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ARTICLE 1 ARTICLE 6
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ARTICLE 7
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ARTICLE 9
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ARTICLE 3
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ARTICLE 10
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ARTICLE 11
ARTICLE 4
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ARTICLE 12
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ARTICLE 5 exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
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on the Society to obtain a result or as a warranty. and the Client shall be governed by English law.
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level ARTICLE 13
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In particular, the Society does not engage in any work relating to the design, building, production Society and the Client, to the exclusion of all other representation, statements, terms, conditions
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5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any
warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or BV Mod. Ad. ME 545 L - 7 January 2013
machinery, computer software of any sort or other comparable concepts that has been subject to any sur-
vey by the Society.
RULES FOR INLAND NAVIGATION VESSELS
Part D
Additional Requirements for Notations
Chapters 1 2 3
November 2014
These Rules apply to inland navigation vessels for which
contracts for construction are signed on or after February 1st, 2015.
Section 10 Launches
1 General 86
1.1 Application
1.2 Stability
2 Hull scantlings 86
2.1 General
2.2 Additional requirements
Section 5 Ferry
1 General 105
1.1 Application
1.2 Documentation to be submitted
2 Vessel arrangements 105
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of RoRo cargo spaces, intended for the carriage of motor vehicles with
fuel in their tanks for their own propulsion
Section 6 Stability
1 General 107
1.1 Application
1.2 Documents to be submitted
2 Cargo vessels 107
2.1 Intact stability
2.2 Additional intact stability requirements applicable to dry bulk cargo vessels
2.3 Damage stability
3 Container vessels 110
3.1 General
3.2 Stowage of containers
3.3 Intact stability in case of non-secured containers
3.4 Intact stability in case of secured containers
3.5 Damage stability
4 Tankers 113
4.1 General
4.2 Intact stability
4.3 Damage stability
5 Tugs 114
5.1 General
5.2 Additional intact stability
6 Pushers 115
6.1 General
7 Pontoons 115
7.1 General
7.2 Documentation to be submitted
7.3 Heeling moments
7.4 Calculation of the righting moments
7.5 Intact stability
7.6 Intact stability in case of reduced residual freeboard
8 Dredgers 116
8.1 General
8.2 Documentation to be submitted
8.3 Heeling moments
8.4 Calculation of the righting moments
8.5 Intact stability
8.6 Intact stability in case of reduced residual freeboard
Section 7 Fire
1 General 121
1.1 Application
1.2 Documentation to be submitted
1.3 Definitions
2 General provisions 121
2.1 Determination of fire integrity standards
2.2 Openings in class A and class B divisions
2.3 Fire protection materials
3 Vessels intended for the carriage of passengers 122
3.1 Fire integrity of bulkheads and decks
3.2 Means of escape
3.3 Ventilation systems
3.4 Protection of stairways and lifts in accommodation and service spaces
4 Vessels intended for the carriage of dangerous goods 123
4.1 Integrity of bulkheads and decks
5 Other vessels 124
5.1 Integrity of bulkheads and decks
5.2 Fire fighting
Section 10 Grabloading
1 General 134
1.1 Application
Section 1 General
1 General 159
1.1 Application
2 Classification 159
2.1 Classification of dangerous goods
3 Carriage of dry cargoes 159
3.1 Mode of carriage of goods
3.2 Permitted vessels
3.3 Pushed convoys and side-by-side formations
3.4 Materials of construction
4 Carriage of liquid cargoes 160
4.1 Carriage in cargo tanks
4.2 Carriage of dangerous substances not listed in Ch 3, App 3, Tab 2
4.3 Permitted vessels
4.4 Pushed convoys and side-by-side formations
4.5 Types of tank vessels
4.6 Pressure cargo tanks
4.7 Blanketing of the cargo and inerting
4.8 Materials of construction
5 Certification, inspection and testing of cargo system 162
5.1 Application
5.2 Type approval
5.3 Workshop tests
5.4 On board tests
Section 2 DG-G
1 General 165
1.1 Application
1.2 Applicable rule requirements
1.3 Documents to be submitted
1.4 Definitions
2 Vessel arrangement 165
2.1 Protection against the penetration of gases
2.2 Engine rooms
2.3 Accommodation and service spaces
2.4 Hold spaces
2.5 Ventilation
2.6 Engines
2.7 Oil fuel tanks
2.8 Exhaust pipes
2.9 Bilge pumping and ballasting arrangements
2.10 Ventilation of cargo pump rooms and gas compressor rooms
Section 4 DG-N
1 General 193
1.1 Application
1.2 Documents to be submitted
2 Vessel arrangement 193
2.1 Protection against the penetration of gases - DG-N closed and DG-N open with
flame arresters
2.2 Engine rooms
2.3 Accommodation and service spaces
2.4 Accommodation and service spaces - Additional requirements for DG-N closed
and DG-N open with flame arresters
2.5 Hold spaces
2.6 Hold spaces - Additional requirements for DG-N closed and DG-N open with
flame arresters
2.7 Ventilation
2.8 Ventilation - Additional requirements for DG-N closed and DG-N open with
flame arresters
2.9 Engines
2.10 Oil fuel tanks
2.11 Exhaust pipes
2.12 Bilge pumping and ballasting arrangements
2.13 Ventilation of cargo pump rooms
2.14 Arrangements of cofferdams
3 Cargo containment 197
3.1 General
3.2 Cargo area hull design
3.3 Cargo tank arrangements
3.4 Integrated tank scantlings
3.5 Independent cargo tank scantlings
3.6 Cargo tank openings
Section 8 DGL
1 General 229
1.1 Application
2 Vessel arrangements 229
2.1 Materials
2.2 Protection against penetration of gases
2.3 Ventilation
2.4 Engine rooms
2.5 Superstructures
2.6 Engines
2.7 Fuel oil tanks
2.8 Exhaust pipes
Section 9 DGD
1 General 232
1.1 Application
2 Vessel arrangements 232
2.1 Materials
2.2 Ventilation
2.3 Superstructures
2.4 Engines
2.5 Fuel oil tanks
2.6 Exhaust pipes
3 Electrical installations 232
3.1 Type and location of electrical equipment
3.2 Electric cables
4 Fire protection and fire extinction 233
4.1 Fire and naked light
4.2 Fire-extinguishing arrangements
Chapter 1
SECTION 3 TANKERS
SECTION 10 LAUNCHES
Symbols
S : Spacing, in m, of primary supporting members 1.3.2 Loading conditions and load cases in service
: Stiffener span, in m conditions
The loads are to be calculated for the most severe loading
k : Material factor defined in Pt B, Ch 2, Sec 3,
conditions, with a view to maximising the stresses in the
[2.4] and Pt B, Ch 2, Sec 3, [3.4]
primary supporting members.
Ry : Minimum yield stress, in N/mm2, of the mate- The following loading conditions are generally to be con-
rial, to be taken equal to 235/k N/mm2, unless sidered:
otherwise specified
a) Harbour
R : Partial safety factor covering uncertainties
full cargo load in hold/vessel at the relevant draught T1
regarding resistance, defined in Pt B, Ch 5, Sec
1, [5.4] empty hold/vessel at the relevant draught T1
m : Partial safety factor covering uncertainties b) Navigation
regarding material, defined in Pt B, Ch 5, Sec 1, full cargo load/vessel at the maximum draught T
[5.4]
lightship/vessel at the relevant draught T1.
b, S : Span correction coefficients defined in Pt B, Ch 2,
Sec 4, [5.2] 1.3.3 Structure checks
b, s : Coefficients for pressure distribution correction The following checks are to be carried out:
defined in Pt B, Ch 2, Sec 4, [5.3] level of normal stresses and shear stresses, in particular
n : Navigation coefficient defined in Pt B, Ch 3, in way of holes and passage of longitudinals
Sec 1, [5.2]. buckling strength of unstiffened webs
for double hull vessels, continuity of double bottom in
1 General side tanks.
1.1.1 Vessels complying with the requirements of this Section 2.1 General
are eligible for the assignment of the type and service notation
General cargo vessel, as defined in Pt A, Ch 1, Sec 3, [2.1.3]. 2.1.1 Application
The requirements of this Article apply to open deck vessels
1.1.2 Vessels dealt with in this Section are to comply with
of single side construction, with or without double bottom,
the requirements stipulated in Part A, Part B and Part C of
intended primarily to carry general cargoes.
the Rules, as applicable, and with the requirements of this
Section, which are specific to general cargo vessels. The loading/unloading may be performed in one or two runs.
2.3.2 Transversely framed single bottom Longitudinal ordinary stiffeners are generally to be continu-
ous when crossing primary supporting members.
A single bottom transversely framed is to be fitted with
floors at every frame. In the case the longitudinals are interrupted by a primary
supporting member, brackets on both sides of the primary
2.3.3 Longitudinally framed single bottom supporting member are to be fitted in perfect alignment.
Longitudinal stiffeners are generally to be continuous when
crossing primary members. 2.6 Topside structure
The section modulus of longitudinals located in way of the
web frames of transverse bulkheads is to be increased by 2.6.1 Strength continuity
10%.
At the ends of the cargo hold space, the members taking
Longitudinals are to be supported by transverses whose part in the overall strength are to be correctly staggered.
spacing is to be neither greater than 8-frame spacing, nor
than 4 m, whichever is less. Arrangements are to be made to ensure strength continuity
of the topside structure at the end of the hatchways. As far
as practicable, it is recommended to extend the part of the
2.4 Transversely framed side hatch coaming which is located above deck and to connect
it to the side bulkheads of the accommodation spaces.
2.4.1 Connection of frames with floors
The frames are to be connected to the floors in compliance 2.7 Hull scantlings
with Pt B, Ch 5, Sec 3, [6.1].
2.7.1 General
2.4.2 Connection with deck structure
The hull scantlings are to be as specified in Part B, Chapter 5,
At the upper end of the frames, connecting brackets are to
be provided, in compliance with Pt B, Ch 5, Sec 3, [10]. unless otherwise specified.
Such brackets are to extend to the hatch coaming.
2.7.2 Transverse rings
2.4.3 Web frames Where necessary, transverse rings are to be fitted to provide
Web frames are to be fitted with a spacing not exceeding additional supports of the stringer plate.
5 m.
The ring component scantlings are not to be less than the
Their scantling is to be performed according to [2.7.2]. values given in Tab 1.
R m b
if 0 - S 0 2 10 3
w = 26 ------------------- A sh = 68 R m S ----- S 0
mR y Ry
Side webs and
side transverses (1) R m b b p 2 3 p
if 0 > w = 4, 4 --------------------------
- S 10 A sh = 10 R m S s ----- S
mR y Ry
2.7.3 Transverse hold bulkhead structure A : Bulkhead end stringer axial stress, in N/mm2:
The number and location of transverse bulkheads are 10qD
defined in Pt B, Ch 5, Sec 5. A = -----------------1
A
Where necessary, additional bulkheads are to be fitted to A : Bulkhead end stringer sectional area, in cm2
provide for sufficient transverse strength of the vessel.
q : Distributed transverse load acting on the
The scantlings of transverse hold bulkheads are not to be stringer plate, in kN/m, to be determined as
less than the values required in Pt B, Ch 5, Sec 5. stated in Pt B, Ch 5, Sec 4, [5.4.1]
a) Vertically framed plate bulkhead D1 : Unsupported stringer plate length, in m,
The upper end of the vertical stiffeners is to be con- defined in Pt B, Ch 5, Sec 4, [5.4.2].
nected either to a strong deck box beam or to a stringer In way of hold end bulkheads, D1 is to be
located at the stringer plate level or above. substituted by 0,5 D1
As far as practicable, the bottom of the box beam or the
m : Boundary coefficient, to be taken equal to 8.
bulkhead end stringer is to be located in the same plane
as the stringer plate.
Where this is not the case, the bulkhead plating or the
3 Double hull general cargo vessels
box beam sides are to be fitted with an efficient hori-
zontal framing at that level. 3.1 General
b) Horizontally framed bulkhead
3.1.1 Application
The upper part of horizontally framed bulkheads are to
be specially considered by the Society. The requirements of this Article apply to open deck vessels
of double hull construction, intended primarily to carry
c) Plate bulkhead end stringer general cargoes.
The net scantlings of the plate bulkhead end stringer is The loading/unloading may be performed in one or two
to be determined, using the following formula: runs.
R m b p
- S 2 10 3
w = --------------------------------------- 3.1.2 Protection of cargo holds
m ( R y R m A )
All metallic structures are to be protected against corrosion
where:
according to Pt B, Ch 8, Sec 2.
p : Bulkhead end stringer design load, in
Suitable coatings for the intended cargoes (in particular for
kN/m2, to be determined using the applica-
the compatibility with the cargo) are to be chosen and
ble formulae given in Pt B, Ch 3, Sec 4, [3]
applied in accordance with the manufacturers require-
S : Bulkhead stringer spacing, in m ments.
Welding is to comply with the requirements of Pt B, Ch 8, At their upper end, side and inner side web frames are to be
Sec 1. connected by means of a bracket. This bracket can be a sec-
tion or a flanged plate with a section modulus at least equal
to the one of the side web frames. An attached plating strip,
3.2.2 Arrangements applying to the shell plating
where applicable, may be taken into account.
and the double hull
The web frames are to be connected at their mid-span by
Transverse butts are to be butt welded. Double bottom butts means of struts, the cross sectional area of which is not to
may be welded in way of floor face plate which then acts as be less than those of the connected web frames.
a support.
At their lower end, the web frames are to be adequately
The longitudinal joints are to be obtained either by butt connected to the floors or top tank.
welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick- 3.3.4 Plate webs
ness of 0,5 t, whereas the inner line of welding may be dis- Plate webs may be fitted in addition or instead of web
continuous with a ratio p/d < 4 and a throat thickness of frames.
0,5 t; however, for spaces which are not accessible after Plate webs are to be fitted with horizontal stiffeners, the
construction, the inner weld is to be carried out with a con- spacing of which is not to be greater than 1 m.
tinuous line welding.
The scantling of plate webs with large openings is to be
examined by the Society on a case by case basis.
3.2.3 Arrangements applying to the topside plating
Butt weldings are to be carried out on the transverse butts of 3.4 Longitudinally framed double side
the sheerstrake, stringer plate and coaming.
3.4.1 Inner side plating
3.2.4 Connection of inner bottom with floors The requirements of [3.3.1] also apply to longitudinally
framed double side, with the transverses instead of web
Where the floors cannot be welded to the inner bottom by frames.
means of fillet welds, the connection may be obtained by
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In 3.4.2 Side and inner side longitudinals
that case, the floors are to be fitted with flange of adequate Where the outer and inner side longitudinals are connected
width. by means of struts located at mid-span, their section modu-
lus may be reduced by 30%.
3.3 Transversely framed double side The strut sectional area is to be not less than those of the
connected longitudinals.
3.3.1 Structural arrangement 3.4.3 Side transverses
Where the inner side does not extend down to the outer The requirements of [3.3.3] also apply to longitudinally
bottom, it is to be held in position by means of brackets or framed double side, with the transverses instead of web
vertical stiffeners fitted to the floors. frames.
3.5.2 Arrangements for pushed vessels 3.6.2 General arrangements of double bottom
Where the compartments outside the cargo hold space are structure
of small size, the strength continuity is to be ensured by Where the inner side plating does not extend down to the
scarfing of strength members. bottom plating, the floors of vessels built in the transverse
The double hull sides are to be extended, in the shape of system are to be stiffened, at each frame, in way of the inner
brackets, outside the cargo hold space over a distance equal side plating, by means of a section, the net sectional area of
to twice the stringer plate width. which, in cm2, is not to be less than:
Strength continuity of the inner bottom is to be ensured by A = 0,01 b tF
means of brackets, one of which is to be along the vessel
where:
centreline. Where the vessel ends are built on the longitudi-
nal system, the brackets are to be connected to the bottom tF : Net thickness of floor web, in mm
longitudinals; otherwise, they are to be connected to keel- b : Section height, in mm:
sons.
b = 100 HD
Pushing transoms, if any, are to be designed in compliance
with Pt B, Ch 7, Sec 6, [2.2]. HD : Double bottom height, in m.
As a rule, manholes are not to be provided into the cen-
3.6 Hull scantlings treline girder.
Symbols
1.1.2 Vessels dealt with in this Section are to comply with b) Navigation
the requirements stipulated in Part A, Part B and Part C of
full cargo load/vessel at the maximum draught T
the Rules, as applicable, and with the requirements of this
Section, which are specific to bulk cargo vessels. lightship/vessel at the relevant draught T1.
R m b
if 0 - S 0 2 10 3
w = 26 ------------------- A sh = 68 R m S ----- S 0
mRy Ry
Side webs and
side transverses (1) R m b b p 2 3 p
if 0 > w = 4, 4 --------------------------
- S 10 A sh = 10 R m S s ----- S
mR y Ry
As far as practicable, the bottom of the box beam or the D1 : Unsupported stringer plate length, in m,
bulkhead end stringer is to be located in the same plane defined in Pt B, Ch 5, Sec 4, [5.4.2].
as the stringer plate. In way of hold end bulkheads, D1 is to be
substituted by 0,5 D1
Where this is not the case, the bulkhead plating or the
box beam sides are to be fitted with an efficient hori- m : Boundary coefficient, to be taken equal to 8.
zontal framing at that level.
2.7.4 Strengthening of cargo hold structures
b) Horizontally framed bulkhead
In case of grab loading/unloading, the scantlings of struc-
The upper part of horizontally framed bulkheads are to tural elements within the cargo hold are to be increased
be specially considered by the Society. according to Ch 2, Sec 10, [2].
3 Double hull bulk cargo vessels 3.3.2 Side and inner side frames
At their upper end, side and inner side frames are to be con-
3.1 General nected by means of a bracket. This bracket can be a section
or a flanged plate with a section modulus at least equal to
3.1.1 Application the one of the side web frames.
The requirements of this Article apply to open deck vessels Where the outer and inner side frames are connected by
of double hull construction, intended primarily to carry means of struts located at mid-span, their section modulus
bulk dry cargoes. may be reduced by 30%.
The loading/unloading may be performed in one or two The strut sectional area is to be not less than those of the
runs. connected frames.
3.1.2 Protection of cargo holds At their lower end, the frames are to be adequately con-
All metallic structures are to be protected against corrosion nected to the floors or top tank.
according to Pt B, Ch 8, Sec 2.
3.3.3 Side and inner side web frames
Suitable coatings for the intended cargoes (in particular for
It is recommended to provide side web frames, fitted every
the compatibility with the cargo) are to be chosen and
3 m and, in general, not more than 6-frame spacings apart.
applied in accordance with the manufacturers require-
ments. At their upper end, side and inner side web frames are to be
connected by means of a bracket. This bracket can be a sec-
3.2 Welding tion or a flanged plate with a section modulus at least equal
to the one of the side web frames. An attached plating strip,
3.2.1 General where applicable, may be taken into account.
Welding is to comply with the requirements of Pt B, Ch 8, The web frames are to be connected at their mid-span by
Sec 1. means of struts, the cross sectional area of which is not to
be less than those of the connected web frames.
3.2.2 Arrangements applying to the shell plating
and the double hull At their lower end, the web frames are to be adequately
connected to the floors or top tank.
Transverse butts are to be butt welded. Double bottom butts
may be welded in way of floor faceplate which then acts as
3.3.4 Plate webs
a support.
Plate webs may be fitted in addition or instead of web
The longitudinal joints are to be obtained either by butt frames.
welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick- Plate webs are to be fitted with horizontal stiffeners, the
ness of 0,5 t, whereas the inner line of welding may be dis- spacing of which is not to be greater than 1 m.
continuous with a ratio p/d < 4 and a throat thickness of The scantling of plate webs with large openings is to be
0,5 t; however, for spaces which are not accessible after examined by the Society on a case by case basis.
construction, the inner weld is to be carried out with a con-
tinuous line welding.
3.4 Longitudinally framed double side
3.2.3 Arrangements applying to the topside plating
3.4.1 Inner side plating
Butt weldings are to be carried out on the transverse butts of
the sheerstrake, stringer plate and coaming. The requirements of [3.3.1] also apply to longitudinally
framed double side, with the transverses instead of web
3.2.4 Connection of inner bottom with floors frames.
Where the floors cannot be welded to the inner bottom by
means of fillet welds, the connection may be obtained by 3.4.2 Side and inner side longitudinals
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In Where the outer and inner side longitudinals are connected
that case, the floors are to be fitted with flange of adequate by means of struts located at mid-span, their section modu-
width. lus may be reduced by 30%.
The strut sectional area is to be not less than those of the
3.3 Transversely framed double side connected longitudinals.
SECTION 3 TANKERS
Symbols
1.1.2 Vessels dealt with in this Section are to comply with 2.1.3 Tankers with inserted cargo tanks
the requirements stated in Part A, Part B and Part C of the
Rules, as applicable, and with the requirements of this Sec- In this type of vessel, the cargo tanks are independent of the
tion, which are specific to tankers. vessel structure but are permanently installed (see Fig 3).
a b
a b
a
b
c d
5.2.1 Minimum net thickness of web plating 6.3.1 For side primary supporting members, the level of
normal stresses and shear stresses in way of holes and pas-
The net thickness, in mm, of the web plating of ordinary sage of longitudinals is to be checked.
stiffeners is to be not less than:
for L < 120 m: 6.4 Strong beams and deck transverses in
t = 1,63 + 0,004 L k0,5 + 4,5 s way of rings
for L 120 m:
6.4.1 The following checks are to be carried out:
t = 3,9 k0,5 + s
level of normal stresses and shear stresses, in particular,
The net thickness, in mm, of plating which forms the web of in way of holes and passage of longitudinals
primary supporting members is to be not less than the value buckling strength of unstiffened web
obtained from the following formula:
continuity of structure and lateral support of deck trans-
t = 1,14 L1/3 k0,5 verses, notably, when the flange of the deck transverse is
a round bar.
6 Transverse rings
6.5 Pillars
6.1 General 6.5.1 Strong beams and deck transverses in way of rings are
to be supported by pillars. The pillar scantlings are to be
6.1.1 The strength check of the transverse rings is to be per-
determined according to Pt B, Ch 5, Sec 4, [11], where the
formed by direct calculation according to Pt B, Ch 5, Sec 1,
deck pressure is not to be taken less than 5 kN/m2. The pil-
[5].
lars and their attachments are also to be examined for trac-
In particular, the requirements of [6.2] to [6.4] are to be tion resulting from the relevant test pressure related to the
complied with. respective vessel type.
6.5.2 Tubular pillars are to be avoided in the cargo tanks as 7.4 Vessels with independent tanks
far as possible. For tank vessels intended to carry flammable
liquids or chemicals, tubular pillars are not permitted. 7.4.1 General
6.5.3 The pillars are to be attached to the girders as well as Vessels with independent tanks are to be built on the trans-
to the floor plates located below by means of welding. verse framing system. When a longitudinal framing system
is applied, it is to be specially considered by the Society.
6.6 Break in the deck
7.4.2 Stiffening
6.6.1 A reinforced deck transverse, pillars or a transverse The side stiffeners may be inside or outside the tank.
bulkhead is to be fitted in way of the deck break.
When tank longitudinal sides are framed vertically, stiffen-
ers are to form continuous frames with the top and bottom
7 Vessel structural arrangements stiffeners, whether the frames are connected or not by
brackets.
7.1 Vessels with integrated tanks,
The vertical or horizontal stiffeners of transverse sides are to
transverse framing system be welded on to the perpendicular tank sides, either
directly or by means of brackets extending up to the first
7.1.1 Beams
stiffener of previous sides.
Beams are to be fitted at every frame. They are to be discon-
tinuous in way of longitudinal bulkheads, to which they are To ensure proper contact between tank plates and vessel
connected with brackets. Deck beams are not to be discon- bottom, the bottom structure is to be adequately stiffened.
tinuous in way of expansion tanks, unless efficient compen-
sations are provided. 7.4.3 Floors
In way of floors not in contact with tanks, for instance floors
7.1.2 Strong beams
located between tanks and floors at hold ends, at least two
As a rule, strong beams are to have the same scantlings as keelsons with intercostal plating are to be provided. The
side web frames to which they are connected by brackets or keelsons are to be fitted approximately at one-third of the
any other equivalent arrangement, so as to ensure strength width and extending at least over three frame spaces
continuity. beyond tank end bulkheads.
7.1.3 Floors
Floors are to be fitted at every frame. They are to be discon- 7.5 Double hull arrangements
tinuous in way of bulkheads to which they are connected
by means of brackets or other equivalent arrangement 7.5.1 General
ensuring strength continuity. All parts of the cargo zone are to be well ventilated and
An adequate number of limbers is to be cut out in floors, accessible to ensure surveys and maintenance.
longitudinals and transverses to ensure the draining of cargo
to the pump suctions. 7.5.2 Floor reinforcement
Where the inner side plating does not extend down to the
7.2 Vessels with integrated tanks, bottom plating, the floors of vessels built in the transverse
longitudinal framing system system are to be stiffened, at each frame, in way of the dou-
ble hull shell plating, by means of a section, the net sec-
7.2.1 Side transverses tional area of which, in cm2, is not to be less than:
The side transverses are to be spaced not more than 3 m
A = 0,01 b tF
apart.
The span of side shell strength transverses is to be taken where:
equal to the vertical distance between bottom and deck. b : Section height, in mm, equal to:
7.2.2 Deck longitudinals b = 100 HD
The deck longitudinals are to be continuous through expan- where HD is the double bottom height, in m
sion tanks, unless efficient compensations are fitted.
tF : Net thickness of floor web, in mm.
7.3 Vessels with integrated tanks,
combination system 7.6 Ends of cargo zone
7.3.1 Web frames 7.6.1 The inner longitudinal side is to be extended inside
It is recommended to provide side shell and longitudinal the cofferdam. Moreover, when possible, it is to be
bulkhead web frames in way of bottom and deck trans- extended in the fore and aft ends of the vessel by means of
verses. brackets.
Symbols
2.2.2 Strength continuity In stowing containers within the guides, the maximal clear-
ance between container and guide is not to exceed 25 mm
Adequate strength continuity of floors and bottom trans-
in the transverse direction and 38 mm in the longitudinal
verses is to be ensured in way of the side tank by means of
direction.
brackets.
The upper end of the guides is to be fitted with a block to
2.2.3 Reinforcements in way of cell guides facilitate entry of the containers. Such appliance is to be of
robust construction so as to withstand impact and chafing.
The structures of the bottom and inner bottom on which cell
guides rest are to be adequately stiffened with doublers,
brackets or equivalent reinforcements. 2.4 Fixed cargo securing devices
Cross-ties are to be longitudinally restrained at one or more 3.1 Protection of cargo holds
points so that their elastic deformation due to the action of
the longitudinal thrust of containers does not exceed
3.1.1 Coating
20 mm at any point.
All metallic structures are to be protected against corrosion
according to Pt B, Ch 8, Sec 2.
Figure 1 : Typical structure of cell guides
Cell guides
3.2 Bottom structure
Brackets
4.3.3 Side and inner side web frames In particular, arrangements are to be made to ensure
strength continuity of the top structure at the end of the
It is recommended to provide side web frames, fitted every
hatchways. As far as practicable, it is recommended to
3 m and, in general, not more than 6-frame spacings apart. extend the part of the hatch coaming located above deck
At their upper end, side and inner side web frames are to be and to connect it to the side bulkheads of the accommoda-
connected by means of a bracket. This bracket can be a sec- tion spaces.
tion or a flanged plate with a section modulus at least equal The longitudinal boundaries of the engine room side bun-
to the one of the side web frames. An attached plating strip, kers are to be located, as far as practicable, in the extension
where applicable, may be taken into account. of the double hull sides.
The web frames are to be connected at their mid-span by
means of struts, the cross sectional area of which is not to 4.5.2 Arrangements for pushed vessels
be less than those of the connected web frames. Where the compartments outside the cargo hold space are
of small size, the strength continuity is to be ensured by
At their lower end, the web frames are to be adequately scarfing of strength members.
connected to the floors or top tank.
The double hull sides are to be extended, in the shape of
4.3.4 Plate webs brackets, outside the cargo hold space over a distance equal
to twice the stringer plate width.
Plate webs may be fitted in addition or instead of web
frames. Strength continuity of the inner bottom is to be ensured by
means of brackets, one of which is to be along the vessels
Plate webs are to be fitted with horizontal stiffeners, the centreline. Where the vessel ends are built on the longitudi-
spacing of which is not to be greater than 1 m. nal system, the brackets are to be connected to the bottom
longitudinals; otherwise, they are to be connected to keel-
The scantling of plate webs with large openings is to be sons.
examined by the Society on a case by case basis.
Pushing transoms, if any, are to be designed in compliance
with Pt B, Ch 7, Sec 6, [2.2].
4.4 Longitudinally framed double side
Where empty containers are stowed at the top of a stack, Table 1 : Specific wind pressure
the following values may be used:
Range of navigation pWD , in kN/m2
0,14 times the weight of a loaded container, in case of
empty steel containers IN(0,6 < x 2) 0,3 n0,5
0,08 times the weight of a loaded container, in case of IN(0,6), IN(0) 0,25n
empty aluminium containers.
In the case of juxtaposed and connected stacks of different
Figure 2 : Containers level in a stack heights, the wind forces are to be distributed taking into
account the number of stacks at the level considered (see
example in Fig 3).
Figure 3 : Distribution of wind forces
in the case of stacks of different heights
Fy, wind distributed over 3 stacks
Fy, wind distributed over 4 stacks
6 Hull scantlings
5.2.2 Wind forces applied to one container
6.1 General
The forces due to the effect of the wind, applied to one con-
tainer stowed above deck at level i, are to be obtained, in 6.1.1 In general, the hull scantlings and arrangements are
kN, from the following formulae: to be in compliance with Part B, Chapter 5.
in x direction:
6.1.2 Scantlings of structural members subjected to con-
FX, WD, i = pWD hC bC centrated loads are to be determined by direct calculation
according to Pt B, Ch 5, Sec 1, [5]. In particular, the require-
in y direction: ments of [7] are to be complied with.
FY, WD, i = pWD hC C
6.1.3 Where the operating conditions (loading/unloading
where: sequence as well as consumable and ballast distribution)
are likely to induce excessive torsional torque, the torsional
hC : Height, in m, of a container strength is to be checked, using the design torsional torque
C , bC : Dimensions, in m, of the container stack in the derived from [5.1.1].
vessel longitudinal and transverse directions,
respectively 6.2 Container seating
pWD : Specific wind pressure, in kN/m2, defined in Tab 1.
6.2.1 The hull girder normal stress to be considered for the
These forces are only acting on the stack exposed to wind. strength check of container seating plating is to be deter-
mined using the formula:
In the case of M juxtaposed and connected stacks of the
same height, the wind forces are to be distributed over the 5 max ( M TH ;M TS )
X1 = 10 ---------------------------------------- (z N)
M stacks. IY
Still water force FS, in kN, and inertial and wind Vertical still water force RS, in kN, and inertial and wind force
Vessel condition
force FW, in kN, acting on each container stack RW, in kN, transmitted at the corners of each container stack
N
Still water F
condition
FS = F S ,i R S = ----S
4
i=1
N
in x direction: F W ,X = (F W , X ,i + F X ,WD ,i ) F W, Z N C h C F W, X
R W ,1 = ---------
4
- + ------------------------
4 C
Upright condition i=1
N
(see Fig 4) F W, Z N C h C F W, X
R W ,2 = ---------
- ------------------------
in z direction: F W ,Z = F W ,Z ,i 4 4 C
i=1
N
Note 1:
NC : Number of containers per stack
hC : Height, in m, of a container
C, bC : Dimensions, in m, of the container stack in the ship longitudinal and transverse directions, respectively.
Figure 4 : Inertial and wind forces Figure 5 : Inertial and wind forces
Upright vessel condition Inclined vessel condition
FW,Z Z FW,Z Z
FW,Y
FW,X
Y Y
6.2.2 The net thickness, in mm, of container seating, if fit- nC : Number of stacks of container corners on the
ted, is to be not less than the thickness of the adjacent inner seating
bottom plating nor than the thickness obtained from the fol- CCS : Coefficient to be taken equal to:
lowing formula:
0, 05 0, 5
C CS = 2, 15 ---------------- + 0, 02 4 - 1, 75
0, 25
kn C R s s
t CS = 0, 8C CS ------------
-
where /s is to be taken not greater than 3
where:
R : Force, in kN, transmitted at the corner of each nC A
= ------------C
stack of containers, to be determined according s
to Tab 2 AC : Area of a stack of container corner, in m2
: Coefficient taken equal to: In the case of several container corners on the
for longitudinally framed plating: same plate panel, AC is the area corresponding
x1 2 x1 to the group of corners
L = 1 0 ,95 m ------- 0, 225 m -------
Ry Ry = max (a ; b)
for transversely framed plating: s = min (a ; b)
x1 a, b : Spacings, in m, of the container supporting
T = 1 0, 89 m -------
Ry members.
6.3 Additional requirements for single side p : Bulkhead end stringer design load, in
vessels kN/m2, to be determined using the applica-
ble formulae given in Pt B, Ch 3, Sec 4, [3]
6.3.1 Transverse rings S : Bulkhead stringer spacing, in m
Where necessary, transverse rings are to be fitted to provide m : Boundary coefficient to be taken equal to 8
additional supports of the stringer plate.
A : Bulkhead end stringer axial stress, in N/mm2:
The ring component scantlings are not to be less than
10qD
required in Tab 3. A = -----------------1
A
6.3.2 Transverse hold bulkhead structure q : Distributed transverse load acting on the
The number and location of transverse bulkheads are stringer plate, in kN/m, to be determined as
defined in Pt B, Ch 5, Sec 5. stated in Pt B, Ch 5, Sec 4, [5.4.1]
Where necessary, additional bulkheads are to be fitted to D1 : Unsupported stringer plate length, in m,
provide for sufficient transverse strength of the vessel. defined in Pt B, Ch 5, Sec 4, [5.4.2]
The scantlings of transverse hold bulkheads are to be not In way of hold end bulkheads, D1 is to be
less than the values required in Pt B, Ch 5, Sec 5. substituted by 0,5 D1
a) Vertically framed plate bulkhead A : Bulkhead end stringer sectional area, in cm2.
The upper end of the vertical stiffeners is to be con-
nected either to a strong deck box beam or to a stringer 6.4 Additional requirements for double hull
located at the stringer plate level or above. vessels
As far as practicable, the bottom of the box beam or the
bulkhead end stringer is to be located in the same plane 6.4.1 Double bottom arrangement
as the stringer plate. Where the inner side plating does not extend down to the
Where this is not the case, the bulkhead plating or the bottom plating, the floors of vessels built in the transverse
box beam sides are to be fitted with an efficient hori- system are to be stiffened, at each frame, in way of the inner
zontal framing at that level. side plating, by means of a section, the net sectional area of
which, in cm2, is not to be less than:
b) Horizontally framed bulkhead
The upper part of horizontally framed bulkheads are to A = 0,01 b tF
be specially considered by the Society. where:
c) Plate bulkhead end stringer tF : Net thickness of floor web, in mm
The net scantlings of the plate bulkhead end stringer is b : Section height, in mm:
to be determined, using the formula: b = 100 HD
p 2 3 HD : Double bottom height, in m.
w = b ---------------------------------------- S 10
m ( 226 k A ) As a rule, manholes are not to be provided into the cen-
where: treline girder.
R m b
if 0 - S 0 2 10 3
w = 26 ------------------- A sh = 68 R m S ----- S 0
mR y Ry
Side webs and
side transverses (1) R m b b p 2 3 p
if 0 > w = 4, 4 --------------------------
- S 10 A sh = 10 R m S s ----- S
mR y Ry
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, IY : Net moment of inertia, in cm4, of the hull trans-
[2.1] verse section around its horizontal neutral axis,
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] to be calculated according to Pt B, Ch 4, Sec 1
D : Depth, in m MTH : Total vertical bending moment in hogging con-
, defined in Pt B, Ch 1, Sec 2, [2.3] dition, in kN.m, to be determined according to
Pt B, Ch 3, Sec 2, [4]
T : Draught, in m, defined in Pt B, Ch 1, Sec 2,
[2.4] MTS : Total vertical bending moment in sagging con-
dition, in kN.m, to be determined according to
t : Net thickness, in mm, of plating
Pt B, Ch 3, Sec 2, [4]
s : Spacing, in m, of ordinary stiffeners
N : Z co-ordinate, in m, of the centre of gravity of
S : Spacing, in m, of primary supporting members the hull transverse section
: Span, in m, of ordinary stiffeners or primary F : Wheeled force, in kN, defined in Pt B, Ch 3,
supporting members Sec 4, [3.5].
w : Net section modulus, in cm3, of ordinary stiffen- W : Coefficient taking into account the number of
ers or primary supporting members
wheels and wheels per axle considered as act-
Ash : Net web shear sectional area, in cm2 ing on the stiffener, defined in Tab 1
k : Material factor defined in Pt B, Ch 2, Sec 3, KS, KT : Coefficients taking into account the number of
[2.4] and Pt B, Ch 2, Sec 3, [3.4] axles considered as acting on the stiffener,
Ry : Minimum yield stress, in N/mm2, of the mate- defined in Tab 2.
rial, to be taken equal to 235/k N/mm2, unless
otherwise specified 1 General
R : Partial safety factor covering uncertainties regard-
ing resistance, defined in Pt B, Ch 5, Sec 1, [5.4]
1.1 Application
m : Partial safety factor covering uncertainties
regarding material, defined in Pt B, Ch 5, Sec 1, 1.1.1 The type and service notation RoRo cargo vessel is
[5.4] assigned, in accordance with Pt A, Ch 1, Sec 3, [2.1.4], to
b, S : Span correction coefficients defined in Pt B, Ch vessels intended to carry wheeled vehicles.
2, Sec 4, [5.2]
1.1.2 Vessels dealt with in this Section are to comply with
b, s : Coefficients for pressure distribution correction the requirements stated in Part A, Part B and Part C of the
defined in Pt B, Ch 2, Sec 4, [5.3] Rules, as applicable, and with the requirements of this Sec-
z : Z co-ordinate, in m, of the calculation point tion, which are specific to RoRo cargo vessels.
