary member, in m. (2) The web thickness t of primary members is not to be less than that obtained from the following formula: t = h/100 + 3 mm, not less than 7 mm where: h web depth of primary member, in m. 12.4.3 Side framing of pontoons 12.4.3.1 The section modulus W of frames is not to be less than that obtained from the following formula:. W = 9.5shl cm where: s spacing of frames, in m; l span of frame, in m; h head taken in calculation, in m; vertical distance measured from the midpoint of span of the frame to deck at side, but not to be less than (0.01L + 0.7), L being length of ship, in m. 12.4.3.2 The section modulus W of side longitudinals is not to be less than that obtained from the following formula: W = Cshl cm where: s spacing of longitudinals, in m; l span of longitudinal, in m; h head taken in calculation, in m; vertical distance measured from the side longitudinal to deck at side, but not to be less than (0.01L + 0.7), L being length of ship, in m; C coefficient, taken as: C = 9.0, for rake-ended bow of pontoon barges; C = 8.0, for others. 12.4.3.3 The section modulus W of longitudinally framed web frames is not to be less than that obtained from the following formula: W = CShl cm where: S spacing of web frames, in m;
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l span of web frame, in m; h head taken in calculation, in m; vertical distance measured from the midpoint of span of the web frame to deck at side, but not to be less than (0.01L + 0.7), L being length of ship, in m; C coefficient, taken as: C = 9.5, for rake-ended bow of pontoon barges; C = 8.5, for others. 12.4.3.4 Longitudinally framed web frames are to comply with the relevant requirements of 12.4.2.5 of this Section. 12.4.4 Deck framing of pontoons 12.4.4.1 The section modulus W of transversely framed deck beams is not to be less than that obtained from the following formula: W = 4.5shl cm where: s spacing of deck beams, in m; l span of deck beam, in m; h head taken in calculation, in m; h = 0.14p + 0.3, but not to be less than (0.02L + 0.76), L being length of ship, in m, p being design cargo load, in kPa. 12.4.4.2 The section modulus W of longitudinally framed deck longitudinals is not to be less than that obtained from the following formula: W = 5shl cm where: s spacing of deck longitudinals, in m; l span of deck longitudinal, in m; h head taken in calculation, in m, the same as in 12.4.4.1 of this Section. 12.4.4.3 The section modulus W of deck girders (including top chords of longitudinal trusses) is not to be less than that obtained from the following formula: W = 5Shl cm where: S average width of areas supported by girders, in m; l span of girders, in m; h head taken in calculation, in m, the same as in 12.4.4.1 of this Section. 12.4.4.4 The section modulus W of deck transverses (including top chords of transverse trusses) is not to be less than that obtained from the following formula: W = 5Shl cm where: S average width of areas supported by transverses, in m; l span of transverses, in m; h head taken in calculation, in m, the same as in 12.4.4.1 of this Section. 12.4.4.5 Primary structural members of deck (including deck girders and transverses) are to comply with the following requirements: (1) The web depth h of primary members is not to be less than 2 times the depth of the slot for the passage of secondary members (deck beams and longitudinals), and not to be less than that obtained from the following formula: h = 58.5l mm where: l span of primary member, in m. (2) The web thickness t of primary members is not to be less than that obtained from the following formula: t = h/100 + 3 mm, not less than 7 mm
90
where: h web depth of primary members, in m. 12.4.4.6 Where wheeled vehicles are stowed on the deck, the deck framing is also to comply with relevant requirements in Section 21, Chapter 2 of this PART. 12.4.4.7 Where containers are carried on the deck, stacking devices are to be fitted on supporting members, and the strength of deck framing is to be checked by direct calculation. The static load of containers is to be taken as the load in calculation, and permissible stresses are as follows: Permissible normal stress [] = 0.5ReH Permissible shear stress [] = 0.292 ReH where: ReH yield stress of material, in N/mm2. 12.4.5 Truss structure of pontoon barges 12.4.5.1 Pontoon barges are to be fitted with trusses extending either fore and aft or athwartships for the support of hull structure. 12.4.5.2 A truss is comprised of top and bottom girders, pillars and diagonal bracings. 12.4.5.3 The top and bottom girders of longitudinal trusses are deck and bottom girders respectively. 12.4.5.4 The top and bottom girders of transverse trusses are deck transverses and bottom webs respectively. 12.4.5.5 Pillars are to comply with the relevant requirements of Section 10, Chapter 2 of this PART, and the load P acting on pillars is to be taken as the greater of the values obtained from the following formulae: P1 = pa1b1 kN P2 = 10D a2b2 kN where: p design cargo load, in kPa; a1 average length of deck area supported by pillar, in m; b1 average width of deck area supported by pillar, in m; D moulded depth of ship, in m; a2 average length of bottom area supported by pillar, in m; b2 average width of bottom area supported by pillar, in m; 12.4.5.6 Diagonals are generally to have an angle of inclination with the horizontal of 45, and a cross-sectional area of generally 50% of that of the adjacent pillar.
Section 5
STRENGTHENING AT ENDS OF SHIP
12.5.1 General requirements 12.5.1.1 The ends of barges with general sea-going-ship-shaped bow forms are to be strengthened in accordance with Section 15, Chapter 2 of this PART. 12.5.1.2 The ends of fore rake end pontoon barges are to be strengthened in accordance with this Section. Figure 12.5.1.2 shows the shape and structural arrangement of a typical fore rake end.
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Figure 12.5.1.2 12.5.2 Structural requirements for fore rake end 12.5.2.1 The structural requirements for fore rake end apply to the portion of the hull from the forward headlog to the lower turn of the rake. Where the collision bulkhead is located aft of the lower turn of the rake, these requirements apply to the portion of the hull from the forward headlog to the collision bulkhead. 12.5.2.2 The span of bottom longitudinals is not to exceed 2.5 m. Bottom longitudinals may be supported by transverse bulkheads or bottom webs. 12.5.2.3 The span of bottom frames is not to exceed 2.5 m. Bottom frames may be supported by longitudinal bulkheads or bottom girders. 12.5.2.4 The scantlings of primary members are to comply with the relevant requirements for pontoons in Section 4 of this Chapter and in addition, the following requirements: (1) In general, the web depth of primary members is not to be less than 2.5 times the depth of the slot for the passage of secondary members. (2) The web depth h of primary members is not to be less than that obtained from the following formula: h = Cl mm where: l span of primary members, in m; C coefficient, taken as follows: 83.5 for deck transverses; 125 for side transverses; 156 for bottom webs. 12.5.2.5 The bottom shell plating thickness is to be maintained up to the summer load waterline for the rake plating. Above this point the thickness may be tapered to that of the side shell requirements from a point not less than 1 m above the load waterline.
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12.5.3 Strengthening of structures of bottom forward against slamming 12.5.3.1 The structures of bottom forward are to be strengthened against slamming in accordance with 2.15.3 of Section 15, Chapter 2 of this PART. 12.5.3.2 Where pontoon barges are towed or pushed at a speed of less than 10 kn and minimum fore draught equal to or greater than 0.01L, with trim being kept at zero, the requirements for strengthening of bottom forward in Section 15, Chapter 2 of this PART may be dispensed with.
Appendix
METHOD OF CHECKING TRANSVERSE STRENGTH OF PONTOON BARGES
1.
GENERAL REQUIREMENTS
1.1 Application 1.1.1 This method is applicable only to the check of transverse strength of pontoon barges in accordance with paragraph 12.1.4.7 of Chapter 12 of PART TWO. 1.1.2 This method is not applicable to the strength assessment of local structures subjected to a concentrated load (e.g. large foundation, heavy cargo support and struts) 2. LOADS
2.1 Load types 2.1.1 Only the effects of maximum permissible deck load and external water pressure are taken into account for design conditions of transverse strength. The effects of hull girder bending moments (both vertical and horizontal ones) are not taken into account. 2.1.2 The load due to external water pressure consists of hydrostatic pressure and hydrodynamic wave pressure as follows: at baseline: at waterline: at side top:
PB = 10d 1.5C Pw = 3C Ps = 3P 0 kN / m 2 kN / m 2 kN / m 2
where: C see 2.2.3.1 of Section 2, Chapter 2; d draught, in m; P0 to be calculated as follows: P0 = C 0.67( D d ) kN/m2 D moulded depth, in m. In order to take account of the effects of beam sea acting along the ships length in local areas, such effects are simulated by applying asymmetric external water pressure on both sides for design conditions. A superimposition of hydrostatic pressure and wave pressure may be assumed on one side and the effects of hydrostatic pressure and hydrodynamic wave pressure on the other side (C being taken negative in the above formula), where any value below zero is to be taken as zero. The distribution of load effects is shown in Figure 2.1.2.
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Note: In the case of symmetric load, external water pressure on both sides is to be taken as that on starboard in this Figure
Figure 2.1.2 2.1.3 The following two conditions are taken into account for design conditions: (1) Symmetric condition: Maximum permissible deck load + external hydrostatic pressure + hydrostatic wave pressure acting symmetrically inwards on both sides; (2) Asymmetric condition: Maximum permissible deck load + external hydrostatic pressure + antisymmetric hydrostatic wave pressure acting inwards on one side and outwards on the other side. 2.1.4 In the case of pontoons engaged exclusively on a restricted service, the value of C used in calculation according to 2.1.2 may be reduced as follows: (1) 0.95 for service category 1; (2) 0.90 for service category 2; (3) 0.85 for service category 3. 3. STRUCTURAL MODELS
3.1 Structural modelling 3.1.1 Model extents 3.1.1.1 One of the following 3-dimensional finite element models is to be used in analysis. In the case of pontoon barges of which the typical cross section is not provided with a supporting transverse truss, however, only hold/tank models are applicable in the analysis. The model extents are as follows: (1) Strip model Longitudinal direction: 1/2 web frame + 1 web frame + 1 web frame + 1/2 web frame within a typical midship cross section (excluding transverse bulkheads); Transverse direction: Total breadth of the ship; Vertical direction: Total moulded depth. See Figure 3.1.1.1(1). (2) Hold/tank model Longitudinal direction: In general, a typical midship hold/tank is to be taken for analysis, with fore and aft end faces (A and B) being at transverse bulkheads covered by the model;
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Transverse direction: Total breadth of the ship; Vertical direction: Total moulded depth. See Figure 3.1.1.1(2).
Figure 3.1.1.1(1)
Figure 3.1.1.1(2) (deck not shown) 3.1.2 Elements and meshing size of models
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3.1.2.1 The elements and meshing size of models are to be in accordance with those specified for general finite element hold models, refer to CCS Guidelines for Direct Strength Analysis of Oil Tanker. 3.1.2.2 The diagonals of transverse trusses are generally simulated by rod elements. 3.1.3 Boundary conditions 3.1.3.1 For strap models, all nodes at fore and aft boundaries are to be restrained for 3 linear deflections, see Figure 3.1.3.1. 3.1.3.2 For hold/tank models, all nodes at edges of fore and aft end transverse bulkheads are to be restrained for 3 linear deflections, see Figure 3.1.3.2.
Figure 3.1.3.1 Boundaries Conditions of Strap Model
Figure 3.1.3.2 Boundaries Conditions of Hold/Tank Model
4.
STRENGTH ASSESSMENT
4.1 General requirements 4.1.1 Assessment of results 4.1.1.1 The range of values for assessment of the results of finite element analysis is to be based on one
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of the web frames of the model, see Figures 4.1.1.1(1) and (2).
Figures 4.1.1.1(1)
Figures 4.1.1.1(2) 4.1.1.2 For floors and beam webs, the average shear stress based on total height of the webs may be taken as the shear stress in calculation. 4.1.1.3 Transverse web frames are to be controlled to prevent excessive local or overall deflection and deformation. 4.2 Assessment of yield strength 4.2.1 Strength criteria
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4.2.1.1 In all conditions, the calculated stress of individual structural members is not to be greater than the corresponding permissible values given in Tables 4.2.1.1(1) and (2). Plate Element
Structural member Side transverse web, longitudinal bulkhead vertical girder web Deck transverse web, bottom floor
Tables 4.2.1.1(1) e
175/K 175/K
93/K
Beam and Rod Elements

Structural member Beam element simulating web faceplate of strength member of transverse web frame or beam fitted on transverse members Cross tie of transverse truss where: se equivalent stress of plate stress (i.e. Von Mises stress), in N/mm ;
2
Tables 4.2.1.1(2) rod

176/K 141/K
2 2 e = x + 2 y x y + 3 xy
sx sy txy t K
stress of element in direction X, in N/mm2; stress of element in direction Y, in N/mm2; shear stress of element in plane XY, in N/mm2; average shear stress based on total height of the webs, in N/mm2; material factor.
rod axial stress of rod element or normal stress of beam element (excluding bending stress component), in N/mm2;
4.3 Assessment of buckling strength 4.3.1 Strength criteria 4.3.1.1 The web panels of transverse web frame strength members (including side transverses, bottom floors, longitudinal bulkhead vertical girders, deck transverses, etc.) and cross ties of transverse trusses are to be checked for stability. For the method to be used in the check, refer to this PART and CCS Guidelines for Direct Strength Analysis of Oil Tanker, as appropriate. 4.3.1.2 For check of panel buckling in accordance with CCS Guidelines for Direct Strength Analysis of Oil Tanker, the safety factor of buckling is to be taken as 1.0.
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CHAPTER 14
DREDGERS
Section 1
GENERAL PROVISIONS
The existing paragraph 14.1.1.3 is replaced by the following: 14.1.1.3 The provisions of this Chapter are applicable to the following proportions of principal dimensions of dredgers: For hopper dredgers: B/D 3 For other types of dredgers: B/D 5 Where any of the above values is exceeded, the transverse strength is to be checked by direct calculation. The existing paragraph 14.1.4.2 is replaced by the following: 14.1.4.2 Box keel: The box keel is a built-up box-shaped structure on the centreline, consisting of bottom plating, side plating in the hopper and internal framing, arranged longitudinally at the lower portion of, and between the fore and aft end bulkheads of the hopper or hoppers.
Section 2
A new paragraph 14.2.1.3 is added as follows: 14.2.1.3 For dredgers and barges complying with the requirements of this Chapter, the strength of large openings at hoppers need not be checked.
Section 3
SHELL ENVELOPE PLATING
The following sentence is added at the end of paragraph 14.3.4.4: In areas where the drag head may run against bilge and side shell, strengthening is to be provided, e.g. plating of increased thickness, additional framing or fitting of fenders.
Section 4
DECKS AND DECK FRAMING
A new paragraph 14.4.3.3 is added as follows: 14.4.3.3 For trailing suction dredgers, the section modulus of deck longitudinals within the hopper and side tank region is to be increased by 20 % of that required in Section 8, Chapter 2 of this PART.
Section 6
SIDE FRAMING
In the existing paragraph 14.6.2.1, the first 2 sentences are replaced by the following, with remaining text thereof unamended: 14.6.2.1 The spacing of web frames is not to be more than 0.01L + 2.5 m, L being the length of ship, in
99
m. For trailing suction dredgers, the spacing of web frames is also to comply with the requirements for the spacing of hopper strength frame rings.
Section 7
BOTTOM STRENGTHENING FOR OPERATING AGROUND
The existing paragraph 14.7.2.3 is replaced by the following: 14.7.2.3 Longitudinally framed single bottom structures are to be strengthened as follows: (1) Bottom floors are to be spaced generally not greater than 3 frame spacings, and strengthened by vertical stiffeners spaced equally as bottom longitudinals. (2) The spacing of side keelsons is not to be greater than 3 bottom longitudinal spacings. (3) Intercostal frames are to be fitted at midspan of bottom longitudinals. The existing paragraph 14.7.2.4 is replaced by the following: 14.7.2.4 Transversely framed double bottom structures are to be strengthened as follows: (1) Solid bottom floors are to be fitted in way of each frame. The spacing of vertical stiffeners of floors is generally not to be greater than 1.25 m. (2) The spacing of side girders is not to be greater than 2.2 m, and bottom longitudinals are to be fitted at midspan of bottom girders. The existing paragraph 14.7.2.5 is replaced by the following: 14.7.2.5 Longitudinally framed double bottom structures are to be strengthened as follows: (1) Solid floors are to be spaced generally not greater than 3 frame spacings, and strengthened by vertical stiffeners spaced equally as bottom longitudinals. (2) The spacing of side girders is generally not to be greater than 4 bottom longitudinal spacings. (3) Intercostal frames are to be fitted at midspan of bottom longitudinals.
Section 8
HOPPERS
The existing paragraph 14.8.1.1 is replaced by the following: 14.8.1.1 The requirements of this Section for bottom framing are applicable to box-shaped single-bottom hoppers. The existing paragraph 14.8.3.1 is replaced by the following: 14.8.3.1 The depth of hopper floors is not to be less than 0.13B (B being the breadth of ship, in m). The spacing of the plate floors is not to be more than 4.5 m, and the spacing of box floors is not to be more than 6 m from centre to centre. Where the spacing of box floors is more than 6 m from centre to centre, the depth of the box floors is to be increased appropriately. A new paragraph 14.8.4.9 is added as follows: 14.8.4.9 For trailing suction dredgers, the section modulus of hopper bulkhead stiffeners and girders may be reduced for 10% of that required above.
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The existing paragraph 14.8.5.1 is replaced by the following: 14.8.5.1 Transverse bulkheads or strength frame rings are to be fitted in side tanks at centre of the plane of hopper plate floors or box floors. The strength frame ring is to be composed of floor, web frame, vertical girder on the hopper longitudinal bulkhead, web beam and cross ties (if fitted), and the scantlings of which are to comply with the relevant requirements of this Chapter. Where the spacing of hopper floors or of transverse bulkheads or strength frame rings in side tanks exceeds the specified limit, the transverse strength of the hopper region is to be checked. In the existing paragraph 14.8.5.3, the last sentence is replaced by the following: The section modulus of stiffeners on the bulkhead may be deducted by 40 % from that of the stiffeners on the watertight bulkhead. Stiffeners are to be fitted with brackets at both ends. However, the sectional area of the stiffeners supporting longitudinals, girders etc. is also to comply with the requirements of Section 11, Chapter 2 of this PART. In the existing paragraph 14.8.8.2, the formula is replaced by the following: P ' = 7.06abh +
2 Fe + P l
kN
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PART THREE
MACHINERY INSTALLATIONS
CHAPTER 2
PUMPING AND PIPING SYSTEMS
Section 5 CONNECTION OF PIPE LENGTHS, HEAT TREATMENT AND NON-DESTRUCTIVE TESTING The last line in Table 2.5.3.1(2) is replaced by the following: Application of mechanical joints
Systems Pipe unions 33 Steam Kind of connections Compression couplings
Table 2.5.3.1(2)
Slip-on joints
A new note to Table 2.5.3.1(2) is added as follows: Slip type joints as shown in Table 2.5.3.1(2), provided that they are restrained on the pipes, may be used for pipes on deck with a design pressure of 10 bar or less.
Appendix 2
FLEXIBLE HOSES
The existing paragraph 1.3.1 is replaced by the following: 1.3.1 Flexible hoses constructed of rubber materials and intended for use in bilge, ballast, compressed air, oil fuel, lubricating, hydraulic and thermal oil systems are to incorporate a single, double or more, closely woven integral wire braid or other suitable material reinforcement. Flexible hoses of plastics materials for the same purposes, such as Teflon or Nylon, which are unable to be reinforced by incorporating closely woven integral wire braid are to have suitable material reinforcement as far as practicable. Where rubber or plastics materials hoses are to be used in oil supply lines to burners, the hoses are to have external wire braid protection in addition to the reinforcement mentioned above. Flexible hoses for use in steam systems are to be of metallic construction.
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CHAPTER 5
PIPING SYSTEM FOR OIL TANKERS
Section 2
CARGO HANDLING SYSTEM
A new paragraph 5.2.2.10 is added as follows: 5.2.2.10 Any integral hydraulic and/or electrical system used to drive both cargo and ballast pumps (integral cargo and ballast system) is to comply with the relevant provisions in 2.6.7, Chapter 2, PART FOUR of the Rules.
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CHAPTER 6
BOILERS AND PRESSURE VESSELS
Section 4
FITTINGS OF PRESSURE VESSELS
In the existing subparagraph 6.4.1.1(3), the words (safety valves are to comply with the requirements of 6.4.1.2(4) of this Section, if fitted) are added after the words safety devices for preventing overpressure.
Appendix 1
STRENGTH CALCULATION OF WATER TUBE BOILERS
In the existing paragraph 6.2, Note: r0 inside radius of transition knuckle, in mm, which is to be taken as 0.01 Dc in the case of conical sections without knuckle transition. is added below Table 6.2. In the existing paragraph 6.2, r0 inside radius of transition knuckle, in mm, which is to be taken as 0.01 Dc in the case of conical sections without knuckle transition. is deleted.
Appendix 4
STRENGTH CALCULATION OF PRESSURE VESSLES
In the existing paragraph 1.3, all t are replaced by .
Appendix 5
OPENINGS AND COMPENSATION
In the existing subparagraphs 2.2(1) to (2), mm2 is added after the formula respectively. In the existing subparagraphs 2.2(3), mm2 is added after the formula A3 =2 h2 1 .
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CHAPTER 9
DIESEL ENGINES
Section 1
GENERAL PROVISIONS
A new subparagraph 9.1.10.1(18) is added as follows: (18) Crankshaft strength calculation.
Section 2
MATERIALS
In the existing paragraphs 9.2.2.2 and 9.2.3.2, the words Section 4 are deleted.
Section 7
FITTINGS
The existing subparagraph 9.7.4.6(10) is replaced by the following: (10) For engines intended to be installed on existing ships (i.e. ships for which the date of contract for construction is before 1 July 2008) and the date of application for certification of the engine (i.e. the date of whatever document CCS requires/accepts as an application or request for certification of an individual engine) is on or after 1 July 2008, or to be installed on new ships (i.e. ships for which the date of contract for construction is on or after 1 July 2008), their crankcase explosion relief valves are to be type tested in a configuration that represents the installation arrangements that will be used on an engine in accordance with Appendix 7 of this Chapter. The words in 9.7.10.4 are replaced by in the existing 9.7.10.4.
Appendix 3
APPRAISAL OF CRANKSHAFT STRENGTH OF DIESEL ENGINES
In the existing Figure 3.3.3(1), transverse coordinate identification symbol r is added. The existing Appendix 7 is replaced by the following: Appendix 7 TYPE TESTING PROCEDURE FOR CRANKCASE EXPLOSION RELIEF VALVES 1 Scope 1.1 To specify type tests and identify standard test conditions using methane gas and air mixture to demonstrate that relevant requirements of CCS are satisfied for crankcase explosion relief valves intended to be fitted to engines and gear cases. 1.2 This test procedure is only applicable to explosion relief valves fitted with flame arresters.