Configuration
2 1 ---
y y
W 1,00
3 2 ---
s s
Note 1:
y : Distance, in m, from the external wheel of a group of wheels to the stiffener under consideration, to be taken equal to the dis-
tance from the external wheel to the centre of the group of wheels.
2.3 Hull structure 3.2.2 The hull girder normal stresses to be considered for
the yielding check of ordinary stiffeners subjected to
2.3.1 Framing wheeled loads and contributing to hull girder strength are
given in Tab 4.
In general, the strength deck and the bottom are to be longi-
tudinally framed. Table 4 : Hull girder normal stresses
Where a transverse framing system is adopted for such Ordinary stiffeners subjected to wheeled loads
structures, it is to be considered by the Society on a case-
by-case basis. Condition X1, in N/mm2
5 M TH
Hogging 10 ---------- (z N )
3 Hull scantlings IY
5 M TS
Sagging 10 --------- (z N)
3.1 General IY
3.1.1 The hull scantlings and arrangements are to be in 3.2.3 The hull girder normal stresses to be considered for
compliance with Part B, Chapter 5. the yielding check of primary supporting members sub-
jected to wheeled loads and contributing to hull girder
3.1.2 In addition, scantlings of plating and structural mem- strength are given in Tab 5.
bers subjected to wheeled loads are to be in compliance
with [3.3] to [3.5]. Table 5 : Hull girder normal stresses
Primary supporting members
3.1.3 Tyre print area subjected to wheeled loads
Tyre print area AT, in m2, is to be defined by the designer. In
Condition X1, in N/mm2
the case of double or triple wheels, the area is the one cor-
responding to the group of wheels. 5 M TH
zN 10 ---------- (z N )
IY
When the tyre print area is not known, it may be taken
equal to: 5 M TS
z<N 10 --------- (z N)
IY
np QA
A T = 9, 81 ------------
-
nw pT
3.3 Plating
where:
QA : Axle load, in t 3.3.1 The net thickness of plate panels subjected to
wheeled loads is to be not less than the value obtained from
nw : Number of wheels for the axle considered the formula:
pT : Tyre pressure, in kN/m. When the tyre pressure
kn p F
is not indicated by the Designer, it may be taken t WL = 0, 8C WL -----------
-
as defined in Tab 3.
where:
Table 3 : Tyre pressure pT for vehicles
CWL : Coefficient to be taken equal to:
0, 05 0, 5
Tyre pressure pT, in kN/m2 C WL = 2, 15 ---------------- + 0, 02 4 -- 1, 75
0, 25
Vehicle s s
pneumatic tyres solid rubber tyres
Private cars 250 NA where /s is to be taken not greater than 3
Vans and fork lift trucks 600 NA A
= ------T
Trucks and trailers 800 NA s
5 max ( M TH ;M TS ) x1 2 x1
X1 = 10 ---------------------------------------- (z N) = 1 0 ,95 m ------- 0, 225 m -------
IY Ry Ry
3.3.2 For vehicles with the four wheels of the axle located L 40 m:
on a plate panel as shown in Fig 2, the net thickness of the
plating is to be not less than the greater of the values R m F
- 10 3
w = W K S ----------------------------------------
obtained, in mm, from the following formulae: m ( R y R m X1 )
tWL = t1 L < 40 m:
tWL = t2 [k (1 + 2 + 3 + 4)]0,5 R m F
- 10 3
w = W K S -----------------------------------------------------------
mR y ( 1 0, 18 R m K MZ )
where:
where:
t1 : Net thickness obtained, in mm, from [3.3.1] for
np = 2, considering one group of two wheels X1 : Hull girder normal stress, in N/mm2, to be deter-
located on the plate panel mined according to [3.2.1]
t2 : Net thickness obtained, in mm, from [3.3.1] for m : Boundary coefficient to be taken equal to 6
nP = 1, considering one wheel located on the KMZ : Coefficient defined in Pt B, Ch 5, Sec 6.
plate panel
2 , 3 , 4 : Coefficients obtained from the following for- 3.4.2 Net shear sectional area
mula, replacing i by 2, 3 and 4, respectively The net shear sectional area ASh, in cm2, of ordinary stiffen-
(see Fig 2): ers subjected to wheeled loads are to be obtained from fol-
lowing formula:
for xi / b < 2:
W KT F
i = 0,8 (1,2 2,02 i + 1,17 i2 0,23 i3) A sh = 20 R m ----------------
-
Ry
for xi / b 2:
nV Q
p eq = 10 -------------A- E Q
S
where:
nV : Maximum number of vehicles possible located
on the primary supporting member
QA : Maximum axle load, in t
EQ : Coefficient defined as:
X1 + X2
E Q = 3 -----------------
-
3.4 Ordinary stiffeners subjected to wheeled S
loads
with 1 EQ 3
Deck girders R m b p p
- S 2 10 3
w = ----------------------------------------- A Sh = 10 R m S ----- S
Double bottom girders m ( R y R m X1 ) Ry
R m b b pE p
Vertical primary supporting members - S 2 10 3
w = --------------------------------------- A sh = 10 R m S s ----E- S
m ( Ry R m A ) Ry
Note 1:
p : Design load, in kN/m2:
p = pS + p W
pS : Still water pressure, in kN/m2:
pS = peq
pW : Inertial pressure, in kN/m2:
a Z1
p W = p eq ------------
-
9, 81
where:
aZ1 : Reference value of the vertical acceleration to be determined in compliance with Pt B, Ch 3, Sec 3, [2.3.3]
X1 : Hull girder normal stress, in N/mm2, to be determined according to [3.2.2]
pE : Design load, in kN/m2, to be determined according to Pt B, Ch 3, Sec 4, [2.1]
A : Axial stress, to be obtained, in N/mm2, from the following formula:
F
A = 10 ----A-
A
FA : Axial load transmitted to the vertical primary supporting members by the structures above
A : Net sectional area, in cm2, of the vertical primary supporting members with attached plating of width bP
m : Boundary coefficient, to be taken equal to 8.
Figure 3 : Wheeled loads - Distribution of vehicles 3.5.2 For arrangements different from those shown in Fig 3
on a primary supporting member to Fig 5, the scantlings of primary supporting members are
to be determined by direct calculation, in compliance with
Pt B, Ch 2, Sec 5.
b
X1 X2
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, Table 1 : Requirements applicable
[2.1] for safety of passengers
1.1.3 Various requirements of this Section are to be applied A day trip vessel is a passenger vessel without overnight
passenger cabins.
for safety of passengers according to Tab 1.
Where available, statutory Rules (dealing with safety) in the 1.3.5 Low flame-spread
operating area of the vessel (e.g. European directive) are to Definition of low flame-spread is given in Pt C, Ch 3, Sec 1,
take precedence over these requirements. [2.8].
2.2 Openings in watertight bulkheads 3.3.2 Detectors are to be grouped into separate sections,
each of which shall not comprise more than one main fire
2.2.1 The number of openings in watertight bulkheads shall zone or one watertight division and not more than two ver-
be as small as is compatible with the construction and tically adjacent decks.
proper operation of the vessel. If the fire detection system is designed for remote and indi-
vidual identification of detectors, several decks in one main
2.2.2 Open piping systems and ventilation ducts are to be fire zone respectively one watertight division may be moni-
routed in such a way that no further flooding can take place tored by the same detector loop. The detector loop shall be
in any considered damaged condition. so arranged, that in the event of a damage (wire break, short
Pipelines running within the safe area (see [1.3.9] for defini- circuit, etc.) only a part of the loop becomes faulty.
tion) and more than 0,5 m above the base line are to be Smoke detectors shall be used in passage ways, stairways
regarded as undamaged. and escape routes. Heat detectors shall be used in cabins in
Bulkhead openings below the margin line are to be made the accommodation area. Flame detectors shall only be
watertight. used in addition to the other detectors.
3.3.3 The blowout of a fire and the area concerned are to a) passenger areas with a total surface area of more than
be signalled automatically to a permanently manned sta- 800 m2
tion.
b) passenger areas in which there are cabins, at intervals of
3.3.4 Requirements [3.3.2] and [3.3.3] are deemed to be not more than 40 m.
met in the case of spaces protected by an automatic pres- The vertical divisions shall be smoke-tight under normal
sure water-spraying system designed in accordance with Pt operating conditions and shall be continuous from deck to
C, Ch 3, Sec 4, [3]. deck.
3.3.5 Manually operated call points are to be provided in The doors shall be of self-closing type or shall be capable of
addition to the automatic system: remote release from the bridge and individually from both
in passageways, enclosed stairways and at lifts sides of the door. Status of each fire door (open/ closed posi-
tion) shall be indicated on the bridge.
in saloons, day rooms and dining rooms
in machinery spaces, galleys and spaces with a similar 3.5.2 Hollows above ceilings, beneath floors and behind
fire hazard. wall claddings shall be separated at intervals of not more
than 14 m by non-combustible draught stops which, even
The manually operated call points shall be spaced not more in the event of fire, provide an effective fireproof seal.
than 10 m apart, however at least one call point shall be
available in every watertight compartment.
3.6 Fire structural integrity
3.3.6 The alarm set off by a manual call point shall be
transmitted only to the rooms of the vessel's officers and 3.6.1 Integrity of bulkheads and decks
crew and must be capable of being cancelled by the ves-
The minimum fire integrity of all bulkheads and decks shall
sel's officers. Manual call points are to be safeguarded
be as shown in Tab 2.
against unintended operation.
3.6.2 For the purpose of determining the appropriate fire
3.4 Control of smoke spread integrity standard to be applied to boundaries between
adjacent spaces, such spaces are classified according to
3.4.1 Control centres, stairways and internal assembly sta- their fire risk described in the following categories.
tions shall be provided with a natural or a mechanical
smoke extraction system. The title of each category is intended to be typical rather
than restrictive.
Smoke extraction systems shall comply with [3.4.2] to
[3.4.8]. a) Control centres: defined in Pt C, Ch 3, Sec 1, [2.4]
3.4.2 They shall provide sufficient capacity and reliability. Wheelhouse, rooms containing the vessels radio equip-
ment, rooms containing centralised fire alarm equip-
3.4.3 They shall consider the operating conditions of pas- ment, rooms containing centralised emergency public
senger vessels. address system stations and equipment, etc.
3.4.6 It shall be possible to operate mechanical smoke c) Muster areas: defined in Pt C, Ch 3, Sec 1, [2.12]
extraction systems from a position permanently occupied
d) Lounges: defined in Pt C, Ch 3, Sec 1, [2.7]
by crew.
Cabins, public spaces, sale shops, barber shops and
3.4.7 Natural smoke extraction systems shall be provided beauty parlours, saunas, pantries containing no cooking
with an opening mechanism, operated either manually or appliances, small lockers (deck area < 4 m2), etc.
by a power source inside the ventilator.
e) Machinery spaces: defined in Pt C, Ch 3, Sec 1, [2.10]
3.4.8 Manually operated actuators and opening mecha-
Main propulsion machinery room, auxiliary machinery
nism shall be accessible from inside and outside of the pro-
spaces, etc.
tected space.
f) Galleys: defined in Pt C, Ch 3, Sec 1, [2.6]
3.5 Fire containment g) Store rooms: defined in Pt C, Ch 3, Sec 1, [2.20]
3.5.1 The following passenger areas shall be divided by Miscellaneous stores, lockers having deck area exceed-
vertical divisions complying with [3.6]: ing 4 m2, air conditioning rooms.
3.6.3 All insulation materials, bulkheads, linings, ceilings 3.7 Fire fighting
and draught stops shall be of at least approved non-com-
bustible material. 3.7.1 General water fire extinguishing system
Passenger vessels over 40 m LWL and passenger vessels with
Primary deck coverings and surface materials shall be of an
cabins for passengers over 25 m LWL are, in addition to
approved type.
applicable requirements of Pt C, Ch 3, Sec 4, subject to the
following requirements:
3.6.4 All stairways are to be of steel frame or other equiva-
lent non-combustible construction. a) It must be possible to project at least two jets of water
simultaneously on any part of the vessel from two differ-
Stairways connecting more than two decks are to be ent hydrants using for each a single length of hose not
enclosed by at least class B bulkheads. Stairways connect- more than 20 m long. The length of throw must be at
ing only two decks need to be protected at least at one deck least 12 m with a nozzle diameter of 12 mm.
level by class B bulkheads. Doors shall have the same fire b) The minimum capacity of the fire pump is to be
resistance as the bulkheads in which they are fitted. 20 m3/h.
Where class A and B divisions are penetrated for the pas- c) If the fire pump is located in the engine room, a second
sage of cables, pipes, trunks, ducts etc. or for the fitting of power-driven fire pump must be provided outside the
ventilation terminals, lighting fixtures and similar devices, engine room. The pump drive must be independent of
arrangements shall be made to ensure that the fire resis- the engine room, and the pump capacity must conform
tance is not impaired. to the preceding items a) and b).
Connections in the piping system with the engine room
3.6.5 Ventilation system must be capable of being shut off from outside at the
point of entry into the engine room.
All parts of the system shall be made of non-combustible
A portable pump may be accepted, provided that a per-
material, except that short ducts applied at the end of the
manently installed pump is available in the engine room.
ventilation device may be made of a material which has
low-flame spread characteristics. d) Two fire hoses with dual-purpose nozzles are to be
located in hose boxes in both fore ship and aft ship. Fur-
The ventilation ducts shall be divided with closing appli- ther fire hoses may be required depending on the size
ances analogously to the requirements of [3.5.1]. and structural features of the vessel.
When ventilation ducts with a cross-section of more than 3.7.2 Portable fire extinguishers
0,02 m2 are passed through partitions according to [3.6.1]
a) One additional fire extinguisher is to be provided for:
of type A or partitions according to [3.5.1], they shall be fit-
ted with approved fire dampers which can be operated from each unit of 120 m2, or part thereof, of the gross
a location permanently manned by shipboard personnel or floor area in passenger areas
crew members. each group of 10 cabins, or part thereof.
b) Galleys and shops shall, depending on their size and c) Escape routes shall not lead through engine rooms or
contents, be provided with additional fire extinguishers. galleys. This requirement item does not apply to vessels
with LWL not exceeding 25 m, as long as a second
c) These additional fire extinguishers are to be installed
escape route is available.
and distributed on the vessel so that, in the event of fire
starting at any point and at any time, a fire extinguisher d) There shall be no rungs, ladders or the like installed at
can be reached immediately. any point along the escape routes.
e) Doors to escape routes shall be constructed in such a
3.7.3 Fixed gas fire extinguishing systems
way as not to reduce the minimum width of the escape
Machinery spaces containing internal combustion engines route.
and oil fired boilers shall be provided with a fixed gas fire
extinguishing system in compliance with Pt C, Ch 3, Sec 4, f) Escape routes and emergency exits shall be clearly
[4]. signed. The signs shall be lit by the emergency lighting
system.
3.7.4 Automatic pressure water spraying system
3.8.5 Escape routes and emergency exits shall be provided
Where installed, automatic pressure water spraying systems with a suitable safety guidance system. Such a system shall
for the passenger area must be ready for operation at all take the form of low-location lighting (LLL), i.e., electrically
times when passengers are on board. No additional mea- powered lighting or photo-luminescent indicators placed
sures on the part of the crew must be needed to actuate the along the escape routes so as to ensure that such routes can
system. be easily identified.
b) Cabin doors shall be made in such a way that they can 4.1.1 General
also be unlocked from the outside at any time. Each watertight compartment shall be fitted with a bilge
c) Powered doors shall open easily in the event of failure level alarm.
of the power supply to this mechanism.
4.1.2 Number and capacity of bilge pumps
3.8.3 Stairs A bilge pumping system with permanently installed pipe
Stairs and their landings in the passenger areas shall comply work shall be available.
with the following requirements: The number and capacity of bilge pumps are to be in com-
a) They shall be designed and constructed in accordance pliance with Pt C, Ch 1, Sec 10, [6.7].
with applicable statutory Regulations and/or recognized Further bilge pumps may be required according to size and
standards, e.g., EN 13056. propulsion power.
b) Where there is not at least one staircase on each side of
the vessel in the same room, they shall lie in the safe 5 Electrical installations
area.
5.3.3 Final subcircuits The general telephone system can be approved for this pur-
In the important spaces mentioned below the lighting shall pose provided it is guaranteed that the bridge/engine link
be supplied by at least two different circuits: always has priority and that existing calls on this line
between other parties can be interrupted.
passageways
stairways leading to the boat deck, and public spaces Where a telephone system is used, the engineer's alarm
and day rooms for passengers and crew may be dispensed with provided that two-way communica-
tion is possible between the machinery space and the engi-
large galleys.
neers' accommodation.
The lamps are to be so arranged that adequate lighting is
maintained even if one of the circuits fails. 6.3.2 Public address systems
Vessels with a length LWL greater than or equal to 40 m and
6 Safety devices and equipment vessels intended for more than 75 passengers must be
equipped with loudspeakers capable of reaching all the
passengers.
6.1 General
7.7 Hull girder loads Scantlings of primary structural members contributing to the
transverse strength of superstructures are to be supported by
7.7.1 The design bending moments in hogging and sagging direct calculation, according to guidance defined in [8.4].
conditions and the vertical design shear force are to be
determined according to Part B, Chapter 4.
8.4 Racking analysis
It is to be checked that the stresses in the window stile are in b) The downflooding angle f must not be less than
compliance with [8.4.3]. mom + 3.
c) The area A under the curve of the righting lever arm y : Lateral distance, in m, of center of gravity of
shall, depending on the position of f and max , reach at total weight of persons P from center line
least the values given in Tab 4, where: yi : Lateral distance, in m, of geometrical center of
: List angle area Ai from center line
f : List angle, at which openings in the hull, in Pi : Weight of persons accumulated on area Ai, in t:
the superstructure or deck houses which Pi = 0,075 ni Ai
cannot be closed so as to be weathertight,
Ai : Area, in m2, occupied by persons
submerge
ni : Number of persons per square meter
max : List angle at which the maximum righting
lever arm occurs for free deck areas and deck areas with movable
furniture: ni = 3,75
mom : Maximum list angle defined under item e)
for deck areas with fixed seating furniture such
A : Area beneath the curve of the righting lever
as benches, ni shall be calculated by assuming
arms.
an area of 0,50 m in width and 0,75 m in seat
d) The metacentric height at the start, GM0, corrected by depth per person.
the effect of the free surfaces in liquid tanks, shall not be
The calculation shall be carried out for an accumulation of
less than 0,15 m.
persons both to starboard and to port.
e) In each of the following two cases, the list angle mom
The distribution of persons shall correspond to the most
shall not be in excess of the value of 12: unfavorable one from the point of view of stability. Cabins
in application of the heeling moment due to persons shall be assumed unoccupied for the calculation of the per-
and wind according to [9.2.4] and [9.2.5] son moment.
in application of the heeling moment due to persons For calculation of the loading cases, the centre of gravity of
and turning according to [9.2.4] and [9.2.6]. a person should be taken as 1 m above the lowest point of
f) For a heeling moment resulting from moments due to the deck at 1/2 LWL , ignoring any deck curvature and
persons, wind and turning according to [9.2.4], [9.2.5] assuming a weight of 0,075 t per person.
and [9.2.6], the residual freeboard shall be not less than A detailed calculation of deck areas which are occupied by
200 mm. persons may be dispensed with if the following values are
g) For vessels with windows or other openings in the hull used:
located below the bulkhead decks and not closed y=B/2
watertight, the residual safety clearance shall be at least
100 mm on the application of the heeling moments P = 1,1 nmax 0,075 for day trip vessels
resulting from item f). P = 1,5 nmax 0,075 for cabin vessels
where:
Table 5 : Area A under the curve of righting lever arm
nmax : Maximum permitted number of persons.
Case A, in mrad
9.2.5 Moment due to lateral wind pressure
1 max 15
0,05 up to MIN(max , f) The moment MW , in kN.m, due to lateral wind pressure is
or f 15
to be determined by the following formula:
2 15 < max < 30 0,035 + 0,001 (30 max) MW = pWD AW (W + T / 2)
and max f up to angle max
where:
3 15 < f < 30 0,035 + 0,001 (30 f)
pWD : Specific wind pressure, in kN/m2, defined in
and max > f up to angle f
Tab 3
4 max 30 AW : Lateral area above water, in m2
0,035 up to angle = 30
and f 30
W : Distance, in m, of the centre of gravity of area
AW , from the draught mark.
9.2.4 Moment due to crowding of persons
The heeling moment MP , in kN.m, due to one-sided accu- 9.2.6 Turning circle moment
mulation of persons is to be calculated according to the fol- The moment Mdr , in kN.m, due to centrifugal force caused
lowing formula: by the turning circle, is to be determined by the following
formula:
M P = 9, 81Py = 9, 81 P yi i
2
0, 0347C B v
- KG ---
T
where: M dr = -----------------------------------
L WL 2
P : Total weight of persons on board, in t, calcu-
If not known, the block coefficient CB is to be taken as 1,0.
lated by adding up the maximum permitted
number of passengers and the maximum num- For passenger vessels with special propulsion systems (rud-
ber of shipboard personnel and crew under nor- der-propeller, water-jet, cycloidal-propeller and bow-
mal operating conditions, assuming an average thruster), Mdr shall be derived from full-scale or model tests
weight per person of 0,075 t or else from corresponding calculations.
Lever GZ [m]
E 10
A 0,0025 m.rad
GZR 0,02m
0 Angle of heel []
First unprotected opening
Equilibrium in
m
in the water, but 25
flooded Equilibrium in flooded
condition condition due to
persons induced moment
9.3.6 The shut-off devices which shall be able to be closed 9.4.2 Safety clearance
watertight shall be marked accordingly.
The safety clearance shall be at least equal to the sum of:
9.3.7 If cross-flood openings to reduce asymmetrical flood-
ing are provided, they shall meet the following conditions: a) the additional lateral immersion, which, measured on
the outside plating, is produced by the permissible angle
a) for the calculation of cross-flooding, IMO Resolution
of heel according to [9.2.3], item e), and
A.266 (VIII) shall be applied
b) they shall be self-acting b) the residual safety clearance according to [9.2.3], item g).
c) they shall not be equipped with shut-off devices
For vessels without a bulkhead deck, the safety clearance
d) the total time allowed for compensation shall not shall be at least 500 mm.
exceed 15 minutes.
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, On tugs using a broadside tow, the towing bitts are to be
[2] secured to stools adequately supported by web frames or
t : Net thickness, in mm, of plating bulkheads, the latter being located on either side of the
bitts.
k : Material factor defined in Pt B, Ch 2, Sec 3,
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
2.2 Pushing devices
1 General
2.2.1 Transom plate
1.1 Application Pushers are to be arranged with an efficient flat transom
plate or any other equivalent device at the fore end of the
1.1.1 Vessels complying with the requirements of this Sec- vessel the structure of which is to be in compliance with
tion are eligible for the assignment of the type and service Pt B, Ch 7, Sec 6.
notation Tug or Pusher, as defined in Pt A, Ch 1, Sec 3,
[6.1.4] or Pt A, Ch 1, Sec 3, [6.1.3].
2.3 Hull protection
1.1.2 Vessels dealt with in this Section are to comply with
the requirements stated in Part A, Part B and Part C, as appli- 2.3.1 Fenders
cable, and with the requirements of this Section, which are
specific to tugs and pushers. A strong fender for the protection of the tugs sides is to be
fitted at deck level.
In particular, when pushed convoy or side-by-side forma-
tion comprises a vessel carrying dangerous goods, vessels Alternatively, loose side fenders may be fitted, provided that
used for propulsion shall meet the requirements of Ch 3, they are supported by vertical ordinary stiffeners extending
Sec 8, [2] and Ch 3, Sec 9, [2], as applicable. from the lightship waterline to the fenders themselves.
3.2.3 Primary supporting members 5.1.1 Irrespective of the range of navigation assigned to the
vessel, the rudder scantlings are not to be less than those
The design pressure of bottom primary supporting members
determined according to the requirements applicable to
is to be determined using = 1 for the draught coefficient.
range of navigation IN(1,2).
4 Other structures
6 Machinery
4.1 Sternpost
6.1 Propelling machinery
4.1.1 Irrespective of the range of navigation assigned to the
vessel, the scantlings of the sternpost are not to be less than 6.1.1 Propulsion systems under the bottom of the vessel are
those determined according to requirements applicable to to be protected against damage by an effective structure
range of navigation IN(1,2). around the propulsion system.
SECTION 8 PONTOONS
Symbols
1.1.2 Vessels dealt with in this Section are to comply with 2 Structure design principles
the requirements stated under Part A, Part B and Part C of
the Rules, as applicable, and with the requirements of this 2.1 Hull structure
Section, which are specific to type and service notations
Pontoon and Pontoon-crane. 2.1.1 Framing
In general, vessels with one of the service notations
1.1.3 Main characteristics of considered units Pontoon and Pontoon-crane are to be longitudinally
framed. Longitudinal stiffening members are to be sup-
The requirements of this Section are based on the following
ported by transverses arranged to form ring systems.
assumptions:
considered units are of normal structural configuration 2.1.2 Supports for docking
and proportions Adequate supports are to be fitted on the longitudinal cen-
treline in order to carry loads acting on the structure when
cargo is homogeneously distributed. the pontoons are in dry dock.
The scantlings of units with unusual shapes and dimen- 2.1.3 Truss arrangement supporting deck loads
sional proportions or carrying cargoes which are not homo- Where truss arrangements may be used as supports of the
geneously distributed, such as containers or heavy loads deck loads, including top and bottom girders in association
concentrated in limited areas, are to be considered by the with pillars and diagonal bracing, the diagonal members
Society on a case-by-case basis, taking into account the are generally to have angles of inclination with respect to
results of direct calculations, to be carried out according to the horizontal of about 45 and cross-sectional area of
Pt B, Ch 5, Sec 1, [5]. about 50% that of the adjacent pillars.
Plating t, in mm
3.1 Yielding check Decks, sides, bottom, bulkheads, for L 40 m:
web of primary supporting mem- t = 3,3 + 0,048 L k0,5
3.1.1 Vessels less than 40 m in length lifted by bers, web of ordinary stiffeners for L > 40 m:
crane and other structures t = 4,8 + 0,019 L k0,5
Symbols
TD : Maximum draught in working conditions, in m T4 : Navigation draught, in m, with well filled with
C : Wave parameter defined in Pt B, Ch 3, Sec 2 water up to the lowest weir level.
n : Navigation coefficient defined in Pt B, Ch 3, Sec
1, [5.1]. 1 General
: Density of the mixture of water and spoil, taken
equal to: 1.1 Application
PD 1.1.1 Vessels complying with the requirements of this Sec-
= ------
VD tion are eligible for the assignment of one of the following
PD : Maximum mass, in t, of the spoil contained in type and service notations, as defined in Pt A, Ch 1, Sec 3,
the hopper space [5.1.1] to Pt A, Ch 1, Sec 3, [5.1.5]:
VD : Volume of the hopper space, in m3, limited to Dredger
the highest weir level Hopper dredger
p : Maximum length, in m, of the hopper well Hopper barge
a : Distance from the bottom to the sealing joint Split hopper dredger
located at the lower part of the hopper well, in m Split hopper barge.
h0 : Distance, in m, from spoil level to base line in 1.1.2 Vessels dealt with in this Section are to comply with
working conditions (see Fig 7) the requirements stated in Part A, Part B and Part C of the
h4 : Distance, in m, from the lowest weir level to Rules, as applicable, and with the requirements of this Sec-
base line tion, which are specific to vessels for dredging activities.
Table 1 : Plans and documents to be submitted depending on type and service notations
1.1.3 Dredging equipment and installations are not cov- 2.1.7 Weirs are to be provided in the hopper spaces. Their
ered by these Rules. sectional area is to be large enough, taking into account the
density of the water-spoil mixture to be drained off.
1.2 Documents to be submitted The disposition and location of the weirs are to be such
that:
1.2.1 In addition to the documentation requested in Pt B, they prevent the maximum authorised draught from
Ch 1, Sec 3, the plans and documents listed in Tab 1 are to being exceeded during loading
be submitted to the Society.
draining off is made without any overflowing on the
decks.
1.3 Stability
2.1.8 The corners of the cut-outs in the bottom plating are
1.3.1 Proof of sufficient intact stability is to be furnished to be rounded and the radius is to be as large as possible,
according to: especially near the bottom doors.
Ch 2, Sec 6, [9], for dredgers The shape and the radius of cut-out corners are to be in
Ch 2, Sec 6, [10], for hopper dredgers and hopper accordance with Pt B, Ch 6, Sec 7.
barges without bottom doors
Ch 2, Sec 6, [10], for hopper dredgers and hopper 2.2 Longitudinal members in the area of the
barges fitted with bottom doors. hopper well
The Society may waive this requirement, depending on the 2.2.1 The scantlings of the midship region are generally to
vessel design and operating conditions. be kept over the full length of the hopper well.
The lower bracket, which is generally oblique, is to be 2.3.2 The cellular keel is to be rigidly connected to the
welded to the bottom or to the tank top. In the latter case, transverse rings required in [2.3.1].
the lower bracket is to be extended inside the double bot-
tom by means of a solid keelson extending at least over 2.3.3 The upper part of the cellular keel may be connected
three frame spaces beyond the end of the bracket. to the deck or trunk structure by means of axial or inclined
pillars in association with strong beams, or by a centreline
2.2.5 The fore and aft ends of the centreline cellular keel wash bulkhead.
are to be extended by means of brackets having a length at
least equal to the depth of this keel. 2.3.4 The connection of hopper space floors with the longi-
tudinal bulkheads and the cellular keel is to be arranged
In areas where a double bottom is provided, the brackets such that the continuity of the strength is ensured.
may be arranged in accordance with Fig 2.
Where the floor is made of a box with sloping sides, partic-
ular attention is to be paid to the continuity of the lower
Figure 2 : Brackets at fore and aft ends of cellular keel
flange. Fig 3 shows an example of possible connection.
strengthening flat
Figure 3 : Example of connection with floor
made of box with sloping sides
fold
in the vertical
plane pillar
longitudinal bulkhead
bracket
The fillet welding between the web of vertical primary sup- 2.6 Reinforcements for grounding
porting members and the knuckled plates is not to be made
onto the knuckles, but about 50 mm apart. 2.6.1 If grounding is considered for normal operation of the
vessel, the bottom plating and the bottom structure are to be
2.4.2 The suction pipe guides are to be fitted as far as pos- reinforced as indicated in [2.6.2] to [2.6.5].
sible from the hopper space ends or from any cut-out in the
2.6.2 Along the full length of the vessel, in the area of flat
bottom or deck plating.
bottoms, the bottom net thickness obtained according to Pt
A 60% reinforced deck plate, not exceeding 38 mm, is to be B, Ch 5, Sec 2, as applicable, is to be increased by 2,5 mm.
provided in way of the cut-out of the guides. This plate is to
extend over at least one frame space forward and aft of the 2.6.3 Where the vessel has a transversely framed double
vertical primary supporting members provided for in bottom, floors are to be fitted at each frame space and asso-
[2.4.1]. ciated with intercostal longitudinal girders, the mean spac-
ing of which is to be not greater than 2,10 m.
2.4.3 In areas where, during suction pipe operations, the Moreover, intercostal longitudinal ordinary stiffeners
drag head and the joint may run against the hull, one or located at mid-spacing of bottom girders are to be provided.
several of the following arrangements are generally to be
provided: 2.6.4 Where the vessel has a longitudinally framed double
bottom, the floor spacing may not exceed three frame
thickness plating in excess of thickness obtained spaces and the bottom girder spacing may not exceed three
according to Pt B, Ch 5, Sec 2 and Pt B, Ch 5, Sec 3 for longitudinal ordinary stiffener spaces.
bilge and side shell
Intercostal transverse stiffeners are to be provided at mid-
reinforcement of the structure by means of vertical pri- span of longitudinal ordinary stiffeners.
mary supporting members, girders, intermediate frames Floors are to be stiffened by vertical stiffeners having the
or longitudinals, depending on the construction type same spacing as the longitudinal ordinary stiffeners.
fenders to be provided outside the hull; these fenders
together with the bilge shape are not to impede the suc- 2.6.5 Where the vessel is built with open hopper spaces
tion pipe operation (bottom doors provided on the bottom), reinforcements as
required in [2.6.3] or [2.6.4] are to be provided within the
cofferdam to be provided to limit the possible flooding side compartments, the cellular keel and, in general, within
of side compartments. the limits of the flat bottom area.
3.2 Internal pressure for hopper well the clearance between the two half-hulls is nil
the chocks are long enough to withstand the end
3.2.1 Still water pressure for hopper well moments due to the horizontal forces developed along
The still water pressure pS to be used in connection with the the hopper well.
inertial pressure is to be obtained, in kN/m2, from the fol-
3.4.3 The total vertical bending moments MTH and MTS , in
lowing formula:
kNm, to be applied on one half-hull in navigation and work-
pS = max (11 ; 9,81 (zW z)) ing conditions are to be determined as specified in Tab 4,
where: where MH , MS , MW and W are defined in Pt B, Ch 3, Sec 2.
zW : Z co-ordinate of the highest point of the weir, in Table 4 : Total vertical bending moments
m applied on half-hulls
z : Z co-ordinate of the calculation point, in m.
Condition Hull girder yielding Other limit states
3.2.2 Inertial pressure for hopper well MH + MW MH + W MW
Hogging M TH = -----------------------
- M TH = ------------------------------
-
The inertial pressure pW is to be obtained, in kN/m2, from 2 2
the following formula: MS + MW MS + W MW
Sagging M TS = ----------------------
- M TS = -----------------------------
-
a Z1 W2 p S 2 2
pW = ---------------------
-
9, 81
3.4.4 Horizontal still water bending moments
where:
The horizontal still water bending moment MSHH to be
aZ1 : Reference value of the acceleration in Z direc- applied on one half-hull in navigation and working condi-
tion, defined in Pt B, Ch 3, Sec 3, [2.2] tions are to be obtained, in kN.m, from the formulae given
W2 : Partial safety factor covering uncertainties in Tab 5, assuming that the hopper well is simply supported
regarding wave pressure: at each end.
W2 = 1,0 for n < 1,02 If the hopper well may not be considered as simply sup-
ported at each end, the horizontal still water bending
W2 = 1,2 for n 1,02 moments to be applied on one half-hull in navigation and
working conditions are to be determined on a case-by-case
3.3 Hull girder loads for dredgers, hopper basis.
dredgers and hopper barges Table 5 : Horizontal still water bending moment MSHH
applied on half-hulls
3.3.1 The total vertical bending moments MTH and MTS , in
kNm, to be applied in navigation and working conditions Hopper well mid-section Hopper well ends
are to be determined as specified in Tab 3, where MH , MS ,
MW and W are defined in Pt B, Ch 3, Sec 2. 1 c1 2
--- + -------
- p 0
8 2 p p
Table 3 : Total vertical bending moments Note 1: Between hopper well mid-section and ends, the
values of the horizontal still water bending moment are to be
Condition Hull girder yielding Other limit states obtained by linear interpolation.
Hogging MTH = MH + MW MTH = MH + W MW Note 2:
MTS = MS + MW MTS = MS + W MW
p : Load per metre, in kN/m, applied along the hop-
Sagging
per well, defined in Tab 6 depending on the
loading condition
3.4 Hull girder loads for split hopper c1 : Distance, in m, from deck hinges to ends of
dredgers and split hopper barges hopper well (see Fig 6).
Table 6 : Load per metre applied along the hopper well If the hopper well may not be considered as simply sup-
ported at each end, the horizontal still water bending
Loading condition Load per metre p, in kN/m
moments to be applied on one half-hull in navigation and
Maximum loading at
4,9 [ (h0 a) (TD a) ]
2 2
working conditions are to be determined on a case by case
working draught
basis.
Service condition with
well filled with water up 0
to the waterline 3.4.6 Total horizontal bending moment
The total horizontal bending moment MHH applied on half-
Service condition with
well filled with water up 4,9 [(h4 a)2 (T4 a)2] hull at hopper well mid-section and at hopper well ends, in
to the lowest weir level navigation and working conditions, is to be obtained, in
Note 1: kN.m, from the following formulae:
h4 : Distance, in m, from the lowest weir level to
base line for hull girder yielding check:
T4 : Navigation draught, in m, with well filled with MHH = MSHH + MWHH
water up to the lowest weir level
for other limit states:
a, h0 , TD : Distances, in m, defined in Fig 7.
MHH = MSHH + W MWHH
5.4 Checking criteria 6.3.2 The net thickness of the bottom strake, to which the
longitudinal bulkheads of the hopper space are connected,
5.4.1 It is to be checked that the normal stresses calculated is to be not less than the greater of the following thick-
according to [5.3.1] are in compliance with the criteria of nesses:
Pt B, Ch 4, Sec 2. bottom plating thickness increased by 15%
keel thickness.
6 Hull scantlings
6.4 Well bulkhead and cellular keel platings
6.1 General
6.4.1 The net thickness of hopper well bulkhead plating
6.1.1 Hull scantlings are to be checked according to the and cellular keel plating is to be not less than the net thick-
applicable requirements of Ch 1, Sec 2 or Ch 1, Sec 8, as ness obtained:
applicable, for the following two conditions:
in the working condition, considering the internal pres-
navigation condition sures defined in [3.2]
working condition. in the navigation condition, where the hopper well
bulkheads limit tank compartments, considering the
For vessels with one of the type and service notations split
internal pressures defined in Pt B, Ch 3, Sec 4.
hopper dredger or split hopper barge, the hull girder nor-
mal stresses to be used are defined in [6.2]. 6.4.2 The net thickness of the longitudinal bulkhead above
the deck or within 0,1 D below the deck is to be not less
6.2 Hull girder normal stress for split hopper than the net thickness of the strength deck abreast of the
dredgers and split hopper barges hatchways.
6.2.1 Strength check of plating and yielding check 6.4.3 The net thickness of the transverse and longitudinal
of ordinary stiffeners and primary supporting bulkhead of a dredge pipe well is to be determined as for
members the side shell net thickness.
The hull girder normal stress X1 to be considered for the
strength check of plating, for the yielding check of ordinary 6.5 Transverse rings
stiffeners and for the yielding check of primary supporting
members analysed through an isolated beam structural 6.5.1 The scantlings of transverse rings are to be obtained
from a direct calculation, according to Pt B, Ch 2, Sec 5,
model is to be obtained, in N/mm2, from Tab 8 (see [5.2] for
taking into account the following:
the definitions).
floors or bottom transverses are simply supported at
Table 8 : Hull girder normal stress for hull scantlings ends
local discontinuities in strength, due to the presence of
Structural element Normal stress X1 , in N/mm2
wells, are to be considered.
Plating and structural members
contributing to the hull girder zM M
-------y y -------z 10 5 6.5.2 The gusset stays for coamings are to have a section
I yM I zM
longitudinal strength modulus at the lower end level not less than the one of the
Plating and structural members web frames or side transverses.
not contributing to the hull 0
girder longitudinal strength 7 Additional checking for hopper
dredgers and hopper barges
6.2.2 Buckling check of plating, ordinary stiffeners
and primary supporting members
The hull girder normal stress X1 to be considered for the 7.1 hopper well structure
buckling check of plating, for the buckling check of ordi-
7.1.1 The check of hopper well structure of hopper dredg-
nary stiffeners and for the buckling check of plate panels
ers and hopper barges is to be carried out according to
constituting primary supporting members is to be taken as
applicable Societys Rules.
the maximum compressive stress obtained according to
[6.2.1].
8 Additional checking for split hopper
6.3 Bottom plating dredgers and split hopper barges
6.3.1 Where the bottom is longitudinally framed and the 8.1 Superstructure hinges
bilge is made of a transversely framed sloped plate, the bot-
tom is to be assumed as being transversely framed when 8.1.1 The check of superstructure hinges is to be carried
calculating the plating thickness. out according to applicable Societys Rules.
SECTION 10 LAUNCHES
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Hull scantlings
[2]
k : Material factor defined in Pt B, Ch 2, Sec 3, 2.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Part B, Chapter 5, taking into
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
account additional requirements defined in [2.2].
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Hull scantlings
[2]
k : Material factor defined in Pt B, Ch 2, Sec 3, 2.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Part B, Chapter 5, taking into
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
account additional requirements defined in [2.2].
1.1.2 Vessels dealt with in this Section are to comply with 2.2.3 Primary supporting members
the requirements stated under Part A, Part B and Part C of The design pressure of bottom primary supporting members
the Rules, as applicable, and with the requirements of this is to be determined using = 1 for the loading coefficient.
Section, which are specific to pleasure vessels. Table 1 : Minimum net thickness of plating
Plating t, in mm
1.2 Stability
Decks, sides, bottom, bulkheads,
web of primary supporting mem-
1.2.1 Proof of sufficient intact stability according to Pt B, t = 3,3 + 0,048 L k0,5
bers, web of ordinary stiffeners
Ch 2, Sec 2, [4] is to be furnished. and other structures
The Society may waive this requirement, depending on the t = thickness of adjacent
Keel plate
vessel design and operating conditions. bottom plating
Chapter 2
SECTION 6 STABILITY
SECTION 7 FIRE
SECTION 8 UNATTENDED MACHINERY SPACES (AUT-UMS)
SECTION 10 GRABLOADING
Symbols
UWL : Upper waterline, defined in [1.3.1] 1.3 Definitions
LWL : Lower waterline, defined in [1.3.2]
1.3.1 Upper waterline
s : Spacing, in m, of ordinary stiffeners The upper waterline (UWL) is the highest waterline at which
S : Spacing, in m, of primary supporting members the vessel is intended to operate in ice. The line may be a
: Span, in m, of ordinary stiffeners or primary broken line.
supporting members, as applicable
1.3.2 Lower waterline
ReH : Minimum yield stress, in N/mm2, of the material The lower waterline (LWL) is the lowest waterline at which
as defined in Pt B, Ch 2, Sec 3, [2] the vessel is intended to operate in ice.
p : Design ice pressure, in N/mm2, defined in
[2.5.5] 1.3.3 Ice belt
The ice belt is that portion of the side shell which is to be
h : Height, in m, of load area defined in [2.5.4].
strengthened. Its vertical extension is equal to the required
extension of strengthenings.
1 General
1.4 Draught limitations
1.1 Application
1.4.1 Maximum draught
1.1.1 The following additional class notations are assigned, The draught and trim limited by the UWL are not to be
in accordance with Pt A, Ch 1, Sec 3, [10.15] to vessels exceeded when the vessel is navigating in ice.
strengthened for navigation in ice and complying with the
relevant requirements of this Section: 1.4.2 Minimum draught
The vessel is always to be loaded down to at least the LWL
Ice
when navigating in ice. Any ballast tank situated above the
Ice-30 LWL and needed to load down the vessel to this water line
Ice-40 is to be equipped with devices to prevent the water from
Ice-40+ freezing.
Table 1 : Ice load height 2.3.2 Within the ice-strengthened area defined in [2.1.1],
all ordinary stiffeners are to be effectively attached to all the
Additional class notation hG , in m h, in m supporting structures. A longitudinal ordinary stiffener is to
Ice 0,2 0,075 be attached to all the supporting web frames and bulkheads
by brackets. When a transverse ordinary stiffener terminates
Ice-30 0,3 0,10
at a stringer or a deck, a bracket or a similar construction is
Ice-40 to be fitted. Brackets are to have at least the same thickness
0,4 0,22
Ice-40+ as the web plate of the ordinary stiffener and the edge is to
be appropriately stiffened against buckling.
2 Hull When an ordinary stiffener is running through the support-
ing structure, both sides of the web plate of the ordinary
2.1 Ice strengthened area vertical extension stiffener are to be connected to the structure (by direct
welding or collar plate, see example in Fig 1).
2.1.1 The ice strengthened area extends:
for plating: as defined in Tab 2 Figure 1 : End connection of ordinary stiffener
for ordinary stiffeners and primary supporting members: Two collar plates
from the deck down to the bilge turn.
2.4.2 Lower end of transverse framing cd : Coefficient taking account of the influence of
The lower end of the strengthened part of a main ordinary the size and engine output of the vessel, to be
stiffener and intermediate ice ordinary stiffener is to be obtained from the following formula:
attached to a tank top or an ice side girder as required in a f+b
c d = ----------------
[2.6.6]. 1000
The height of the area under ice pressure at any particular Additional class notation
point of time is to be obtained, in m, from Tab 3 depending Region
on the additional class notation assigned to the vessel. Ice, Ice-30, Ice-40 Ice-40+
Fore 1,00 1,00
Table 3 : Height of load area Midship NA 0,50
p PL
t = 667s -------------
- + tc
F 2 R eH Continuous ordinary
h
stiffeners between
where: 5,7
pPL : Ice pressure on the shell plating to be obtained, several decks or side
girders
in N/mm2, from the following formula:
pPL = 0,75 p
F1 : Coefficient to be obtained from the following
formula: Type 3
4 ,2
F 1 = 1 ,3 --------------------------2
h
--- + 1 ,8
s Ordinary stiffeners
extending between 5,0
without being taken greater than1,0 h
two decks only
F2 : Coefficient to be obtained from the following
formula:
s
F 2 = 0 ,6 + 0 ,4 ---
h
Note 1: The boundary conditions are those for the main and
tC : Abrasion and corrosion addition, in mm, to be
intermediate ordinary stiffeners.
taken equal to 2 mm. Where a special surface
Note 2: Load is applied at mid-span.
coating, by experience shown capable to with-
stand the abrasion of ice, is applied, a lower
value of tC may be accepted by the Society on a 2.6.5 Scantlings of longitudinal ordinary stiffeners
case by case basis. The gross section modulus w, in cm3 and the gross effective
2.6.3 Ordinary stiffeners scantling - general shear area ASh , in cm2, of longitudinal ordinary stiffeners
with or without brackets are to be not less than the values
Ordinary stiffeners are to be strengthened according to
obtained from the following formulae:
[2.6.4] and [2.6.5] within the strengthened area for ordinary
stiffeners defined in [2.1.1]. 2
F 4 ph
- 10 6
w = -----------------
2.6.4 Scantlings of transverse ordinary stiffeners m 1 R eH
The gross section modulus w, in cm3 and the gross effective 3F 4 F 5 ph 4
A Sh = ----------------------------
- 10
shear area Ash, in cm2, of transverse ordinary stiffeners are to 2R eH
be not less than the values obtained from the following for-
mulae: where:
w = -------- ----------------------------------------2 10
M 1 2 3
stiffener considered, to be taken equal to 13,3
R eH 1 ( A Sh1 A a )
for a continuous beam. Where the boundary
conditions deviate significantly from those of a 3F 9 Q
A Sh = 10 ----------------------
continuous beam, e.g. in an end field, a smaller R eH
value of m1 may be required. In such a case, for
ordinary stiffeners without brackets, m1 = 11,0 where:
is to be used. M : Maximum calculated shear force under the ice
Note 1: In calculating the actual shear area of longitudinal ordinary
load, to be taken equal to:
stiffeners, the area of the brackets is not to be taken into account. M = 0,193 F
2
F10 : Factor taking account of the design point of
F 6 F 7 ph girders:
- 10 6
w = ----------------------
m S R eH
F10 = 1,80 for vertical primary supporting
3F 6 F 7 F 8 ph 4
A Sh = ----------------------------------
- 10 members within the ice belt
2R eH
F10 = 1,80 (1 hS / S) for vertical primary
where: supporting members outside the ice belt,
h : Height, in m, of load area defined in [2.5.4], where:
without the product ph being taken less than hS , S : To be taken as defined in [2.6.6]
0,15
Q : Maximum calculated shear force under the ice
mS : Boundary condition coefficient for the ordinary load F
stiffener considered, to be taken equal to 13,3
for a continuous beam. Where the boundary F9 : Factor taking account of the shear force distribu-
conditions deviate significantly from those of a tion and to be taken equal to 1,1
continuous beam, e.g. in an end field, a smaller , : Coefficients defined in Tab 8
value of mS may be required. In such a case, for
girders without brackets, mS = 11,0 is to be used p : Design ice pressure, in N/mm2, defined in
[2.5.5], where the value of ca is to be calculated
F6 : Factor taking account of the distribution of load assuming a equal to 2 S
to the transverse frames:
S : Distance between web frames, in m
F6 = 0,90 for ice stringers within the ice
strengthened area h : Height, in m, of load area defined in [2.5.4],
without the product ph being taken less than
F6 = 0,80 (1 hS / S) for ice stringers out- 0,15
side the ice strengthened area ASh1 : Required shear area, in cm2
F7 : Factor taking account of the design point of Aa : Actual cross-sectional area, in cm2, of the verti-
girders and to be taken equal to 1,8 cal primary supporting member, to be taken
F8 : Factor taking account of the maximum shear equal to AF + AW .
force versus load location and the shear stress
distribution, and to be taken equal to 1,20 Figure 3 : Reference structure model
AF /AW
0,20 1,23 0,44
0,40 1,16 0,62
0,60 1,11 0,71
0,80 1,09 0,76
1,00 1,07 0,80
1,20 1,06 0,83
1,40 1,05 0,85
1,60 1,05 0,87
1,80 1,04 0,88
2,00 1,04 0,89
Note 1:
AF : Cross-sectional area of the face plate
AW : Cross-sectional area of the web.
2.8 Aft part 2.9.1 Sidescuttles are to be not located in the ice strength-
ened area.
2.8.1 An extremely narrow clearance between the propel-
ler blade tip and the sternframe is to be avoided so as not to Special consideration is to be given to the design of the free-
generate very high loads on the blade tip. ing ports.
3 Hull outfitting The ensuing torque, hereinafter defined as ice torque, shall
be taken equal to the value MG , in N m, calculated by the
following formula:
3.1 Rudders and steering arrangements
MG = m D2
3.1.1 The scantlings of rudder post, rudder stock, pintles,
where:
steering gear, etc. as well as the capacity of the steering gear
are to be determined according to Pt B, Ch 7, Sec 1, taking m : Coefficient whose value is given in Tab 10,
the coefficient r2, defined in Pt B, Ch 7, Sec 1, [2.1.2], equal depending upon the class notation requested
to 1,10 independently of the rudder profile type.
D : Propeller diameter, in m.
The maximum ahead service speed of the vessel, to be used
in these calculations, however, is to be not taken less than In the cases of propellers with nozzles or of considerably
that stated in Tab 9. submerged propellers, the value of the ice torque may be
taken equal to that corresponding to the ice class notation
Where the actual maximum ahead service speed of the ves- next lower than that requested for the vessel, at the discre-
sel is higher than that stated in Tab 9, the higher speed is to tion of the Society.
be used.
Table 10 : Variables m and x
Within the ice strengthened zone, the thickness of rudder
plating and diaphragms is to not less than that required for
the shell plating of the aft region, i.e., according to [2.6], Ice class
Ice Ice-30 Ice-40
with CP = 0,25. notation
m 1500 2500 10000
Table 9 : Maximum ahead service speed x 12 13 15
l : Width of the expanded cylindrical section of the 4.3.6 Thickness of blade edge
blade at the radius in question, in cm
The thickness of the whole blade edge, measured at a dis-
t : Corresponding maximum blade thickness, in tance from the edge itself equal to 1,25 t1 (t1 being the blade
cm thickness as calculated in [4.3.4]), is to be not less than
0,5 t1.
=D/H
MT : Value, in Nm, of torque corresponding to the a) The diameter of the propeller shaft at its aft bearing is
above power P and speed n, calculated as fol- not to be less than the value dP , in mm, calculated by
lows: the following formula:
1
P ---
M T = 9550 --- WR 3
n d P = K E ----------------m-
R S ,MIN
z : Number of propeller blades
where:
MG : Value, in Nm, of the ice torque, calculated
KE : For propellers having hub diameter:
according to the formula given in [4.2]
not greater than 0,25 D: KE = 10,8
Rm : Value, in N/mm2, of the minimum tensile
strength of the blade material. greater than 0,25 D: KE = 11,5
4.3.3 Minimum thickness of blades W : Value, in cm3, equal to lt2, proposed for the
section at the radius:
When the blade thicknesses, calculated by the formulae
given in Pt C, Ch 1, Sec 8, [2.2.1] and Pt C, Ch 1, Sec 8, 0,125 D for propellers having the hub
[2.3.1], are higher than those calculated on the basis of the diameter not greater than 0,25 D
formulae given in [4.3.2], the higher values are to be taken 0,175 D for propellers having the hub
as rule blade thickness. diameter greater than 0,25 D
4.3.4 Minimum thickness at top of blade Rm : Value, in N/mm2, of the minimum tensile
strength of the blade material
The maximum thickness of the cylindrical blade section at
the radius 0,475 D is not to be less than the value t1 , in mm, RS,MIN : Value, in N/mm2, of the minimum yield
obtained by the following formula: strength (ReH) or 0,2% proof stress (Rp 0,2) of
the propeller shaft material.
0 ,5
t 1 = ( x + 2D ) ----------
490
Rm b) Where the diameter of the propeller shaft, as calculated
by the formula given in Pt C, Ch 1, Sec 7, [2.2], is
where: greater than that calculated according to the formula
given in a) above, the former value is to be adopted.
x : Variable defined in Tab 10.
c) Where a cone-shaped length is provided in the propel-
4.3.5 Blade thickness at intermediate sections ler shaft, it is to be designed and arranged in accor-
dance with the applicable requirements of Pt C, Ch 1,
The thickness of the other sections of the blade shall be Sec 7.
determined by means of a smooth curve connecting the
points defined by the blade thicknesses calculated by the d) Propeller shafts are to be in steel having impact strength
formulae given in [4.3.2] and [4.3.4]. as specified in NR216 Materials and Welding.
5 Miscellaneous requirements d) Heating coils may be installed in the upper part of the
chests.
5.1 River water inlets and cooling water e) Arrangements for using ballast water for cooling pur-
systems of machinery poses may be accepted as a reserve in ballast conditions
but are not acceptable as a substitute for the river inlet
5.1.1 chests as described above.
a) The cooling water system is to be designed to ensure the
supply of cooling water also when navigating in ice. 5.2 Steering gear
b) For this purpose, at least one river water inlet chest is to
be arranged and constructed as indicated hereafter: 5.2.1
1) the river water inlet is to be situated near the cen-
a) Effective relief valves shall be provided to protect the
treline of the vessel and as aft as possible
steering gear against hydraulic overpressure.
2) the chest is to be sufficiently high to allow ice to
accumulate above the inlet pipe b) The scantlings of steering gear components are to be
such as to withstand the yield torque of the rudder
3) a pipe for discharging the cooling water, having the
stock.
same diameter of the main overboard discharge line,
is to be connected to the inlet chest c) Where possible, rudder stoppers working on the blade
4) the area of the strum holes is to be not less than or rudder head are to be fitted.
4 times the inlet pipe sectional area.
c) Where there are difficulties in satisfying the require- 5.3 Transverse thrusters
ments of b) 3) above, two smaller chests may be
accepted, alternatively, provided that they are located 5.3.1 The tunnels of transverse thrusters are to be fitted
and arranged as stated in the other provisions above. with grids for protection against ice impacts.
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.4.2 Primary supporting members
[2] Strength check of primary supporting members is to be car-
t : Net thickness, in mm, of plating ried out by direct calculation, in compliance with Ch 1, Sec
s : Spacing, in m, of ordinary stiffeners 4, [7].
: Span, in m, of ordinary stiffeners or primary
supporting members 2 Bulk cargo vessels
k : Material factor defined in Pt B, Ch 2, Sec 3,
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
2.1 Application
1 All vessels 2.1.1 The additional class notation Heavycargo is assigned,
in accordance with Pt A, Ch 1, Sec 3, [10.13.1] to vessels
1.1 Application with type and service notation Bulk cargo vessel intended
to carry heavy bulk dry cargoes.
1.1.1 The additional class notation Heavycargo (AREAi, xi
kN/m2), is assigned, in accordance with Pt A, Ch 1, Sec 3, 2.1.2 Unless otherwise mentioned, these vessels are to
[10.13.1] to vessels intended to carry heavy unit cargoes. comply, as applicable, with the requirements stated under
Part A, Part B, Part C and Ch 1, Sec 2.
1.1.2 Unless otherwise mentioned, these vessels are to
comply, as applicable, with the requirements stated under
Part A, Part B, Part C and Ch 1, Sec 1. 2.2 Design loads
1.2 Documentation to be submitted 2.2.1 The still water bending moment and internal local
loads are to be determined according to Pt B, Ch 3, Sec 2,
1.2.1 In addition to the documentation required in Pt B, Ch [2.4] and Pt B, Ch 3, Sec 4, [3.2], respectively, where the
1, Sec 3, the following information is to be submitted to the cargo properties are not to be taken less than:
Society:
cargo density, in t/m3:
unit cargo arrangement in holds, on decks and on hatch
covers, indicating size and gross mass of cargoes B 2,5
drawings of load bearing structures indicating the angle of repose of the bulk cargo:
design loads and including the connections to the hull
B 35
structures and the associated structural reinforcements.
Where empty containers are stowed at the top of a stack, Table 1 : Specific wind pressure
the following values may be used:
0,14 times the weight of a loaded container, in case of Navigation notation pWD , in kN/m2
empty steel containers IN(0,6 < x 2) 0,3 n0,5
0,08 times the weight of a loaded container, in case of IN(0,6), IN(0) 0,25
empty aluminium containers.
In the case of M juxtaposed and connected stacks of the
3.2.2 Wind forces applied to one container same height, the wind forces are to be distributed over the
M stacks.
The forces due to the effect of the wind, applied to one con-
tainer stowed above deck at level i (see Fig 1), are to be In the case of juxtaposed and connected stacks of different
obtained, in kN, from the following formulae:
heights, the wind forces are to be distributed taking into
in x direction: account the number of stacks at the level considered (see
example in Fig 4.
FX, WD, i = pWD hC bC
FY, WD, i = pWD hCC The still water, inertial and wind forces to be considered as
being applied at the centre of gravity of the stack, and those
where: transmitted at the corners of such stack is to be obtained, in
kN, as specified in Tab 2.
hC : Height, in m, of a container
5.1 General
Still water force FS and inertial and wind force FW, Vertical still water force RS and inertial and wind force RW,
Ship condition
in kN, acting on each container stack in kN, transmitted at the corners of each container stack
N
F
Still water condition FS = F S ,i R S = ----S
4
i=1
in x direction:
N
Upright condition
F W ,X = (F W ,X ,i + F X ,WD ,i ) F W, Z N C h C F W, X
- + ------------------------
R W ,1 = ---------
i=1 4 4 C
(see Fig 2)
in z direction: F W, Z N C h C F W, X
R W ,2 = ---------
- ------------------------
N 4 4 C
F W ,Z = F W ,Z ,i
i=1
in y direction:
N
Inclined condition
F W ,Y = (F W ,Y ,i + F Y ,WD ,i ) F W, Z N C h C F W, Y
R W ,1 = ---------
- + ------------------------
i=1 4 4b C
(negative roll angle)
in z direction: F W, Z N C h C F W, Y
(see Fig 3) R W ,2 = ---------
- ------------------------
N 4 4b C
F W ,Z = F W ,Z ,i
i=1
Note 1:
NC : Number of containers per stack
hC : Height, in m, of a container
C, bC : Dimension, in m, of the container stack in the vessel longitudinal and transverse directions, respectively.
Figure 2 : Inertial and wind forces Figure 3 : Inertial and wind forces
Upright vessel condition Inclined vessel condition
FW,Z Z FW,Z Z
FW,Y
FW,X
Y Y
X X
SECTION 5 FERRY
2.2.1 Framing
1.2 Documentation to be submitted In general, car decks or platforms are to be longitudinally
framed.
1.2.1 In addition to the documentation required in Pt B,
Where a transverse framing system is adopted, it is to be
Ch 1, Sec 3, the following information is to be submitted:
considered by the Society on a case-by-case basis.
a) Plans of ramps, elevators for cargo handling and mov-
able decks, if any, including: 2.3 Drainage of RoRo cargo spaces, intended
for the carriage of motor vehicles with
structural arrangements of ramps, elevators and
fuel in their tanks for their own propulsion
movable decks with their masses
SECTION 6 STABILITY
Symbols
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 1.2.1 The documents to be submitted are listed in Pt B, Ch 2,
Sec 2, [2.1].
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
The Society may require any other necessary guidance for
B2 : Breadth of the side tank, in m the safe operation of the vessel.
D2 : Height of the double bottom, in m
Table 1 : Requirements applicable to vessels
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4]
LWL : Length of waterline, in m, defined in Pt B, Ch 1, Vessel type Intact stability Damage stability
Sec 2, [2.6] Cargo vessels (1) [2.1], [2.2] [2.3]
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, Container vessels [3.2], [3.3], [3.4] [3.5]
[2.5] Tankers [4.2] [4.3]
1.1 Application
2 Cargo vessels
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of one of the following
2.1 Intact stability
additional class notations, as defined in Pt A, Ch 1, Sec 3,
[10.16]:
2.1.1 The stability of cargo vessels for all intended loading
Intact stability conditions is to comply with Pt B, Ch 2, Sec 2, [4].
Damage stability.
2.2 Additional intact stability requirements
1.1.2 Rules applicable to various vessel types applicable to dry bulk cargo vessels
The requirements of this Section are to be applied for
stability assessment of various vessels according to Tab 1. 2.2.1 For bulk dry cargo likely to redistribute itself if the
vessel lists to an inclination greater than its angle of repose,
1.1.3 The general requirements of Pt B, Ch 2, Sec 2, [1] to such as grain or cement, requirements of [2.2.2], [2.2.3]
Pt B, Ch 2, Sec 2, [3] are to be complied with. and [2.2.4] are to be additionally complied with.
2.2.2 Stowage of bulk cargo the angle of heel 1 due to the shift of cargo is not to be
greater than 12 or the angle at which the deck edge is
a) Trimming immersed, whichever is the lesser
All necessary and reasonable trimming is to be per- in statical stability diagram, the net or residual area
formed to level all free cargo surfaces and minimise the between the heeling arm curve and the righting arm
effect of cargo shifting. curve up to the angle of heel 2 of maximum difference
between the ordinates of the two curves, or 27 or the
b) Cargo securing angle of flooding, whichever is the lesser, is in all condi-
Unless account is taken of the adverse heeling effect tions of loading to be not less than 0,024 mrad
due to cargo shift according to these Rules, the surface the initial metacentric height, after correction for the
of the bulk cargo in any partially filled compartment is free surface effects of liquids in tanks, as specified in Pt
to be secured so as to prevent a cargo shift by overstow- B, Ch 2, Sec 2, [2.3], is to be not less than 0,15 m.
ing.
The intact stability characteristics of any vessel carrying longitudinal extent: at least 0,10 LOA but not less
bulk dry cargo likely to redistribute itself if the vessel lists to than 5,00 m
an inclination greater than its angle of repose, such as grain
transverse extent: 3,00 m
or cement, are to be shown to meet, throughout the voyage,
at least the following criteria after taking into account the vertical extent: from base line to D2 0,01 m, the
heeling moment due to cargo shifting (see Fig 1): sump excepted.
1 Residual dynamic
Heeling arm curve
stability
1 2 Angle of heel
c) Any bulkhead within the damaged area shall be 2.3.3 The damage stability is generally regarded sufficient if
assumed damaged, which means that the location of (see Fig 2):
bulkheads shall be chosen so as to ensure that the vessel
remains afloat after the flooding of two or more adjacent At the stage of equilibrium (in the final stage of flood-
compartments in the longitudinal direction. ing), the angle of heel is not greater than 12.
The following provisions are applicable: Non-weathertight openings shall not be flooded before
for bottom damage, adjacent athwartship compart- reaching the stage of equilibrium. If such openings are
ments shall also be assumed flooded immersed before the stage of equilibrium, the corre-
the lower edge of any non-watertight opening (e.g. sponding spaces shall be considered as flooded for the
windows, doors and access hatchways) shall, at the purpose of stability calculation.
final stage of flooding, be not less than 0,10 m
above the damage waterline. The positive range of the righting lever curve beyond the
stage of equilibrium has a righting lever of 0,05 m in
2.3.2 In general, permeability shall be assumed to be association with an area under the curve of
95%. Where an average permeability of less than 95% is
0,0065 mrad. The minimum values of stability shall
calculated for any compartment, this calculated value
be satisfied up to immersion of the first unprotected
obtained may be used.
(non-weathertight) opening and in any event up to an
However, the values of permeability given in Tab 2 are the
angle of heel 27. If non-weathertight openings are
minimum values to be used.
immersed before that stage, the corresponding spaces
For the main engine room only the one-compartment stan- shall be considered as flooded for the purpose of stabil-
dard need be taken into account, i.e. the end bulkheads of
ity calculation.
the engine room shall be assumed as not damaged.
Table 2 : Minimum values of permeability 2.3.4 If openings through which undamaged compartments
may additionally become flooded are capable of being
Spaces , in % closed watertight, the closing appliances shall be marked
Engine rooms 85 accordingly.
Accommodation spaces 95
2.3.5 Where cross- or down-flooding openings are pro-
Double bottoms, oil fuel tanks, ballast tanks,
etc., depending on whether, according to vided for reduction of unsymmetrical flooding, the time of
their function, they have to be assumed as 0 or 95 equalisation shall not exceed 15 minutes, provided during
full or empty for the vessel floating at the the intermediate stages of flooding sufficient stability has
maximum permissible draught been proved.
12
A 0,0065 m.rad
0,05m
3 Container vessels 3.3.4 The heeling lever, in m, resulting from the free sur-
faces of rainwater and residual water within the hold or the
double bottom shall be determined in accordance with the
3.1 General following formula:
0, 015
3.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to h KFO = ----------------
[ b ( b 0, 55 b)]
Pt B, Ch 2, Sec 2, [3] are to be complied with.
where:
3.2 Stowage of containers b : Width of hold or section of the hold in question,
in m
3.2.1 Secured containers : Length of hold or section of the hold in ques-
tion, in m.
A cargo of containers shall be considered to be secured if
each individual container is firmly secured to the hull of the
3.3.5 Half of the fuel and fresh water supply shall be taken
vessel by means of rails or turnbuckles and its position can-
into account for each load condition.
not alter during the voyage.
3.3.6 The stability of a vessel carrying non-secured con-
3.2.2 In the case of vessels likely to carry either secured or tainers shall be considered to be sufficient if the effective
non-secured containers, separate documents concerning KG does not exceed the KGZ determined according to
stability are required for the carriage of each type of con- [3.3.7].
tainer.
3.3.7 KGZ is the maximum permissible height, in m, of the
3.3 Intact stability in case of non-secured loaded vessels centre of gravity above its base.
containers KGZ shall be calculated for various displacements covering
all of the possible draught variations, according to the fol-
3.3.1 All methods of calculating a vessels stability in the lowing formulae:
case of non-secured containers shall meet the following
B WL T m
limit conditions: KM + -------- - Z ------ h KW h KFO
2F Z 2
KG Z = ----------------------------------------------------------------------------
-
a) metacentric height GM shall not be less than 1,00 m B WL
--------- Z Z + 1
2F
b) under the joint action of the wind thrust, centrifugal
force resulting from the vessels turning and the effect of KGZ = KM 1
free surfaces induced by the hold or double bottom fill- whichever is the lesser,
ings, the angle of heel shall not exceed 5 and the edge
of the deck shall not be immersed. where:
BWL / 2F > 11,5
3.3.2 The heeling lever, in m, resulting from the centrifugal
KM : Height of the metacentre above the base, in m.
force caused by the vessel turning shall be determined in
accordance with the following formula: If no curve diagram is available the value of KM
may be determined, for example, via the follow-
2
h KZ = 0, 00308 -------- KG ---
v T ing approximation formulae:
L WL 2
vessels in the form of a pontoon:
2
3.3.3 The heeling lever, in m, resulting from the wind thrust B WL T
- + -----m-
KM = -------------------------------------
is to be determined in accordance with the following for- 12, 5 T m
2
------ T m
mula: D
A other vessels:
h KW = 0, 1p WD ------W- W + ---
T
2 B WL
2
T
- + -----m-
KM = -----------------------------------------------
12, 7 1, 2 -----m- T T 2
where:
D m
pWD : Specific wind pressure, in kN/m2:
F : Effective freeboard at 0,5 LOA
PWD = 0,25n for IN(0) and IN(0,6)
BWL : Vessel waterline breadth, in m
PWD = 0,3 n0,5 for IN(1,2 x 2) Tm : Average draught, in m
AW : Side surface above the waterline of the loaded ZZ : Parameter for the centrifugal force resulting
vessel, in m2 from turning:
2
W : Height, in m, of the centre of gravity of the side v
Z Z = 0, 00308 --------
surface AW above the waterline. L WL
3.4 Intact stability in case of secured q : Sum of the volumes, in m3, of the deckhouses,
containers hatchways, trunk decks and other superstruc-
tures up to a height of 1,0 m above D or up to
3.4.1 In the case of secured containers, all means of calcu- the lowest opening in the space under consider-
lation used in order to determine vessel stability shall meet ation, the lowest value shall be taken.
the following limit conditions: Parts of spaces located within the area of
metacentric height GM shall not be less than 0,50 m 0,05 LOA from the extremities of the vessel shall
no hull opening shall be immersed by the combined not be taken into account
action of the centrifugal force resulting from the turning : Displacement of the vessel at Tm , in m3
of the vessel, wind thrust and free surfaces of liquids.
i : Transverse moment of inertia, in m4, of water-
3.4.2 The heeling moments resulting from the wind thrust, line area parallel to the base, at height, in m:
centrifugal force due to vessels turning and free surfaces of h = Tm + 2 F* / 3
liquids, are to be determined in accordance with [3.3].
I : Transverse moment of inertia, in m4, of water-
Half of the supply of fuel and fresh water for each load con-
line area Tm
dition shall be taken into account.
If there are no hydrostatic curves, the value
3.4.3 The stability of a vessel carrying secured containers needed for calculating transverse moment of
shall be considered to be adequate if the effective KG does inertia I of the waterline area may be obtained
not exceed the KGZ determined according to [3.4.4]. from the following approximation formulae:
3.4.4 KGZ is the maximum permissible height, in m, of the vessels in the form of a pontoon:
loaded vessels centre of gravity above its base. B WL
2
I = -------------------------------------
-
KGZ shall be calculated for various displacements covering 12, 5 T -----m- T m
all of the possible draught variations, according to the fol- D
lowing formulae:
other vessels:
KM KM 1 + KM 2
KG Z = --------------------------------------------
- B WL
2
B WL I = -----------------------------------------------
-
0, 75 -------- - ZZ + 1
F 12, 7 1, 2 T -----m- T m
D
KGZ = KM 0,5
Tm : Average draught, in m.
whichever is the lesser,
where:
3.5 Damage stability
BWL / F* 6,6
KM1 : Parameter equal to: 3.5.1 The basic values for the stability calculation - the ves-
sel's lightweight and location of the centre of gravity - shall
KM 1 = --------- 1 1, 5 ------ 0
Ii F be determined:
2 F
either by means of an heeling experiment, or
KM2 : Parameter equal to:
by detailed mass and moment calculation, in which
B WL T m
- Z Z ------ h KW h KFO
KM 2 = 0, 75 --------
case the lightweight of the vessel shall be verified by
F 2 checking the draught, with a tolerance limit of 5%
with BWL / F* 6,6 between the mass determined by calculation and the
displacement determined by the draught readings.
F* : Ideal freeboard, in m:
F* = min (F1* ; F2*) 3.5.2
F1* = D* Tm a) Sufficient buoyancy and stability of the vessel in the
event of flooding shall be proven with a cargo corre-
aB WL
F 2 = ------------ sponding to its maximum draught and evenly distrib-
2b
uted among all the holds and with maximum supplies
a : Vertical distance between the lower edge of the and fully fuelled.
opening that is first immersed in the event of
heeling and the water line in the vessel's normal b) For diversified cargo, the stability calculation shall be
position, in m performed for the most unfavourable loading condition.
b : Distance of the same opening as above from the c) For this purpose, mathematical proof of sufficient stabil-
centre of the vessel, in m ity shall be determined for the intermediate stages of
flooding (25%, 50% and 75% of flood build up, and,
D* : Ideal depth, in m:
where appropriate, for the stage immediately prior to
q transverse equilibrium) and for the final stage of flood-
D = D + ----------------------------
0, 9 L OA B WL ing, in the loading conditions specified in item a).
3.5.3 The following assumptions shall be taken into e) The calculation of free surface effect in intermediate
account for the damaged condition: stages of flooding shall be based on the gross surface
a) Extent of side damage: area of the damaged compartments.
longitudinal extent: at least 0,10 LOA
Table 3 : Minimum values of permeability
transverse extent: B2 0,01 m
vertical extent: from base line upwards without Spaces , in %
limit.
Engine and service rooms 85
b) Extent of bottom damage:
Cargo holds 70
longitudinal extent: at least 0,10 LOA
Double bottoms, fuel tanks, ballast tanks, 0 or 95
transverse extent: 3,00 m etc. depending on whether, according to
vertical extent: from base line to D2 0,01 m, the their function, they have to be assumed as
full or empty for the vessel floating at the
sump excepted.
maximum permissible draught
c) Any bulkhead within the damaged area shall be
assumed damaged, which means that the subdivision
3.5.4 For all intermediate stages of flooding referred to in
shall be chosen so that the vessel remains afloat after
flooding of two or more adjacent compartments in the [3.5.2], the following criteria shall be met:
longitudinal direction.
a) the heeling angle at the equilibrium position of the
For the main engine room only the one-compartment intermediate stage in question shall not exceed 15 (5
status needs to be taken into account, i.e. the end bulk- where containers are not secured), see Fig 3
heads of the engine room shall be assumed as not dam-
aged. b) beyond the heel in the equilibrium position of the inter-
For bottom damage, adjacent athwartship compart- mediate stage of flooding in question, the positive part
ments shall also be assumed as flooded. of the righting lever curve shall display a righting lever
d) Permeability value of GZ 0,02 m (0,03 m where containers are not
secured) before the first unprotected (non-weathertight)
Permeability shall be assumed to be 95%.
opening becomes immersed or a heeling angle of 27
If a calculation proves that the average permeability of a is reached (15 where containers are not secured)
compartment is less than 95%, the calculated value may
be used instead. c) non-watertight openings shall not be immersed before
However, the values used shall not be less than those the heel in the equilibrium position of the intermediate
stated in Tab 3. stage in question has been reached.
Figure 3 : Proof of damage stability for container vessels (final stage of flooding)
12 / 5
A 0,0065 m.rad
Righting lever GZ [m]
GZR0,05 m
3.5.5 During the final stage of flooding, the following crite- longitudinal extent: at least 0,10 LOA but not less
ria shall be met: than 5,00 m
a) the lower edge of non-watertight openings (e.g., doors, transverse extent: 3,00 m
windows, access hatches) shall be not less than 0,10 m vertical extent: from base line to D2 0,01 m, the
above the damaged waterline
sump excepted.
b) the heeling angle at the equilibrium position shall not
c) Any bulkhead within the damaged area shall be
exceed 12 (5 where containers are not secured)
assumed damaged, which means that the location of
c) beyond the heel in the equilibrium position of the inter- bulkheads shall be chosen so as to ensure that the vessel
mediate stage of flooding in question, the positive part remains afloat after the flooding of two or more adjacent
of the righting lever curve shall display a righting lever compartments in the longitudinal direction.
value of GZ 0,05 m and the area under the curve shall
The following provisions are applicable:
reach at least 0,0065 m.rad before the first unprotected
opening becomes immersed or a heeling angle of 27 for bottom damage, adjacent athwartship compart-
(10 where containers are not secured) is reached ments shall also be assumed flooded
d) if non-watertight openings are immersed before the the lower edge of any non-watertight opening (e.g.
equilibrium position is reached, the rooms affording windows, doors and access hatchways) shall, at the
access shall be deemed flooded for the purposes of the final stage of flooding, be not less than 0,10 m
damaged stability calculation. above the damage waterline.
3.5.6 When cross- or down-flooding openings are provided 4.3.2 In general, permeability shall be assumed to be
to reduce unsymmetrical flooding, the time for equalisation 95%. Where an average permeability of less than 95% is
shall not exceed 15 minutes, if during the intermediate calculated for any compartment, this calculated value
stages of flooding sufficient damaged stability has been obtained may be used.
demonstrated. However, the values of permeability given in Tab 4 are the
minimum values to be used.