Note: Where internal oil wetting of a flame arrester is a design feature of an explosion relief valve, alternative testing arrangements that demonstrate compliance with this Appendix may be proposed by the manufacturer. The alternative testing 105
arrangements are to be agreed by CCS.
2 Applicable standards or rules 2.1 EN 12874:2001: Flame arresters Performance requirements, test methods and limits for use. 2.2 ISO/IEC EN 17025:2005: General requirements for the competence of testing and calibration laboratories. 2.3 EN 1070:1998: Safety of Machinery Terminology. 2.4 VDI 3673: Part 1 Pressure Venting of Dust Explosions. 2.5 IMO MSC/Circular 677: Revised Standards for the Design, Testing and Locating of Devices to Prevent the Passage of Flame into Cargo Tanks in Tankers. 3 Purpose 3.1 The purpose of type testing crankcase explosion relief valves is fourfold: (1) to verify the effectiveness of the flame arrester; (2) to verify that the valve closes after an explosion; (3) to verify that the valve is gas/air tight after an explosion; (4) to establish the level of overpressure protection provided by the valve. 4 Test facilities 4.1 Test houses carrying out type testing of crankcase explosion relief valves are to meet the following requirements: 4.1.1 The test houses where testing is carried out are to be accredited to a recognized national or international standard, e.g. ISO/IEC 17025, and are to be acceptable to CCS. 4.1.2 The test facilities are to be equipped so that they can perform and record explosion testing in accordance with this procedure. 4.1.3 The test facilities are to have equipment for controlling and measuring a methane gas in air concentration within a test vessel to an accuracy of 0.1%. 4.1.4 The test facilities are to be capable of effective point-located ignition of a methane gas in air mixture. 4.1.5 The pressure measuring equipment is to be capable of measuring the pressure in the test vessel in at least two positions, one at the valve and the other at the test vessel centre. The measuring arrangements are to be capable of measuring and recording the pressure changes throughout an explosion test at a frequency recognizing the speed of events during an explosion. The result of each test is to be documented by video recording and by recording with a heat sensitive camera. 4.1.6 The test vessel for explosion testing is to have documented dimensions. The dimensions are to be such that the vessel is not pipe like with the distance between dished ends being not more than 2.5 times its diameter. The internal volume of the test vessel is to include any standpipe arrangements. 4.1.7 The test vessel is to be provided with a flange, located centrally at one end perpendicular to the vessel longitudinal axis, for mounting the explosion relief valve. The test vessel is to be arranged in an orientation consistent with how the valve will be installed in service, i.e., in the vertical plane or the horizontal plane. 4.1.8 A circular plate is to be provided for fitting between the pressure vessel flange and valve to be tested with the following dimensions: (1) outside diameter of 2 times the outer diameter of the valve top cover;
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(2) internal bore having the same internal diameter as the valve to be tested. 4.1.9 The test vessel is to have connections for measuring the methane in air mixture at the top and bottom. 4.1.10 The test vessel is to be provided with a means of fitting an ignition source at a position specified in 5.3 of this Appendix. 4.1.11 The test vessel volume is to be as far as practicable, related to the size and capability of the relief valve to be tested. In general, the volume is to correspond to the relevant requirements in 9.7.4.6 of this Chapter for the free area of explosion relief valve to be not less than 115 cm2/m3 of crankcase gross volume.
Notes: This means that the testing of a valve having 1150 cm2 of free area, would require a test vessel with a volume of 10 m3. Where the free area of relief valves is greater than 115 cm2/m3 of the crankcase gross volume, the volume of the test vessel is to be consistent with the design ratio. In no case is the volume of the test vessel to vary by more than +15% to -10% from the design cm2/m3 volume ratio.
5 Explosion test process 5.1 All explosion tests to verify the functionality of crankcase explosion relief valves are to be carried out using an air and methane mixture with a volumetric methane concentration of 9.5%0.5%. The pressure in the test vessel is to be not less than atmospheric and is not to exceed the opening pressure of the relief valve. 5.2 The concentration of methane in the test vessel is to be measured at the top and bottom of the vessel and these concentrations are not to differ by more than 0.5%. 5.3 The ignition of the methane and air mixture is to be made at the centerline of the test vessel at a position approximately one third of the height or length of the test vessel opposite to where the valve is mounted. 5.4 The ignition is to be made using a maximum 100 joule explosive charge. 6 Valves to be tested 6.1 The valves used for type testing (including testing specified in 6.3) are to be selected from the manufacturers normal production line for such valves by the Surveyor witnessing the tests. 6.2 For approval of a specific valve size, three valves are to be tested in accordance with 6.3 and 7.1~7.2 of this Appendix. For approval of a series of valves, 9.1~9.4 of this Appendix are to be complied with. 6.3 The valves selected for type testing are to have been previously tested at the manufacturers works to demonstrate that the opening pressure is in accordance with the specification within a tolerance of 20% and that the valve is air tight at a pressure below the opening pressure for at least 30 seconds.
Note: This test is to verify that the valve is air tight following assembly at the manufacturers works and that the valve begins to open at the required pressure demonstrating that the correct spring has been fitted.
6.4 The type testing of valves is to recognize the orientation in which they are intended to be installed on the engine or gear case. Three valves of each size are to be tested for each intended installation orientation, i.e. in the vertical and/or horizontal positions. 7 Method 7.1 The following requirements of 7.1.1~7.1.5 are to be satisfied at explosion testing: 7.1.1 The explosion testing is to be witnessed by a Surveyor.
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7.1.2 Where valves are to be installed on an engine or gear case with shielding arrangements to deflect the emission of explosion combustion products, the valves are to be tested with the shielding arrangements fitted. 7.1.3 Successive explosion testing to establish a valves functionality is to be carried out as quickly as possible during stable weather conditions. 7.1.4 The pressure rise and decay during all explosion testing is to be recorded. 7.1.5 The external condition of the valves is to be monitored during each test for indication of any flame release by video and heat sensitive camera. 7.2 The explosion testing is to be in three stages as specified in 7.2.1~7.2.3 for each valve that is required to be approved as being type tested. 7.2.1 Stage 1: Two explosion tests are to be carried out in the test vessel with the circular plate described in 4.1.8 fitted and the opening in the plate covered by a 0.05 mm thick polythene film.
Note: These tests establish a reference pressure level for determination of the capability of a relief valve in terms of pressure rise in the test vessel, see 8.1.6 of this Appendix.
7.2.2 Stage 2: (1) Two explosion tests are to be carried out on three different valves of the same size. Each valve is to be mounted in the orientation for which approval is sought, i.e. in the vertical or horizontal position with the circular plate described in 4.1.8 located between the valve and pressure vessel mounting flange. (2) The first of the two tests on each valve is to be carried out with a 0.05mm thick polythene bag, having a minimum diameter of three times the diameter of the circular plate and volume not less than 30% of the test vessel, enclosing the valve and circular plate. Before carrying out the explosion test, the polythene bag is to be empty of air. The polythene bag is required to provide a readily visible means of assessing whether there is flame transmission through the relief valve following an explosion consistent with the requirements of the standards identified in 2.1~2.5 of this Appendix.
Note: During the test, the explosion pressure will open the valve and some unburned methane/air mixture will be collected in the polythene bag. When the flame reaches the flame arrester and if there is flame transmission through the flame arrester, the methane/air mixture in the bag will be ignited and this will be visible.
(3) Provided that the first explosion test successfully demonstrated that there was no indication of combustion outside the flame arrester and there are no visible signs of damage to the flame arrester or valve, a second explosion test without the polythene bag arrangement is to be carried out as quickly as possible after the first test. During the second explosion test, the valve is to be visually monitored for any indication of combustion outside the flame arrester and video records are to be kept for subsequent analysis. The second test is required to demonstrate that the valve can still function in the event of a secondary crankcase explosion. (4) After each explosion, the test vessel is to be maintained in the closed condition for at least 10 seconds to enable the tightness of the valve to be ascertained. The tightness of the valve can be verified during the test from the pressure/time records or by a separate test after completing the second explosion test. 7.2.3 Stage 3: Carry out two further explosion tests as described in Stage 1. These further tests are required to provide an average baseline value for assessment of pressure rise, recognizing that the test vessel ambient conditions may have changed during the testing of the explosion relief valves in Stage 2. 8 Assessment and records 8.1 For the purposes of verifying compliance with the requirements of this Appendix, the assessment and records of the valves used for explosion testing are to address the requirements as specified in 8.1.1~8.1.9:
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8.1.1 The valves to be tested are to have evidence of design appraisal/approval by CCS witnessing tests. 8.1.2 The designation, dimensions and characteristics of the valves to be tested are to be recorded. This is to include the free area of the valve and of the flame arrester and the amount of valve lift at 0.02 MPa. 8.1.3 The test vessel volume is to be determined and recorded. 8.1.4 For acceptance of the functioning of the flame arrester, there is not to be any indication of flame or combustion outside the valve during an explosion test. This should be confirmed by the test laboratory taking into account measurements from the heat sensitive camera. 8.1.5 The pressure rise and decay during an explosion is to be recorded, with indication of the pressure variation showing the maximum overpressure and steady underpressure in the test vessel during testing. The pressure variation is to be recorded at two points in the pressure vessel. 8.1.6 The effect of an explosion relief valve in terms of pressure rise following an explosion is ascertained from maximum pressures recorded at the centre of the test vessel during the three stages. The pressure rise within the test vessel due to the installation of a relief valve is the difference between average pressure of the four explosions from Stages 1 and 3 and the average of the first tests on the three valves in Stage 2. The pressure rise is not to exceed the limit specified by the manufacturer. 8.1.7 The valve tightness is to be ascertained by verifying from the records at the time of testing that an underpressure of at least 0.3bar is held by the test vessel for at least 10 seconds following an explosion. This test is to verify that the valve has effectively closed and is reasonably gas-tight following dynamic operation during an explosion. 8.1.8 After each explosion test specified in 7.2.2, the external condition of the flame arrester is to be examined for signs of serious damage and/or deformation that may affect the operation of the valve. 8.1.9 After completing the explosion tests, the valves are to be dismantled and the condition of all components ascertained and documented. In particular, any indication of valve sticking or uneven opening that may affect operation of the valve is to be noted. Photographic records of the valve condition are to be taken and included in the report. 9 Design series qualification 9.1 The qualification of quenching devices to prevent the passage of flame can be evaluated for other similar devices of identical type where one device has been tested and found satisfactory. 9.2 The quenching ability of a flame arrester depends on the total mass of quenching lamellas/mesh. Provided the materials, thickness of materials, depth of lamellas/thickness of mesh layer and the quenching gaps are the same, then the same quenching ability can be qualified for different sizes of flame arresters subject to the following requirements being satisfied. (1)
n1 = n2 S1 S2
(2) where:
A1 S1 = A2 S 2
n1 = total depth of flame arrester corresponding to the number of lamellas of size 1 quenching device for a valve with a relief area equal to S1; n2 = total depth of flame arrester corresponding to the number of lamellas of size 2 quenching device for a valve with a relief area equal to S2; A1 = free area of quenching device for a valve with a relief area equal to S1; A2 = free area of quenching device for a valve with a relief area equal to S2.
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9.3 The qualification of explosion relief valves of larger sizes than that which has been previously satisfactorily tested in accordance with 7 and 8 of this Appendix can be evaluated, where valves are of identical type and have identical features of construction, in accordance with 9.3.1~9.3.3: 9.3.1 The free area of a larger valve does not exceed three times +5% that of the valve that has been satisfactorily tested. 9.3.2 One valve of the largest size, subject to 9.3.1, requiring qualification is subject to satisfactory testing required by 6.3 and 7.2.2 except that a single valve will be accepted in 7.2.2(1) and the volume of the test vessel is not to be less than one third of the volume required by 4.1.11. 9.3.3 The assessment and records are to be in accordance with Section 8 of this Appendix noting that 8.1.6 will only be applicable to Stage 2 for a single valve. 9.4 The qualification of explosion relief valves of smaller sizes than that which has been previously satisfactorily tested in accordance with Sections 7 and 8 of this Appendix can be evaluated, where valves are of identical type and have identical features of construction , in accordance with 9.4.1~9.4.3: 9.4.1 The free area of a smaller valve is not less than one third of the valve that has been satisfactorily tested. 9.4.2 One valve of the smallest size, subject to 9.4.1, requiring qualification is subject to satisfactory testing required by 6.3 and 7.2.2 except that a single valve will be accepted in 7.2.2(1) and the volume of the test vessel is not to be more than the volume required by 4.1.11. 9.4.3 The assessment and records are to be in accordance with Section 8 of this Appendix noting that 8.1.6 will only be applicable to Stage 2 for a single valve. 10 The report 10.1 The test facility is to deliver a full report that includes the following information and documents specified in 10.1.1~10.1.8: 10.1.1 Test specification. 10.1.2 Details of test pressure vessel and valves tested. 10.1.3 The orientation in which the valve was tested (vertical or horizontal position). 10.1.4 Methane in air concentration for each test. 10.1.5 Ignition source. 10.1.6 Pressure curves for each test. 10.1.7 Video recordings of each valve test. 10.1.8 The assessment and records stated in Section 8 of this Appendix. 11 Approval 11.1 The approval of an explosion relief valve is at the discretion of CCS based on the appraisal plans and particulars and the test facilitys report of the results of type testing.
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CHAPTER 11
SHAFTING AND PROPELLERS
Section 2
SHAFTING
In column 4 of the existing Table 11.2.2.1, the words transverse hole are deleted. The existing paragraph 11.2.5.1 is replaced by the following: 11.2.5.1 The length of the bearing in the stern bush next to and supporting the propellers is to be as follows: (1) For water lubricated bearings which are lined with lignum vitae, synthetic materials (such as synthetic rubber or staves of approved plastic material), the length of the bearing is not to be less than 4 times the rule calculated diameter for the screwshaft or 3 times the actual diameter, whichever is the greater. For water lubricated synthetic materials, if the normal bearing pressure is less than 0.8 MPa as determined by static bearing reaction calculation taking into account shaft and propeller weight, the length of the bearings may be appropriately reduced, but not less than 2 times the rule diameter of the shaft in way of the bearing. (2) For bearings which are white-metal lined and oil lubricated, the length of the bearing is not to be less than twice the rule calculated diameter for the screwshaft, or 1.5 times the actual diameter, whichever is the greater. If the normal bearing pressure is less than 0.8 MPa as determined by static bearing reaction calculation taking into account shaft and propeller weight, the length of the bearings may be appropriately reduced. However, the minimum length is to be not less than 1.5 times the actual diameter. (3) For bearings of synthetic rubber, reinforced resin or plastics materials which are approved for use as oil lubricated stern bush bearings, the length of the bearing is to be not less than twice the rule diameter of the shaft in way of the bearing. If the normal bearing pressure is less than 0.6 MPa as determined by static bearing reaction calculation taking into account shaft and propeller weight, the length of the bearings may be appropriately reduced. However, the minimum length is to be not less than 1.5 times the actual diameter. Where the material has proven satisfactory testing and operating experience, consideration may be given to an increased bearing pressure. (4) For bearings which are lined with other materials or lubricated by other methods, background for adopting its bearing length is to be provided, e.g. test results such as expansion characteristics and bearing capability of bearing material or service experience.
Section 3
SHAFT TRANSMISSION UNITS
In the existing paragraph 11.3.1.1, the words , Z propulsion arrangement, transverse propulsion arrangement (if applying for additional notation) are added after the words The requirements of this Section apply to couplings, hydraulic transmission arrangements, clutches. In the existing paragraph 11.3.6.8, W0.35 R section modulus of cylindrical section at radius 0.35R, in mm3 is followed by: W0.35 R =0.11(Bt2)0.35R where: Bbreadth of blade on section at radius 0.35R, in mm;
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tmaximum thickness of blade on section at radius 0.35R, in mm. In the existing paragraph 11.3.6.8, d root diameter of fastening bolts, in mm is replaced by d diameter of pitch circle of bolt hole of fastening bolts, in mm. In the existing paragraph 11.3.7.3, the words power equipment are replaced by power equipment of steering turning device.
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CHAPTER 12
SHAFT VIBRATION AND ALIGNMENT
Section 2
TORSIONAL VIBRATION
In the existing paragraph 12.2.3.6, Rm tensile strength of shaft material, in N/mm2 is followed by when Rm 600 N/mm2it is to be taken as 600 N/mm2. In the existing paragraph 12.2.6.3,r0.85 is replaced by r0.8. In the existing paragraph 12.2.6.4,r0.851.05 is replaced by r0.81.05.
Section 5
SHAFTING ALIGNMENT
In the existing paragraph 12.5.5.1, the words (such as installation temperature) are added after the words If calculation condition is not complied with during installation.
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CHAPTER 13
STEERING GEAR AND WINDLASSES
Section 2 WINDLASSES In the existing paragraph 13.2.5.6, the words the proof test load of chain cables are replaced by the proof test tensile load of chain cables.
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CHAPTER 14
STRENGTHENING FOR NAVIGATION IN ICE
Section 1
GENERAL PROVISIONS
The existing paragraph 14.1.1.3 is replaced by the following: 14.1.1.3 The strengthening requirements for ice notations B1*, B1, B2 and B3 correspond respectively to the relevant provisions in the Finish-Swedish Ice Class Rules, 2002 and its Amendments, as follows: B1* IA Super; B1 IA; B2 IB; B3 IC. The existing paragraph 14.1.2 is replaced by the following: 14.1.2 Main engine output 14.1.2.1 The main engine output mentioned in this Chapter is the maximum output the propulsion machinery can continuously deliver to propellers. 14.1.2.2 The main engine output is to be in no case less than 2,800 kW for Ice Class B1* and less than 1,000 kW for Ice Classes B1, B2 and B3. 14.1.2.3 For ships with ice notations B1*, B1, B2 and B3, the required main engine output Nr is to be determined by the following formula. The engine output requirement is to be calculated for two draughts. Draughts to be used are the maximum draught amidship referred to as UIWL and the minimum draught referred to as LIWL, as defined in 4.1.2 of PART TWO. In the calculations, the ship's parameters which depend on the draught are to be determined at the appropriate draught, but L and B are to be determined only at the UIWL. The main engine output is not to be less than the greater of these two outputs.
RCH 1000 Nr = Ke Dp
where: D p diameter of the propeller, in m;
3/ 2
kW
K e propulsion coefficient, for conventional propulsion systems, to be taken from Table