3.5.7 If openings through which undamaged compartments
may additionally become flooded are capable of being For the main engine room only the one-compartment stan-
closed watertight, the closing appliances shall be marked dard need be taken into account, i.e. the end bulkheads of
according to their operating instructions. the engine room shall be assumed as not damaged.
3.5.8 Where necessary in order to meet the requirements in Table 4 : Minimum values of permeability
[3.5.2], the plane of maximum draught shall be re-estab-
lished. Spaces , in %
Engine rooms 85
4 Tankers Accommodation spaces 95
Double bottoms, oil fuel tanks, ballast tanks,
4.1 General etc., depending on whether, according to
their function, they have to be assumed as 0 or 95
4.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to full or empty for the vessel floating at the
Pt B, Ch 2, Sec 2, [3] are to be complied with. maximum permissible draught
4.1.2 The centre longitudinal bulkhead may be dispensed
with only if sufficient stability is guaranteed. 4.3.3 The damage stability is generally regarded sufficient if
(see Fig 4):
4.2 Intact stability At the stage of equilibrium (in the final stage of flood-
ing), the angle of heel is not greater than 12.
4.2.1 The stability of tankers for all intended loading condi- Non-watertight openings shall not be flooded before
tions is to comply with Pt B, Ch 2, Sec 2, [4]. reaching the stage of equilibrium. If such openings are
immersed before the stage of equilibrium, the corre-
4.3 Damage stability sponding spaces shall be considered as flooded for the
purpose of stability calculation.
4.3.1 The following assumptions shall be taken into consid-
The positive range of the righting lever curve beyond the
eration for the damaged condition.
stage of equilibrium has a righting lever of 0,05 m in
a) Extent of side damage: association with an area under the curve of
longitudinal extent: at least 0,10 LOA but not less 0,0065 mrad. The minimum values of stability shall
than 5,00 m be satisfied up to immersion of the first unprotected
transverse extent: B2 0,01 m (non-weathertight) opening and in any event up to an
angle of heel 27. If non-weathertight openings are
vertical extent: from base line upwards without immersed before that stage, the corresponding spaces
limit. shall be considered as flooded for the purpose of stabil-
b) Extent of bottom damage: ity calculation.
Righting lever
12
A 0,0065 m.rad
0,05m
4.3.4 If openings through which undamaged compartments A : Area, in mrad, contained between the righting
may additionally become flooded are capable of being lever and the heeling arm curves, measured
closed watertight, the closing appliances shall be marked from the heeling angle C to the heeling angle
accordingly. D
5.1 General
Figure 5 : Heeling and righting arms curves
A 0,011
j+ j, j) heeling angles
where:
The heeling arm curve is to be calculated as follows: e) calculation of the heeling, trimming and righting
moments, with specification of the list and trim angles
THc
b H = ---------------- cos and the corresponding residual freeboard and residual
9 ,81
safety clearances
where:
f) all of the results of the calculation with a specification
bH : Heeling arm, in m of the use and load limits.
T : Maximum towing pull, in kN
Where T is unknown, it can be assumed equal 7.3 Heeling moments
to:
0,179 P for propellers not fitted with nozzles 7.3.1 Load induced moment
0,228 P for propellers fitted with nozzles The load induced moment is to be defined by the Designer.
P : Maximum continuous power, in kW, of the pro-
7.3.2 Asymmetric structure induced moment
pulsion engine
The asymmetric structure induced moment is to be defined
H : Vertical distance, in m, between the towing
by the Designer.
hook, or equivalent fitting, and half draught cor-
responding to
7.3.3 Moment due to wind pressure
c : Coefficient equal to:
The moment caused by the wind pressure, in kN.m, shall be
1,00 for vessels with azimuth propulsion calculated in accordance with the following formula:
0,65 for vessels with non-azimuth propul-
MW = c PWD AW (W + T / 2)
sion
: Loading condition displacement, in t. where:
c : Shape-dependent coefficient of resistance tak-
6 Pushers ing account of gusts:
for frameworks: c = 1,2
6.1 General for solid section beam: c = 1,6
6.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to PWD : Specific wind pressure, in kN/m2:
Pt B, Ch 2, Sec 2, [3] are to be complied with. for IN(0) and IN(0,6): PWD = 0,25n
6.1.2 The stability of pushers for all intended loading con- for IN(0,6 < x 2): PWD = 0,3 n0,5
ditions is to comply with Pt B, Ch 2, Sec 2, [4].
AW : Side surface area of the floating installation, in
m2
7 Pontoons
W : Distance, in m, of centre of gravity of area AW ,
from waterline.
7.1 General
7.3.4 Cross current induced moment
7.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
Pt B, Ch 2, Sec 2, [3] are to be complied with. The moment resulting from the cross current must only be
taken into account for a vessel which is anchored or
moored across the current while operating.
7.2 Documentation to be submitted
7.3.5 Ballast and supplies induced moment
7.2.1 In addition to the documentation referred to in [1.2],
stability confirmation shall include the following data and The least favourable extent of tank filling from the point of
documents: view of stability shall be determined and the corresponding
moment introduced into the calculation when calculating
a) scale drawings of the pontoon and working gear and the
the moments resulting from the liquid ballast and the liquid
detailed data relating to these that are needed to con-
provisions.
firm stability, such as content of the tanks, openings pro-
viding access to the inside of the vessel, etc.
7.3.6 Moment due to inertia forces
b) hydrostatic data or curves
The moment resulting from the inertia forces must be taken
c) righting lever curves for static stability to the extent into account if the movements of the load and the working
required in accordance with [7.4] gear are likely to affect its stability.
d) description of the operating conditions together with the
corresponding data concerning weight and centre of 7.3.7 Moment due to other mechanical equipment
gravity, including its unladen state and the equipment The moment due to other mechanical equipment is to be
situation as regards transport defined by the Designer.
7.4 Calculation of the righting moments c) the list angle does not exceed 10
7.4.1 The righting moments, in kN.m, for pontoons with d) the residual safety clearance value is, at least:
vertical side walls may be calculated using the formula: 0,30 m for weathertight openings
Ma = 10 GM sin
0,40 m for unprotected openings
where:
e) the residual freeboard is at least 0,05 m
GM : Metacentric height, in m
: List angle. f) for list angles between 0 and 30, the residual righting
lever arm, in m, is at least:
7.4.2 The formula in [7.4.1] shall apply up to list angles of
h = 0,20 0,23 n
10 or up to a list angle corresponding to immersion of the
edge of the deck or emergence of the edge of the bottom. In where:
this instance the smallest angle shall be decisive. The for-
mula may be applied to oblique side walls up to list angles n : List angle, in radian, from which the righting
of 5. lever arm curve displays negative values;
this should not be inserted into the formula
If the particular shape of the vessel does not permit such
for more than 30 or 0,52 rad.
simplification, the righting lever curves referred to in [7.2.1]
item c) shall be required. Residual righting lever arm means the maximum differ-
ence existing between 0 and 30 list between the right-
7.5 Intact stability ing lever and the heeling lever curves. If an opening
towards the inside of the vessel is immersed at a list
7.5.1 It shall be confirmed that, when account has been angle less than the one corresponding to the maximum
taken of the loads applied during the use and operation of difference between the lever arm curves, the lever arm
the working gear, the residual freeboard defined in and the corresponding to that list angle shall be taken into
residual safety clearance defined in are adequate, i.e.: account.
The residual safety clearance value is, at least:
- 0,30 m for weathertight aperture 8 Dredgers
- 0,40 m for unprotected openings.
The residual freeboard value is at least 0,30 m. 8.1 General
The residual freeboard may be reduced if it is proven
that the requirements of [7.6] have been met. 8.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
Pt B, Ch 2, Sec 2, [3] are to be complied with.
For that purpose the list angle shall not exceed 10 and the
base of the hull shall not emerge.
8.2 Documentation to be submitted
7.5.2 Stability checking shall take into account all the heel-
ing moments defined in [7.3]. 8.2.1 In addition to the documentation referred to in [1.2],
The moments which may act simultaneously shall be added stability confirmation shall include the following data and
up. documents:
8.3.6 Cross current induced moment 8.5.2 Stability checking shall take into account the heeling
The moment resulting from the cross current must only be moments defined in [8.3.2] to [8.3.9].
taken into account for a vessel which is anchored or The moments which may act simultaneously shall be added
moored across the current while operating. up.
8.6.1 If a reduced residual freeboard is taken into account, d) description of the situations of use together with the cor-
it shall be checked, for all operating conditions, that: responding data concerning weight and centre of grav-
ity, including its unladen state and the equipment
a) after correction for the free surfaces of liquids, the meta- situation as regards transport
centric height GM is not less than 0,15 m
e) calculation of the list, trim and righting moments, with
b) for list angles between 0 and 30, there is a righting statement of the list and trim angles and the correspond-
lever, in m, of at least: ing residual freeboard and residual safety clearances
h = 0,30 0,28 n f) all of the results of the calculation with a statement of
where: the use and load limits.
n : List angle, in radian, from which the righting
lever arm curve displays negative values 9.3 Heeling moments
(stability limit); it may not be less than 20
or 0,35 rad and shall not be inserted into the 9.3.1 Load assumptions
formula for more than 30 or 0,52 rad: Stability assessment is to be based at least on the following
20 n 30 load assumptions:
c) the list angle does not exceed 10 a) Density of dredged material for dredgers:
d) the residual safety clearance value is, at least: sands and gravels: 1,5 t/m3
0,30 m for weathertight openings very wet sands: 2,0 t/m3
0,40 m for unprotected openings soil, on average: 1,8 t/m3
e) the residual freeboard is at least 0,05 m mixture of sand and water in the ducts: 1,3 t/m3
f) for list angles between 0 and 30, the residual righting b) Clamshell dredgers:
lever arm, in m, is at least: the values given in a) are to be increased by 15%
h = 0,20 0,23 n c) Hydraulic dredgers:
where: the maximum lifting power shall be considered.
n : List angle, in radian, from which the righting
lever arm curve displays negative values; 9.3.2 The moments which may act simultaneously shall be
this should not be inserted into the formula added up.
for more than 30 or 0,52 rad.
9.3.3 Load induced moment
Residual righting lever arm means the maximum differ-
The load induced moment is to be defined by the Designer.
ence existing between 0 and 30 list between the right-
ing lever and the heeling lever curves. If an opening 9.3.4 Asymmetric structure induced moment
towards the inside of the vessel is immersed at a list
angle less than the one corresponding to the maximum The asymmetric structure induced moment is to be defined
difference between the lever arm curves, the lever arm by the Designer.
corresponding to that list angle shall be taken into
9.3.5 Moment due to wind pressure
account.
The moment caused by the wind pressure, in kN.m, shall be
calculated in accordance with the following formula:
9 Hopper dredgers and hopper barges
MW = c PWD AW (W + T / 2)
Vessels without bottom doors
where:
9.1 General c : Shape-dependent coefficient of resistance tak-
ing account of gusts:
9.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to for frameworks: c = 1,2
Pt B, Ch 2, Sec 2, [3] are to be complied with.
for solid section beam: c = 1,6
9.3.6 Turning circle induced moment 9.5 Intact stability in case of reduced residual
For self-propelled vessels, the moment resulting from the freeboard
turning of the vessel in t.m, is to be determined by the fol- 9.5.1 If a reduced residual freeboard is taken into account,
lowing formula: it shall be checked, for all operating conditions, that:
2 a) after correction for the free surfaces of liquids, the meta-
0, 0347C B v
- KG ---
T
M dr = ----------------------------------- centric height GM is not less than 0,15 m
L WL 2
b) for list angles between 0 and 30, there is a righting
lever, in m, of at least:
9.3.7 Cross current induced moment
h = 0,30 0,28 n
The moment resulting from the cross current must only be where:
taken into account for vessel which is anchored or moored
n : List angle, in radian, from which the righting
across the current while operating. lever arm curve displays negative values
(stability limit); it may not be less than 20
9.3.8 Ballast and supplies induced moment or 0,35 rad and shall not be inserted into the
formula for more than 30 or 0,52 rad:
The least favourable extent of tank filling on stability shall
be determined and the corresponding moment introduced 20 n 30
into the calculation when calculating the moments resulting c) the list angle does not exceed 10
from the liquid ballast and the liquid provisions. d) the residual safety clearance value is, at least:
0,30 m for weathertight openings
9.3.9 Moment due to inertia forces
0,40 m for unprotected openings
The moment resulting from the inertia forces must be taken e) the residual freeboard is at least 0,05 m
into account if the movements of the load and the working
f) for list angles between 0 and 30, the residual righting
gear are likely to affect its stability. lever arm, in m, is at least:
h = 0,20 0,23 n
9.3.10 Moment due to other mechanical equipment
where:
The moment due to other mechanical equipment is to be n : List angle, in radian, from which the righting
defined by the Designer. lever arm curve displays negative values;
this should not be inserted into the formula
for more than 30 or 0,52 rad.
9.4 Intact stability
Residual righting lever arm means the maximum differ-
ence existing between 0 and 30 list between the right-
9.4.1 It shall be confirmed that, when account has been
ing lever and the heeling lever curves. If an opening
taken of the loads applied during the use and operation of towards the inside of the vessel is immersed at a list
the working gear, the residual freeboard defined in Pt B, Ch angle less than the one corresponding to the maximum
2, Sec 2, [1.2.4] and the residual safety clearance defined in difference between the lever arm curves, the lever arm
Pt B, Ch 2, Sec 2, [1.2.6] are adequate, i.e.: corresponding to that list angle shall be taken into
account.
The residual safety clearance value is, at least:
For that purpose the list angle shall not exceed 10 and the 10.2 Documentation to be submitted
base of the hull shall not emerge.
10.2.1 Stability confirmation shall include the following
9.4.2 Stability checking shall take into account the heeling data and documents:
moments defined in [9.3.3] to [9.3.10]. a) scale drawings of the vessel and the detailed data relat-
ing to these that are needed to confirm stability, such as
The moments which may act simultaneously shall be added content of the tanks, openings providing access to the
up. inside of the vessel, etc.
b) hydrostatic data or curves the inflow of water at the lower edge of the overflow,
c) righting lever curves for static stability located at cargo level or at the lowest possible position
above cargo level, or at the lower edge of the lowest
d) description of the situations of use together with the cor-
overflow ports or spillways.
responding data concerning weight and centre of grav-
ity, including its unladen state and the equipment
situation as regards transport 10.5 Intact stability
e) calculation of the list, trim and righting moments, with
10.5.1 The intact stability of the vessel is to be sufficient to
statement of the list and trim angles and the correspond-
comply with the criteria indicated in [9.4] and [10.5.2] for
ing residual freeboard and residual safety clearances
all intended operational loading conditions.
f) all of the results of the calculation with a statement of
the use and load limits. 10.5.2 Using the calculation method given in [10.4], ves-
sels with bottom doors or similar means at port side and at
10.3 Heeling moments starboard side are to comply with the following criteria con-
sidering an asymmetric discharging:
10.3.1 The heeling moments are to be calculated in com-
pliance with [9.3]. The moments which may act simultane- the angle of equilibrium is not to exceed 27
ously shall be added up. the righting lever GZ within the 30 range beyond the
angle of equilibrium is to be at least 0,10 m
10.4 Calculation method the range of stability is not to be less than 30.
10.4.1 The calculation of the righting lever curves is to take The dredger is assumed loaded up to the dredging draught
into account: with solid cargo of a density defined in [9.3.1], when dis-
the change of trim due to heel charging, 20% of the total hopper load is assumed to be dis-
the inflow of river water or outflow of liquid cargo at the charged only at one side of the longitudinal centreline of
upper edge of the hopper coaming in the case of an the hopper, horizontally equally distributed at the discharg-
open hopper ing side.
SECTION 7 FIRE
2.2 Openings in class A and class B 2.3.3 The following surface materials shall have low flame
divisions spread characteristics:
exposed surfaces in corridors and stairways and of bulk-
2.2.1 The construction of all doors and door frames in class head and ceiling linings in all spaces, except machinery
A and B divisions, with the means of securing them when spaces and store rooms, and
closed, shall provide resistance to fire as well as to the pas-
sage of smoke (only for doors in class A divisions) and surfaces and grounds in concealed and inaccessible
flames equivalent to that of the bulkheads in which the spaces.
doors are fitted.
2.3.4 Paints, varnishings and other finishes used on
Such doors and door frames shall be of an approved type. exposed interior surfaces shall not be capable of producing
Watertight doors need not be insulated. excessive quantities of smoke and toxic gases (see Annex 1,
Part 2 of FTP Code).
2.2.2 Fire doors in divisions required by Tab 1 and Tab 2 to Note 1: FTP Code means Fire Test Procedures Code, as defined in
machinery spaces, to galleys and to staircases shall be of Pt C, Ch 3, Sec 1, [2.5].
self-closing type.
2.3.5 Fabrics, curtains and other hanging textiles (see
2.2.3 It shall be possible for each door to be opened and Annex 1, Part 7 of FTP Code) as well as upholstered furni-
closed from each side of the bulkhead by one person only. ture (see Annex 1, Part 8 of FTP Code) and bedding compo-
nents (see Annex 1, Part 9 of FTP Code) shall be fire
2.2.4 Self-closing doors, which are normally open, shall be retardant, unless the spaces are protected with a sprinkler
capable of remote release from a continuously manned installation. See Note 1 of [2.3.4].
central control station and shall also be capable of release
individually from a position at both sides of the door. Status 2.3.6 Furniture and fittings in public spaces, which are also
of each fire door (open/ closed position) shall be indicated assembly station, shall be made of non-combustible mate-
on the bridge. rial, unless the public spaces are protected with a sprinkler
installation.
2.3 Fire protection materials
3 Vessels intended for the carriage of
2.3.1 Insulation materials shall be non-combustible, except passengers
insulation of pipe fittings for cold service systems.
2.3.2 Ceilings and linings in accommodation spaces 3.1 Fire integrity of bulkheads and decks
including their substructures shall be of non-combustible
material, unless the space is protected with a sprinkler 3.1.1 The minimum fire integrity of all bulkheads and
installation. decks shall be as shown in Tab 1 and Tab 2.
Table 2 : Fire integrity of bulkheads and decks in spaces with sprinkler installation
Table 3 : Fire integrity of bulkheads and decks in spaces without sprinkler installation
3.1.2 The following requirements shall govern the applica- 3.3.7 All power ventilation systems shall be capable of
tion of the Tables: being stopped from a central place outside the machinery
Tab 3 shall apply to spaces without an installed sprin- space.
kler installation.
3.3.8 Galleys have to be provided with separate ventilation
Tab 2 shall apply to spaces in which a sprinkler installa- systems and exhaust ducts from galley ranges.
tion is provided on both sides of bulkheads and deck.
Exhaust ducts from galley ranges shall comply with [3.3.1]
to [3.3.7] and shall in addition be provided with a manually
3.2 Means of escape operated fire damper located in the lower end of the duct.
3.2.1 Dead-end corridors
3.4 Protection of stairways and lifts in
Dead ends in connecting corridors shall be not longer than
2 m. accommodation and service spaces
3.4.1 Internal stairs and lifts shall be encapsulated at all
3.3 Ventilation systems levels by walls according to Tab 3 or Tab 2, with effective
means of closure for all openings.
3.3.1 They shall be so designed as to prevent the spread of
fire and smoke through the system. 3.4.2 The following exceptions are admissible:
3.3.2 The main inlets and outlets of all ventilation system a) A staircase connecting only two decks does not need to
shall be capable of being closed from outside the respective be encapsulated, if on one of the decks the staircase is
spaces in the event of a fire. enclosed according to Tab 3 or Tab 2.
b) In a lounge, stairs need not be encapsulated if they are
3.3.3 Ducts shall be constructed of steel or other equiva- located entirely within the interior of this room, and
lent non-combustible material.
if this room extends over only two decks, or
3.3.4 Ducts exceeding 0,02 m2 and passing through parti- if there is a pressurised sprinkler system installed in
tions complying with [3.1.1] shall be fitted with fire damp- this room on all decks, this room has a smoke
ers. The fire dampers shall operate automatically but shall extraction system and the room has access on all
also be capable of being manually closed from both sides of decks to a stairwell.
the penetrated division.
4 Vessels intended for the carriage of
3.3.5 Ventilation systems for galleys and machinery spaces
shall be independent of the ventilation system serving other dangerous goods
spaces.
4.1 Integrity of bulkheads and decks
3.3.6 Exhaust ducts are to be provided with suitably
arranged hatches for inspection and cleaning. The hatches 4.1.1 The minimum fire integrity of all bulkheads and
shall be located near the fire dampers. decks shall be as shown in Tab 4.
4.1.2 All insulation materials, bulkheads, linings, ceilings When ventilation ducts with a cross-section of more than
and draught stops shall be of at least approved non-com- 0,02 m2 are passed through partitions according to [4.1.1]
bustible material. of type A, they shall be fitted with approved fire dampers
Primary deck coverings and surface materials shall be of an which can be operated from a location permanently
approved type. manned by shipboard personnel or crew members.
4.1.3 All stairways are to be of steel frame or other non-
combustible construction. 5 Other vessels
Stairways connecting more than two decks are to be
enclosed by at least class B bulkheads. Stairways connect-
ing only two decks need to be protected at least at one deck 5.1 Integrity of bulkheads and decks
level by class B bulkheads. Doors shall have the same fire
resistance as the bulkheads in which they are fitted. 5.1.1 The minimum fire integrity of all bulkheads and
Where class A and B divisions are penetrated for the pas- decks shall comply with [4.1].
sage of cables, pipes, trunks, ducts etc. or for the fitting of
ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ensure that the fire resis- 5.2 Fire fighting
tance is not impaired.
5.2.1 Fixed gas fire extinguishing systems
4.1.4 Ventilation system
All parts of the system shall be made of non-combustible Machinery spaces containing internal combustion engines
material, except that short ducts applied at the end of the and oil fired boilers shall be provided with a fixed gas fire
ventilation device may be made of a material which has extinguishing system in compliance with Pt C, Ch 3, Sec 4,
low-flame spread characteristics. [4].
No. Document
1.1 Application
1 Means of communication diagram
1.1.1 The additional class notation AUT-UMS is assigned in 2 Technical description of automatic engineers alarm
accordance with Pt A, Ch 1, Sec 3, [10.2] to vessels fitted and connection of alarms to accommodation and
with automated installations enabling periodically unat- wheelhouse, when applicable
tended operation of machinery spaces, and complying with
3 System of protection against flooding
the requirements of this Section.
Machinery spaces are defined in Pt C, Ch 1, Sec 1, [1.5]. 4 Fire detection system: diagram, location and cabling
1.1.3 The arrangements provided shall be such as to ensure 3.1 Fire prevention
that the safety of the vessel in all sailing conditions, includ-
ing manoeuvring, is equivalent to that of a vessel having the 3.1.1 For arrangements of remote stop, the requirements in
machinery spaces manned. Pt C, Ch 3, Sec 2, [2.1] are applicable.
1.2.2 For cargo carriers, the Society may wave the require- 3.2.2 The fire detection system is to be designed with self-
ments laid down in [3.3.1], insofar as the arrangements of monitoring properties. Power or system failures are to ini-
the machinery space access make it unnecessary. tiate an audible alarm distinguishable from the fire alarm.
1.3 Communication system 3.2.3 The fire detection indicating panel is to be located in
the wheelhouse, fire control station or other accessible
1.3.1 A reliable means of vocal communication shall be place where a fire in the machinery space will not render it
provided between the main machinery control room or the inoperative.
propulsion machinery control position as appropriate, the
navigation bridge and the engineer officers accommoda- 3.2.4 The fire detection indicating panel is to indicate the
tion. place of the detected fire in accordance with the arranged
This means of communication is to be foreseen in collective fire zones by means of a visual signal. Audible signals
or individual accommodation of engineer officers. clearly distinguishable in character from any other signals
are to be audible throughout the wheelhouse and the
1.3.2 Means of communication are to be capable of being accommodation area of the personnel responsible for the
operated even in the event of failure of supply from the operation of the machinery space.
main source of electrical power.
3.2.5 Fire detectors are to be of such type and so located
1.4 Monitoring and control of equipment that they will rapidly detect the onset of fire in conditions
normally present in the machinery space. The type and
1.4.1 Monitoring and control of unattended machinery location of detectors are to be approved by the Society and
space equipment is to be performed according to Tab 2. a combination of detector types is recommended in order to
enable the system to react to more than one type of fire
symptom.
2 Documentation
3.2.6 Except in spaces of restricted height and where their
2.1 Documents to be submitted use is specially appropriate, detection systems using ther-
mal detectors only are not permitted. Flame detectors may
2.1.1 In addition to those mentioned in Pt C, Ch 2, Sec 1, be installed, although they are to be considered as comple-
[2.1.6], the documents in Tab 1 are required for review. mentary and are not to replace the main installation.
3.2.10 The fire detection indicating panel is to be provided 5.1.3 A centralised control position shall be arranged with
the necessary alarm panels and instrumentation indicating
with facilities for functional testing.
any alarm.
3.2.11 The fire detection system is to be fed automatically 5.1.4 Parameters for essential services which need to be
from the emergency source of power by a separate feeder if adjusted to a preset value are to be automatically con-
the main source of power fails. trolled.
Symbol convention
H = High, HH = Very high, L = Low Monitoring
I = Individual alarm, G = Group alarm
Alarms
Indication Indication Shut
Identification of system parameter Alarms wheelhouse
local wheelhouse down
(4)
MAIN ENGINE
Engine speed All engines x x
Engine power > 220kW HH x I x
Shaft revolution indicator x x
Lubricating oil pressure L x G x
Lubricating oil temperature H x G
Fresh cooling water system inlet pressure (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Fuel oil temperature for engines running on HFO L x G
Exhaust gas temperature (single cylinder when the dimensions permit) x
Starting air pressure L x I x
Charge air pressure x
Control air pressure x x
Exhaust gas temperature at turbocharger inlet/outlet x
(where the dimensions permit)
Manual emergency stop of propulsion x x x x (3)
Fault in the electronic governor x x G
REDUCTION GEAR
Tank level x x
Lubricating oil temperature x
Lubricating oil pressure x x
AUXILIARY MACHINE (2)
Engine speed All engines x x
Engine power > 220 kW HH x I x x
Low pressure cooling water system (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Lubricating oil pressure L x G
Fault in the electronic governor x x G
DIESEL BOW THRUSTER (2)
Engine speed All engines x x
Engine power > 220 kW HH x G x x
Low pressure cooling water system (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Direction of propulsion x x
Lubricating oil pressure L x G
Lubricating oil temperature x
Fault in the electronic governor x x G
PROPULSION
Propulsion remote control ready x x
Pitch control x x
ELECTRICITY
Earth fault (when insulated network) x x G
Main supply power failure x x G
Symbol convention
H = High, HH = Very high, L = Low Monitoring
I = Individual alarm, G = Group alarm
Alarms
Indication Indication Shut
Identification of system parameter Alarms wheelhouse
local wheelhouse down
(4)
FUEL OIL TANKS
Fuel oil level in service tank or tanks supplying directly services L x G
essential for safety or navigation
STEERING GEAR
Rudder angle indicator x x
Level of each hydraulic fluid L x I x
Indication that electric motor of each power unit is running x x
Failure of rate of turn control x I x
Overload failure x x I x
Phase failure x x I x
Loss of power supply x x I x
Loss of control supply x x I x
STEAM BOILER
Water level L+H x
LL x
Circulation stopped (when forced circulation boiler) x x
Flame failure x x
Temperature in boiler H
Steam pressure HH x x
THERMAL OIL
Thermal fluid temperature heater outlet H x x (5)
Thermal fluid pressure pump discharge H x x
Thermal fluid flow through heating element L x
LL x (5)
Expansion tank level L x
LL x (6)
Expansion tank temperature H
Forced draft fan stopped x x
Burner flame failure x x
Flue gas temperature heater outlet H
HH x (6)
FIRE
Fire detection x x
Fire manual call point x x
Automatic fixed fire extinguishing system activation, if fitted x x
FLOODING
Level of machinery space bilges/drain wells x x
ALARM SYSTEM
Alarm system power supply failure x x x
(1) A combination of level indication/alarm in expansion tank and indication/alarm cooling water temperature can be considered
as equivalent with consent of the Society.
(2) Exemptions can be given for diesel engines with a power of 50 kW and below.
(3) Openings of clutches can, with the consent of the Society, be considered as equivalent.
(4) Group of alarms are to be detailed in the machinery space or control room (if any).
(5) Shut-off of heat input only.
(6) Stop of fluid flow and shut-off of heat input.
6.2.1 The alarm system and associated sensors are to be 7.1.3 The arrangement for overriding the shutdown of the
capable of being tested during normal machinery operation. main propelling machinery is to be such as to preclude
inadvertent operation.
6.2.2 Insulation faults on any circuit of the alarm system
are to generate an alarm, when an insulated earth distribu- 7.1.4 After stoppage of the propulsion engine by a safety
tion system is used. shutdown device, the restart is only to be carried out, unless
otherwise justified, after setting the propulsion wheelhouse
6.2.3 An engineers alarm is to be activated when the control level on stop.
machinery alarm has not been accepted in the machinery
spaces or control room within 5 minutes. 8 Testing
1.1.4 Owners are reminded that, in compliance with the 2.2.2 The rudder and manoeuvring arrangement and the
requirements in Pt A, Ch 2, Sec 1, [6.4], any modification to anchor equipment are to be checked for visible damages.
the vessels hull and equipment affecting its classification is For the related machinery and for operability, see Pt A, Ch 3,
to be made known to the Society. Sec 2, [4.1.1].
Figure 1 : Links between anniversary dates and annual, intermediate and class renewal surveys
years 0 1 2 2.5 3 4 5
Annual survey
-,+ 3 m -,+ 3 m -,+ 3 m -,+ 3 m
Intermediate survey
-,+ 9 m
2.2.3 The foundations and their substructure of special general examination of machinery and boiler spaces
equipment, particularly on the upper deck, shall be with particular attention to the fire and explosion haz-
inspected for damages. ards; confirmation that emergency escape routes are
practicable and not blocked
2.2.4 Compartments and rooms normally not accessible, or
general examination of the machinery, steam, hydraulic,
accessible only after special preparations, may be required
pneumatic and other systems and their associated fit-
to be opened for inspection, depending on the vessel's age
tings, for confirmation of their proper maintenance
and available information about service conditions.
testing of the means of communication and order trans-
mission between the navigating bridge and the machin-
2.3 Ballast tanks
ery control positions and other control stations
2.3.1 Depending on the vessel's age, the Surveyor may confirmation that the rudder angle indicator on the
require opening of ballast tanks for visual inspection, partic- bridge is in working order
ularly if deterioration of the coating or excessive wastage
examination, as far as practicable, of the bilge pumping
has already been observed at previous surveys.
systems and bilge wells, including operation of the
If coating is to be partly or totally renewed, only approved pumps, remote reach rods and level alarms, where fitted
coating is applicable in case of a repair. The whole working
visual examination of the condition of any expansion
procedure including the surface preparation has to be docu-
joints in river water systems
mented.
external examination of pressure vessels other than boil-
ers and their appurtenances, including safety devices,
2.4 Hatches and covers, bow, side and stern
foundations, controls, relieving gear, high pressure pip-
doors ing, insulation and gauges.
2.4.2 Additionally to the overall survey the following struc- pressure vessels of the installation to the same extent as
tural members of bow, side and stern doors are to be thor- indicated in [2.5.1]
oughly inspected:
refrigerant piping, as far as practicable
all hinges and the pertinent hydraulic cylinders in way
for refrigerating machinery spaces using ammonia as
of their securing points
refrigerant:
all securing elements of the locking devices and stop-
- ventilation system including functional test
pers.
- water-spraying fire-extinguishing system; see [2.8.2]
2.4.3 Where considered necessary by the Surveyor, addi- item d)
tionally crack tests shall be carried out at structural mem-
- bilge system including functional test
bers of bow, side and stern doors.
Essentially, the crack tests will cover: - electrical equipment, confirming its proper mainte-
nance
main joining welds and their interfacial areas both on
the vessel's hull and on the doors - gas detection system
highly stressed areas in way of the centres of rotation of - breathing apparatus and protective clothing.
the hinges
2.5.3 When the vessel is equipped with thruster installa-
highly stressed areas of the locking devices and their tions, the annual survey is to include:
stoppers
an external examination of the machinery installation
repair welding.
an operating test of the complete installation.
For crack detection the dye penetration method or the mag-
netic particle inspection method shall be employed, and a
2.6 Boilers
test protocol is to be prepared.
2.6.2 For thermal oil heaters, a functional test while in 2.8.2 The operational readiness and maintenance of fire
operation is to be carried out, during which the following fighting systems is to be checked. The survey requirements
items are checked: for all types of fire-fighting systems that are usually found on
board vessels related either to machinery spaces or to cargo
the heater for detection of leakages
areas and/or spaces or to accommodation spaces, irrespec-
the condition of the insulation tive of the service notation assigned, are the following:
the operation of indication, control and safety devices a) Water fire system
the condition of remote controls for shut-off and dis- examination of the fire main system and confirma-
charge valves. tion that each fire pump including the emergency
fire pump can be operated separately so that the two
A satisfactory analysis of the quality of oil is to be made
required powerful jets of water can be produced
available to the Surveyor.
simultaneously from different hydrants, at any part of
the vessel whilst the required pressure is maintained
2.6.3 For exhaust gas thermal oil heaters, in addition to the in the fire main
requirements of [2.6.2], a visual examination and a tight-
ness testing to the working pressure of the heater tubes are checking that fire hoses, nozzles, applicators, span-
to be carried out. ners and international shore connection (where fit-
ted) are in satisfactory working condition and
situated at their respective locations
2.7 Electrical machinery and equipment
b) Fixed gas fire-extinguishing system
2.7.1 The survey of electrical machinery and equipment is
to cover the following items: external examination of receivers of CO2 (or other
gas) fixed fire-extinguishing systems and their acces-
general examination, visually and in operation, as feasi- sories, including the removal of insulation for insu-
ble, of the electrical installations for power and lighting, lated low pressure CO2 containers
in particular main and emergency generators, electric
motors, switchboards, switchgears, cables and circuit examination of fixed fire-fighting system controls,
protective devices, indicators of electrical insulation piping, instructions and marking; checking for evi-
and automatic starting, where provided, of emergency dence of proper maintenance and servicing, includ-
sources of power ing date of last system tests
checking, as far as practicable, the operation of emer- test of the alarm triggered before the CO2 is released
gency sources of power and, where they are automatic,
also including the automatic mode. c) Sprinkler system
2.7.2 The survey is also to cover the bridge control of pro- examination of the system, including piping, valves,
pulsion machinery, and related arrangements (alarms and sprinklers and header tank
safety devices), when fitted.
test of the automatic starting of the pump activated
by a pressure drop
2.8 Fire protection, detection and extinction
check of the alarm system while the above test is
carried out
2.8.1 The survey of fire prevention and other general
arrangements is to cover the following items: d) Water-spraying system
checking that fire control plans are properly posted
examination of the system, including piping, noz-
examination and testing, as feasible, of the operation of zles, distribution valves and header tank
manual and/or automatic fire doors, where fitted
test of the starting of the pump activated by a pres-
checking, as far as practicable, that the remote controls sure drop (applicable only for machinery spaces)
for stopping fans and machinery and shutting off fuel
supplies in machinery spaces and, where fitted, the e) Fixed foam systems (low or high expansion)
remote controls for stopping fans in accommodation
spaces and the means of cutting off power to the galley examination of the foam system
are in working order test to confirm that the minimum number of jets of
examination of the closing arrangements of ventilators, water at the required pressure in the fire main is
funnel annular spaces, skylights, doorways and tunnel, obtained when the system is in operation
where applicable
checking the supplies of foam concentrate and
examination, as far as practicable, and testing, as feasi- receiving confirmation that it is periodically tested
ble and at random, of the fire and/or smoke detection (not later than three years after manufacture and
systems. annually thereafter) by the manufacturer or an agent
SECTION 10 GRABLOADING
2.2.1 The net scantlings of inner bottom plating and longi- 2.3.3 Above 1,5 m from the inner bottom, the net scant-
tudinals, where no continuous wooden ceiling is fitted, lings of plating and structural members may be tapered to
obtained from Ch 1, Sec 2 are to be reinforced as follows: those obtained from Ch 1, Sec 2.
1.1.3 Requirements for onboard surveys are given in Article expired chemicals and pharmaceuticals
[11] and in Pt A, Ch 3, Sec 8, [3]. waste from printers
Reference to
Symbol Scope Assignment conditions
Articles
Cleanvessel Prevention of water and air pollution [4]
AWT Fitting of an Advanced Wastewater Treatment plant [5]
GWT Fitting of a treatment installation for Grey Waters [6]
NDO-x days The vessel is designed for No Discharge Operation [7]
during x days
NOX-x% Average NOx emissions of engines not exceeding x% [8]
of limit
OWS-x ppm Fitting of an Oily Water Separator producing effluents [9]
having a hydrocarbon content not exceeding x ppm
(parts per million)
SOX-x% Oil fuels have a sulphur content not exceeding x% of [10] As an alternative, equivalent
the relevant limit arrangements (e.g. exhaust gas
cleaning systems) may be accepted
Oily bilge water means water which may be contaminated Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane
by oil resulting from things such as leakage or maintenance (also known as Halon 114B2)
work in machinery spaces. Any liquid entering the bilge CFC-11 Trichlorofluoromethane
system including bilge wells, bilge piping, tank top or bilge
holding tanks is considered oily bilge water. CFC-12 Dichlorodifluoromethane
CFC-113 Trichloro-1,2,2-trifluoroethane
2.1.10 Oily bilge water holding tank
CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane
Oily bilge water holding tank means a tank collecting oily
bilge water prior to its discharge, transfer. CFC-115 Chloropentafluoroethane.
2.3 Abbreviations The plans and documents to be submitted are listed in Tab 4.
Quantities for
Description Dimension
Outside diameter 215 mm
Inner diameter according to pipe outside diameter
Bolt circle diameter 183 mm
Slots in flange 6 holes 22 mm in diameter, equidistantly placed on the bolt circle of 183 mm diameter, slotted
to the flange periphery. The slot width is to be 22 mm
Flange thickness 20 mm
Bolts and nuts quantity 6, each having a diameter equal to 20 mm and a suitable length
Note 1: The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent
material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.
Description Dimension
Outside diameter 210 mm
Inner diameter according to pipe outside diameter
Bolt circle diameter 170 mm
Slots in flange 4 holes 18 mm in diameter, equidistantly placed on the bolt circle of 170 mm diameter, slotted
to the flange periphery. The slot width is to be 18 mm
Flange thickness 16 mm
Bolts and nuts quantity 4, each having a diameter equal to 16 mm and a suitable length
Note 1: The flange is designed to accept pipes up to a maximum internal diameter of 100 mm and shall be of steel or other equivalent
material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.
Provisions are to be made to record the following parame- Sewage treatment plants are to be of a type approved in
ters related to the oily water discharge: accordance with the provisions of IMO Resolution
MEPC.159(55).
date and time of the discharge
Provisions are to be made in the design for easy access
vessel location
points for the purpose of obtaining representative influent
quantity and oil content of oily water discharged. and effluent samples.
4.5.2 Type-approval of anti-fouling systems The oil tanks are to be fitted with a level sensor giving an
alarm in case of low level. Arrangements are to be made to
Anti-fouling paints are to be of a type approved by the Soci-
record the level of those tanks.
ety, on the basis of the following criteria:
All oil filling or topping up operations are to be recorded.
the product is to be TBT-free
small quantities of organotin compounds acting as a 4.6.4 Oily condensates from venting pipes
chemical catalyst are allowed provided their concentra-
Venting pipes from machinery spaces and containing
tion does not exceed 2500 mg total tin per kg of dry
hydrocarbon vapours are to be led to a venting box pro-
paint.
vided with a draining pipe connected to a suitable oily
drain tank.
4.6 Prevention of pollution by oil spillage
and leakage 4.7 Refrigeration systems
4.6.1 Overflow systems 4.7.1 Application
All fuel and lubricating oil tanks the capacity of which The present sub-article applies to the vessel centralized
exceeds 10 m3 are to be fitted with an overflow system and refrigerating plants, centralized air conditioning plants and
a high level alarm or a flow alarm in the overflow system. gas reliquefaction plants.
The alarm signal is to be given where the person in charge
of the bunkering or transfer operation will normally be They do not apply to the refrigeration facilities intended for
located. the storage of the galley supplies and to the air conditioning
plants for limited parts of the vessel, such as the control
Note 1: The overflow system is to comply with the provisions of Pt C,
rooms and the wheelhouse.
Ch 1, Sec 10, [9.3].
Note 1: NOx emissions from gas only engines, gas turbines, boilers 5.2.1 7-day average
and incinerators are not subject to these requirements. The 7-day average is the arithmetic mean of pollutant
parameter values for samples collected in a period of
4.9.2 NOx certification of engines 7 consecutive days.
Prior to installation onboard the vessel, new engines have to
be NOx-certified in accordance with the relevant provisions 5.2.2 30-day average
of the NOx limit for the intended application. A valid type The 30-day average is the arithmetic mean of pollutant
approval certificate (or statement of compliance) is nor- parameter values for samples collected in a period of
mally to be issued by the Society. 30 consecutive days.
Pi
bilge water i=1
washwater treatment residues from EGC units (where [NOx]i : NOx emission level, in g/kWh, of each individ-
applicable). ual engine as per EIAPP certificate
Pi : Rated power of each engine, in kW.
Note 1: Storage capacity is not required for treated sewage and
treated grey water when the notation AWT is assigned to the vessel.
8.2.3 Calculation of the weighted average NOx
emission limit of the vessel
7.2.3 Except otherwise stated, the storage capacities are to
be based on: The weighted average NOx emission limit of the vessel
[NOX]max , in g/kWh, is to be calculated as follows:
the maximum number of persons onboard
n
(1) For diesel-electric propulsions, the main engine rating 7,7 when N > 2000.
is to be substituted with the aggregate power of the Note 1: More stringent restrictions may be imposed by National
electric power motors. Flag Authorities in certain area.
8.2.4 Calculation of the NOx performance index x 10.2.2 Use of exhaust gas cleaning systems as
alternative arrangement
The NOx performance index x is to be calculated as fol-
lows: Where exhaust gas cleaning systems are used, they are to
be approved for a SOx emission performance correspond-
[ NOx ] vessel ing to the use of a fuel oil having a sulphur content of x% of
x = ---------------------------
-
[ NO X ] max the limit 0,1% m/m.
where: Provisions of [4.10.2] for data measuring and recording are
[NOx]vessel : Weighted average NOx emissions for the vessel, to be complied with.
in g/kWh, as calculated in [8.2.2]
[NOX]max: Weighted average NOx emission limit for the 11 Onboard surveys
vessel, in g/kWh, as calculated in [8.2.3].
11.1 Application
9 Additional class notation OWS-x ppm
11.1.1 Survey requirements for the additional class nota-
9.1 Scope tions Cleanvessel, and other additional class notations listed
in Tab 1 are given in Pt A, Ch 3, Sec 8.
9.1.1 The additional class notation OWS-x ppm applies to This Article contains additional requirements applying to
vessels fitted with an oily water separator (OWS) capable of the additional class notations Cleanvessel.
producing effluents having a hydrocarbon content not
exceeding x ppm.
11.2 Periodical tests and measurements
The OWS performance index x is to be 10.
done by the vessel Owner
Note 1: ppm means parts of oil per million parts of water by vol-
ume. 11.2.1 Purpose
The following tests and measurements, done under the
9.2 Design requirements responsibility of the vessel Owner, are intended to demon-
strate the effective implementation of the waste manage-
9.2.1 The OWS is to be type-approved in accordance with ment procedures and the constant level over time kept by
the provisions of IMO Resolution MEPC.107(49), for an the quality of the effluents discharged at water.
effluent quality of x ppm.
The bilge alarm and the automatic stopping device are to be 11.2.2 Initial period - Initial tests
efficient for the x ppm limit.
During the first year of commercial operation, the vessel
Owner is to proceed with the following measurements and
10 Additional class notation SOX-x% analyses:
11.2.3 Periodical tests after first year of service Table 13 : Permissible number of analyses
The effluents and wastes usually discharged to water are to exceeding limit values
be periodically sampled and analyzed by a qualified labo-
Number of analyses Maximum number of
ratory. The frequency of these tests in a five-year term period
in a 5-year period analyses above limit
is specified in Tab 12.
2-5 0
Tab 13 lists the number of occurrences where the pollutant
maximum concentration may exceed the limit concentra- 20 3
tion specified in Tab 14 and Tab 9, without exceeding the
reject value. 11.2.4 Water effluent standard
The effluent standard for biological analyses of waters are
Test results of the measurements are to be recorded in the given in Tab 14.
wastewater and garbage logbooks and made available to
the surveyor during the periodical surveys. 11.2.5 Metals analyses
The analyses given in Tab 9 are to qualify the incinerator
Table 12 : Frequency of analyses of waste streams ash and grey water as free from hazardous wastes. The met-
after the first year of service als listed in Tab 9 are considered as indicators of toxicity.
Number of analyses
Waste stream
in a 5-year period
11.3 Periodical surveys
Metals analyses in incinerator ash (1) 2 11.3.1 Initial survey Tests
Metals analyses in grey water 2 After installation on board, the equipment and systems rele-
vant to the requirements of the present Section are to be
Effluent analyses sewage treatment tested in the presence of the Surveyor under operating con-
2
plan ditions. The control, monitoring and alarm systems are also
Effluent analyses for Advanced to be tested in the presence of the Surveyor or their func-
20
Wastewater Treatment tioning is to be simulated according to a procedure agreed
Oil content analyses of machinery with the Society.
2
bilge water
11.3.2 Periodical survey
(1) If the vessel is equipped to dump incinerator ash over- The periodical surveys are to be carried out in accordance
board. with the provisions of Pt A, Ch 3, Sec 8, [3].
2.3.2 Bulkhead doors which are normally in the OPEN 3.3.5 Manually operated call points are to be provided, in
position must be locally operable from both sides of the addition to the automatic system:
bulkhead, must be capable of being closed from an accessi- in passageways, enclosed stairways and at lifts
ble location above the bulkhead deck. in saloons, day rooms and dining rooms
Bulkhead doors without remote control are permitted only in machinery spaces, galleys and spaces with a similar
outside the passenger area. They are to be kept closed and fire hazard.
may only be briefly opened to allow passageway. The manually operated call points shall be spaced not more
than 10 m apart, however at least one call point shall be
available in every watertight compartment.
3 Fire protection, detection and
extinction 3.3.6 The alarm set off by a manual call point shall be
transmitted only to the rooms of the vessel's officers and
crew and must be capable of being cancelled by the ves-
3.1 General sel's officers. Manual call points are to be safeguarded
against unintended operation.
3.1.1 The requirements of this Article apply in addition to
the general requirements for fire protection, detection and 3.4 Control of smoke spread
extinction developed in Part C, Chapter 3.
3.4.1 Control centres, stairways and internal assembly sta-
tions shall be provided with a natural or a mechanical
3.2 Fire prevention smoke extraction system.
Smoke extraction systems shall comply with [3.4.2] to
3.2.1 Sounding pipes [3.4.8].
Sounding pipes of fuel tanks may not terminate in accom- 3.4.2 They shall provide sufficient capacity and reliability.
modation or passenger spaces.
3.4.3 They shall consider the operating conditions of pas-
senger vessels.
3.3 Fire detection and alarm
3.4.4 When the normal ventilation system is used for this
purpose, it shall be designed that its function will not be
3.3.1 All day rooms normally accessible to passengers and impaired by smoke.
crew as well as galleys and machinery spaces are to be
monitored by a type tested, automatic fire detection and 3.4.5 They shall be provided with manual actuation.
alarm system.
3.4.6 It shall be possible to operate mechanical smoke
extraction systems from a position permanently occupied
3.3.2 Detectors are to be grouped into separate sections, by crew.
each of which shall not comprise more than one main fire
zone or one watertight division and not more than two ver- 3.4.7 Natural smoke extraction systems shall be provided
tically adjacent decks. with an opening mechanism, operated either manually or
by a power source inside the ventilator.
If the fire detection system is designed for remote and indi-
vidual identification of detectors, several decks in one main 3.4.8 Manually operated actuators and opening mecha-
fire zone respectively one watertight division may be moni- nism shall be accessible from inside and outside of the pro-
tored by the same detector loop. The detector loop shall be tected space.
so arranged, that in the event of a damage (wire break, short
circuit, etc.) only a part of the loop becomes faulty. 3.5 Fire containment
Smoke detectors shall be used in passage ways, stairways 3.5.1 The following passenger areas shall be divided by
and escape routes. Heat detectors shall be used in cabins in vertical divisions complying with [3.6]:
the accommodation area. Flame detectors shall only be a) passenger areas with a total surface area of more than
used in addition to the other detectors. 800 m2
b) passenger areas in which there are cabins, at intervals of
3.3.3 The blowout of a fire and the area concerned are to not more than 40 m.
be signalled automatically to a permanently manned sta- The vertical divisions shall be smoke-tight under normal
tion. operating conditions and shall be continuous from deck to
deck.
3.3.4 Requirements [3.3.2] and [3.3.3] are deemed to be The doors shall be of self-closing type or shall be capable of
met in case of spaces protected by an automatic pressure remote release from the bridge and individually from both
water-spraying system designed in accordance with Pt C, sides of the door. Status of each fire door (open/closed posi-
Ch 3, Sec 4, [3]. tion) shall be indicated on the bridge.
3.5.2 Hollows above ceilings, beneath floors and behind g) Store rooms: defined in Pt C, Ch 3, Sec 1, [2.20]
wall claddings shall be separated at intervals of not more Miscellaneous stores, lockers having deck area exceed-
than 14 m by non-combustible draught stops which, even ing 4 m2, air conditioning rooms.
in the event of fire, provide an effective fireproof seal.
The title of each category is intended to be typical rather
than restrictive.
3.6 Fire structural integrity
3.6.3 All insulation materials, bulkheads, linings, ceilings
3.6.1 Integrity of bulkheads and decks and draught stops shall be of at least approved non-com-
bustible material.
The minimum fire integrity of all bulkheads and decks shall
be as shown in Tab 2. Primary deck coverings and surface materials shall be of an
approved type.
3.6.2 For the purpose of determining the appropriate fire
3.6.4 All stairways are to be of steel frame or other non-
integrity standard to be applied to boundaries between
combustible construction.
adjacent spaces, such spaces are classified according to
their fire risk described in the following categories: Stairways connecting more than two decks are to be
enclosed by at least class B bulkheads. Stairways connect-
a) Control centres: defined in Pt C, Ch 3, Sec 1, [2.4] ing only two decks need to be protected at least at one deck
Wheelhouse, rooms containing the vessels radio equip- level by class B bulkheads. Doors shall have the same fire
ment, rooms containing centralised fire alarm equip- resistance as the bulkheads in which they are fitted.
ment, rooms containing centralised emergency public Where class A and B divisions are penetrated for the pas-
address system stations and equipment, etc. sage of cables, pipes, trunks, ducts etc. or for the fitting of
b) Stairwells: defined in Pt C, Ch 3, Sec 1, [2.18] ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ensure that the fire resis-
Interior stairwells, lifts, enclosed emergency escape tance is not impaired.
trunks. In this connection a stairwell which is enclosed
at one level only shall be regarded as part of the space 3.6.5 Ventilation system
from which it is not separated by a fire door, etc. All parts of the system shall be made of non-combustible
c) Muster areas: defined in Pt C, Ch 3, Sec 1, [2.12] material, except that short ducts applied at the end of the
ventilation device may be made of a material which has
d) Lounges: defined in Pt C, Ch 3, Sec 1, [2.7] low-flame spread characteristics.
Cabins, public spaces, sale shops, barber shops and The ventilation ducts shall be divided with closing appli-
beauty parlours, saunas, pantries containing no cooking ances analogously to the requirements of [3.5.1].
appliances, small lockers (deck area < 4 m2), etc. When ventilation ducts with a cross-section of more than
e) Machinery spaces: defined in Pt C, Ch 3, Sec 1, [2.10] 0,02 m2 are passed through partitions according to [3.6.1]
of type A or partitions according to [3.5.1], they shall be fit-
Main propulsion machinery room, auxiliary machinery
ted with approved fire dampers which can be operated from
spaces, etc.
a location permanently manned by shipboard personnel or
f) Galleys: defined in Pt C, Ch 3, Sec 1, [2.6] crew members.
Vessels over 25 m LWL are, in addition to the applicable The number and width of the exits of passenger rooms shall
requirements of Pt C, Ch 3, Sec 4, subject to the following comply with the applicable statutory Regulations or recog-
requirements: nized standards
a) It must be possible to project at least two jets of water 3.8.2 Doors of passenger rooms
simultaneously on any part of the vessel from two differ- Doors of passenger rooms shall comply with the following
ent hydrants using for each a single length of hose not requirements:
more than 20 m long. The length of throw must be at
least 12 m with a nozzle diameter of 12 mm. a) with the exception of doors leading to connecting corri-
dors, they shall be capable of being opened outwards or
b) The minimum capacity of the fire pump is to be be constructed as sliding doors
20 m3/h.
b) cabin doors shall be made in such a way that they can
c) If the fire pump is located in the engine room, a second also be unlocked from the outside at any time
power-driven fire pump must be provided outside the c) powered doors shall open easily in the event of failure
engine room. The pump drive must be independent of of the power supply to this mechanism.
the engine room, and the pump capacity must conform
to items a) and b) above. 3.8.3 Stairs
Connections in the piping system with the engine room Stairs and their landings in the passenger areas shall comply
must be capable of being shut off from outside at the with the following provisions:
point of entry into the engine room.
a) they shall be designed and constructed in accordance
A portable pump may be accepted, provided that a per- with applicable statutory Regulations and/or recognized
manently installed pump is available in the engine standards
room.
b) where there is not at least one staircase on each side of
d) Two fire hoses with dual-purpose nozzles are to be the vessel in the same room, they shall lie in the safe
located in hose boxes in both fore ship and aft ship. Fur- area.
ther fire hoses may be required depending on the size
and structural features of the vessel. 3.8.4 Escape routes
Escape routes shall comply with the following require-
3.7.2 Portable fire extinguishers ments:
a) One additional fire extinguisher is to be provided for: a) stairways, exits and emergency exits shall be so dis-
posed that, in the event of a fire in any given area, the
each unit of 120 m2, or part thereof, of the gross other areas may be evacuated safely
floor area in passenger areas
b) the escape routes shall lead by the shortest route to mus-
each group of 10 cabins, or part thereof. ter areas
b) Galleys and shops shall, depending on their size and c) escape routes shall not lead through engine rooms or
contents, be provided with additional fire extinguishers. galleys
c) These additional fire extinguishers are to be installed d) there shall be no rungs, ladders or the like installed at
and distributed on the vessel so that, in the event of fire any point along the escape routes
starting at any point and at any time, a fire extinguisher
e) doors to escape routes shall be constructed in such a
can be reached immediately.
way as not to reduce the minimum width of the escape
route
3.7.3 Fixed gas fire extinguishing systems
f) escape routes and emergency exits shall be clearly
Machinery spaces containing internal combustion engines, signed.
and oil fired boilers shall be provided with a fixed gas fire
extinguishing system in compliance with Pt C, Ch 3, Sec 4, 3.8.5 Bulwark and railing
[4].
Parts of the deck intended for passengers, and which are not
enclosed, shall comply with the following requirements:
3.7.4 Automatic pressure water spraying system
a) they shall be surrounded by a fixed bulwark or guard
Where installed, automatic pressure water spraying systems
rail in compliance with Pt B, Ch 7, Sec 2
for the passenger area must be ready for operation at all
times when passengers are on board. No additional mea- b) openings and equipment for embarking or disembarking
sures on the part of the crew must be needed to actuate the and also openings for loading or unloading shall be
system. such that they can be secured.
As a precondition for changing the ballast whilst under way, Table 3 : Area A under the curve of righting lever arm
the requirement of [5.2.3], item d), shall be proven for the
following load condition: Case A, in mrad
50% fuel and fresh water 2 15 < max < 30 0,035 + 0,001 (30 max)
and max f up to angle max
50% waste water
3 15 < f < 30 0,035 + 0,001 (30 f)
all other liquid (including ballast) tanks are considered and max > f up to angle f
filled to 50%.
4 max 30 and f 30 0,035 to angle = 30
list angle of max (mom + 3) and must not be less than where:
0,20 m. However, in case f < max , the righting lever P : Total weight of persons on board, in t, calcu-
arm at the downflooding angle f must not be less than lated by adding up the maximum permitted
0,20 m. number of passengers and the maximum num-
b) The downflooding angle f must not be less than ber of shipboard personnel and crew under nor-
mom + 3. mal operating conditions, assuming an average
weight per person of 0,075 t
c) The area A under the curve of the righting lever arm y : Lateral distance, in m, of center of gravity of
shall, depending on the position of f and max , reach at total weight of persons P from center line
least the values given in Tab 3, where:
yi : Lateral distance, in m, of geometrical center of
: List angle area Ai from center line
f : List angle, at which openings in the hull, in Pi : Weight of persons accumulated on area Ai, in t:
the superstructure or deck houses which Pi = 0,075 ni Ai
cannot be closed so as to be weathertight, with:
submerge
Ai : Area, in m2, occupied by persons
max : List angle at which the maximum righting ni : Number of persons per square metre:
lever arm occurs
for free deck areas and deck areas with
mom : Maximum list angle defined in item e) movable furniture: ni = 3,75
A : Area beneath the curve of the righting lever for deck areas with fixed seating furniture
arms. such as benches: ni shall be calculated by
assuming an area of 0,50 m in width and
d) The metacentric height at the start, GM0 , corrected by 0,75 m in seat depth per person.
the effect of the free surfaces in liquid tanks, shall not be
The calculation shall be carried out for an accumulation of
less than 0,15 m.
persons both to starboard and to port.
e) In each of the following two cases, the list angle mom The distribution of persons shall correspond to the most
shall not be in excess of the value of 12: unfavorable one from the point of view of stability. Cabins
in application of the heeling moment due to persons shall be assumed unoccupied for the calculation of the per-
and wind according to [5.2.4] and [5.2.5] son moment.
For calculation of the loading cases, the centre of gravity of
in application of the heeling moment due to persons
a person should be taken as 1 m above the lowest point of
and turning according to [5.2.4] and [5.2.6].
the deck at 1/2 LWL , ignoring any deck curvature and
f) For a heeling moment resulting from moments due to assuming a weight of 0,075 t per person.
persons, wind and turning according to [5.2.4], [5.2.5] A detailed calculation of deck areas which are occupied by
and [5.2.6], the residual freeboard shall be not less than persons may be dispensed with if the following values are
200 mm. used:
g) For vessels with windows or other openings in the hull y=B/2
located below the bulkhead decks and not closed P = 1,5 nmax 0,075
watertight, the residual safety clearance shall be at least
100 mm on the application of the heeling moments where:
resulting from item f). nmax : Maximum permitted number of persons.
5.2.5 Moment due to lateral wind pressure 5.2.6 Turning circle moment
The moment MW , in kNm, due to lateral wind pressure is to The moment Mdr , in kNm, due to centrifugal force caused
be determined by the following formula: by the turning circle, is to be determined by the following
formula:
MW = pWD AW (W + T/2)
2
0, 0347C B v
- KG ---
where: T
M dr = -----------------------------------
L WL 2
pWD : Specific wind pressure, in kN/m2, defined in
Tab 4 If not known, the block coefficient CB is to be taken as 1,0.
AW : Lateral area above water, in m 2
For vessels with special propulsion systems (rudder-propel-
W : Distance, in m, of the centre of gravity of area ler, water-jet, cycloidal-propeller and bow-thruster), Mdr
AW , from the draught mark. shall be derived from full-scale or model tests or else from
corresponding calculations.
Table 4 : Specific wind pressure pWD
5.3 Damage stability
Range of navigation pWD , in kN/m2
IN(0,6 < x 2)
5.3.1 Depending on the vessel design and operating condi-
0,3 n0,5
tions, proof of sufficient damage stability according to Ch 1,
IN(0), IN(0,6) 0,25n Sec 6, [9.3] may be required by the Society.
Chapter 3
SECTION 1 GENERAL
SECTION 2 DG-G
SECTION 3 DG-C
SECTION 4 DG-N
SECTION 5 OIL SEPARATOR VESSEL
SECTION 7 DG
SECTION 8 DGL
SECTION 9 DGD
APPENDIX 1 DEFINITIONS
SECTION 1 GENERAL
Symbols
will be specially considered by the Society on a case-by- Class 5 Oxidizing substances and organic peroxides
case basis, taking into account the level of encountered 5.1 Oxidizing substances
risks in handling and transporting dangerous substances 5.2 Organic peroxides
intended to be carried together with anticipated counter- Class 6 Toxic and infectious substances
measures. 6.1 Toxic substances
6.2 Infectious substances
1.1.5 General or specific definitions used for the purposes
of these Rules are given in Ch 3, App 1. Class 7 Radioactive material
Class 8 Corrosive substances
2 Classification Class 9 Miscellaneous dangerous substances and articles
3.1.2 Carriage in containers, in intermediate bulk 4.1.2 Substances which, according to column (6) of Ch 3,
containers (IBCs) and in large packagings, in App 3, Tab 2, have to be carried in a tank vessel of N type
MEGCs, in portable tanks and in tank- open, may also be carried in a tank vessel of N type open
containers
with flame arresters, N type closed, C type or G type pro-
The carriage of containers, IBCs, large packagings, MEGCs, vided that all other conditions of carriage prescribed for
portable tanks and tank containers shall be in accordance
tank vessels of N type open, as well as all other conditions
with the provisions of the statutory Regulations or a recog-
of carriage required for these substances in Ch 3, App 3,
nized standard applicable to the carriage of packages.
Tab 2 are met.
3.1.3 Vehicles and wagons
The carriage of vehicles and wagons shall be in accordance 4.1.3 Substances which, according to column (6) of Ch 3,
with the provisions of the statutory Regulations or a recog- App 3, Tab 2, have to be carried in a tank vessel of N type
nized standard applicable to the carriage of packages. open with flame arresters, may also be carried in tank ves-
sels of N type closed, C type or G type provided that all
3.1.4 Carriage in bulk other conditions of carriage prescribed for tank vessels of N
The dangerous goods may be carried in bulk only if permit- type open with flame arresters, as well as all other condi-
ted by the applicable provisions of the statutory Regulations tions of carriage required for these substances in Ch 3, App
or a recognized standard. 3, Tab 2 are met.
4.2 Carriage of dangerous substances not 4.4.4 The vessels not carrying dangerous goods shall com-
listed in Ch 3, App 3, Tab 2 ply with the requirements of Ch 3, Sec 9.
4.2.1 The requirements of this Chapter are also applicable 4.5 Types of tank vessels
to substances, which may be considered to come within the
scope of these Rules, but are not at present listed in Ch 3, 4.5.1 Tank vessel varieties
App 3, Tab 2.
The tank vessel type, cargo tank design and cargo tank type
Depending on the tank vessel design, construction and are to be determined in compliance with Ch 3, App 3, Tab
equipment, the Society may authorize the carriage of these 2.
substances, if their handling and transport conditions are
found satisfactory. The basic tank types and their structural configuration are
defined in Tab 2, where Txy is defined as follows:
4.3 Permitted vessels T : Type of tank vessel, equal to (see Ch 3, App 3,
Tab 2, column (6)):
4.3.1 Dangerous goods may be carried in tank vessels of N G for DG-G tank vessel
type, C type or G type in accordance with the applicable
requirements of Ch 3, Sec 2 to Ch 3, Sec 6. The type of tank C for DG-C tank vessel
vessel to be used is specified in Ch 3, App 3, Tab 2 and in N for DG-N tank vessel
[4.1]. x : Cargo tank design, equal to (see Ch 3, App 3,
Tab 2, column (7)):
4.3.2 The substances accepted for carriage in the vessel
will be indicated in a list issued by the Society. 1 for pressure tank
2 for closed cargo tank
4.3.3 The relief pressure of the safety valves or of the high-
velocity vent valves, the design pressure and the test pres- 3 for open cargo tank with flame arrester
sure of cargo tanks will be indicated. 4 for open cargo tank
y : Cargo tank type, equal to (see Ch 3, App 3, Tab
4.4 Pushed convoys and side-by-side 2, column (8)):
formations 1 for independent cargo tank
4.4.1 Where a convoy or side-by-side formation comprises 2 for integral cargo tank
at least one vessel carrying liquid dangerous goods, the 3 for cargo tank with walls distinct from the
requirements [6.3.2] to [6.3.4] apply. outer hull.
4.4.2 The Vessels carrying dangerous goods shall comply
with the requirements of [4.3]. 4.6 Pressure cargo tanks
4.4.3 The propulsion vessel shall comply with the require- 4.6.1 Scantling and arrangements of pressure cargo tanks
ments of Ch 3, Sec 8. are to be in compliance with Pt C, Ch 1, Sec 3.
4.7 Blanketing of the cargo and inerting 4.8.6 The use of wood or plastic materials within the cargo
area is only permitted for supports and stops of any kind.
4.7.1 In cargo tanks and the corresponding piping, inerting
in the gaseous phase or blanketing of the cargo may be nec- 4.8.7 The use of plastic materials or rubber within the
essary. Inerting and blanketing of the cargo are defined in cargo area is only permitted for:
[6.6.2] and [6.6.3]. coating of cargo tanks and of pipes for loading and
unloading
4.7.2 Inerting
all kinds of gaskets (e.g. for dome or hatch covers)
Cargo tanks and the corresponding piping and other spaces
for which inerting is prescribed in column (20) of Ch 3, App electric cables
3, Tab 2 are filled with gases or vapours which prevent hoses for loading and unloading
combustion, do not react with the cargo and maintain this
state. insulation of cargo tanks and of hoses for loading and
unloading.
4.7.3 Blanketing
4.8.8 All permanently fitted materials in the accommoda-
Spaces in the cargo tanks above the cargo and the corre-
tion or wheelhouse, with the exception of furniture, shall
sponding piping are filled with a liquid, gas or vapour so
not readily ignite. They shall not evolve fumes or toxic gases
that the cargo is separated from the air and this state is
in dangerous quantities, if involved in a fire.
maintained.
4.8.9 The paint used in the cargo area shall not be liable to
4.8 Materials of construction produce sparks in case of impact.
4.8.1 The vessel's hull and the cargo tanks must be con- 4.8.10 The use of plastic material for vessel's boats is per-
structed of hull structural steel conforming to the applicable mitted only if the material does not readily ignite.
requirements of NR216 Materials and Welding (see also Pt B,
Ch 2, Sec 3) or other at least equivalent metal.
5 Certification, inspection and testing
4.8.2 The independent cargo tanks may also be con- of cargo system
structed of other materials provided these have at least
equivalent mechanical properties and resistance against the 5.1 Application
effects of temperature and fire.
5.1.1 The provisions of this Article are related to cargo pip-
4.8.3 Every part of the vessel including any installation and ing and other equipment fitted in the cargo area. They sup-
equipment which may come into contact with the cargo plement those given in Pt C, Ch 1, Sec 10, [20] for piping
shall consist of materials which can neither be dangerously systems.
affected by the cargo nor cause decomposition of the cargo
or react with it so as to form harmful or hazardous products.
5.2 Type approval
4.8.4 Venting pipes and gas discharge pipes shall be pro-
tected against corrosion. 5.2.1 The following cargo system equipment and installa-
tions are subject to type approval:
4.8.5 The use of wood, aluminium alloys or synthetic mate- expansion joints and cargo hoses
rials within the cargo area is only permitted for:
gas-tight penetration glands
gangways and external ladders
cargo tank P/V and high velocity valves: to be tested
movable items of equipment (aluminium gauging rods according to European Standard EN 12874 (1999) or
are, however permitted, provided that they are fitted equivalent standard
with brass feet or protected in another way to avoid
sparking) gas detection system
SECTION 2 DG-G
Symbols
2.3 Accommodation and service spaces 2.3.2 Entrances to spaces and openings of superstructures
shall not face the cargo area. Doors opening outward and
2.3.1 Accommodation spaces and the wheelhouse shall be not located in a recess the depth of which is at least equal to
located outside the cargo area forward of the fore vertical the width of the doors shall have their hinges facing the
plane or abaft the aft vertical plane bounding the part of cargo area.
cargo area below deck. Windows of the wheelhouse which
are located not less than 1,00 m above the bottom of the 2.3.3 Entrances from the deck and openings of spaces fac-
wheelhouse may tilt forward. ing the weather shall be capable of being closed.
2.3.4 Entrances and windows of superstructures and the access hatches and ventilation inlets can be closed
accommodation spaces which can be opened as well as from the outside
other openings of these spaces shall be located not less than
all pipes for loading and unloading (at the suction side
2,00 m from any hazardous area comparable to zone 0 or
and delivery side) are led through the deck above the
1. No wheelhouse doors and windows shall be located
pump-room. The necessary operation of the control
within 2,00 m from any hazardous area comparable to zone
devices in the pump-room, starting of pumps or com-
0 or 1, except where there is no direct connection between
pressors and control of the liquid flow rate shall be
the wheelhouse and the accommodation.
effected from the deck
2.3.5 the system is fully integrated in the gas and liquid piping
system
a) Driving shafts of the bilge or ballast pumps may pene-
the cargo pump-room is provided with a permanent gas
trate through the bulkhead between the service space
detection system which automatically indicates the
and the engine room, provided the arrangement of the
presence of explosive gases or lack of oxygen by means
service space is in compliance with [2.4.6].
of direct-measuring sensors and which actuates a visual
b) The penetration of the shaft through the bulkhead shall and audible alarm when the gas concentration has
be gastight and shall have been approved by the Society. reached 20% of the lower explosive limit. The sensors of
this system shall be placed at suitable positions at the
c) Penetrations through the bulkhead between the engine bottom and directly below the deck.
room and the service space in the cargo area, and the
bulkhead between the engine room and the hold spaces Measurement shall be continuous.
may be provided for electrical cables, hydraulic lines
The audible and visual alarms are installed in the wheel-
and piping for measuring, control and alarm systems,
house and in the cargo pump-room and, when the
provided that the penetrations have been approved by
alarm is actuated, the loading and unloading system is
the Society. The penetrations shall be gastight. Penetra-
shut down. Failure of the gas detection system shall be
tions through a bulkhead with a A-60 fire protection
immediately signalled in the wheelhouse and on deck
insulation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an
by means of audible and visual alarms
equivalent fire protection.
the ventilation system prescribed in [2.5.3] has a capac-
d) Pipes may pass through the bulkhead between the ity of not less than 30 changes of air per hour based on
engine room and the service space in the cargo area the total volume of the service space.
provided that these are pipes between the mechanical
equipment in the engine room and the service space
which do not have any openings within the service 2.4 Hold spaces
space and which are provided with shut-off devices at
the bulkhead in the engine room. 2.4.1 The hold spaces shall be separated from the accom-
modation and service spaces outside the cargo area below
e) Notwithstanding [2.4.5], pipes from the engine room deck by bulkheads provided with a class A-60 fire protec-
may pass through the service space in the cargo area or tion insulation (see Pt C, Ch 3, Sec 1, [2.2]).
a cofferdam or a hold space or a double-hull space to
A space of not less than 0,20 m shall be provided between
the outside provided that within the service space or
the cargo tanks and the end bulkheads of the hold spaces.
cofferdam or hold space or doublehull space they are of
Where the cargo tanks have plane end bulkheads this space
the thick-walled type and have no flanges or openings.
shall be not less than 0,50 m.
f) Where a driving shaft of auxiliary machinery penetrates
through a wall located above the deck the penetration 2.4.2 The hold spaces and cargo tanks shall be capable of
shall be gastight. being inspected.
2.3.6 A service space located within the cargo area below 2.4.3 All spaces in the cargo area shall be capable of being
deck shall not be used as a cargo pump room for the vessels ventilated. Means for checking their gas-free condition shall
own gas discharging system, e.g. compressors or the com- be provided.
pressor/heat exchanger/pump combination, except where:
2.4.4 Double hull spaces and double bottoms in the cargo
the pump room is separated from the engine room or area shall be arranged for being filled with ballast water
from service spaces outside the cargo area by a coffer- only. Double bottoms may, however, be used as fuel oil
dam or a bulkhead with an A-60 fire protection insu- tanks, provided they comply with [2.7].
lation (see Pt C, Ch 3, Sec 1, [2.2]), or by a service space
or a hold space 2.4.5 The bulkheads bounding the hold spaces shall be
watertight. The cargo tanks and the bulkheads bounding the
the A-60 bulkhead required above does not include
cargo area shall have no openings or penetrations below
penetrations referred to in [2.3.5], item a)
deck. The bulkhead between the engine room and the ser-
ventilation exhaust outlets are located not less than vice spaces within the cargo area or between the engine
6,00 m from entrances and openings of the accommo- room and a hold space may be fitted with penetrations pro-
dation and service spaces vided that they conform to the requirements of [2.3.5].
2.4.9 In case the vessel has insulated cargo tanks, the hold 2.7 Oil fuel tanks
spaces shall only contain dry air to protect the insulation of
the cargo tanks against moisture. 2.7.1 When the vessel is fitted with hold spaces and double
bottoms, double bottoms within the cargo area may be
arranged as a liquid oil fuel tanks, provided their depth is
2.5 Ventilation not less than 0,60 m.
2.5.1 Each hold space shall have two openings the dimen- Oil fuel pipes and openings of such tanks are not permitted
sions and location of which shall be such as to permit effec- in the hold space.
tive ventilation of any part of the hold space. If there are no
such openings, it shall be possible to fill the hold spaces 2.7.2 Open ends of air pipes of all oil fuel tanks shall
with inert gas or dry air. extend to not less than 0,50 m above the open deck. The
open ends and the open ends of overflow pipes leading on
2.5.2 Double-hull spaces and double bottoms within the the deck shall be fitted with a protective device consisting
cargo area which are not arranged for being filled with bal- of a gauze diaphragm or a perforated plate.
last water and cofferdams between engine rooms and
pump-rooms, if they exist, shall be provided with ventila- 2.8 Exhaust pipes
tion systems.
2.8.1 Exhausts shall be evacuated from the vessel into the
2.5.3 Any service spaces located in the cargo area below open air either upwards through an exhaust pipe or through
deck shall be provided with a system of forced ventilation the shell plating. The exhaust outlet shall be located not less
with sufficient power for ensuring at least 20 changes of air than 2,00 m from any hazardous area comparable to zone 0
per hour based on the volume of the space. or 1. The exhaust pipes of engines shall be arranged so that
The ventilation exhaust ducts shall extend down to 50 mm the exhausts are led away from the vessel. The exhaust
above the bottom of the service space. The air shall be sup- pipes shall not be located within any hazardous area com-
plied through a duct at the top of the service space. The air parable to zone 0 or 1.
inlets shall be located not less than 2,00 m above the deck,
at a distance of not less than 2,00 m from tank openings and 2.8.2 Exhaust pipes shall be provided with a device pre-
6,00 m from the outlets of safety valves. venting the escape of sparks, e.g. spark arresters.
2.10.1 Cargo pump and compressor rooms must be pro- 3.1.4 Side-struts linking or supporting the load-bearing
vided with extraction type ventilation systems, independent components of the sides of the vessel with the load bearing
of other vessel's spaces, providing at least 30 cycles of air components of the longitudinal walls of cargo tanks and
change per hour. Warning notices shall be placed requiring side struts linking the load-bearing components of the ves-
that the ventilation is in operation for at least 15 minutes sels bottom with the tank bottom are prohibited.
prior to entering these spaces.
3.2 Carriage of liquefied gases under
2.10.2 Portable means must be provided for gas-freeing of
cargo tanks and other spaces not equipped with fixed venti-
pressure
lation.