14.1.2.3(1), for advanced propulsion systems, to be determined by ship model tests and other equivalent methods, but the requirements of 14.1.2.4 are to be complied with. Propulsion Coefficient K e
Propeller type or machinery 1 propeller 2 propellers 3 propellers CP or electric or hydraulic propulsion machinery 2.03 1.44 1.18
Table 14.1.2.3(1)
FP propeller 2.26 1.60 1.31
RCH the resistance of the ship in a channel with brash ice and a consolidated layer, in N, to be
determined by the following formula:
3 LT A 2 2 + 825 2 wf RCH = C1 + C2 + 845C (H F + H M ) (B + C H F ) + 42 LPAR H F B L
where C1 and C2 are coefficients taking into account a consolidated upper layer of the brash ice and taken as zero for B1, B2 and B3; for B1*:
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C1 = 23
BLPAR + (1 + 0.0211 )(45.8 B + 14.7 LBOW + 29 BLBOW ) ; 2T +1 B
T B2 ; C2 = (1 + 0.0631 )(1530 + 170 B) + (400 + 480 ) B L
C = 0.15 cos 2 + sin sin , C 0.45 ;

C = 0.047 2.115 , and C = 0 if 45 ;
LT 2 is not to be greater than 20 or less than 5; B
= arctan
tan 2 ; sin
Awf area of waterline of the bow, in m2, see Figure 14.1.2.3;
B maximum breadth of the ship, measured horizontally from outside frame to outside
frame, in m;
H M thickness of the brash ice in mid channel, in m, to be taken as 1.0 for B1* and B1, 0.8
for B2 and 0.6 for B3;
H F thickness of the brash ice layer displaced by the bow, in m, H F = 0.26 + H M B ;

LBOW length of the bow, in m, see Figure14.1.2.3;
LPAR length of the parallel midship body, in m, see Figure 14.1.2.3;