3.2.1 Cargo tank design
a) Pressure vessels shall, in general, be designed as the
3 Cargo containment domed type. Fittings must be mounted on the domes or
elsewhere on the upper part of the tanks above the open
3.1 Cargo area hull design deck in the cargo area. They shall be protected against
damage and must be secured in such a way that undue
3.1.1 General stresses caused by vibration or expansion cannot occur.
In the cargo area, the vessel shall be designed either as a At least one manhole shall be arranged in the tank
double hull and double bottom vessel, or as a single hull dome or as a separate dome with the access opening
vessel, according to [3.1.2] to [3.1.4]. located on the open deck.
Alternative constructions will be specially considered by b) Pressure independent built-in cylindrical tanks shall
the Society on a case-by-case basis. have a length to diameter ratio 7.
3.1.2 Double hull vessel c) The pressure tanks shall be designed for a cargo temper-
ature of +40C.
Vessels with double hull and double bottom shall comply
with the following:
3.2.2 Insulation
the internal distance between the side platings of the
The insulation of pressure vessels is to be made of approved
vessel and the longitudinal bulkheads shall not be less
material covered with a vapour barrier of low flame spread
than 0,80 m
type.
the height of the double bottom shall not be less than
0,60 m 3.2.3 Coating
the cargo tanks shall be supported by saddles extending Pressure vessels shall be painted externally for protection
between the tanks to not less than 20 below the hori- against corrosion. Uninsulated or unprotected portions on
zontal centreline of the cargo tanks. the open deck shall be coated with reflecting paints.
3.2.4 Maximum filling 3.4.3 Where the list of substances accepted for carriage in
With the cargo at the reference temperature specified in the tanker includes those for which anti-explosion protec-
[1.4], pressure vessels may not be filled to more than 91% tion is prescribed in column (17) of Ch 3, App 3, Tab 2, the
for un-cooled and 95% for cooled carriage. closing devices normally used in loading and unloading
operations shall not be capable of producing sparks when
3.2.5 Name plates operated.
Each pressure vessel must bear a name plate showing the 3.4.4 Each tank in which refrigerated substances are car-
following data: ried shall be equipped with a safety system to prevent unau-
name of manufacturer, serial number, year of manufac- thorized vacuum or overpressure.
ture
cubic capacity, in m3 4 Cargo piping system
design pressure and test pressure, in bar
4.1 General
certificate No., month and year of test
4.1.1 Pumps, compressors and accessory loading and
stamp of certifying firm
unloading piping shall be placed in an area between the
lowest operation temperature, in C fore vertical plane and the aft vertical plane bounding the
vapour pressure, in bar at reference temperature, in C. part of the cargo area below deck. Cargo pumps and com-
pressors shall be capable of being shut down from this area
The name plates must be legible from the deck. and, in addition, from a position outside this area. Cargo
pumps and compressors situated on deck shall be located
not less than 6,00 m from entrances to, or openings of, the
3.3 Carriage of refrigerated liquefied gases accommodation and service spaces outside any hazardous
area comparable to zone 0 or 1.
3.3.1 Requirements as set out in the applicable statutory
Regulations or a recognized standard are to be observed.
4.2 Arrangement of cargo piping
Further individual requirements are to be decided in con-
sultation with the Society on a case by case basis in accor- 4.2.1 Piping for loading and unloading shall be indepen-
dance with the provisions for liquefied gas tankers laid dent of any other piping of the vessel. No cargo piping shall
down in the Society's Rules. be located below deck, except those inside the cargo tanks
and in the service spaces intended for the installation of the
3.3.2 Refrigerated cargo tanks and cargo tanks used for the vessels own gas discharging system.
transport of refrigerated liquefied gases shall be installed
only in hold spaces bounded by double hull spaces and 4.2.2 Piping for loading and unloading shall be clearly dis-
double bottom. tinguishable from other piping, e.g. by means of colour
marking.
3.3.3 Cargo tanks intended to contain products at a tem-
perature below 10C shall be suitably insulated to ensure 4.2.3 The piping for loading and unloading on deck, the
that the temperature of the vessels structure does not fall venting pipes with the exception of the shore connections
below the minimum allowable material design temperature. but including the safety valves, and the valves shall be
The insulation material shall be resistant to flame spread. located within the longitudinal line formed by the outer
boundaries of the domes and not less than B/4 from the
outer shell. This requirement does not apply to the relief
3.4 Cargo tank openings pipes situated behind the safety valves. If there is, however,
only one dome athwartships, these pipes and their valves
3.4.1 shall be located at a distance not less than 2,70 m.
a) Cargo tank openings shall be located on deck in the
cargo area. 4.2.4 Where cargo tanks are placed side by side, all the
connections to the domes shall be located on the inner side
b) Cargo tank openings with a cross-section greater than of the domes. The external connections may be located on
0,10 m2 shall be located not less than 0,50 m above the the fore and aft centre line of the dome. The shut-off devices
deck. of the loading and unloading piping shall be duplicated,
one of the devices being constituted by a remote-controlled
3.4.2 The exhaust outlets of the pressure relief valves shall quick-action stop device. When the inside diameter of a
be located not less than 2,00 m above the deck at a dis- shut-off device is less than 50 mm this device may be
tance of not less than 6,00 m from the accommodation and regarded as a safety against bursts in the piping.
from the service spaces located outside any hazardous area
comparable to zone 0 or 1. This height may be reduced 4.2.5 The shore connections shall be located not less than
when within a radius of 1,00 m round the pressure relief 6 m from the entrances to or openings of, the accommoda-
valve outlet there is no equipment, no work is being carried tion and service spaces outside any hazardous area compa-
out and signs indicate the area. rable to zone 0 or 1.
4.2.6 Each shore connection of the venting pipe and shore 5 Cargo pressure and temperature
connections of the piping for loading and unloading,
through which the loading or unloading operation is carried
control
out, shall be fitted with a shut-off device and a quick-action
stop valve. However, each shore connection shall be fitted 5.1 Regulation of cargo pressure and
with a blind flange when it is not in operation. temperature
4.2.7 The distance referred to in [4.1.1] and [4.2.5] may be
5.1.1 Unless the entire cargo system is designed to resist
reduced to 3,00 m if a transverse bulkhead complying with
the full effective vapour pressure of the cargo at the upper
[2.1.2] is situated at the end of the cargo area. The openings
limits of the ambient design temperatures, the pressure of
shall be provided with doors.
the tanks shall be kept below the permissible maximum set
pressure of the safety valves, by one or more of the follow-
4.2.8 Piping for loading and unloading, and venting pipes, ing means:
shall not have flexible connections fitted with sliding seals.
a system for the regulation of cargo tank pressure using
4.2.9 Use of the cargo piping for ballasting purposes shall mechanical refrigeration
not be possible. a system ensuring safety in the event of the heating or
increase in pressure of the cargo. The insulation or the
4.2.10 For transport of refrigerated liquefied gases: design pressure of the cargo tank, or the combination of
these two elements, shall be such as to leave an ade-
a) The piping for loading and unloading and cargo tanks quate margin for the operating period and the tempera-
shall be protected from excessive stresses due to thermal tures expected; in each case the system shall be deemed
movement and from movements of the tank and hull acceptable by the Society and shall ensure safety for a
structure. minimum time of three times the operation period
b) Where necessary, piping for loading and unloading for UN No. 1972 only, and when the use of LNG as fuel
shall be thermally insulated from the adjacent hull is authorized, a system for the regulation of cargo tank
structure to prevent the temperature of the hull falling pressure whereby the boil-off vapours are utilized as
below the design temperature of the hull material. fuel
c) All piping for loading and unloading, which may be other systems deemed acceptable by the Society.
closed off at each end when containing liquid (residue),
shall be provided with safety valves. These safety valves
5.1.2 The systems prescribed in [5.1.1] shall be con-
shall discharge into the cargo tanks and shall be pro-
structed, installed and tested to the satisfaction of the Soci-
tected against inadvertent closing.
ety. The materials used in their construction shall be
compatible with the cargoes to be carried. For normal ser-
4.3 Accessories vice, the upper ambient design temperature limits shall be:
air: +30C
4.3.1 Cargo tank connections for gauging or measuring
devices need not to be equipped with excess flow or emer- water: +20C.
gency shut-off valves, provided that the devices are so con-
structed that the outward flow of tank contents cannot
exceed that passed by a 1,5 mm diameter circular hole. 5.2 Refrigeration system
The stop valves or other shut-off devices of the pipes for 5.2.1 The refrigeration system referred to in [5.1.1] shall be
loading and unloading shall indicate whether they are open composed of one or more units capable of keeping the pres-
or shut. sure and temperature of the cargo at the upper limits of the
ambient design temperatures at the prescribed level. Unless
4.3.2 The piping for loading and unloading shall be fitted another means of regulating cargo pressure and tempera-
with pressure gauges at the inlet and outlet of the pump. ture deemed satisfactory by the Society is provided, provi-
sion shall be made for one or more stand-by units with an
Reading of the pressure gauges shall be possible from the output at least equal to that of the largest prescribed unit.
control position of the vessels own gas discharging system. Provision shall be made for a stand-by heat-exchanger
The maximum permissible overpressure or vacuum shall be unless the systems normal heat-exchanger has a surplus
indicated by a measuring device. capacity equal to at least 25% of the largest prescribed
capacity.
4.4 Bonding Cargo tanks, piping and accessories shall be insulated so
that, in the event of a failure of all cargo refrigeration sys-
4.4.1 Every component of the pipes for loading and tems, the entire cargo remains for at least 52 hours in a con-
unloading shall be electrically connected to the hull. dition not causing the safety valves to open.
5.2.2 When several refrigerated cargoes with a potentially F : Fire exposure factor for different cargo tank
dangerous chemical reaction are carried simultaneously, types:
particular care shall be given to the refrigeration systems so F = 1,0 for uninsulated tanks located on deck
as to prevent any mixing of the cargoes. For the carriage of
F = 0,5 for tanks above the deck when insu-
such cargoes, separate refrigeration systems, each including
lation is approved by the Society (approval
the full stand-by unit referred to in [5.2.1], shall be provided
will be based on the use of an approved fire
for each cargo.
proofing material, the thermal conductance
5.2.3 When several refrigerated cargoes are not soluble in of insulation, and its stability under fire
each other under conditions of carriage such that their exposure)
vapour pressures are added together in the event of mixing, F = 0,5 for uninsulated independent tanks
particular care shall be given to the refrigeration systems to installed in holds
prevent any mixing of the cargoes. F = 0,2 for insulated independent tanks in
holds (or uninsulated independent tanks in
5.2.4 All primary and secondary coolant fluids shall be insulated holds)
compatible with each other and with the cargo with which
F = 0,1 for insulated independent tanks in
they may come into contact.
inerted holds (or uninsulated independent
5.2.5 When the refrigeration system is installed in a sepa- tanks in inerted, insulated holds).
rate service space, this service space shall meet the require- For independent tanks partly protruding through
ments of [2.3.6]. the open deck, the fire exposure factor is to be
determined on the basis of the surface areas
5.3 Water spray system above and below deck
G : Gas factor defined as:
5.3.1 When water spraying is required in column (9) of Ch
12, 4 ZT
3, App 3, Tab 2, a water spray system shall be installed in G = ------------- -------
rD M
the cargo area on deck for the purpose of reducing gases
given off by the cargo by spraying water. with:
T : Temperature in K (= 273 + C) at the
5.3.2 The system shall be fitted with a connection device relieving conditions, i.e. 120% of
for supply from the shore. The spray nozzles shall be so the setting pressure
installed that released gases are precipitated safely. The sys-
r : Latent heat of the material being
tem shall be capable of being put into operation from the
vaporized at relieving conditions, in
wheelhouse and from the deck. The capacity of the water-
kJ/kg
spray system shall be such that when all the spray nozzles
are in operation, the outflow is not less than 50 litres per D : Constant based on relation of spe-
square metre of cargo deck area and per hour. cific heats k, shown in Tab 3; if k is
not known, D = 0,606 shall be used.
6 Pressure cargo tank venting system The constant D may also be calcu-
lated by the following formula:
k+1
6.1 Safety valves ------------
k ------------
2 k1
D =
k + 1
6.1.1 The highest part of the vapour space (tank dome) of
pressure vessels with a capacity of less than 20 m3 is to be Z : Compressibility factor of the gas at
fitted with at least one, and pressure vessels with a capacity relieving conditions; if not known,
of more than 20 m3 two independent, spring loaded safety Z = 1,0 shall be used
valves. Means must be provided to prevent the accumula- M : Molecular weight of the product
tion of liquid cargo in the pipe upstream to the safety valves A : External surface area of the tank in, m2, for dif-
taking into account the vessel's trim and list. ferent tank types:
for body of revolution type tanks, A is the
6.2 Discharge capacity of safety valves external surface area
for other than bodies of revolution type
6.2.1 The total discharge capacity of the safety valves shall
tanks, A is the external surface area less the
be according to the formula hereafter. During blowing
projected bottom surface area
down the pressure in the tank shall not rise more than 20%
above the maximum allowable relief valve setting (MARVS). for tanks consisting of an array of pressure
vessels tanks, A is the external surface area
Q = F G A0,82
of the hold less its projected bottom area
where: insulation on the tank structure, A is the
Q : Minimum required equivalent discharge rate of external surface area of the array of pressure
air, in m3/s, at standard conditions of 273K and vessels excluding insulation, less the pro-
1,013 bar jected bottom area as shown in Fig 1.
6.2.2 The setting of the pressure relief valves is not to be 8.1.2 Every insulated distribution network shall be fitted
higher than the maximum pressure for which the cargo tank with an automatic device with a visual and audible alarm
is designed. for checking the insulation level.
6.2.3 It is recommended that a device may be fitted 8.1.3 For the selection of electrical equipment to be used in
enabling one safety valve at a time to be isolated for a short zones presenting an explosion risk, the explosion groups
period for repair/maintenance. In this case, however, at and temperature classes assigned to the substances carried
least half the required safety valve cross-section must in the list of substances shall be taken into consideration
remain operative. (see columns (15) and (16) of Ch 3, App 3, Tab 2).
8.2 Type and location of electrical equipment 4) electrical installations in the accommodation, the
wheelhouse or the service spaces, if:
8.2.1 Where the list of substances accepted for carriage in these spaces are fitted with a ventilation system
the tanker includes those for which anti-explosion protec- ensuring an overpressure of 0,1 kPa (0,001 bar)
tion is prescribed in column (17) of Ch 3, App 3, Tab 2, the and none of the windows is capable of being
following requirements apply: opened; the air intakes of the ventilation system
located as far away as possible, however, not
a) Only measuring, regulation and alarm devices of the
less than 6,00 m from any hazardous area com-
EEx (ia) type of protection may be installed in cargo
parable to zone 0 or 1 and not less than 2,00 m
tanks and pipes for loading and unloading (comparable
above the deck
to zone 0)
the spaces are fitted with a gas detection system
b) Only the following equipment may be installed in the with sensors:
cofferdams, double hull spaces, double bottoms and
- at the suction inlets of the ventilation system
hold spaces (comparable to zone 1):
- directly at the top edge of the sill of the
measuring, regulation and alarm devices of the cer- entrance doors of the accommodation and
tified safe type service spaces
lighting appliances of the flame-proof enclosure or the gas concentration measurement is continuous
apparatus protected by pressurization type of pro- when the gas concentration reaches 20% of the
tection lower explosive limit, the ventilators shall be
hermetically sealed echo sounding devices the switched off. In such a case and when the over-
cables of which are led through thick-walled steel pressure is not maintained or in the event of fail-
tubes with gastight connections up to the main deck ure of the gas detection system, the electrical
installations which do not comply with item a)
cables for the active cathodic protection of the shell above, shall be switched off. These operations
plating in protective steel tubes such as those pro- shall be performed immediately and automati-
vided for echo sounding devices cally and activate the emergency lighting in the
c) Only the following equipment may be installed in the accommodation, the wheelhouse and the ser-
service spaces in the cargo area below deck (compara- vice spaces, which shall comply at least with the
ble to zone 1): limited explosion risk type. The switching-off
shall be indicated in the accommodation and
measuring, regulation and alarm devices of the cer- wheelhouse by visual and audible signals
tified safe type
the ventilation system, the gas detection system
lighting appliances of the flame-proof enclosure or and the alarm of the switch-off device fully com-
apparatus protected by pressurization type of pro- ply with the requirements of item a) above
tection the automatic switch-off device is set so that no
motors driving essential equipment such as ballast automatic switching-off may occur while the
pumps; they shall be of the certified safe type vessel is under way.
d) The control and protective equipment of the electrical 8.2.3 The electrical equipment which does not meet the
equipment referred to in a), b) and c) above shall be requirements set out in [8.2.2] together with its switches
located outside the cargo area if they are not intrinsi- shall be marked in red. The disconnection of such equip-
cally safe ment shall be operated from a centralized location on
board.
e) The electrical equipment in the cargo area on deck
(comparable to zone 1) shall be of the certified safe type. 8.2.4 An electric generator which is permanently driven by
an engine and which does not meet the requirements of
8.2.2 The following requirements apply to electrical equip- [8.2.2], shall be fitted with a switch capable of shutting
ment outside hazardous areas comparable to zone 0 or 1: down the excitation of the generator. A notice board with
a) Electrical equipment used during loading, unloading the operating instructions shall be displayed near the
and gas-freeing during berthing shall be at least of the switch.
limited explosion risk type.
8.2.5 Sockets for the connection of signal lights and gang-
b) This provision does not apply to: way lighting shall be permanently fitted to the vessel close
to the signal mast or the gangway. Connecting and discon-
1) lighting installations in the accommodation, except necting shall not be possible except when the sockets are
for switches near entrances to accommodation not live.
2) radiotelephone installations in the accommodation
8.2.6 The failure of the power supply for the safety and
or the wheelhouse
control equipment shall be immediately indicated by visual
3) mobile and fixed telephone installations in the and audible signals at the locations where the alarms are
accommodation or the wheelhouse usually actuated.
8.3.3 Independent cargo tanks shall be earthed. 9.2 Fire extinguishing arrangements
8.3.4 Receptacles for residual products shall be capable of 9.2.1 In addition to the requirements of Part C, Chapter 3,
being earthed. the fire extinguishing arrangements in [9.4] to [9.6] are to
be complied with.
8.4 Electrical cables
9.3 Portable fire extinguishers
8.4.1 All cables in the cargo area shall have a metallic
sheath. 9.3.1 In addition to the fire-extinguishing appliances pre-
scribed in Pt C, Ch 3, Sec 4, [2], each vessel shall be
8.4.2 Cables and sockets in any hazardous area compara- equipped with at least two additional portable fire-extin-
ble to zone 0 or 1 shall be protected against mechanical guishers having the same capacity in the cargo area.
damage.
These additional portable fire-extinguishers shall be suitable
for fighting fires involving the dangerous goods carried.
8.4.3 Movable cables are prohibited in any hazardous area
comparable to zone 0 or 1, except for intrinsically safe elec-
tric circuits or for the supply of signal lights and gangway 9.4 Fire extinguishing system
lighting.
9.4.1 A fire-extinguishing system complying with the fol-
8.4.4 Cables of intrinsically safe circuits shall only be used lowing requirements shall be installed on the vessel:
for such circuits and shall be separated from other cables It shall be supplied by two independent fire or ballast
not intended for being used in such circuits (e.g. they shall pumps, one of which shall be ready for use at any time.
not be installed together in the same string of cables and These pumps and their means of propulsion and electri-
they shall not be fixed by the same cable clamps). cal equipment shall not be installed in the same space.
8.4.5 For movable cables intended for signal lights and It shall be provided with a water main fitted with at least
gangway lighting, only sheathed cables of type H 07 RN-F three hydrants in the cargo area above deck. Three suit-
in accordance with standard IEC 60 245-4:1994 or cables able and sufficiently long hoses with spray nozzles hav-
of at least equivalent design having conductors with a cross- ing a diameter of not less than 12 mm shall be provided
section of not less than 1,5 mm2 shall be used. These cables It shall be possible to reach any point of the deck in the
shall be as short as possible and installed so that damage is cargo area simultaneously with at least two jets of water
not likely to occur. not supplied from the same hydrant.
A spring-loaded non-return valve shall be fitted to
8.5 Storage batteries ensure that no gases can escape through the fire-extin-
guishing system into the accommodation or service
spaces outside the cargo area.
8.5.1 Storage batteries shall be located outside any hazard-
ous area comparable to zone 0 or 1. The capacity of the system shall be at least sufficient for
a jet of water to have a minimum reach of not less than
the vessel's breadth from any location on board with
9 Fire protection and fire extinction two spray nozzles being used at the same time.
9.1 Fire and naked light 9.5 Fixed fire extinguishing system
9.1.1 The outlets of funnels shall be located not less than 9.5.1 In addition the machinery spaces, the cargo pump
2,00 m from any hazardous area comparable to zone 0 or room and the cargo compressor room shall be provided
1. Arrangements shall be provided to prevent the escape of with a permanently fixed fire-extinguishing system, in com-
sparks and the entry of water. pliance with Pt C, Ch 3, Sec 4, [4].
a) a level gauge 10.7.1 Each cargo tank shall be equipped with a connec-
tion for a closed-type sampling device.
b) a level alarm device which is activated at the latest
when a degree of filling of 86% is reached
10.8 Safety valves
c) a high level sensor for actuating the facility against over-
flowing at the latest when a degree of filling of 97,5% is 10.8.1 Cargo pumps and compressors must be fitted with
reached safety valves discharging to their suction side, in compli-
ance with [6.2].
d) an instrument for measuring the pressure of the gas
Pipeline sections of more than 50 litres volume which may
phase in the cargo tank
be isolated in liquid full condition are to be provided with
e) an instrument for measuring the temperature of the cargo safety relief valves. The blow-off lines are to be returned to
the cargo tanks or a blow down header.
f) a connection for a closed-type sampling device.
10.5.1 Each cargo tank shall be equipped with a pressure 11 Buoyancy and stability
indicator for the vapour space activating a high pressure
alarm when the working pressure is exceeded.
11.1 General
Pressure indicators shall be fitted on loading and discharge
lines, pumps, compressors and manifold connections 11.1.1 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt
marked with the maximum permissible working pressure. B, Ch 2, Sec 2, [3] are to be complied with.
11.1.2 Proof of sufficient stability shall be furnished includ- the lower edge of any non-watertight opening (e.g.
ing for stability in damaged condition. windows, doors and access hatchways) shall, at the
final stage of flooding, be not less than 0,10 m
11.1.3 The basic values for the stability calculation (the above the damage waterline.
vessels lightweight and location of the centre of gravity)
shall be determined in compliance with Pt B, Ch 2, Sec 2, 11.3.2 In general, permeability shall be assumed to be
[2.2]. 95%. Where an average permeability of less than 95% is
calculated for any compartment, this calculated value
11.1.4 Proof of sufficient intact stability shall be furnished obtained may be used.
for all stages of loading and unloading and for the final
loading condition for all the relative densities of the sub- However, the minimum values of permeability given in
stances transported contained in the vessel substance list Tab 4 are to be used.
according to Ch 3, Sec 1, [4.3.2].
For the main engine room only the one-compartment stan-
11.1.5 For every loading case, taking account of the actual dard need be taken into account, i.e. the end bulkheads of
fillings and floating position of cargo tanks, ballast tanks the engine room shall be assumed as not damaged.
and compartments, drinking water and sewage tanks and
tanks containing products for the operation of the vessel, Table 3 : Permeability
the vessel shall comply with the intact and damage stability
requirements. Spaces , in %
Intermediate stages during operations shall also be taken Engine rooms 85
into consideration.
Accommodation spaces 95
Double bottoms, oil fuel tanks, ballast tanks,
11.2 Intact stability etc., depending on whether, according to
their function, they have to be assumed as 0 or 95
11.2.1 The requirements for intact stability resulting from full or empty for the vessel floating at the
the damaged stability calculation shall be fully complied maximum permissible draught
with.
11.3.1 The following assumptions shall be taken into con- At the stage of equilibrium (in the final stage of flood-
sideration for the damaged condition: ing), the angle of heel is not greater than 12.
12
A 0,0065 m.rad
0,05m
SECTION 3 DG-C
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, height of not less than 0,10 m. The sills of engine room
[2.1] doors and the coamings of its access hatches shall, how-
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, ever, always have a height of not less than 0,50 m.
[2.5]
2.1.3 In the cargo area, the lower edges of door-openings
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] in the sidewalls of superstructures shall have a height of not
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] less than 0,50 m above the deck and the sills of hatches and
ventilation openings of premises located under the deck
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4]
shall have a height of not less than 0,50 m above the deck.
B2 : Breadth of the side tank, in m This requirement does not apply to access openings to dou-
D2 : Height of the double bottom, in m. ble-hull and double bottom spaces.
No A/I Documents
1 I List of substances intended to be carried with their UN number (see Ch 3, App 3, Tab 2), including all design charac-
teristics of substances and other important design conditions
2 I General arrangement plan, showing location of cargo tanks and fuel oil, ballast and other tanks, void spaces
3 A Hazardous areas plan and location of the electrical equipment installed in these areas
4 A Ventilation duct arrangement in gas-dangerous spaces and adjacent zones
5 A Details of hull structure in way of cargo tanks, including support arrangement for tanks, saddles, anti-floating and
anti-lifting devices, deck sealing arrangements, independent cargo tanks, etc.
6 A Intact and damage stability calculations
7 A Scantlings, material and arrangement of the cargo containment system
8 A Details of cargo handling system, including arrangements and details of piping and fittings
9 A Details of cargo pumps
10 A Details of temperature and pressure control systems
11 A Bilge and ballast system in cargo area
12 A Gas freeing system in cargo tanks including inert gas system
13 A Ventilation system in cargo area
14 A List of the electrical equipment installed in hazardous areas comparable to zone 0 and 1, including the following
equipment particulars: location, type of protection, type of protection against explosion, testing body and approval
number
15 A Schematic electrical wiring diagram
16 A Pressure drop calculation note
17 A Gas detection system
18 A Cargo tank instrumentation
19 A Details of fire-extinguishing appliances and systems in cargo area
20 A Arrangement drawing of the various fire bulkheads and decks with standard fire test reports for the various arrange-
ments, surface coverings, paints and similar
21 I Loading and unloading operation description, including cargo tank filling limits, where applicable
22 A Gas return system
23 A List of equipment installed in hazardous areas comparable to zone 2 which may be used during loading, unloading
and gas-freeing and red equipment
Note 1:
A = to be submitted for review
I = to be submitted for information
2.3.6 A service space located within the cargo area below 2.4.2 Hold spaces, cofferdams and cargo tanks shall be
deck shall not be used as a cargo pump room for the load- capable of being inspected.
ing and unloading system, except where:
the pump room is separated from the engine room or 2.4.3 All spaces in the cargo area shall be capable of being
from service spaces outside the cargo area by a coffer- ventilated. Means for checking their gas-free condition shall
dam or a bulkhead with an A-60 fire protection insu- be provided.
lation (see Pt C, Ch 3, Sec 1, [2.2]), or by a service space
or a hold space 2.4.4 The bulkheads bounding the cargo tanks, cofferdams
the A-60 bulkhead required above does not include and hold spaces shall be watertight. The cargo tanks and the
penetrations referred to in [2.3.5], item a) bulkheads bounding the cargo area shall have no openings
or penetrations below deck.
ventilation exhaust outlets are located not less than 6.00
m from entrances and openings of the accommodation The bulkhead between the engine room and the cofferdam
and service spaces outside the cargo area or service space in the cargo area or between the engine
the access hatches and ventilation inlets can be closed room and a hold space may be fitted with penetrations pro-
from the outside vided that they conform to the provisions of [2.3.5].
all pipes for loading and unloading as well as those of The bulkhead between the cargo tank and the cargo pump-
stripping systems are provided with shut-off devices at room below deck may be fitted with penetrations provided
the pump suction side in the cargo pump room immedi- that they conform to the provisions of [2.3.6]. The bulk-
ately at the bulkhead. The necessary operation of the heads between the cargo tanks may be fitted with penetra-
control devices in the pump room, starting of pumps tions provided that the loading or unloading pipes are fitted
and necessary control of the liquid flow rate shall be with shut-off devices in the cargo tank from which they
effected from the deck come. The shut-off devices shall be operable from the deck.
the bilge of the cargo pump room is equipped with a
gauging device for measuring the filling level which 2.4.5 Double hull spaces and double bottoms in the cargo
activates a visual and audible alarm in the wheelhouse area shall be arranged for being filled with ballast water
when a liquid is accumulating in the cargo pump room only. Double bottoms may, however, be used as fuel oil
bilge tanks, provided they comply with [2.7].
the cargo pump room is provided with a permanent gas
detection system which automatically indicates the 2.4.6
presence of explosive gases or lack of oxygen by means a) A cofferdam, the centre part of a cofferdam or another
of direct-measuring sensors and which actuates a visual space below deck in the cargo area may be arranged as
and audible alarm when the gas concentration has a service space, provided the bulkheads bounding the
reached 20% of the lower explosive limit. The sensors of service space extend vertically to the bottom. This ser-
this system shall be placed at suitable positions at the vice space shall only be accessible from the deck.
bottom and directly below the deck.
Measurement shall be continuous. b) The service space shall be watertight with the exception
of its access hatches and ventilation inlets.
The audible and visual alarms are installed in the wheel-
house and in the cargo pump room and, when the alarm c) No piping for loading and unloading shall be fitted
is actuated, the loading and unloading system is shut within the service space referred to under (a) above.
down. Failure of the gas detection system shall be Piping for loading and unloading may be fitted in the
immediately signalled in the wheelhouse and on deck cargo pump-rooms below deck only when they conform
by means of audible and visual alarms to the provisions of [2.3.6].
the ventilation system prescribed in [2.5.3] has a capac-
ity of not less than 30 changes of air per hour based on 2.4.7 Where service spaces are located in the cargo area
the total volume of the service space. under deck, they shall be arranged so as to be easily acces-
sible and to permit persons wearing protective clothing and
2.4 Hold spaces breathing apparatus to safely operate the service equipment
contained therein. They shall be designed so as to allow
2.4.1 The cargo tanks shall be separated by cofferdams of injured or unconscious personnel to be removed from such
at least 0,60 m in width from the accommodation, engine spaces without difficulty, if necessary by means of fixed
room and service spaces outside the cargo area below deck equipment.
or, if there are no such accommodation, engine room and
service spaces, from the vessels ends. Where the cargo 2.4.8 Cofferdams, double-hull spaces, double bottoms,
tanks are installed in a hold space, a space of not less than cargo tanks, hold spaces and other accessible spaces within
0,50 m shall be provided between such tanks and the end the cargo area shall be arranged so that they may be com-
bulkheads of the hold space. In this case an end bulkhead pletely inspected and cleaned in an appropriate manner.
meeting at least the definition for Class A-60 (see Pt C, Ch The dimensions of openings, except for those of double hull
3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam. spaces and double bottoms which do not have a wall
For pressure cargo tanks, the 0,50 m distance may be adjoining the cargo tanks, shall be in compliance with Pt B,
reduced to 0,20 m. Ch 2, Sec 1, [3.2.2].
2.5 Ventilation Oil fuel pipes and openings of such tanks are not permitted
in the hold space.
2.5.1 Each hold space shall have two openings the dimen-
sions and location of which shall be such as to permit effec- 2.7.2 The open ends of the air pipes of all oil fuel tanks
tive ventilation of any part of the hold space. If there are no shall extend to not less than 0,50 m above the open deck.
such openings, it shall be possible to fill the hold spaces Their open ends and the open ends of overflow pipes lead-
with inert gas or dry air. ing on the deck shall be fitted with a protective device con-
sisting of a gauze diaphragm or a perforated plate.
2.5.2 Double-hull spaces and double bottoms within the
cargo area which are not arranged for being filled with bal- 2.8 Exhaust pipes
last water, hold spaces and cofferdams shall be provided
with ventilation systems. 2.8.1 Exhausts shall be evacuated from the vessel into the
open air either upwards through an exhaust pipe or through
2.5.3 Any service spaces located in the cargo area below
the shell plating. The exhaust outlet shall be located not less
deck shall be provided with a system of forced ventilation
than 2,00 m from any hazardous area comparable to zone 0
with sufficient power for ensuring at least 20 changes of air
or 1. The exhaust pipes of engines shall be arranged so that
per hour based on the volume of the space.
the exhausts are led away from the vessel. The exhaust
The ventilation exhaust ducts shall extend down to 50 mm pipes shall not be located within any hazardous area com-
above the bottom of the service space. The air shall be sup- parable to zone 0 or 1.
plied through a duct at the top of the service space. The air
inlets shall be located not less than 2,00 m above the deck, 2.8.2 Exhaust pipes shall be provided with a device pre-
at a distance of not less than 2,00 m from tank openings and venting the escape of sparks, e.g. spark arresters.
6.00 m from the outlets of safety valves.
The extension pipes, which may be necessary, may be of the 2.9 Bilge pumping and ballasting
hinged type. arrangements
2.5.4 Ventilation of accommodation and service spaces 2.9.1 Bilge and ballast pumps for spaces within the cargo
shall be possible. area shall be installed within such area.
2.5.5 Ventilators used in the cargo area shall be designed This provision does not apply to:
so that no sparks may be emitted on contact of the impeller double hull spaces and double bottoms which do not
blades with the housing and no static electricity may be have a common boundary wall with the cargo tanks
generated. cofferdams, double hull spaces, hold spaces and double
bottoms where ballasting is carried out using the piping
2.5.6 All ventilation inlets of accommodation and service
of the fire fighting system in the cargo area and bilge-
spaces leading outside shall be fitted with fire flaps. Such
pumping is performed using eductors.
ventilation inlets shall be located not less than 2,00 m from
any hazardous area comparable to zone 0 or 1. 2.9.2 Where the double bottom is used as oil fuel tank, it
Ventilation inlets of service spaces in the cargo area may be shall not be connected to the bilge piping system.
located within such area.
2.9.3 Where the ballast pump is installed in the cargo area,
2.5.7 The flame-arresters prescribed in [2.11.3], [3.7.4] the standpipe and its outboard connection for suction of
and [3.7.5] shall be of a type approved for this purpose by ballast water shall be located within the cargo area but out-
the Society. side the cargo tanks.
2.6 Engines 2.9.4 A cargo pump room below deck shall be capable of
being drained in an emergency by an installation located in
2.6.1 Ventilation inlets of the engine room and, when the the cargo area and independent from any other installation.
engines do not take in air directly from the engine room, the This installation shall be provided outside the cargo pump-
air intakes of the engines shall be located not less than room.
2,00 m from any hazardous area comparable to zone 0 or 1.
2.10 Ventilation of cargo pump rooms
2.6.2 Where the list of substances accepted for carriage in
the tanker includes those for which anti-explosion protec- 2.10.1 Cargo pump rooms must be provided with extrac-
tion is prescribed in column (17) of Ch 3, App 3, Tab 2, tion type ventilation systems, independent of other vessel's
sparking shall not be possible within any hazardous area spaces, providing at least 30 cycles of air change per hour.
comparable to zone 0 or 1. Warning notices shall be placed requiring that the ventila-
tion is in operation for at least 15 minutes prior to entering
2.7 Oil fuel tanks these spaces.
2.7.1 When the vessel is provided with hold spaces, the 2.10.2 Portable means must be provided for gas-freeing of
double bottoms within these spaces may be arranged as oil cargo tanks and other spaces not equipped with fixed venti-
fuel tanks, provided their depth is not less than 0,60 m. lation.
2.11 Arrangements of cofferdams The recess shall be located at a minimum distance from
the side plating equal to one quarter of the vessels
2.11.1 Cofferdams or cofferdam compartments remaining breadth.
once a service space has been arranged in accordance with
All pipes linking the recess to the cargo tanks shall be
[2.4.6] shall be accessible through an access hatch.
fitted with shut-off devices fitted directly on the bulk-
head.
2.11.2 No fixed pipe shall permit connection between a
cofferdam and other piping of the vessel outside the cargo All the controls required for the equipment located in
area. the recess shall be activated from the deck.
2.11.3 When the list of substances on the vessel according If the recess is deeper than 0,50 m, it shall be provided
to Ch 3, Sec 1, [4.3.2] contains substances for which pro- with a permanent gas detection system which automati-
tection against explosion is required in column (17) of Ch 3, cally indicates the presence of explosive gases by means
App 3, Tab 2, the ventilation openings of cofferdams shall of direct-measuring sensors and actuates a visual and
be fitted with a flame-arrester capable of withstanding a audible alarm when the gas concentration has reached
deflagration. 20% of the lower explosion limit. The sensors of this
system shall be placed at suitable positions at the bot-
tom of the recess. Measurement shall be continuous.
3 Cargo containment
Visual and audible alarms shall be installed in the
wheelhouse and on deck and, when the alarm is actu-
3.1 General ated, the vessel loading and unloading system shall be
shut down. Failure of the gas detection system shall be
3.1.1 The scantlings and structural arrangements are to be immediately signalled in the wheelhouse and on deck
in compliance with applicable requirements of Ch 1, Sec 3, by means of visual and audible alarms.
[5] to Ch 1, Sec 3, [10].
It shall be possible to drain the recess using a system
installed on deck in the cargo area and independent of
3.2 Cargo area hull design any other system.
3.2.1 General The recess shall be provided with a level alarm device
In the cargo area, the vessel shall be designed according to which activates the draining system and triggers a visual
[3.2.1] to [3.2.10]. and audible alarm in the wheelhouse when liquid accu-
mulates at the bottom.
Alternative constructions will be specially considered by
the Society on a case-by-case basis. When the recess is located above the cofferdam, the
engine room bulkhead shall have an A-60 fire protec-
3.2.2 In the cargo area with the exception of the coffer- tion insulation (see Pt C, Ch 3, Sec 1, [2.2]).
dams, the vessel shall be designed as a flush-deck double-
When the cargo area is fitted with a water-spray system,
hull tanker, i.e. with double hull spaces and double bottoms
electrical equipment located in the recess shall be pro-
but without trunk.
tected against infiltration of water.