L length of the ship between the perpendiculars, in m, measured from the forward side of
the stem to the after side of the rudder post, or to the center of the rudder stock if there is no rudder post;
T actual ice class draughts of the ship, i.e. maximum draught amidship referred to as UIWL
1 the rake of the stem at the centerline, in , see Figure 14.1.2.3, for bulbous bow, 1 = 90 ; 2 the rake of the bow at B/4, in , see Figure 14.1.2.3.
and the minimum draught referred to as LIWL, in m; the angle of the waterline at B/4, in , see Figure 14.1.2.3;
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Figure 14.1.2.3
When the required value of main engine output is calculated according to above-mentioned formula, if the value of parameter exceeds the scope listed in Table 14.1.2.3(2), the value of RcH is to be determined by ship model tests and other equivalent methods, but the requirements of 14.1.2.4 are to be complied with.
Effective scope of output calculating parameters
Parameter Minimum effective value 15 25 10 65.0 11.0 4.0 0.15 0.25 0.45 0.09
Table 14.1.2.3(2)
Maximum effective value 55 90 90 250.0 40.0 15.0 0.40 0.75 0.75 0.27
() () () (m) (m) (m)
1 2
L
B
LBOW / L
LPAR / L
Dp / T
Awf / LB
Note: The actual ice class draught T of the ship is determined by UIWL.
14.1.2.4 If the value of Ke or RcH is determined by ship model tests and other equivalent methods, the design requirement for ice classes is a minimum speed of 5 knots in the following brash ice channels: B1* H M 1.0 m and a 0.1 m thick consolidated layer of ice; B1 H M 1.0 m; B2 H M 0.8 m; B3 H M 0.6 m.
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Section 2
SHAFTING
The existing paragraph 14.2.2.4 is replaced by the following: 14.2.2.4 Screwshafts forward of the aft peak bulkhead may be gradually reduced, but the minimum diameter is not to be less than that of intermediate shaft specified in 14.2.1.1 of this Section. In the existing paragraph 14.2.3.1, M i = M e +
YJ hi 2 YJ h i 2 is replaced by ; = + M M i Yi + Yhi 2 J i + J hi 2
M e = 9.55
Ne N is replaced by M = 9.55 ; ne n
N e rated power of main engine, as defined in 14.1.2 of this Chapter, in kW; is replaced by N output power of main engine, as defined in 14.1.2 of this Chapter, in kW;; ne propeller speed at N e , in r/min is replaced by n propeller speed at N , in r/min.
Section 3
PROPELLERS
In the existing paragraph 14.3.2.1, t= t=
K1 N ( K 2 e + K 3Y ) is replaced by: bRm (0.65 + 0.7 P / D) Zn
N K1 (K2 + K 3Y ) ; bRm (0.65 + 0.7 P / D) Zn
N e rated power of main engine, in kW; is replaced by N output power of main engine, as defined in 14.1.2 of this Chapter, in kW;; n rotational speed of propeller at Ne, in r/min is replaced by n rotational speed of propeller at N , in r/min. In the existing Table 14.3.2.1, 2.21 is replaced by 2.24.
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PART FOUR CHAPTER 2
ELECTRICAL INSTALLATIONS
ELECTRICAL INSTALLATIONS IN SHIPS Section 5 PROTECTION
The second sentence of the existing paragraph 2.5.1.1 is replaced by the following: Choice, arrangement and performance of the protective devices are to provide complete and coordinated automatic protection in order to ensure the availability of essential and emergency services under fault conditions through discriminative action of the protective devices; as far as practicable the arrangements are also to secure the availability of other services, and to ensure the elimination of the effect of faults to reduce damage to the system and the hazard of fire as much as possible. The existing subparagraph 2.5.3.2(2) is replaced by the following: (2) the rated service short-circuit breaking capacity (Ics) of circuit breakers which are installed in the feeder lines for essential or emergency services and circuit breakers which are directly connected to main or emergency switchboard is not to be less than the maximum prospective short-circuit current at the point of installation. For the A.C. systems, the rated operating short-circuit breaking capacity is not to be less than the prospective symmetrical short-circuit current (root-mean-square value) at the point of installation; A new subparagraph 2.5.3.2(3) is added as follows: 2.5.3.2(3) where subparagraph (2) is not applicable, the rated ultimate short circuit breaking capacity (Icu) of circuit breakers in non-essential and/or non-emergency service circuits is not to be less than the maximum prospective short-circuit current at the point of installation. For the A.C. systems, the rated operating short-circuit breaking capacity is not to be less than the prospective symmetrical short-circuit current (root-mean-square value) at the point of installation. A new paragraph 2.5.3.9 is added as follows: 2.5.3.9 In direct current systems, the time constant of the fault current is not to be greater than that for which the circuit-breaker was tested. For alternating current systems, when the power factor of the circuit breaker is greater than that of the prospective short circuit current, the circuit breaker shall be chosen with regard to its short circuit making capacity (Icm) or after conversion of the rated short circuit breaking capacity of circuit breakers according to Appendix B, Appendix 1 of this PART. A new paragraph 2.5.3.10 is added as follows: 2.5.3.10 The protection of the circuits supplying emergency and the primary essential services is to be such that a fault in any one circuit does not cause the interruption of supply to any other emergency or primary essential service other than the services dependent on the circuit where the fault occurred, i.e. continuity of supply is to be achieved. The protection of circuits supplying the secondary essential services is to be such that a failure in one circuit does not cause the sustained interruption of supply to any other secondary essential service other than the services dependent on the circuit where the fault occurred, i.e., continuity of supply is to be achieved or availability of service is to be automatically re-established.
Reference may be made to CCS Guidelines for Selective Overcurrent Protection for Electrical Systems in Ships. 119
Section 16
ADDITIONAL REQUIREMENTS FOR OIL TANKERS
The following is added at the end of the existing paragraph 2.16.1.2: According to Reg.II-1/45.11 of SOLAS Convention convention ships are to comply with the provisions of IEC60092-502:1999 publication Ship Electrical EquipmentPART No.502 Special Requirements to Tankers and not required comply with the provisions in 2.16.6 (except for 2.16.6.2(3)), 2.16.7 and 2.16.8.
Section 18 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS GOODS
The existing paragraph 2.18.4 is replaced by the following: 2.18.4 Carriage of inflammable liquids with a flashpoint below 23 in packaged form (3.1, 3.2) and inflammable gas (2.1).
Ships to which Chapter II-1 of SOLAS Convention applies. 120
CHAPTER 3
CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT
Section 2
ROTATING MACHINES
The existing subparagraph 3.2.2.1(7) is deleted. The words (except for electric motors) in the existing subparagraph 3.2.2.2(2) are deleted.
Section 6
POWER AND LIGHTING TRANSFORMERS
The following is added at the end of the existing paragraph 3.6.7.1: However, the test required in 3.6.7.2 may only be carried out to the first product for batch products of the same type and specification. In the existing paragraph 3.6.7.3, the words The test is to be made with 1,000V A.C. plus twice the highest voltage between lines with a minimum of 2,000V, at any frequency between 25 and 100 Hz are replaced by The test is to be made according to the provisions in Table 3.6.7.3.
Voltage of high voltage test
Highest voltage (root-mean-square value) kV 1.1 3.6 7.2 12.0 17.5 24.0 36.0
Table 3.6.7.3
voltage(root-mean-square value) kV 3 10 20 28 38 50 70
Rated short duration power frequency withstand
In the existing paragraph 3.6.7.4, the words Transformers are to withstand an induced high voltage test with a voltage twice the rated voltage and with an increased frequency equal to or greater than twice the rated frequency. The are replaced by Transformers are to withstand an induced high voltage test with a voltage twice the rated voltage. The duration of the test is to be 1 min with a frequency less than or equal to twice the rated frequency. If the frequency is greater than twice the rated frequency, the. The following is added at the end of the existing paragraph 3.6.7.6: If the test is deemed impracticable by the manufacturer, it may be waived, subject to agreement of CCS.
Section 10 OTHER ELECTRICAL EQUIPMENT
121
A new paragraph 3.10.6 is added as follows: 3.10.6 Programmable electronic system 3.10.6.1 The requirements of 3.10.6 apply to the use of programmable electronic systems which provide control, alarm, monitoring or safety functions which are subject to classification requirements. Loading instruments as well as telecommunication and aids to navigation for which IMO has detailed performance standard are excluded. 3.10.6.2 Programmable electronic systems are to fulfill the requirements of the system under control for all operating conditions, taking into account danger to persons, environmental impact, damage to vessel as well as equipment, usability of programmable electronic systems and operability of non computer devices and systems, etc. 3.10.6.3 Programmable electronic systems are to be assigned into three system categories as shown in Table 1.4.1 of Appendix Guidelines for Application and Inspection of Onboard Computers (hereinafter referred to as the Guidelines) of PART SEVEN, according to the possible extent of the damage caused by a single failure within the programmable electronic systems. Consideration is to be given to the extent of the damage directly caused by a failure, but not to any consequential damage. Identical redundancy will not be taken into account for the assignment of a system category. 3.10.6.4 Where independent effective backup or other means of averting danger is provided, the system category III may be decreased by one category. 3.10.6.5 For the programmable electronic systems, documents according to paragraph 1.5 of the Guidelines are to be submitted. Additional documentation may be required for systems of category III. The documentation is to include a description of the methods of test and required test results. 3.10.6.6 The requirements of paragraphs 2.5.3(3) and 2.5.3(7)~(9) apply to system categories II and III using shared data communication links to transfer data between distributed programmable electronic equipment or systems. 3.10.6.7 Programmable electronic systems of category II and III are to comply with the requirements of paragraphs 2.1.6 and 2.1.7 of the Guidelines. Any modifications made after performance of the tests witnessed by CCS Surveyor are to be documented and traceable. 3.10.6.8 Survey and test of programmable electronic system are to comply with the requirements of paragraph 4.2 of the Guidelines.
For loading instrument / stability computer, IACS REC No. 48 may be considered. 122
PART SIX FIRE PROTECTION, DETECTION AND EXTINCTION CHAPTER 2 FIRE EXTINCTION SYSTEMS
Section 2
FIXED GAS FIRE-EXTINGUISHING SYSTEMS
The existing subparagraph 2.2.2.7(3) is deleted, and subparagraphs (4) to (10) are renumbered as (3) to (9) respectively.
123
CHAPTER 3 Section 4
FIRE SAFETY MEASURES MISCELLANEOUS
The existing subparagraph 3.4.15.1(1) is replaced by the following: (1) The design, construction and approval of gas cylinders are to comply with the applicable requirements of PART THREE of the Rules or requirements of the recognized standards. Each gas cylinder is to be provided with proper pressure relief device such as a fusible plug or a rupture disc. New subparagraphs 3.4.15.1(2) and (3) are added as follows: (2) Fixed pipes, pipe fittings, pipe joints and valves are to comply with the requirements of Class I piping systems. Acetylene piping is to be of stainless steel and seamless drawn. Copper or copper alloys can not be used for acetylene piping. Oxygen piping is to be of copper or stainless steel and seamless drawn. (3) The connections between fixed pipe sections are to be carried out by means of butt welding. Other types of connections including threaded connections and flange connections are not permitted. The existing subparagraphs (2) to (7) are renumbered as (4) to (9) respectively. A new subparagraph 3.4.15.1(10) is added as follows: (10) If the work area for oxyacetylene welding is more than one layer deck or over away from gas storage room or passes through bulkhead, fixed pipes are to be provided between gas cylinder and work area for welding. Suitable protection is to be provided at the position passing through deck or bulkhead. Outlet stations are to be fitted with shut-off valves. The first sentence of the existing paragraph 3.4.18.2 is replaced by the following: 3.4.18.2 For paint lockers and flammable liquid lockers of a deck area of 4 m2 and more, one of the fixed arrangements as specified below are to be provided: The first half sentence of the existing paragraph 3.4.18.5 is replaced by the following: 3.4.18.5 For paint lockers and flammable liquid lockers of a deck area of less than 4 m2, which do not give access to accommodation spaces,.