3.2.3 Cargo tanks independent of the vessels hull and Pipes connecting the recess to the hull shall not pass
refrigerated cargo tanks may only be installed in a hold through the cargo tanks.
space which is bounded by double hull spaces and double
bottoms in accordance with [3.2.5]. The cargo tanks shall 3.2.6 For double hull construction with the cargo tanks
not extend beyond the deck. integrated in the vessels structure, the distance between the
side wall and the inner side wall of the vessel shall be not
3.2.4 Side-struts linking or supporting the load-bearing less than 1,00 m.
components of the sides of the vessel with the load-bearing
components of the longitudinal walls of cargo tanks and
3.2.7 The mean depth of the double bottoms shall be not
side-struts linking the load-bearing components of the ves-
less than 0,70 m. It shall, however, never be less than
sels bottom with the tank-bottom are prohibited.
0,60 m.
3.2.5 A local recess in the cargo deck, contained on all
sides, with a depth greater than 0,10 m, designed to house 3.2.8 The depth of the double bottom below the suction
the loading and unloading pump, is permitted if it fulfils the wells may be reduced to 0,50 m.
following conditions:
3.2.9 When a vessel is built with cargo tanks located in the
The recess shall not be greater than 1,00 m in depth.
hold space or refrigerated cargo tanks, the distance between
The recess shall be located not less than 6,00 m from the double walls of the hold space shall not be less than
entrances to and openings of accommodation and ser- 0,80 m and the depth of the double bottom shall not be less
vice spaces outside the cargo area. than 0,60 m.
3.3 Cargo tank arrangements The gases shall be discharged upwards. The opening
pressure of the high-velocity vent valve and the opening
3.3.1 The cargo tank is to comply with the following: pressure of the vacuum valve shall be indelibly indi-
for vessels with a length not more than 50,00 m, the cated on the valves
length of a cargo tank shall not exceed 10,00 m
a connection for the safe return ashore of gases expelled
for vessels with a length of more than 50,00 m, the during loading
length of a cargo tank shall not exceed 0,20 L, where L
is the vessel rule length. This provision does not apply to a device for the safe depressurisation of the tanks. When
vessels with independent built-in cylindrical tanks hav- the list of substances on the vessel according to Ch 3,
ing a length to diameter ratio 7. Sec 1, [4.3.2] contains substances for which protection
against explosion is required in column (17) of Ch 3,
3.3.2 The capacity of a suction well shall be limited to not App 3, Tab 2, this device shall include at least a fire-
more than 0,10 m3. resistant flame arrester and a stop valve which clearly
indicates whether it is open or shut.
3.4 Integrated tank scantlings
3.6.5 Arrangement for safety devices
3.4.1 The scantlings of the integrated tank structure are to
The outlets of high-velocity vent valves shall be located not
be determined in compliance with Ch 1, Sec 3, [5].
less than 2,00 m above the deck and at a distance of not
less than 6,00 m from the accommodation and from the ser-
3.5 Independent cargo tank scantlings vice spaces outside the cargo area. This height may be
reduced when within a radius of 1,00 m round the outlet of
3.5.1 Tank scantlings
the high-velocity vent valve, there is no equipment, no
The scantlings of the independent tank structure are to be
work is being carried out and signs indicate the area. The
determined in compliance with Ch 1, Sec 3, [5.1.2].
setting of the high-velocity vent valves shall be such that
When the vessel is provided with pressure cargo tanks, during the transport operation they do not blow off until the
these tanks shall be designed in compliance with Pt C, Ch maximum permissible working pressure of the cargo tanks
1, Sec 3, for a working pressure of 400 kPa. is reached.
3.5.2 Supports and fastenings
3.6.6 Anti-explosion protection
The cargo tanks independent of the vessels hull shall be
fixed so that they cannot float. Insofar as anti-explosion protection is prescribed:
The scantlings of the tank supports and fastenings are to be a) A venting pipe connecting two or more cargo tanks
in compliance with Ch 1, Sec 3, [8]. shall be fitted, at the connection to each cargo tank,
with a flame arrester with a fixed or spring-loaded plate
3.6 Cargo tank openings stack, capable of withstanding a detonation. This equip-
ment may consist of:
3.6.1
1) a flame arrester fitted with a fixed plate stack, where
a) Cargo tank openings shall be located on deck in the
each cargo tank is fitted with a vacuum valve capa-
cargo area.
ble of withstanding a deflagration and a high-veloc-
b) Cargo tank openings with a cross-section of more than ity vent valve capable of withstanding steady
0,10 m2 and openings of safety devices for preventing burning
overpressures shall be located not less than 0,50 m
above deck. 2) a flame arrester fitted with a spring-loaded plate
stack, where each cargo tank is fitted with a vacuum
3.6.2 Cargo tank openings shall be fitted with gastight clo- valve capable of withstanding a deflagration
sures capable of withstanding the test pressure in accor-
dance with Pt B, Ch 3, Sec 4, [5]. 3) a flame arrester with a fixed plate stack
4) a flame arrester with a fixed plate stack, where the
3.6.3 Closures which are normally used during loading or
pressure-measuring device is fitted with an alarm
unloading operations shall not cause sparking when oper-
system in accordance with [10.5]
ated.
When a fire-fighting installation is permanently
3.6.4 Safety devices mounted on deck in the cargo area and can be brought
Each cargo tank or group of cargo tanks connected to a into service from the deck and from the wheelhouse,
common venting pipe shall be fitted with: flame arresters need not be required for individual cargo
safety devices for preventing unacceptable overpres- tanks.
sures or vacuums. When anti-explosion protection is
Only substances which do not mix and which do not
required in column (17) of Ch 3, App 3, Tab 2, the vac-
react dangerously with each other may be carried simul-
uum valve shall be fitted with a flame arrester capable
taneously in cargo tanks connected to a common vent-
of withstanding a deflagration and the pressure-relief
ing pipe.
valve with a high-velocity vent valve capable of with-
standing steady burning. or
b) A venting pipe connecting two or more cargo tanks 4.2.4 The piping for loading and unloading located on
shall be fitted, at the connection to each cargo tank, deck, with the exception of the shore connections shall be
with a pressure/vacuum relief valve incorporating a located not less than B/4 from the outer shell.
flame arrester capable of withstanding a detonation/def-
lagration. 4.2.5 The shore connections shall be located not less than
6,00 m from the entrances to or openings of, the accommo-
Only substances which do not mix and which do not
dation and service spaces outside any hazardous area com-
react dangerously with each other may be carried simul-
parable to zone 0 or 1.
taneously in cargo tanks connected to a common vent-
ing pipe. 4.2.6 Each shore connection of the venting pipe and shore
or connections of the piping for loading and unloading,
through which the loading or unloading operation is carried
c) An independent venting pipe for each cargo tank, fitted
out, shall be fitted with a shut-off device. However, each
with a vacuum valve incorporating a flame arrester
shore connection shall be fitted with a blind flange when it
capable of withstanding a deflagration and a high veloc-
is not in operation.
ity vent valve incorporating a flame arrester capable of
withstanding steady burning. Several different sub- 4.2.7 The flanges and stuffing boxes shall be provided with
stances may be carried simultaneously. a spray protection device.
or
4.2.8 Piping for loading and unloading, and venting pipes,
d) A vapour pipe connecting two or more cargo tanks shall shall not have flexible connections fitted with sliding seals.
be fitted, at the connection to each cargo tank, with a
shut-off device capable of withstanding a detonation, 4.2.9 The piping for loading shall extend down to the bot-
where each cargo tank is fitted with a vacuum valve tom of the tank.
capable of withstanding a deflagration and a high-
velocity vent valve capable of withstanding steady burn- 4.2.10 The distance referred to in [4.1.1] and [4.2.5] may
ing. be reduced to 3,00 m if a transverse bulkhead complying
Only substances which do not mix and which do not with [2.1.2] is situated at the end of the cargo area. The
react dangerously with each other may be carried simul- openings shall be provided with doors.
taneously in cargo tanks connected to a common vent-
4.2.11 If the vessel is carrying several dangerous sub-
ing pipe.
stances liable to react dangerously with each other, a sepa-
rate pump with its own piping for loading and unloading
4 Cargo piping system shall be installed for each substance. The piping shall not
pass through a cargo tank containing dangerous substances
4.1 General with which the substance in question is liable to react.
4.1.1 Pumps, compressors and accessory loading and 4.3 Control, monitoring and alarm devices
unloading piping shall be placed in an area between the
fore vertical plane and the aft vertical plane bounding the 4.3.1 Stop valves
part of the cargo area below deck. Cargo pumps and com- The stop valves or other shut-off devices of the pipes for
pressors shall be capable of being shut down from this area loading and unloading shall indicate whether they are open
and, in addition, from a position outside this area. Cargo or shut.
pumps and compressors situated on deck shall be located
not less than 6,00 m from entrances to, or openings of, the 4.3.2 Pressure gauges
accommodation and service spaces outside any hazardous The piping for loading and unloading shall be fitted with
area comparable to zone 0 or 1. pressure gauges at the outlet of the pumps.
The permissible maximum overpressure or vacuum value
4.2 Arrangement of cargo piping shall be indicated on each measuring device.
Pumps for tank washing systems with associated connec- 5.2 Refrigeration system
tions may be located outside the cargo area, provided the
discharge side of the system is arranged in such a way that 5.2.1 The refrigeration system referred to in [5.1.1] shall be
suction is not possible through that part. composed of one or more units capable of keeping the pres-
A spring-loaded non-return valve shall be provided to pre- sure and temperature of the cargo at the upper limits of the
vent any gases from being expelled from the cargo area ambient design temperatures at the prescribed level. Unless
through the tank washing system. another means of regulating cargo pressure and tempera-
ture deemed satisfactory by the Society is provided, provi-
4.5.2 A non-return valve shall be fitted at the junction sion shall be made for one or more stand-by units with an
between the water suction pipe and the cargo loading pipe. output at least equal to that of the largest prescribed unit.
Provision shall be made for a stand-by heat-exchanger
4.6 Permissible loading and unloading flows unless the systems normal heat-exchanger has a surplus
capacity equal to at least 25% of the largest prescribed
4.6.1 The permissible loading and unloading flows shall be capacity.
calculated.
Cargo tanks, piping and accessories shall be insulated so
4.6.2 Calculations concern the permissible maximum load- that, in the event of a failure of all cargo refrigeration sys-
ing and unloading flow for each cargo tank or each group of tems, the entire cargo remains for at least 52 hours in a con-
cargo tanks, taking into account the design of the ventila- dition not causing the safety valves to open.
tion system. These calculations shall take into consideration
the fact that in the event of an unforeseen cut-off of the gas 5.2.2 When several refrigerated cargoes with a potentially
return piping or the compensation piping of the shore facil- dangerous chemical reaction are carried simultaneously,
ity, the safety devices of the cargo tanks will prevent pres- particular care shall be given to the refrigeration systems so
sure in the cargo tanks from exceeding the following values: as to prevent any mixing of the cargoes. For the carriage of
over-pressure: 115% of the opening pressure of the such cargoes, separate refrigeration systems, each including
high-velocity vent valve; the full stand-by unit referred to in [5.2.1], shall be provided
for each cargo.
vacuum pressure: not more than the construction vac-
uum pressure but not exceeding 5 kPa
5.2.3 When several refrigerated cargoes are not soluble in
each other under conditions of carriage such that their
5 Cargo pressure and temperature vapour pressures are added together in the event of mixing,
control particular care shall be given to the refrigeration systems to
prevent any mixing of the cargoes.
5.1 Regulation of cargo pressure and
temperature 5.2.4 All primary and secondary coolant fluids shall be
compatible with each other and with the cargo with which
5.1.1 Unless the entire cargo system is designed to resist they may come into contact.
the full effective vapour pressure of the cargo at the upper
limits of the ambient design temperatures, the pressure of 5.2.5 When the refrigeration system is installed in a sepa-
the tanks shall be kept below the permissible maximum set rate service space, this service space shall meet the require-
pressure of the safety valves, by one or more of the follow- ments of [2.3.6].
ing means:
a system for the regulation of cargo tank pressure using 5.3 Cargo tank heating
mechanical refrigeration
a system ensuring safety in the event of the heating or 5.3.1 Cargo tank heating system is to be installed as a sepa-
increase in pressure of the cargo. The insulation or the rate system, equipped with a heat exchanger located in the
design pressure of the cargo tank, or the combination of cargo area. Where special heat transfer media are used this
these two elements, shall be such as to leave an ade- requirement may be dispensed with upon approval by the
quate margin for the operating period and the tempera- Society.
tures expected; in each case the system shall be deemed
acceptable by the Society and shall ensure safety for a 5.3.2 Boilers which are used for heating the cargo shall be
minimum time of three times the operation period
fuelled with a liquid fuel having a flashpoint of more than
other systems deemed acceptable by the Society. 55C. They shall be placed either in the engine room or in
another separate space below deck and outside the cargo
5.1.2 The systems prescribed in [5.1.1] shall be con- area, which is accessible from the deck or from the engine
structed, installed and tested to the satisfaction of the Soci- room.
ety. The materials used in their construction shall be
compatible with the cargoes to be carried. For normal ser-
5.3.3 The cargo heating system shall be designed so that
vice, the upper ambient design temperature limits shall be:
the cargo cannot penetrate into the boiler in the case of a
air: +30C leak in the heating coils. A cargo heating system with artifi-
water: +20C cial draught shall be ignited electrically.
5.3.4 The ventilation system of the engine room shall be 6.1.4 The tank for residual products shall be equipped
designed taking into account the air required for the boiler. with:
pressure-relief and a vacuum relief valves
5.3.5 Where the cargo heating system is used during load- The high velocity vent valve shall be so regulated as not
ing, unloading or gas-freeing, the service space which con- to open during carriage. This condition is met when the
tains this system shall fully comply with [8.3.1], item b). opening pressure of the valve meets the conditions set
This requirement does not apply to the inlets of the ventila- out in column (10) of Ch 3, App 3, Tab 2
tion system. These inlets shall be located at a minimum dis-
When anti-explosion protection is required in column
tance of 2,00 m from any hazardous area comparable to
(17) of Ch 3, App 3, Tab 2, the vacuum-relief valve shall
zone 0 or 1 and 6,00 m from the openings of cargo tanks or
be capable of withstanding deflagrations and the high
residual cargo tanks, loading pumps situated on deck,
velocity vent valve shall withstand steady burning
openings of high velocity vent valves, pressure relief
devices and shore connections of loading and unloading a level indicator
pipes and must be located not less than 2,00 m above the connections with shut-off devices, for pipes and hoses.
deck.
6.1.5 Receptacles for residual products shall be equipped
The requirements of [8.3.1], item b) are not applicable to with:
the unloading of substances having a flash point of 60 C or
a connection enabling gases released during filling to be
more when the temperature of the product is at least 15 K
evacuated safely
lower at the flash point.
a possibility of indicating the degree of filling
connections with shut-off devices, for pipes and hoses.
5.4 Water spray system
6.1.6 Receptacles for residual products shall be connected
5.4.1 When water spraying is required in column (9) of Ch to the venting pipe of cargo tanks only for the time neces-
3, App 3, Tab 2, a water spray system shall be installed in sary to fill them.
the cargo area on deck to enable gas emissions from load-
ing to be precipitated and to cool the tops of cargo tanks by 6.1.7 Receptacles for residual products and receptacles for
spraying water over the whole surface so as to avoid safely slops placed on the deck shall be located at a minimum dis-
the activation of the high-velocity vent at 50 kPa. tance from the hull equal to one quarter of the vessels
breadth.
5.4.2 The gas precipitation system shall be fitted with a
connection device for supply from a shore installation. 7 Environmental control
5.4.3 The spray nozzles shall be so installed that the entire 7.1 Inerting facility
cargo deck area is covered and the gases released are pre-
cipitated safely. 7.1.1 In cases in which inerting or blanketing of the cargo
is prescribed, the vessel shall be equipped with an inerting
5.4.4 The system shall be capable of being put into opera- system.
tion from the wheelhouse and from the deck. Its capacity
shall be such that when all the spray nozzles are in opera- 7.1.2 This system shall be capable of maintaining a perma-
tion, the outflow is not less than 50 litres per square metre nent minimum pressure of 7 kPa (0,070 bar) in the spaces to
of deck area and per hour. be inerted. In addition, the inerting system shall not increase
the pressure in the cargo tank to a pressure greater than that
at which the pressure valve is regulated. The set pressure of
6 Tanks and receptacles for residual the vacuum-relief valve shall be 3,5 kPa (0,035 bar).
products and receptacles for slops
7.1.3 The premises to be inerted shall be equipped with
connections for introducing the inert gas and monitoring
6.1 General systems so as to ensure the correct atmosphere on a perma-
nent basis.
6.1.1 If vessels are provided with a tank for residual prod-
ucts, it shall comply with the provisions of [6.1.3] to [6.1.7].
8 Electrical installations
Receptacles for residual products and receptacles for slops
shall be located only in the cargo area. During the filling of
the receptacles for residual products, means for collecting 8.1 General design requirements
any leakage shall be placed under the filling connections.
8.1.1 Only distribution systems without return connection
to the hull are permitted. This provision does not apply to:
6.1.2 Receptacles for slops shall be fire resistant and shall
be capable of being closed with lids. The receptacles for local installations outside the cargo area (e.g. connec-
slops shall be marked and be easy to handle. tions of starters of diesel engines)
device for checking the insulation level referred to in
6.1.3 The maximum capacity of a tank for residual prod- [8.2.2]
ucts is 30 m3. active cathodic corrosion protection.
8.1.2 Every insulated distribution network shall be fitted b) This provision does not apply to:
with an automatic device with a visual and audible alarm
1) lighting installations in the accommodation, except
for checking the insulation level.
for switches near entrances to accommodation
8.1.3 For the selection of electrical equipment to be used in 2) radiotelephone installations in the accommodation
zones presenting an explosion risk, the explosion groups or the wheelhouse
and temperature classes assigned to the substances carried
3) mobile and fixed telephone installations in the
shall be taken into consideration.
accommodation or the wheelhouse
4) electrical installations in the accommodation, the
8.2 Type and location of electrical equipment
wheelhouse or the service spaces, if:
8.2.1 Where the list of substances accepted for carriage in these spaces are fitted with a ventilation system
the tanker includes those for which anti-explosion protec- ensuring an overpressure of 0,1 kPa (0,001 bar)
tion is prescribed in column (17) of Ch 3, App 3, Tab 2, the and none of the windows is capable of being
following apply: opened; the air intakes of the ventilation system
shall be located as far away as possible, how-
a) Only measuring, regulation and alarm devices of the ever, not less than 6,00 m from any hazardous
EEx (ia) type of protection may be installed in cargo area comparable to zone 0 or 1 and not less than
tanks, residual cargo tanks and pipes for loading and 2,00 m above the deck
unloading (comparable to zone 0).
the spaces are fitted with a gas detection system
b) Only the following equipment may be installed in the with sensors:
cofferdams, double-hull spaces, double bottoms and
hold spaces (comparable to zone 1): - at the suction inlets of the ventilation system
- directly at the top edge of the sill of the
measuring, regulation and alarm devices of the cer-
tified safe type entrance doors of the accommodation and
service spaces
lighting appliances of the "flame-proof enclosure" or
the gas concentration measurement is continuous
"pressurised enclosure" type of protection
when the gas concentration reaches 20% of the
hermetically sealed echo sounding devices the
lower explosive limit, the ventilators are
cables of which are led through thick-walled steel
switched off. In such a case and when the over-
tubes with gastight connections up to the main deck
pressure is not maintained or in the event of fail-
cables for the active cathodic protection of the shell ure of the gas detection system, the electrical
plating in protective steel tubes such as those pro- installations which do not comply with item a)
vided for echo sounding devices. above, shall be switched off. These operations
shall be performed immediately and automati-
c) Only the following equipment may be installed in the
cally and activate the emergency lighting in the
service spaces in the cargo area below deck (compara- accommodation, the wheelhouse and the ser-
ble to zone 1):
vice spaces, which shall comply at least with the
measuring, regulation and alarm devices of the cer- "limited explosion risk" type. The switching-off
tified safe type shall be indicated in the accommodation and
wheelhouse by visual and audible signals
lighting appliances of the "flame-proof enclosure" or
"apparatus protected by pressurization" type of pro- the ventilation system, the gas detection system
tection and the alarm of the switch-off device fully com-
ply with the requirements of item a) above
motors driving essential equipment such as ballast
pumps; they shall be of the certified safe type. the automatic switching-off device is set so that
no automatic switch off may occur while the
d) The control and protective equipment of the electrical vessel is under way.
equipment referred to in paragraphs (a), (b) and (c)
above shall be located outside the cargo area if they are 8.2.3 The electrical equipment which does not meet the
not intrinsically safe. requirements set out in [8.2.2] together with its switches
e) The electrical equipment in the cargo area on deck shall be marked in red. The disconnection of such equip-
(comparable to zone 1) shall be of the certified safe ment shall be operated from a centralised location on
type. board.
8.2.5 Sockets for the connection of signal lights and gang- 9 Fire protection and fire extinction
way lighting shall be permanently fitted to the vessel close
to the signal mast or the gangway. Connecting and discon-
necting shall not be possible except when the sockets are 9.1 Fire and naked light
not live.
9.1.1 The outlets of funnels shall be located not less than
8.2.6 The failure of the power supply for the safety and 2,00 m from any hazardous area comparable to zone 0 or
control equipment shall be immediately indicated by visual 1. Arrangements shall be provided to prevent the escape of
and audible signals at the locations where the alarms are sparks and the entry of water.
usually actuated.
9.1.2 Heating, cooking and refrigerating appliances shall
8.3 Earthing not be fuelled with liquid fuels, liquid gas or solid fuels.
The installation in the engine room or in another separate
8.3.1 The metal parts of electrical appliances in the cargo
space of heating appliances fuelled with liquid fuel having a
area which are not live as well as protective metal tubes or
flash-point above 55 C is, however, permitted.
metal sheaths of cables in normal service shall be earthed,
unless they are so arranged that they are automatically Cooking and refrigerating appliances are permitted only in
earthed by bonding to the metal structure of the vessel. the accommodation.
8.3.2 The provisions of [8.3.1] apply also to equipment 9.1.3 Only electrical lighting appliances are permitted.
having service voltages of less than 50 V.
8.3.3 Independent cargo tanks, metal intermediate bulk 9.2 Fire extinguishing arrangements
containers and tank-containers shall be earthed.
9.2.1 In addition to the requirements of Part C, Chapter 3,
8.3.4 Receptacles for residual products shall be capable of the fire extinguishing arrangements in [9.4] to [9.6] are to
being earthed. be complied with.
8.5 Storage batteries The capacity of the system shall be at least sufficient for
a jet of water to have a minimum reach of not less than
8.5.1 Storage batteries shall be located outside any hazard- the vessel's breadth from any location on board with
ous area comparable to zone 0 or 1. two spray nozzles being used at the same time.
9.5 Fixed fire extinguishing system 10.5.2 The instrument for measuring the overpressure or
vacuum shall activate the alarm at latest when an overpres-
9.5.1 In addition the machinery spaces and the cargo sure equal to 1,15 times the opening pressure of the pres-
pump room shall be provided with a permanently fixed fire sure relief device, or a vacuum pressure equal to the
extinguishing system, in compliance with Pt C, Ch 3, Sec 4, construction vacuum pressure but not exceeding 5 kPa.
[4].
10.5.3 When the pressure exceeds the set value during
10 Safety and control installations loading and unloading, the instrument for measuring the
pressure shall initiate immediately an electrical contact
which shall put into effect measures to interrupt the loading
10.1 General or unloading operation. If the vessels own discharge pump
is used, it shall be switched off automatically.
10.1.1 Cargo tanks shall be provided with the following
equipment:
a) a mark inside the tank indicating the liquid level of 95% 10.6 Cargo temperature monitoring
b) a level gauge 10.6.1 An instrument for measuring the temperature of the
c) a level alarm device which is activated at the latest cargo shall be provided, if in column (9) of Ch 3, App 3, Tab
when a degree of filling of 90% is reached 2 a heating installation is required, or if a possibility of heat-
d) a high level sensor for actuating the facility against over- ing the cargo is required, if a maximum temperature is indi-
flowing at the latest when a degree of filling of 97,5% is cated in column (20) of that list.
reached
e) an instrument for measuring the pressure of the vapour 10.7 Cargo tank sampling equipment
phase inside the cargo tank
10.7.1 Each cargo tank shall be equipped with a connec-
f) an instrument for measuring the temperature of the
tion for a sampling device, closed or partially closed, and/or
cargo
at least one sampling opening as required in column (13) of
g) a connection for sampling device. Ch 3, App 3, Tab 2.
10.3.1 Cargo tank shall be provided with a level alarm 11.1.3 Proof of sufficient stability shall be furnished includ-
device which is activated at the latest when a degree of fill- ing stability in damaged condition.
ing of 90% is reached.
The level alarm device shall give a visual and audible warn- 11.1.4 The basic values for the stability calculation (the
ing on board when actuated. The level alarm device shall vessels lightweight and location of the centre of gravity)
be independent of the level gauge. shall be determined in compliance with Pt B, Ch 2, Sec 2,
[2.2].
10.4 High level sensor 11.1.5 Proof of sufficient intact stability shall be furnished
10.4.1 Cargo tank shall be provided with a high level sen- for all stages of loading and unloading and for the final
sor for actuating the facility against overflowing at the latest loading condition for all the relative densities of the sub-
when a degree of filling of 97,5% is reached. stances transported contained in the vessel substance list
according to Ch 3, Sec 1, [4.3.2].
10.5 Cargo tank pressure monitoring 11.1.6 For every loading case, taking account of the actual
fillings and floating position of cargo tanks, ballast tanks
10.5.1 When the pressure or temperature exceeds a set
and compartments, drinking water and sewage tanks and
value, instruments for measuring the vacuum or overpres-
tanks containing products for the operation of the vessel,
sure of the gaseous phase in the cargo tank or the tempera-
the vessel shall comply with the intact and damage stability
ture of the cargo, shall activate a visual and audible alarm
requirements.
in the wheelhouse. When the wheelhouse is unoccupied
the alarm shall also be perceptible in a location occupied Intermediate stages during operations shall also be taken
by a crew member. into consideration.
12
A 0,0065 m.rad
0,05m
11.3.3 The damage stability is generally regarded sufficient angle of heel 27. If non-weathertight openings are
if (see Fig 1): immersed before that stage, the corresponding spaces
At the stage of equilibrium (in the final stage of flood- shall be considered flooded for the purpose of stability
ing), the angle of heel is not greater than 12. calculation.
Non-watertight openings shall not be flooded before
reaching the stage of equilibrium. If such openings are 11.3.4 If openings through which undamaged compart-
immersed before that stage, the corresponding spaces ments may additionally become flooded are capable of
shall be considered flooded for the purpose of stability being closed watertight, the closing appliances shall be
calculation. marked accordingly.
The positive range of the righting lever curve beyond the
stage of equilibrium has a righting lever of 0,05 m in 11.3.5 Where cross- or down-flooding openings are pro-
association with an area under the curve of vided for reduction of unsymmetrical flooding, the time of
0,0065 m.rad. The minimum values of stability shall equalisation shall not exceed 15 minutes, provided during
be satisfied up to immersion of the first unprotected the intermediate stages of flooding sufficient stability has
(non-weathertight) opening and in any event up to an been proved.
SECTION 4 DG-N
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2.1.2 The lower edges of door-openings in the sidewalls of
[2.1] superstructures and the coamings of access hatches to
under-deck spaces shall have a height of not less than 0,50
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, m above the deck.
[2.5]
This requirement need not be complied with if the wall of
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] the superstructures facing the cargo area extends from one
side of the vessel to the other and has doors the sills of
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] which have a height of not less than 0,50 m. The height of
this wall shall not be less than 2,00 m. In this case, the
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4]
lower edges of door-openings in the sidewalls of superstruc-
B2 : Breadth of the side tank, in m tures and of coamings of access hatches behind this wall
shall have a height of not less than 0,10 m. The sills of
D2 : Height of the double bottom, in m. engine room doors and the coamings of its access hatches
shall, however, always have a height of not less than
0,50 m.
1 General
2.1.3 In the cargo area, the lower edges of door-openings
in the sidewalls of superstructures shall have a height of not
1.1 Application less than 0,50 m above the deck and the sills of hatches and
ventilation openings of premises located under the deck
1.1.1 Vessels complying with the requirements of this Sec- shall have a height of not less than 0,50 m above the deck.
tion are eligible for the assignment of one of the following This requirement does not apply to access openings to dou-
additional service features: ble-hull and double bottom spaces.
DG-N closed as defined in Pt A, Ch 1, Sec 3, [3.2.15]
2.2 Engine rooms
DG-N open with flame arresters as defined in Pt A, Ch 1,
Sec 3, [3.2.16] 2.2.1 Internal combustion engines for the vessels propul-
sion as well as internal combustion engines for auxiliary
DG-N open as defined in Pt A, Ch 1, Sec 3, [3.2.17]. machinery shall be located outside the cargo area.
Entrances and other openings of engine rooms shall be at a
1.1.2 These Rules apply in addition to Ch 1, Sec 3 and Ch 3, distance of not less than 2,00 m from any hazardous area
Sec 1. comparable to zone 0 or 1.
No A/I Document
1 I List of substances intended to be carried with their UN number (see Ch 3, App 3, Tab 2), including all design charac-
teristics of substances and other important design conditions
2 I General arrangement plan, showing location of cargo tanks and fuel oil, ballast and other tanks, void spaces
3 A Hazardous areas plan and location of the electrical equipment installed in these areas
4 A Ventilation duct arrangement in gas-dangerous spaces and adjacent zones
5 A Details of hull structure in way of cargo tanks, including support arrangement for tanks, saddles, anti-floating and
anti-lifting devices, deck sealing arrangements, independent cargo tanks, etc.
6 A Intact and damage stability calculations
7 A Scantlings, material and arrangement of the cargo containment system
8 A Details of cargo handling system, including arrangements and details of piping and fittings
9 A Details of cargo pumps
10 A Details of temperature and pressure control systems
11 A Bilge and ballast system in cargo area
12 A Gas freeing system in cargo tanks including inert gas system
13 A Ventilation system in cargo area
14 A List of the electrical equipment installed in hazardous areas comparable to zone 0 and 1, including the following
equipment particulars: location, type of protection, type of protection against explosion, testing body and approval
number
15 A Schematic electrical wiring diagram
16 A Pressure drop calculation note
17 A Gas detection system
18 A Cargo tank instrumentation
19 A Details of fire-extinguishing appliances and systems in cargo area
20 A Arrangement drawing of the various fire bulkheads and decks with standard fire test reports for the various arrange-
ments, surface coverings, paints and similar
21 I Loading and unloading operation description, including cargo tank filling limits, where applicable
22 A Gas return system
23 A List of equipment installed in hazardous areas comparable to zone 2 which may be used during loading, unloading
and gas-freeing and red equipment
Note 1:
A = to be submitted for review
I = to be submitted for information.
2.3.3 Entrances from the deck and openings of spaces fac- b) The penetration of the shaft through the bulkhead shall
ing the weather shall be capable of being closed. be gastight and shall have been approved by the Society.
c) Penetrations through the bulkhead between the engine
2.3.4 Entrances and windows of superstructures and room and the service space in the cargo area, and the
accommodation spaces which can be opened as well as bulkhead between the engine room and the hold spaces
other openings of these spaces shall be located not less than may be provided for electrical cables, hydraulic and
2,00 m from any hazardous area comparable to zone 0 or piping for measuring, control and alarm systems, pro-
1. No wheelhouse doors and windows shall be located vided that the penetrations have been approved by the
within 2,00 m from any hazardous area comparable to zone Society. The penetrations shall be gastight. Penetrations
0 or 1, except where there is no direct connection between through a bulkhead with an A-60 fire protection insu-
the wheelhouse and the accommodation. lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv-
alent fire protection.
2.3.5 d) Pipes may penetrate the bulkhead between the engine
room and the service space in the cargo area provided
a) Driving shafts of the bilge or ballast pumps in the cargo that these are pipes between the mechanical equipment
area may penetrate through the bulkhead between the in the engine room and the service space which do not
service space and the engine room, provided the have any openings within the service space and which
arrangement of the service space is in compliance with are provided with shut-off devices at the bulkhead in the
[2.5.6]. engine room.
e) Notwithstanding [2.5.4], pipes from the engine room 2.5 Hold spaces
may penetrate the service space in the cargo area or a
cofferdam or a hold space or a double hull space to the 2.5.1 The cargo tanks shall be separated by cofferdams of
outside provided that within the service space or coffer- at least 0,60 m in width from the accommodation, engine
dam or hold space or doublehull space they are of the room and service spaces outside the cargo area below deck
thick-walled type and have no flanges or openings. or, if there are no such accommodation, engine room and
service spaces, from the vessels ends. Where the cargo
2.4 Accommodation and service spaces - tanks are installed in a hold space, a space of not less than
Additional requirements for DG-N closed 0,50 m shall be provided between such tanks and the end
bulkheads of the hold space. In this case an end bulkhead
and DG-N open with flame arresters meeting at least the definition for Class A-60 (see Pt C, Ch
2.4.1 Where a driving shaft of auxiliary machinery pene- 3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam.
trates through a wall located above the deck the penetration For pressure cargo tanks, the 0,50 m distance may be
shall be gastight. reduced to 0,20 m.
2.4.2 A service space located within the cargo area below 2.5.2 Hold spaces, cofferdams and cargo tanks shall be
deck shall not be used as a cargo pump room for the load- capable of being inspected.
ing and unloading system, except where:
2.5.3 All spaces in the cargo area shall be capable of being
the pump-room is separated from the engine room or ventilated. Means for checking their gas-free condition shall
from service spaces outside the cargo area by a coffer- be provided.
dam or a bulkhead with an A-60 fire protection insu-
lation see ( Pt C, Ch 3, Sec 1, [2.2]), or by a service 2.5.4 The bulkheads bounding the cargo tanks, cofferdams
space or a hold space and hold spaces shall be watertight. The cargo tanks and the
the A-60 bulkhead required above does not include bulkheads bounding the cargo area shall have no openings
penetrations referred to in [2.3.5], item a) or penetrations below deck.
ventilation exhaust outlets are located not less than The bulkhead between the engine room and the cofferdam
6,00 m from entrances and openings of the accommo- or service space in the cargo area or between the engine
dation and service spaces outside the cargo area room and a hold space may be fitted with penetrations pro-
the access hatches and ventilation inlets can be closed vided that they conform to the provisions of [2.3.5].
from the outside The bulkhead between the cargo tank and the cargo pump-
all pipes for loading and unloading as well as those of room below deck may be fitted with penetrations provided
stripping systems are provided with shut-off devices at that they conform to the provisions of [2.4.2]. The bulk-
the pump suction side in the cargo pump-room immedi- heads between the cargo tanks may be fitted with penetra-
ately at the bulkhead. The necessary operation of the tions provided that the loading and unloading pipes are
control devices in the pump room, starting of pumps fitted with shut-off devices in the cargo tank from which
and necessary control of the liquid flow rate shall be they come. The shut-off devices shall be operable from the
effected from the deck deck.
the bilge of the cargo pump-room is equipped with a These pipes shall be at least 0,60 m above the bottom.
gauging device for measuring the filling level which
activates a visual and audible alarm in the wheelhouse 2.5.5 Double hull spaces and double bottoms in the cargo
when liquid is accumulating in the cargo pump-room area shall be arranged for being filled with ballast water
bilge only. Double bottoms may, however, be used as fuel oil
the cargo pump room is provided with a permanent gas tanks, provided they comply with [2.9].
detection system which automatically indicates the
2.5.6
presence of explosive gases or lack of oxygen by means
of direct-measuring sensors and which actuates a visual a) A cofferdam, the centre part of a cofferdam or another
and audible alarm when the gas concentration has space below deck in the cargo area may be arranged as
reached 20% of the lower explosive limit. The sensors of a service space, provided the bulkheads bounding the
this system shall be placed at suitable positions at the service space extend vertically to the bottom. This ser-
bottom and directly below the deck. vice space shall only be accessible from the deck.
Measurement shall be continuous. b) The service space shall be watertight with the exception
of its access hatches and ventilation inlets.
The audible and visual alarms are installed in the wheel-
house and in the cargo pump room and, when the alarm 2.5.7 Where service spaces are located in the cargo area
is actuated, the loading and unloading system is shut under deck, they shall be arranged so as to be easily acces-
down. Failure of the gas detection system shall be sible and to permit persons wearing protective clothing and
immediately signalled in the wheelhouse and on deck breathing apparatus to safely operate the service equipment
by means of audible and visual alarms contained therein. They shall be designed so as to allow
the ventilation system prescribed in [2.6.3] has a capac- injured or unconscious personnel to be removed from such
ity of not less than 30 changes of air per hour based on spaces without difficulty, if necessary by means of fixed
the total volume of the service space. equipment.
2.5.8 Cofferdams, double-hull spaces, double bottoms, 2.8.2 All ventilation inlets of accommodation and service
cargo tanks, hold spaces and other accessible spaces within spaces leading outside shall be fitted with fire flaps. Such
the cargo area shall be arranged so that they may be com- ventilation inlets shall be located not less than 2,00 m from
pletely inspected and cleaned in an appropriate manner. any hazardous area comparable to zone 0 or 1.
The dimensions of openings, except for those of double hull
spaces and double bottoms which do not have a wall Ventilation inlets of service spaces in the cargo area may be
adjoining the cargo tanks, shall be in compliance with Pt B, located within such area.
Ch 2, Sec 1, [3.2.2].
2.8.3 The flame-arresters prescribed in [2.14.3], [3.7.3]
and [3.7.5] shall be of a type approved for this purpose by
2.6 Hold spaces - Additional requirements the Society.
for DG-N closed and DG-N open with
flame arresters
2.9 Engines
2.6.1 No piping for loading and unloading shall be fitted
within the service space referred to in [2.5.6], item a). 2.9.1 Ventilation inlets of the engine room and, when the
engines do not take in air directly from the engine room, the
Piping for loading and unloading may be fitted in the cargo air intakes of the engines shall be located not less than
pump-rooms below deck only when they conform to the 2,00 m from any hazardous area comparable to zone 0 or 1.
provisions of [2.4.2].