CHAPTER 4
INERT GAS SYSTEMS
Section 1
GENERAL PROVISIONS
The existing subparagraph 4.1.3.1(3) is deleted.
124
PART SEVEN
AUTOMATION AND REMOTE CONTROL BASIC REQUIREMENTS
CHAPTER 2
In the existing paragraph 2.1.6.1, the first sentence is replaced by: The control, safety and alarm systems are to be at least served by main power. The following sentence is added at the end of the existing paragraph 2.1.7.1: If a main control station or several subsidiary control stations are provided, transfer of control is to comply with the requirements of 2.5.2 of this Chapter. The following words are added at the end of the existing subparagraph 2.6.2.10(4): and their time.
APPENDIX GUIDELINES FOR APPLICATION AND INSPECTION OF ONBOARD COMPUTERS
The words Synchronizing units for switchboards are added in line 4 column 4 (Example) of the existing Table 1.4.1. A new subparagraph (c) is added in the existing subparagraph 1.5.2(1): (c) Failure analysis for safety related functions only (only applicable to computer systems of category III) by adequate methods (such as failure tree analysis, risk analysis, FMEA or FMECA). New subparagraphs 2.5.3(7), (8) and (9) are added as follows: (7) Where a single component failure results in loss of data communication, means are to be provided to automatically restore data communication. (8) Loss of a data communication link is not to affect the ability to operate essential services by alternative means. (9) Means are to be provided to ensure the integrity of data and provide timely recovery of corrupted or invalid data. In the existing subparagraph 4.2.1(3), the words Guidelines for Type Approval Test of Marine Electric and Electronic Products are replaced by Guidelines for Type Approval Test of Electric and Electronic Products, 2006. The existing subparagraph 4.2.3(2) is replaced by the following: (2) Test methods and results of computer systems of category III are to be agreed to. Analysis regarding existence and fulfillment of programming procedures for safety related functions is for evidence of software testing.
125
CHAPTER 4
REQUIREMENTS FOR MACHINERY NOTATIONS OF CONSTANTLY ATTENDED MACHINERY SPACES
The monitoring item *Oil mist concentration in crankcase in 1 Main diesel engine of the existing Table 4.2.6.1 and Table 4.3.4.1 is deleted.
126
PART EIGHT ADDITIONAL REQUIREMENTS CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS
Section 1
GENERAL PROVISIONS
The existing paragraph 3.1.1.2 is replaced by the following: 3.1.1.2 The oil recovery ships are to be provided with means for storage of recovered oil, as well as means for oil recovery and discharge when in operation.
CHAPTER 9
ADDITIONAL REQUIREMENTS FOR SHIPS HAVING INDEPENDENT ICEBREAKING CAPABILITY
Section 1
GENERAL PROVISIONS
The existing paragraph 9.1.1.1 is replaced by the following: 9.1.1.1 This Chapter applies to ships not specially designed for icebreaking duties and navigating in first-year ice conditions, complying with the requirements of PART TWO and PART THREE of the Rules for ice strengthening and having an independent icebreaking capability. According to the provisions of 4.1.1.2, Chapter 4, PART TWO, ships of ice class notation B1* already have the capability of independent navigation in ice corresponding to ice class notation without the assistance of icebreaker. But according to the requirements of this Chapter, the independent icebreaking capability is to be higher than that of the ship with B1* notation according to the provisions of Chapter 4, PART TWO, i.e. the icebreaking capacity of removing obstacles for other ships navigating in ice.
Section 4
SIDE FRAMING
In the existing paragraph 9.4.1.2, the word LWL is replaced by UIWL and the word BWL is replaced by LIWL.
CHAPTER 10
ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT CARRIERS
Section 2
CONSTRUCTION AND ARRANGEMENT OF SHIP
The existing paragraph 10.2.7.3 is deleted.
127
PART TEN BULK CARRIERS STRUCTURE (CSR)
CHAPTER 1
GENERAL PRINCIPLES APPLICATION
Section 1
A new paragraph CCS3.3.1 is added as follows: CCS3.3.1 Bulk carriers complying with the requirements of this PART are granted with additional class notation Bulk Carrier, CSR or Bulk Carrier Double Side Skin, CSR.
CHAPTER 2 Section 1
GENERAL ARRANGEMENT DESIGN SUBDIVISION ARRANGEMENT
In the existing paragraph 2.1.2, the words the distances, in meters, stipulated in [2.1.1] are to be measured from a point either: are replaced by the distances, in meters, stipulated in [2.1.1] are to be measured from a point either: whichever gives the smallest measurement.
CHAPTER 3
STRUCTURAL DESIGN PRINCIPLES Section 1 MATERIAL
In line 1 column 1 of the existing Table 3, the words Thickness (mm) are replaced by As-built thickness (mm). In note (6) of the existing Table 4, the words 0.8+0.05L (m) are replaced by 0.8+0.005L (m). The existing paragraph 2.3.5 is replaced by the following: 2.3.5 The steel grade is to correspond to the as-built thickness. In the existing paragraph 2.3.6, the words gross thickness are replaced by as-built thickness. The existing paragraph 2.3.11 is deleted. In line 1 column 1 of the existing Tables 6, 7 and 8, the words Thickness (mm) are replaced by As-built thickness (mm). In the existing paragraph 2.4.6, the formula b = 0.05L + 0.8 is replaced by the formula b = 0.005L + 0.8.
128
Section 2
NET SCANTLING APPROACH
The existing paragraph 3.1.4 is replaced by the following: 3.1.4 Net section modulus for stiffener The net transverse section scantling is to be obtained by deducting tC from the gross thickness offered of the elements which constitute the stiffener profile as shown in Figure 3-2-1. For bulb profiles, an equivalent angle profile, as specified in Ch 3, Sec 6 [4.1.1], may be considered. The net strength characteristics are to be calculated for the net transverse section. In assessing the net strength characteristics of stiffeners reflecting the hull girder stress and stress due to local bending of the local structure such as double bottom structure, the section modulus of hull girder or rigidity of structure is obtained by deducting 0.5 tC from the gross thickness offered of the related elements.
bf
tf
hw tw
tp
bp
Shadow area is corrosion addition. For attached plate, the half of the considered corrosion addition specified in 3.2 is deducted from both sides of the attached plate.
Figure 3-2-1
Net scantling of stiffener
Section 4
LIMIT STATE
In the existing paragraph 2.4.3, the words Ch 6, Sec 4 are replaced by Ch 6 Sec 1, Sec 2 and Sec 3.
129
Section 5
CORROSION PROTECTION
The existing paragraph 1.1.2 is replaced by the following: 1.1.2 Void double side skin spaces in cargo length area for vessels having a length (LLL)of not less than 150m are to be coated in accordance with [1.2]. In the existing paragraph 1.2.1, the sentence All dedicated seawater ballast tanks and void double side skin spaces are to have an efficient corrosion prevention system, is replaced by All dedicated seawater ballast tanks anywhere on the ship (excluding ballast hold) for vessels having a length (L) of not less than 90 m and void double side skin spaces in the cargo length area for vessels having a length (LLL) of not less than 150 m are to have an efficient corrosion prevention system,.
Section 6
STRUCTURAL ARRANGEMENT PRINCIPLES
In the existing paragraph 2.2.5, the sentence A change in plating thickness is not to exceed 50% of thicker plate thickness for load carrying direction. is replaced by A change in plating thickness in as-built is not to exceed 50% of thicker plate thickness for load carrying direction.. In the existing paragraph 7.1.1, the words according to [6.1.1] and [9.1.1], respectively are replaced by according to [6.1.2] and [9.1.1], respectively. The existing paragraph 10.4.1 is replaced by the following: 10.4.1 General For ships of 190 m of length L and above, the transverse vertically corrugated watertight bulkheads are to be fitted with a lower stool, and generally with an upper stool below deck. For ships less than 190 m in length L, corrugations may extend from inner bottom to deck provided the global strength of hull structures are satisfactorily proved for ships having ship length L of 150 m and above by DSA as required by Ch 7 of the Rules. In the existing paragraph 10.4.2, the sentence t: Net thickness, in mm, of the corrugated plate. is replaced by t: As-built thickness, in mm, of the corrugated plate. In the existing paragraph 10.4.8, the sentence The stool bottom of non-rectangular stools is to have a width not less than twice the depth of corrugations. is replaced by The stool top of non-rectangular stools is to have a width not less than twice the depth of corrugations.
130
CHAPTER 4
DESIGN LOADS
Section 3
HULL GIRDER LOADS
In the existing paragraph 1.1.1, the symbol Q (including Q in Figure 4-1) is replaced by QSW, QWV.
Section 5
EXTERNAL PRESSURES
In line 3 column 3 of the existing Table 4-15, the formula 12.5+L/10 is replaced by 12.5+L/20.
Section 6
INTERNAL PRESSURES AND FORCES
The sentence The total pressure (pCS + pCW ) is not to be negative. is added at the end of the existing paragraph 1.3.1. The sentence The total pressure (pBS + pBW ) is not to be negative. is added at the end of the existing paragraph 2.2.1.
131
CHAPTER 5
HULL GIRDER STRENGTH
Section 1
YIELDING CHECK
The existing Figure 5-2 is replaced by the following:
Figure 5-2 Shear force correction QC
In the existing paragraph 4.4.1, the words calculated as specified in [4.2.1] or [4.2.2] are replaced by calculated as specified in [4.2.1].
Appendix 1
HULL GIRDER ULTIMATE STRENGTH
In the existing paragraph 2.2.4,
where: : Edge function defined in [2.2.3]; C1: Critical stress, in N/mm2equal to: is replaced by:
where: : Edge function defined in [2.2.3]; AStif: Net sectional area of the stiffener, in cm2, without attached plating; C1: Critical stress, in N/mm2equal to:. In the existing paragraph 2.2.5,
132
where: : Edge function defined in [2.2.3]; C2: Critical stress, in N/mm2, equal to: is replaced by:
where: : Edge function defined in [2.2.3];
AStif: Net sectional area of the stiffener, in cm2, without attached plating; C2: Critical stress, in N/mm2, equal to:.
where: : Edge function defined in [2.2.3]; CP: Buckling stress of the attached plating, in N/mm2, defined in [2.2.5]; is replaced by:
where: : Edge function defined in [2.2.3];
AStif: Net sectional area of the stiffener, in cm2, without attached plating; CP: Buckling stress of the attached plating, in N/mm2, defined in [2.2.5];.
133
CHAPTER 6
HULL SCANTLINGS PLATING
Section 1
In the existing paragraph 2.2.1, the symbol T is replaced by TS (including T in the formula). In the existing paragraph 2.5.1, the sentence The net thickness of a welded sheerstrake is to be not less than the actual thicknesses of the adjacent 2 m width side plating, taking into account higher strength steel corrections if needed. is replaced by The net thickness of a welded sheerstrake is to be not less than the actual net thicknesses of the adjacent 2m width side plating, taking into account higher strength steel corrections if needed..
Section 2
ORDINARY STIFFENERS
In the existing paragraph 3.3.2, the sentence s: Frame spacing, in m. is deleted. The new sentence s: Frame spacing, in m. is added at the end of the existing paragraph 3.4.2. The existing Figure 6-13 is replaced by:
Figure 6-13
Shape of the end of the web stiffener
In the existing paragraph 4.1.3 , the sentence The stress at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with the following formula when no bracket is fitted: is replaced by Where the web stiffeners of primary supporting members are welded to ordinary stiffener face plates, the stress at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with the following formula when no bracket is fitted:. In the existing paragraph 4.1.3, the sentence p Maximum inertial pressure due to liquid according to Ch
134
4 Sec 6 [2], in kN/m2, of the probability level of 10-4 is replaced by p Maximum inertial pressure due to liquid according to Ch 4 Sec 6 [2.2.1], in kN/m2, of the probability level of 10-4, calculated at mid-span of the ordinary stiffener. In the existing paragraph 4.1.3, the sentence b smallest breadth at the end of the web stiffener, in mm, as shown in Fig 6-14 is replaced by b smallest breadth at the end of the web stiffener, in mm, as shown in Fig 6-13. The existing Figure 6-14 is replaced by the following:
Note: t s: tw: net thickness of the web stiffener, in mm; net thickness of the collar plate, in mm.
Figure 6-14
Definition of geometric parameters
Section 3
BUCKLING & ULTIMATE STRENGTH OF ORDINARY STIFFENERS AND STIFFENED PANELS
The existing definition of symbol e is replaced by the following: The reference stress e is to be corrected as follows: Reference stress, to be the following for LC 1 and 2:
e reference stress, taken equal to:
e = 0.9 E
t ' b
135
b ' shorter side of elementary plate panel;

Reference stress, to be the following for LC 3 through 10:
e reference stress, taken equal to:
t e = 0.9 E b
In the existing subparagraph 1.1.2 b), the words transverse vertically corrugated watertight bulkheads for BC-A and BC-B ships is replaced by transverse vertically corrugated watertight bulkheads. In the existing paragraph 3.1.2, longitudinally framed plating
e1 S 3 1.0 + ReH e1 S 3 1.0 + ReH e1 e1
x S R x eH x S R x eH
for stress combination 1 with x = n and = 0.7 SF
for stress combination 2 with x = 0.7 n and = SF
transversely framed plating

+ S 3 1.0 ReH + S 3 1.0 ReH
e1 e1
y S R y eH y S R y eH
e1
e1
for stress combination 1 with y = n and = 0.7 SF
for stress combination 2 with y = 0.7 n and = SF
is replaced by the following: longitudinally framed plating
x S R x eH
x S R x eH
y S y ReH
S 3 + ReH
S 3 + ReH
e2 e3
e1
e3
1.0
e3
for stress combination 1 with x = n and = 0.7 SF
e1
1 .0
for stress combination 2 with x = 0.7 n and = SF
transversely framed plating

+ S 3 1.0 ReH
for stress combination 1 with y = n and = 0.7 SF
y S y ReH
+ S 3 1.0 ReH
e2
e3
for stress combination 2 with y = 0.7 n and = SF .
In the existing paragraph 4.2.2, p lateral load in kN/m2, as defined in Ch 4, Sec 5 and Ch 4, Sec 6 calculated at the load point as defined in Ch 6, Sec 2, [1.4.2] is replaced by p lateral load in kN/m2, as
136
defined in Ch 4, Sec 5 and Ch 4, Sec 6 calculated at the load point as defined in Ch 6, Sec 2, [1.4]. In the existing paragraph 4.2.3,
2 p zx a 2 w h a p a2 0 x w the formula I x = 2 4 + 2 is replaced by I x = zx 10 ReH E 2 10 4 x S
wh 2 a 0 w + 2 ; R eH E x S
.
p zy (nb) 2 w0 y hw (nb) 2 and I y = + 2 2 4 R 10 eH y E S
2 is replaced by I = p zy ( nb) y 2 10 4
wh (nb) 2 0 w + 2 ReH E y S
Figure 6-16
Dimensions of stiffeners
In the existing paragraph 6, the heading Transverse vertically corrugated watertight bulkhead in flooded conditions for BC-A and BC-B ships is replaced by Transverse vertically corrugated watertight bulkhead in flooded conditions.
Section 4
PRIMARY SUPPORTING MEMBERS
In the existing paragraph 3.1.4, ZF flooding level, in m, defined in Ch 4, Sec 6, [3.3.3] is replaced by ZF flooding level, in m, defined in Ch 4, Sec 6, [3.4.3].
Appendix 1
BUCKLING & ULTIMATE STRENGTH
The sentence F1 = 1.1 is to be used in the existing subparagraph 1.3.4 a) and b) is deleted.
137
CHAPTER 7
DIRECT STRENGTH ANALYSIS
Section 2
GLOBAL STRENGTH FE ANALYSIS OF CARGO HOLD STRUCTURE
In the existing paragraph 2.5.4, QV_FEM, QH_FEM, MV_FEM and MH_FEM vertical and horizontal shear forces and bending moments created by the local loads applied on the FE model; is replaced by QV_FEM, QH_FEM, MV_FEM and MH_FEM vertical and horizontal shear forces and bending moments created by the local loads applied on the FE model. Sign of QV_FEM, MV_FEM and MH_FEM is in accordance with the sign convention defined in Ch 4, Sec 3. The sign convention for reaction forces is that a positive creates a positive shear force;. In the existing paragraph 2.5.6, QV_T, QH_T, MV_T, MH_T target vertical and horizontal shear forces and bending moments, defined in Tab 7-3 or Tab 7-4, at the location xeq; MY_aft_SF, MY_fore_SF, MY_aft_BM, MY_fore_BM enforced moments to apply at the aft and fore ends for vertical shear force and bending moment control, positive for clockwise around y-axis; MZ_aft_SF, MZ_fore_SF, MZ_aft_BM, MZ_fore_BM enforced moments to apply at the aft and fore ends for horizontal shear force and bending moment control, positive for clockwise around z-axis; is replaced by: QV_T, QH_T, MV_T, MH_T target vertical and horizontal shear forces and bending moments, defined in Tab 7-3 or Tab 7-4, at the location xeq. Sign of QV_T, MV_T and MH_T is in accordance with sign convention defined in Ch 4, Sec 3; MY_aft_SF, MY_fore_SF, MY_aft_BM, MY_fore_BM enforced moments to apply at the aft and fore ends for vertical shear force and bending moment control, positive for clockwise around y-axis. The sign convention for MY_aft_SF, MY_fore_SF, MY_aft_BM, and MY_fore_BM is that of the FE model axis. The sign convention for other bending moment, shear forces and reaction forces is in accordance with the sign convention defined in Ch 4, Sec 3; MZ_aft_SF, MZ_fore_SF, MZ_aft_BM, MZ_fore_BM enforced moments to apply at the aft and fore ends for horizontal shear force and bending moment control, positive for clockwise around z-axis. The sign convention for MZ_aft_SF, MZ_fore_SF, MZ_aft_BM and MZ_fore_BM is that of the FE model axis. The sign convention for other bending moment, shear forces and reaction forces is in accordance with the sign convention defined in Ch 4, Sec 3;.
Section 4
HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTH ASSESSMENT
In the existing paragraph 3.2.1, the sentence The stresses located at 0.5 times and 1.5 times the net plate thickness are to be extrapolated at the hot spot location, is replaced by The surface stresses located at 0.5 times and 1.5 times the net plate thickness are to be linearly extrapolated at the hot spot location,.
Appendix 2
DISPLACEMENT BASED BUCKLING ASSESSMENT IN FINITE ELEMENT ANALYSIS
138
Figure 7-5
8-node buckling panel
139
CHAPTER 8
FATIGUE CHECK OF STRUCTURAL DETAILS
Section 2
FATIGUE STRENGTH ASSESSMENT
the formula
is replaced by
Section 4
STRESS ASSESSMENT OF STIFFENERS
In the existing paragraph 3.3.2, MS(k) still water vertical bending moment, in kNm, defined in Sec 3, [3.2.1]. is replaced by MS(k) still water vertical bending moment, in kNm, defined in Sec 3, [3.2.2].
Section 5
STRESS ASSESSMENT OF HATCH CORNERS
In the existing paragraph 2.1.1, WQ Section modulus of the cross deck, in m3, including upper stool, near hatch corner (see Fig 8-5) IQ Moment of inertia of the cross deck, in m4, including upper stool, near the hatch corner (see Fig 8-5) AQ Shear area of the cross deck, in m2, including upper stool, near the hatch corner (see Fig 8-5) bS Breadth of remaining deck strip, in m, beside the hatch opening is replaced by WQ Section modulus of the cross deck about z-axis, in m3, including upper stool, near hatch corner (see Fig 8-5) IQ Moment of inertia of the cross deck about z-axis, in m4, including upper stool, near the hatch corner (see Fig 8-5) AQ Shear area of the cross deck, in m2, including upper stool, near the hatch corner (see Fig 8-5) bS Breadth of remaining deck strip on one side, in m, beside the hatch opening. In the existing paragraph 2.1.1, LC length of cargo area, in m, being the distance between engine room bulkhead and collision bulkhead; is replaced by LC length of cargo area, in m, being the distance between engine room bulkhead and collision bulkhead;.
Appendix 1
CROSS SECTIONAL PROPERTIES FOR TORSION
In the existing paragraph 1.4, the sentence s, I are to be computed with relation to shear centre M is replaced by Sx, Sy, S, I, I and Iz are to be computed with relation to shear centre M. In the existing paragraph 1.4, For cross sections of type B and C,
can be calculated as follows:
140
is replaced by For cross sections of type B and C, can be calculated as follows:
i = z M yi .
Table 8-1 in the existing paragraph 1.4 is replaced by the following:
Asymmetric cross section Symmetric cross section (only half of the section is modeled)
A =
A =
A
z
ys =
S A
z
ys =
S A S A
y
zs
S A
y
zs
2 s
2 s
Iy = Iz
=
I Az
y
z
Iy = Iz
zs
=
2
2
( I A z )
y 2 s
I Ay I
yz
( I A y )
z 2 s
I yz =
Ay
IT =
s t3 3 +Cell i(2 Ayi i )
IT =
st3 + 2 A yi i 3 Cell i
S A
I A y
y s
I y =
I z =
I y =
I A z
z
yM =
I z I z I y I yz
2 I y I z I yz
zM =
I z I yz I y I y
2 I y I z I yz
zM =
I y Iz
I =
I A
2 0
+ z M I y y M I z
I =
2 I + z M I y
141
CHAPTER 9
OTHER STRUCTURES
Section 1
FORE PART
The existing paragraph 3.2.2 is replaced by the following: 3.2.2 Lateral pressure in testing conditions The lateral pressure pT in testing conditions is taken equal to: pT = pST pS for bottom shell plating and side shell plating pT = pST otherwise where: pST testing pressure defined in Ch 4, Sec 6, [4]; pS pressure taken equal to: if the testing is carried out afloat: hydrostatic pressure defined in Ch 4, Sec 5, [1] for the draught T1, defined by the Designer, at which the testing is carried out. If T1 is not defined, the testing is considered as being not carried out afloat; if the testing is not carried out afloat: pS = 0.
Section 2
AFT PART
The existing paragraph 2.2.2 is replaced by the following: 2.2.2 Lateral pressure in testing conditions The lateral pressure pT in testing conditions is taken equal to: pT = pST pS for bottom shell plating and side shell plating pT = pST otherwise where: pST testing pressure defined in Ch 4, Sec 6, [4] pS pressure taken equal to: if the testing is carried out afloat: hydrostatic pressure defined in Ch 4, Sec 5, [1] for the draught T1, defined by the Designer, at which the testing is carried out. If T1 is not defined, the testing is considered as being not carried out afloat; if the testing is not carried out afloatpS = 0.
Section 3
MACHINERY SPACE
In the existing paragraph 2.1.8, the sentence The section modulus of web stiffeners is to be not less than 1.2 times that required in Ch 6, Sec 2, [4]. is replaced by The section modulus of web stiffeners is to be not less than 1.2 times that required in Ch 6, Sec 2, [4.1.2]. In line 3 column 1 of the existing Table 9-15, Bedplate net thickness, in m is replaced by Bedplate net thickness, in mm.
142
Section 5
HATCH COVERS
In the existing paragraph 4.1.2, wave pressure pw, as defined in Ch 4, Sec 5 [2.2] is replaced by wave pressure pw, as defined in Ch 4, Sec 5 [5.2]. In the existing paragraph 5.2.2, the formula t =0.01s is replaced by the formula t =10s.
143
CHAPTER 10
HULL OUTFITTING
Section 3
EQUIPMENT
In the existing paragraph 3.7.9, the formula Rxi = Px hxi Ai / Ix is replaced by Rxi = Px hxi Ai / Ix, the formula Ryi = Py hyi Ai / Iy is replaced by Ryi = Py hyi Ai / Iy and the formula Fxi = (Pi - g M) / N is replaced by Fxi = (Px - g M) / N. In the existing paragraph 3.7.9, H shaft height, in cm, above the windlass mounting is replaced by h shaft height, in cm, above the windlass mounting, and Ri static reaction force, in kN, at bolt group i, due to weight of windlassis replaced by Rsi static reaction force, in kN, at bolt group i, due to weight of windlass.
144
CHAPTER 11
CONSTRUCTION AND TESTING
Section 1
CONSTRUCTION
In the existing paragraph 1.2.1, the sentence the minimum average bending radius is to be not less than 3t (t = gross plate thickness). is replaced by the minimum average bending radius is to be not less than 3t (t = as-built thickness).. In the existing Table 11-1, the heading Alignment is replaced by Alignment (t, t1 and t2: as-built thickness).
Section 2 WELDING
The existing paragraph 2.2.2 is replaced by the following: 2.2.2 Welding of plates with different thicknesses In the case of welding of plates with a difference in as-built thickness equal to or 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 2.6.1, the words thickness of abutting plating up to 50 mm are replaced by as-built thickness of abutting plating up to 50 mm. In line 1 column 3 of the existing Table 11-2, as-built gross thickness of abutting plate, t, in mm(1) is replaced by as-built thickness of abutting plate, t, in mm(1). In note (2) of the existing Table 11-2, + 0.5 mm for 5tC 4 0.5 mm for tC < 4 is replaced by: + 0.5 mm for 5tC >4 0.5 mm for tC 3. In line 5 column 2 of the existing Table 11-3, the words Ordinary stiffener are replaced by Ordinary stiffener and collar plates. In line 6 column 3 of the existing Table 11-3, the words Cut-out in way of primary supporting members are replaced by Web of primary supporting members and collar plates. In line 21 column 4 of the existing Table 11-3, the word F1 is replaced by See Ch 3 Sec 6 Fig.3-21.
145

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CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS

INERT GAS SYSTEMS

SCOPE AND CONDITIONS OF CLASSIFICATION

CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS

SUBMISSION AND EXAMINATION OF PLANS

ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND REINSTATEMENT OF CLASS

AVAILABILITY AND DISCLOSURE OF INFORMATION

The existing subparagraph 2.13.2.1(2) is replaced by the following:

LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS

Types of class notations Table

Type of vessel Table A

Service restriction Table B

Special duties Table C

Special features Table E

Special equipment Table G

Special survey Table H

Environmental protection Table I

Refrigerated cargo installation Table J

General Dry Cargo Ship

General dry cargo ships

Ch.2, Pt.2 of the Rules

Ch.2, Pt.2 of the Rules and relevant requirements

Ch. 8, Pt. 2 of the Rules

Ore Carrier Water Tanker

Ore carriers Water tankers

Ch. 16, Pt. 2 of the Rules Ch. 5 & 6, Pt .2 of the Rules

Technical requirements to be complied with

Ch. 6, Pt. 2 of the Rules

Ch. 5, Pt. 2 of the Rules

Ore/Oil Carrier Ore/Bulk/Oil Carrier

Ore/oil carriers Ore/bulk/oil carriers

Car Carrier Open-Top Container Ship

Car carriers Open-top container ships

Ch. 2, Pt. 2 of the Rules and relevant requirements

Ch. 12, Pt. 2 of the Rules

Oil Barge Chemical Barge

Oil barges Chemical barges

Technical requirements to be complied with

Liquefied Gas Carrier

Liquefied gas carriers

Technical requirements to be complied with

Petroleum asphalt carriers

Ch. 10, Pt. 8 of the Rules

Offshore Supply Ship Offshore Tug/supply Ship

Offshore supply ships Offshore tug and supply ships

Ch. 2, Pt. 2 of the Rules and relevant requirements

Technical requirements to be complied with

Catamaran HSC Mono-Hull HSC

Catamaran craft Mono-hull craft

Wing in Ground Craft

Rules for Construction and Classification of Sea-Going High Speed Craft

Rules for Construction of Small Waterplane Area Twin Hull Craft

Guidelines for Survey of Wing-in-Ground Craft

Technical requirements to be complied with

Rigid combination: Pusher tug

Ch. 7, Pt. 8 of the Rules

Rigid Connection PB Combination Barge

Rigid combination: Barge

Ch. 7, Pt. 8 of the Rules

Articulated Connection PB Combination Pusher

Articulated combination: Pusher tug

Ch. 7, Pt. 8 of the Rules

Articulated Connection PB Combination Barge