2.9.2 Where the list of substances accepted for carriage in
2.7 Ventilation the tanker includes those for which anti-explosion protec-
tion is prescribed in column (17) of Ch 3, App 3, Tab 2,
2.7.1 Each hold space shall have two openings the dimen- sparking shall not be possible within any hazardous area
sions and location of which shall be such as to permit effec- comparable to zone 0 or 1.
tive ventilation of any part of the hold space. If there are no
such openings, it shall be possible to fill the hold spaces
with inert gas or dry air.
2.10 Oil fuel tanks
2.7.2 Double-hull spaces and double bottoms within the 2.10.1 When the vessel is provided with hold spaces, the
cargo area which are not arranged for being filled with bal- double bottoms within these spaces may be arranged as oil
last water, hold spaces and cofferdams, shall be provided fuel tanks, provided their depth is not less than 0,60 m.
with ventilation systems. Oil fuel pipes and openings of such tanks are not permitted
in the hold space.
2.7.3 Any service spaces located in the cargo area below
deck shall be provided with a system of forced ventilation
2.10.2 The open ends of the air pipes of all liquid oil fuel
with sufficient power for ensuring at least 20 changes of air
tanks shall extend to not less than 0,50 m above the open
per hour based on the volume of the space.
deck. Their open ends and the open ends of overflow pipes
The ventilation exhaust ducts shall be located up to 50 mm leading on the deck shall be fitted with a protective device
above the bottom of the service space. The fresh air inlets consisting of a gauze diaphragm or a perforated plate.
shall be located in the upper part; they shall be not less than
2,00 m above the deck, not less than 2,00 m from the open-
ings of the cargo tanks and not less than 6,00 m from the 2.11 Exhaust pipes
outlets of safety valves.
2.11.1 Exhausts shall be evacuated from the vessel into the
The extension pipes which may be necessary may be of the open air either upwards through an exhaust pipe or through
hinged type. the shell plating. The exhaust outlet shall be located not less
On board DG-N open vessels, other suitable installations than 2,00 m from any hazardous area comparable to zone 0
without ventilator fans shall be sufficient. or 1. The exhaust pipes of engines shall be arranged so that
the exhausts are led away from the vessel. The exhaust
2.7.4 Ventilation of accommodation and service spaces pipes shall not be located within any hazardous area com-
shall be possible. parable to zone 0 or 1.
This provision does not apply to: 3.1.2 The scantlings and structural arrangements are to be
double hull spaces and double bottoms which do not in compliance with applicable requirements of Ch 1, Sec 3,
have a common boundary wall with the cargo tanks [5] to Ch 1, Sec 3, [10].
cofferdams, double hull spaces, hold spaces and double
bottoms where ballasting is carried out using the piping 3.2 Cargo area hull design
of the fire fighting system in the cargo area and bilge-
pumping is performed using eductors. 3.2.1 Where independent cargo tanks are used, or for dou-
ble-hull construction where the cargo tanks are integrated
2.12.2 Where the double bottom is used as oil fuel tank, it in vessels structure, the space between the wall of the ves-
shall not be connected to the bilge piping system. sel and wall of the cargo tanks shall be not less than 0,60 m.
2.12.3 Where the ballast pump is installed in the cargo The space between the bottom of the vessel and the bottom
area, the standpipe and its outboard connection for suction of the cargo tanks shall be not less than 0,50 m. The space
of ballast water shall be located within the cargo area but may be reduced to 0,40 m under the pump sumps. The ver-
outside the cargo tanks. tical space between the suction well of a cargo tank and the
bottom structures shall be not less than 0,10 m.
2.12.4 A cargo pump-room below deck shall be capable of
being drained in an emergency by an installation located in When a hull is constructed in the cargo area as a double
the cargo area and independent from any other installation. hull with independent cargo tanks located in hold spaces,
This installation shall be provided outside the cargo pump- the above values are applicable to the double hull. If in this
room. case the minimum values for inspections of independent
tanks referred to in [2.5.8] are not feasible, it must be possi-
2.13 Ventilation of cargo pump rooms ble to remove the cargo tanks easily for inspection.
2.13.1 Cargo pump rooms must be provided with extrac- 3.2.2 Where service spaces are located in the cargo area
tion type ventilation systems, independent of other vessel's under deck, they shall be arranged so as to be easily acces-
spaces, providing at least 30 cycles of air change per hour. sible and to permit persons wearing protective clothing and
Warning notices shall be placed requiring that the ventila- breathing apparatus to safely operate the service equipment
tion is in operation for at least 15 minutes prior to entering contained therein. They shall be designed so as to allow
these spaces. injured or unconscious personnel to be removed from such
spaces without difficulties, if necessary by means of fixed
2.13.2 Portable means must be provided for gas-freeing of equipment.
cargo tanks and other spaces not equipped with fixed venti-
lation.
3.3 Cargo tank arrangements
2.14 Arrangements of cofferdams 3.3.1 The cargo tank is to comply with the following:
2.14.1 Cofferdams or cofferdam compartments remaining for vessels with a length not more than 50,00 m, the
once a service space has been arranged in accordance with length of a cargo tank shall not exceed 10,00 m
[2.5.6] and [2.6.1] shall be accessible through an access
for vessels with a length of more than 50,00 m, the
hatch.
length of a cargo tank shall not exceed 0,20 L, where L
2.14.2 No fixed pipe shall permit connection between a is the vessel rule length. This provision does not apply to
cofferdam and other piping of the vessel outside the cargo vessels with independent built-in cylindrical tanks hav-
area. ing a length to diameter ratio 7.
2.14.3 When the list of substances on the vessel according 3.3.2 The capacity of a suction well shall be limited to not
to Ch 3, Sec 1, [4.3.2] contains substances for which pro- more than 0,10 m3.
tection against explosion is required in column (17) of Ch 3,
App 3, Tab 2, the ventilation openings of cofferdams shall
be fitted with a flame-arrester capable of withstanding a
3.4 Integrated tank scantlings
deflagration.
3.4.1 The scantlings of the integrated tank structure are to
be determined in compliance with Ch 1, Sec 3.
3 Cargo containment
3.5 Independent cargo tank scantlings
3.1 General
3.1.1 DG-N may be arranged in three different designs in 3.5.1 Tank scantlings
respect of cargo tank venting with due regard to the prod- The scantlings of independent cargo tank structure are to be
ucts allowed to be carried: determined in compliance with Ch 1, Sec 3, [5.1.2].
DG-N, open venting When the vessel is provided with pressure cargo tanks,
DG-N, open venting, flame arresters these tanks shall be designed in compliance with Pt C, Ch
DG-N, closed. 1, Sec 3, for a working pressure of 400 kPa.
3.5.2 Supports and fastenings 3.6.4 Additional arrangement for safety devices
fitted on DG-N closed
The cargo tanks independent of the vessels hull shall be
fixed so that they cannot float. The outlets of high-velocity vent valves shall be located not
less than 2,00 m above the deck and at a distance of not
The scantlings of the tank supports and fastenings are to be
less than 6,00 m from the accommodation and from the ser-
in compliance with Ch 1, Sec 3, [8].
vice spaces outside the cargo area. This height may be
reduced when within a radius of 1,00 m round the outlet of
3.6 Cargo tank openings the high-velocity vent valve, there is no equipment, no
work is being carried out and signs indicate the area. The
3.6.1 setting of the high-velocity vent valves shall be such that
during the transport operation they do not blow off until the
a) Cargo tank openings shall be located on deck in the
maximum permissible working pressure of the cargo tanks
cargo area.
is reached.
b) Cargo tank openings with a cross-section of more than
0,10 m2 and openings of safety devices for preventing 3.6.5 Additional arrangements for anti-explosion
overpressures shall be located not less than 0,50 m protection fitted on DG-N closed
above deck. Insofar as anti-explosion protection is prescribed:
3.6.2 For DG-N closed, cargo tank openings shall be fitted a) A venting pipe connecting two or more cargo tanks
with gastight closures capable of withstanding the test pres- shall be fitted, at the connection to each cargo tank,
sure in accordance with Pt B, Ch 3, Sec 4, [5]. with a flame arrester with a fixed or spring-loaded plate
stack, capable of withstanding a detonation. This equip-
3.6.3 Safety devices ment may consist of:
Each cargo tank or group of cargo tanks connected to a 1) a flame arrester fitted with a fixed plate stack, where
common venting pipe shall be fitted with safety devices for each cargo tank is fitted with a vacuum valve capa-
preventing unacceptable overpressures or vacuums. ble of withstanding a deflagration and a high-veloc-
ity vent valve capable of withstanding steady
These safety devices shall be as follows: burning
a) For DG-N open: 2) a flame arrester fitted with a spring-loaded plate
safety devices designed to prevent any accumula- stack, where each cargo tank is fitted with a vacuum
tion of water and its penetration into the cargo tanks valve capable of withstanding a deflagration
b) For DG-N open with flame arresters: 3) a flame arrester with a fixed plate stack
safety equipment fitted with flame-arresters capable 4) a flame arrester with a fixed plate stack, where the
of withstanding steady burning and designed to pre- pressure-measuring device is fitted with an alarm
vent any accumulation of water and its penetration system in accordance with [10.5]
into the cargo tank Only substances which do not mix and which do not
c) For DG-N closed: react dangerously with each other may be carried simul-
taneously in cargo tanks connected to a common vent-
safety devices for preventing unacceptable overpres- ing pipe.
sures or vacuums. When anti-explosion protection is
required in column (17) of Ch 3, App 3, Tab 2, the or
vacuum valve shall be fitted with a flame arrester b) A venting pipe connecting two or more cargo tanks
capable of withstanding a deflagration and the pres- shall be fitted, at the connection to each cargo tank,
sure-relief valve with a high-velocity vent valve act- with a pressure/vacuum relief valve incorporating a
ing as a flame arrester capable of withstanding flame arrester capable of withstanding a detonation/def-
steady burning. lagration.
The gases shall be discharged upwards. The opening Only substances which do not mix and which do not
pressure of the high-velocity vent valve and the react dangerously with each other may be carried simul-
opening pressure of the vacuum valve shall be indel- taneously in cargo tanks connected to a common vent-
ibly indicated on the valves ing pipe.
a connection for the safe return ashore of gases or
expelled during loading
c) An independent venting pipe for each cargo tank, fitted
a device for the safe depressurisation of the tanks.
with a pressure/vacuum valve incorporating a flame
When the list of substances on the vessel according
arrester capable of withstanding a deflagration and a
to Ch 3, Sec 1, [4.3.2] contains substances for which
high velocity vent valve incorporating a flame arrester
protection against explosion is required in column
capable of withstanding steady burning. Several differ-
(17) of Ch 3, App 3, Tab 2, this device shall include
ent substances may be carried simultaneously.
at least a fire-resistant flame arrester and a stop valve
which clearly indicates whether it is open or shut. or
d) A venting pipe connecting two or more cargo tanks 4.2.6 Each shore connection of the venting pipe and shore
shall be fitted, at the connection to each cargo tank, connections of the pipes for loading and unloading, through
with a shut-off device capable of withstanding a detona- which the loading or unloading operation is carried out,
tion, where each cargo tank is fitted with a vacuum shall be fitted with a shut-off device. However, each shore
valve capable of withstanding a deflagration and a high- connection shall be fitted with a blind flange when it is not
velocity vent valve capable of withstanding steady burn- in operation.
ing.
Only substances which do not mix and which do not 4.2.7 Piping for loading and unloading, and venting pipes,
react dangerously with each other may be carried simul- shall not have flexible connections fitted with sliding seals.
taneously in cargo tanks connected to a common vent-
ing pipe. 4.2.8 The distance referred to in [4.1.4] and [4.2.5] may be
reduced to 3,00 m if a transverse bulkhead complying with
3.6.6 Additional requirement for DG-N closed and [2.1.2] is situated at the end of the cargo area. The openings
DG-N open with flame arrester shall be provided with doors.
Closures which are normally used during loading or
unloading operations shall not cause sparking when oper- 4.2.9 If the vessel is carrying several dangerous substances
ated. liable to react dangerously with each other, a separate
pump with its own piping for loading and unloading shall
be installed for each substance. The piping shall not pass
4 Cargo piping system through a cargo tank containing dangerous substances with
which the substance in question is liable to react.
4.1 General
4.1.1 The requirements [4.1.2], [4.1.4], [4.2.2], [4.2.5], 4.3 Control, monitoring and alarm devices
[4.2.8] and [4.4.1] do not apply to Type N open unless the
substance carried has corrosive properties. 4.3.1 Stop valves
The stop valves or other shut-off devices of the piping for
4.1.2 Pumps and accessory loading and unloading piping
loading and unloading shall indicate whether they are open
shall be placed in an area between the fore vertical plane
or shut.
and the aft vertical plane bounding the part of the cargo
area below deck.
4.3.2 Pressure gauges
4.1.3 Cargo pumps shall be capable of being shut down The piping for loading and unloading shall be fitted with
from the area described in [4.1.2] and from a position out- pressure gauges at the outlet of the pumps.
side this area.
The permissible maximum overpressure or vacuum value
4.1.4 Cargo pumps situated on deck shall be located not shall be indicated on each measuring device.
less than 6,00 m from entrances to, or openings of, the
accommodation and service spaces outside any hazardous
4.4 Bonding
area comparable to zone 0 or 1.
4.4.1 Every component of the piping for loading and
4.2 Arrangement of cargo piping unloading shall be electrically connected to the hull.
4.2.1 Piping for loading and unloading shall be indepen-
dent of any other piping of the vessel. 4.5 Supply of cargo tanks with washing or
ballast water
4.2.2 No cargo piping shall be located below deck, except
those inside the cargo tanks and inside the cargo pump 4.5.1 When piping for loading and unloading are used for
room. supplying the cargo tanks with washing or ballast water, the
suctions of these pipes shall be located within the cargo
4.2.3 The piping for loading and unloading shall be
area but outside the cargo tanks.
arranged so that, after loading or unloading operations, the
liquid remaining in these pipes may be safely removed and Pumps for tank washing systems with associated connec-
may flow either into the vessels tanks or the tanks ashore. tions may be located outside the cargo area, provided the
discharge side of the system is arranged in such a way that
4.2.4 Piping for loading and unloading shall be clearly dis- suction is not possible through that part.
tinguishable from other piping, e.g. by means of colour
marking. A spring-loaded non-return valve shall be provided to pre-
vent any gases from being expelled from the cargo area
4.2.5 The shore connections shall be located not less than through the tank washing system.
6,00 m from the entrances to or openings of, the accommo-
dation and service spaces outside any hazardous area com- 4.5.2 A non-return valve shall be fitted at the junction
parable to zone 0 or 1. between the water suction pipe and the cargo loading pipe.
4.6.1 The permissible loading and unloading flows shall be 5.2.1 The refrigeration system referred to in [5.1.1] shall be
calculated. For DG-N open with flame-arrester and DG-N composed of one or more units capable of keeping the pres-
open the loading and unloading flows depend on the total sure and temperature of the cargo at the upper limits of the
cross-section of the exhaust ducts. ambient design temperatures at the prescribed level. Unless
another means of regulating cargo pressure and tempera-
4.6.2 Calculations concern the permissible maximum load- ture deemed satisfactory by the Society is provided, provi-
ing and unloading flow for each cargo tank or each group of sion shall be made for one or more stand-by units with an
cargo tanks, taking into account the design of the ventila- output at least equal to that of the largest prescribed unit.
tion system. These calculations shall take into consideration Provision shall be made for a stand-by heat-exchanger
the fact that in the event of an unforeseen cut-off of the gas unless the systems normal heat-exchanger has a surplus
return piping or the compensation piping of the shore facil- capacity equal to at least 25% of the largest prescribed
ity, the safety devices of the cargo tanks will prevent pres- capacity.
sure in the cargo tanks from exceeding the following values: Cargo tanks, piping and accessories shall be insulated so
over-pressure: 115% of the opening pressure of the that, in the event of a failure of all cargo refrigeration sys-
high-velocity vent valve tems, the entire cargo remains for at least 52 hours in a con-
dition not causing the safety valves to open.
vacuum pressure: not more than the construction vac-
uum pressure but not exceeding 5 kPa. 5.2.2 When several refrigerated cargoes with a potentially
dangerous chemical reaction are carried simultaneously,
4.7 Additional requirements for DG-N closed particular care shall be given to the refrigeration systems so
as to prevent any mixing of the cargoes. For the carriage of
and DG-N open with flame arrester
such cargoes, separate refrigeration systems, each including
the full stand-by unit referred to in [5.2.1], shall be provided
4.7.1 The piping for loading shall extend down to the bot-
for each cargo.
tom of the cargo tank.
5.2.3 When several refrigerated cargoes are not soluble in
5 Cargo pressure and temperature each other under conditions of carriage such that their
vapour pressures are added together in the event of mixing,
control particular care shall be given to the refrigeration systems to
prevent any mixing of the cargoes.
5.1 Regulation of cargo pressure and
temperature 5.2.4 All primary and secondary coolant fluids shall be
compatible with each other and with the cargo with which
5.1.1 Unless the entire cargo system is designed to resist they may come into contact.
the full effective vapour pressure of the cargo at the upper
5.2.5 When the refrigeration system is installed in a sepa-
limits of the ambient design temperatures, the pressure of
rate service space, this service space shall meet the require-
the tanks shall be kept below the permissible maximum set
ments of [2.4.2].
pressure of the safety valves, by one or more of the follow-
ing means:
5.3 Cargo tank heating
a system for the regulation of cargo tank pressure using
mechanical refrigeration 5.3.1 Cargo tank heating system is to be installed as a sepa-
a system ensuring safety in the event of the heating or rate system, equipped with a heat exchanger located in the
increase in pressure of the cargo. The insulation or the cargo area. Where special heat transfer media are used, this
design pressure of the cargo tank, or the combination of requirement may be dispensed with upon approval by the
these two elements, shall be such as to leave an ade- Society.
quate margin for the operating period and the tempera-
tures expected; in each case the system shall be deemed 5.3.2 Boilers which are used for heating the cargo shall be
acceptable by the Society and shall ensure safety for a fuelled with a liquid fuel having a flashpoint of more than
minimum time of three times the operation period 55C. They shall be placed either in the engine room or in
another separate space below deck and outside the cargo
other systems deemed acceptable by the Society. area, which is accessible from the deck or from the engine
room.
5.1.2 The systems prescribed in [5.1.1] shall be con-
structed, installed and tested to the satisfaction of the Soci- 5.3.3 The cargo heating system shall be designed so that
ety. The materials used in their construction shall be the cargo cannot penetrate into the boiler in the case of a
compatible with the cargoes to be carried. For normal ser- leak in the heating coils. A cargo heating system with artifi-
vice, the upper ambient design temperature limits shall be: cial draught shall be ignited electrically.
air: + 30C
5.3.4 The ventilation system of the engine room shall be
water: + 20C. designed taking into account the air required for the boiler.
5.3.5 Where the cargo heating system is used during load- b) In the case of a protected system:
ing, unloading or gas-freeing, the service space which con- a device for ensuring pressure equilibrium, fitted
tains this system shall fully comply with [8.3.1], item b). with a flame-arrester capable of withstanding steady
This requirement does not apply to the inlets of the ventila- burning
tion system. These inlets shall be located at a minimum dis-
tance of 2,00 m from any hazardous area comparable to an ullage opening
zone 0 or 1 and 6,00 m from the openings of cargo tanks or connections, with stop valves, for pipes and hoses
residual cargo tanks, loading pumps situated on deck,
openings of high velocity vent valves, pressure relief c) In the case of a closed system:
devices and shore connections of loading and unloading a vacuum valve and a high-velocity vent valve
pipes and must be located not less than 2,00 m above the
The high velocity vent valve shall be so regulated as
deck.
not to open during carriage. This condition is met
The requirements of [8.3.1], item b) are not applicable to when the opening pressure of the valve meets the
the unloading of substances having a flash point of 60 C or conditions required in column (10) of Ch 3, App 3,
more when the temperature of the product is at least 15 K Tab 2.
lower at the flash point.
When anti-explosion protection is required in col-
umn (17) of Ch 3, App 3, Tab 2, the vacuum valve
5.4 Water spray system shall be capable of withstanding deflagrations and
the high velocity vent valve shall withstand steady
5.4.1 When water-spraying is required in column (9) of Ch burning
3, App 3, Tab 2, a water-spray system shall be installed in
a device for measuring the degree of filling
the cargo area on deck for the purpose of cooling the tops
of cargo tanks by spraying water over the whole surface so connections with shut-off devices, for pipes and
as to avoid safely the activation of the high-velocity vent hoses.
valve at 10 kPa or as regulated.
6.1.5 Receptacles for residual products shall be equipped
5.4.2 The spray nozzles shall be so installed that the entire with:
cargo deck area is covered and the gases released are pre- a connection enabling gases released during filling to be
cipitated safely. The system shall be capable of being put evacuated safely
into operation from the wheelhouse and from the deck. Its
capacity shall be such that when all the spray nozzles are in a possibility of indicating the degree of filling
operation, the outflow is not less than 50 litres per square connections with shut-off devices, for pipes and hoses.
metre of deck area and per hour.
6.1.6 Receptacles for residual products shall be connected
to the venting pipe of cargo tanks only for the time neces-
6 Receptacles for residual products sary to fill them.
and receptacles for slops
6.1.7 Receptacles for residual products and receptacles for
6.1 General slops placed on the deck shall be located at a minimum dis-
tance from the hull equal to one quarter of the vessels
6.1.1 If vessels are provided with a tank for residual prod- breadth.
ucts, it shall comply with the provisions of [6.1.3] to [6.1.7].
Receptacles for residual products and receptacles for slops 7 Environmental control
shall be located only in the cargo area. During filling of
receptacles for residual products, means for collecting any
leakage shall be placed under the filling connections. 7.1 Inerting facility
6.1.2 Receptacles for slops shall be fire resistant and shall 7.1.1 In cases in which inerting or blanketing of the cargo
be capable of being closed with lids. The receptacles for is prescribed, the vessel shall be equipped with an inerting
slops shall be marked and easy to handle. system.
6.1.3 The maximum capacity of a tank for residual prod- 7.1.2 This system shall be capable of maintaining a perma-
ucts is 30 m3. nent minimum pressure of 7 kPa (0,07 bar) in the spaces to
be inerted. In addition, the inerting system shall not increase
6.1.4 The tank for residual products shall be equipped the pressure in the cargo tank to a pressure greater than that
with: at which the pressure valve is regulated. The set pressure of
the vacuum-relief valve shall be 3,5 kPa (0,035 bar).
a) In the case of an open system:
a device for ensuring pressure equilibrium 7.1.3 The premises to be inerted shall be equipped with
connections for introducing the inert gas and monitoring
an ullage opening systems so as to ensure the correct atmosphere on a perma-
connections, with stop valves, for pipes and hoses nent basis.
8.1.1 Only distribution systems without return connection e) The electrical equipment in the cargo area on deck
to the hull are permitted. This provision does not apply to: (comparable to zone 1) shall be of the certified safe
type.
certain limited sections of the installations situated out-
side the cargo area (connections of starters of diesel 8.2.2 The following requirements apply to electrical equip-
engines) ment outside hazardous areas comparable to zone 0 or 1:
device for checking the insulation level referred to in a) Electrical equipment used during loading, unloading
[8.2.2] and gas-freeing during berthing shall be at least of the
limited explosion risk type.
active cathodic corrosion protection.
b) This provision does not apply to:
8.1.2 Every insulated distribution network shall be fitted
1) lighting installations in the accommodation, except
with an automatic device with a visual and audible alarm
for switches near entrances to accommodation
for checking the insulation level.
2) radiotelephone installations in the accommodation
8.1.3 For the selection of electrical equipment to be used in or the wheelhouse
zones presenting an explosion risk, the explosion groups 3) mobile and fixed telephone installations in the
and temperature classes assigned to the substances carried accommodation or the wheelhouse
shall be taken into consideration.
4) electrical installations in the accommodation, the
wheelhouse or the service spaces, if:
8.2 Type and location of electrical equipment
these spaces are fitted with a ventilation system
ensuring an overpressure of 0,1 kPa (0,001 bar)
8.2.1 Where the list of substances accepted for carriage in
and none of the windows is capable of being
the tanker includes those for which anti-explosion protec-
opened; the air intakes of the ventilation system
tion is prescribed in column (17) of Ch 3, App 3, Tab 2, the
shall be located as far away as possible, how-
following applies:
ever, not less than 6,00 m from any hazardous
a) Only measuring, regulation and alarm devices of the area comparable to zone 0 or 1 and not less than
EEx (ia) type of protection may be installed in cargo 2,00 m above the deck
tanks, residual cargo tanks and pipes for loading and the spaces are fitted with a gas detection system
unloading (comparable to zone 0) with sensors:
b) Only the following equipment may be installed in the - at the suction inlets of the ventilation system
cofferdams, double-hull spaces, double bottoms and
- directly at the top edge of the sill of the
hold spaces (comparable to zone 1):
entrance doors of the accommodation and
measuring, regulation and alarm devices of the cer- service spaces
tified safe type the gas concentration measurement is continuous
lighting appliances of the flame-proof enclosure or when the gas concentration reaches 20% of the
pressurised enclosure type of protection lower explosive limit, the ventilators are
hermetically sealed echo sounding devices the switched off. In such a case and when the over-
cables of which are led through thick-walled steel pressure is not maintained or in the event of fail-
tubes with gastight connections up to the main deck ure of the gas detection system, the electrical
installations which do not comply with item a)
cables for the active cathodic protection of the shell above, shall be switched off. These operations
plating in protective steel tubes such as those pro- shall be performed immediately and automati-
vided for echo sounding devices cally and activate the emergency lighting in the
c) Only the following equipment may be installed in the accommodation, the wheelhouse and the ser-
service spaces in the cargo area below deck (compara- vice spaces, which shall comply at least with the
ble to zone 1): limited explosion risk type. The switching-off
shall be indicated in the accommodation and
measuring, regulation and alarm devices of the cer- wheelhouse by visual and audible signals
tified safe type
the ventilation system, the gas detection system
lighting appliances of the flame-proof enclosure or and the alarm of the switch-off device fully com-
apparatus protected by pressurization type of pro- ply with the requirements of item a) above
tection
the automatic switching-off device is set so that
motors driving essential equipment such as ballast no automatic switch off may occur while the
pumps; they shall be of the certified safe type vessel is under way.
8.2.3 The electrical equipment which does not meet the 8.4.5 For movable cables intended for signal lights, gang-
requirements set out in [8.2.2] together with its switches way lighting, only sheathed cables of type H 07 RN-F in
shall be marked in red. The disconnection of such equip- accordance with standard IEC 60 245-4:1994 or cables of
ment shall be operated from a centralised location on at least equivalent design having conductors with a cross-
board. section of not less than 1,5 mm shall be used. These cables
shall be as short as possible and installed so that damage is
8.2.4 An electric generator which is permanently driven by not likely to occur.
an engine and which does not meet the requirements of
[8.2.2], shall be fitted with a switch capable of shutting 8.4.6 The cables required for the electrical equipment
down the excitation of the generator. A notice board with referred to in [8.2.1] item b) and [8.2.1] item c) are
the operating instructions shall be displayed near the accepted in cofferdams, double hull spaces, double bot-
switch. toms, hold spaces and service spaces below deck.
8.2.5 Sockets for the connection of signal lights and gang- 8.5 Storage batteries
way lighting shall be permanently fitted to the vessel close
to the signal mast or the gangway. Connecting and discon- 8.5.1 Storage batteries shall be located outside any hazard-
necting shall not be possible except when the sockets are ous area comparable to zone 0 or 1.
not live.
9 Fire protection and fire extinction
8.2.6 The failure of the power supply for the safety and
control equipment shall be immediately indicated by visual
and audible signals at the locations where the alarms are
9.1 Fire and naked light
usually actuated.
9.1.1 The outlets of funnels shall be located not less than
2.00 m from any hazardous area comparable to zone 0 or
8.3 Earthing 1. Arrangements shall be provided to prevent the escape of
sparks and the entry of water.
8.3.1 The metal parts of electrical appliances in the cargo
9.1.2 Heating, cooking and refrigerating appliances shall
area which are not live as well as protective metal tubes or
not be fuelled with liquid fuels, liquid gas or solid fuels.
metal sheaths of cables in normal service shall be earthed,
unless they are so arranged that they are automatically The installation in the engine room or in another separate
earthed by bonding to the metal structure of the vessel. space of heating appliances fuelled with liquid fuel having a
flash-point above 55C is, however, permitted.
8.3.2 The provisions of [8.3.1] apply also to equipment Cooking and refrigerating appliances are permitted only in
having service voltages of less than 50 V. the accommodation.
8.3.3 Independent cargo tanks, metal intermediate bulk 9.1.3 Only electrical lighting appliances are permitted.
containers and tank-containers shall be earthed.
9.2 Fire extinguishing arrangements
8.3.4 Receptacles for residual products shall be capable of
being earthed. 9.2.1 In addition to the requirements of Part C, Chapter 3,
the fire extinguishing arrangements in [9.4] to [9.6] are to
be complied with.
8.4 Electrical cables
8.4.1 All cables in the cargo area shall have a metallic 9.3 Portable fire extinguishers
sheath.
9.3.1 In addition to the fire-extinguishing appliances pre-
scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
8.4.2 Cables and sockets in any hazardous area compara- equipped with at least two additional portable fire-extin-
ble to zone 0 or 1 shall be protected against mechanical guishers having the same capacity in cargo area.
damage.
These additional portable fire-extinguishers shall be suitable
for fighting fires involving the dangerous goods carried.
8.4.3 Movable cables are prohibited in any hazardous area
comparable to zone 0 or 1, except for intrinsically safe elec-
tric circuits or for the supply of signal lights, gangway light- 9.4 Fire extinguishing system
ing.
9.4.1 A fire-extinguishing system complying with the fol-
8.4.4 Cables of intrinsically safe circuits shall only be used lowing requirements shall be installed on the vessel:
for such circuits and shall be separated from other cables It shall be supplied by two independent fire or ballast
not intended for being used in such circuits (e.g. they shall pumps, one of which shall be ready for use at any time.
not be installed together in the same string of cables and These pumps and their means of propulsion and electri-
they shall not be fixed by the same cable clamps). cal equipment shall not be installed in the same space.
It shall be provided with a water main fitted with at least 10.4 High level sensor
three hydrants in the cargo area above deck. Three suit-
able and sufficiently long hoses with spray nozzles hav- 10.4.1 Cargo tank shall be provided with a high level sen-
ing a diameter of not less than 12 mm shall be provided. sor for actuating the facility against overflowing at the latest
It shall be possible to reach any point of the deck in the when a degree of filling of 97,5% is reached.
cargo area simultaneously with at least two jets of water
not supplied from the same hydrant. 10.5 Cargo tank pressure monitoring - DG-N
A spring-loaded non-return valve shall be fitted to closed
ensure that no gases can escape through the fire-extin-
guishing system into the accommodation or service 10.5.1 When the pressure or temperature exceeds a set
spaces outside the cargo area. value, instruments for measuring the vacuum or overpres-
sure of the gaseous phase in the cargo tank or the tempera-
The capacity of the system shall be at least sufficient for
ture of the cargo shall activate a visual and audible alarm in
a jet of water to have a minimum reach of not less than
the wheelhouse. When the wheelhouse is unoccupied the
the vessel's breadth from any location on board with
alarm shall also be perceptible in a location occupied by a
two spray nozzles being used at the same time.
crew member.
9.5 Fixed fire extinguishing system 10.5.2 When the pressure exceeds the set value during
loading and unloading, the instrument for measuring the
9.5.1 In addition the machinery spaces and the cargo pressure shall initiate immediately an electrical contact
pump room shall be provided with a permanently fixed fire- which shall put into effect measures to interrupt the loading
extinguishing system, in compliance with Pt C, Ch 3, Sec 4, or unloading operation. If the vessels own discharge pump
[4]. is used, it shall be switched off automatically.
10 Safety and control installations 10.5.3 The instrument for measuring the overpressure or
vacuum shall activate the alarm at latest when an overpres-
sure equal to 1,15 times the opening pressure of the pres-
10.1 General sure relief device, or a vacuum pressure equal to the
10.1.1 Cargo tanks shall be provided with the following construction vacuum pressure but not exceeding 5 kPa.
equipment:
a) a mark inside the tank indicating the liquid level of 97%
10.6 Cargo temperature monitoring
b) a level gauge 10.6.1 An instrument for measuring the temperature of the
c) a level alarm device which is activated at the latest cargo is to be provided, if in column (9) of Ch 3, App 3, Tab
when a degree of filling of 90% is reached 2 a heating installation is required, or if a possibility of heat-
ing the cargo is required, or if a maximum temperature is
d) a high level sensor for actuating the facility against over-
indicated in column (20).
flowing at the latest when a degree of filling of 97,5% is
reached
10.7 Cargo tank sampling equipment
e) for N closed, an instrument for measuring the pressure
of the vapour phase inside the cargo tank 10.7.1 Each cargo tank shall be equipped with a connec-
f) an instrument for measuring the temperature of the tion for a sampling device, closed or partially closed, and/or
cargo at least one sampling opening as required in column (13) of
g) a connection for a sampling device. Ch 3, App 3, Tab 2.
11.1.5 Proof of sufficient intact stability shall be furnished c) Any bulkhead within the damaged area shall be
for all stages of loading and unloading and for the final assumed damaged, which means that the location of
loading condition for all the relative densities of the sub- bulkheads shall be chosen to ensure that the vessel
stances transported contained in the vessel substance list remains afloat after the flooding of two or more adjacent
according to Ch 3, Sec 1, [4.3.2]. compartments in the longitudinal direction.
11.1.6 For every loading case, taking account of the actual The following provisions are applicable:
fillings and floating position of cargo tanks, ballast tanks
and compartments, drinking water and sewage tanks and for bottom damage, adjacent athwartship compart-
tanks containing products for the operation of the vessel, ments shall also be assumed flooded
the vessel shall comply with the intact and damage stability the lower edge of any non-watertight opening (e.g.
requirements.
windows, doors and access hatchways) shall, at the
Intermediate stages during operations shall also be taken final stage of flooding, be not less than 0,10 m
into consideration. above the damage waterline.
11.3 Damage stability 11.3.3 The damage stability is generally regarded sufficient
if (see Fig 1):
11.3.1 For vessels with independent cargo tanks and for
double hull constructions with cargo tanks integrated in the At the stage of equilibrium (in the final stage of flood-
frames of the vessel, the following assumptions shall be ing), the angle of heel is not greater than 12.
taken into consideration for the damaged condition.
Non-watertight openings shall not be flooded before
a) Extent of side damage:
reaching the stage of equilibrium. If such openings are
longitudinal extent: at least 0,10 LOA but not less immersed before the stage of equilibrium, the corre-
than 5,00 m sponding spaces shall be considered flooded for the
purpose of stability calculation.
transverse extent: B2 0,01 m
vertical extent: from base line upwards without The positive range of the righting lever curve beyond the
limit. stage of equilibrium has a righting lever of 0,05 m in
association with an area under the curve of
b) Extent of bottom damage: 0,0065 m.rad. The minimum values of stability shall
longitudinal extent: at least 0,10 LOA but not less be satisfied up to immersion of the first unprotected
than 5,00 m (non-weathertight) opening and in any event up to an
angle of heel 27. If non-weathertight openings are
transverse extent: 3,00 m
immersed before that stage, the corresponding spaces
vertical extent: from base line to D2 0,01 m shall be considered flooded for the purpose of stability
upwards, except for pump well. calculation.
11.3.4 If openings through which undamaged compart- 11.3.5 Where cross- or down-flooding openings are pro-
ments may additionally become flooded are capable of vided for reduction of unsymmetrical flooding, the time of
being closed watertight, the closing appliances shall be equalisation shall not exceed 15 minutes, provided during
marked accordingly. the intermediate stages of flooding sufficient stability has
been proved.
12
A 0,0065 m.rad
0,05m
Symbols
1.1.3 Vessels without cargo tanks are considered to be sub- c) Penetrations through the bulkhead between the engine
ject to Ch 3, Sec 7. room and the service space in the cargo area, and the
bulkhead between the engine room and the hold spaces
may be provided for electrical cables, hydraulic and
1.2 Documents to be submitted
piping for measuring, control and alarm systems, pro-
vided that the penetrations have been approved by the
1.2.1 Tab 1 lists the plans and documents to be submitted
Society. The penetrations shall be gastight. Penetrations
in addition to the documents required in the other Parts of
through a bulkhead with an A-60 fire protection insu-
the Rules for the parts of the vessel not affected by the
lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv-
cargo, as applicable.
alent fire protection.
2 Vessel arrangement d) Pipes may penetrate the bulkhead between the engine
room and the service space in the cargo area provided
that these are pipes between the mechanical equipment
2.1 Engine rooms in the engine room and the service space which do not
have any openings within the service space and which
2.1.1 Internal combustion engines for the vessels propul- are provided with shut-off devices at the bulkhead in the
sion as well as internal combustion engines for auxiliary engine room.
machinery shall be located outside the cargo area.
Entrances and other openings of engine rooms shall be at a e) Notwithstanding [2.3.4], pipes from the engine room
distance of not less than 2,00 m from any hazardous area may penetrate the service space in the cargo area or a
comparable to zone 0 or 1. cofferdam or a hold space or a double-hull space to the
outside provided that within the service space or coffer-
2.1.2 The engine rooms shall be accessible from the deck; dam or hold space or doublehull space they are of the
the entrances shall not face the cargo area. thick-walled type and have no flanges or openings.
No A/I Document
1 I List of substances intended to be carried with their UN number (see Ch 3, App 3, Tab 2), including all design charac-
teristics of substances and other important design conditions
2 I General arrangement plan, showing location of cargo tanks and fuel oil, ballast and other tanks, void spaces
3 A Hazardous areas plan and location of the electrical equipment installed in these areas
4 A Ventilation duct arrangement in gas-dangerous spaces and adjacent zones
5 A Details of hull structure in way of cargo tanks, including support arrangement for tanks, saddles, anti-floating and
anti-lifting devices, deck sealing arrangements, independent cargo tanks, etc.
6 A Intact and damage stability calculations
7 A Scantlings, material and arrangement of the cargo containment system
8 A Details of cargo handling system, including arrangements and details of piping and fittings
9 A Details of cargo pumps
10 A Bilge and ballast system in cargo area
11 A Gas freeing system in cargo tanks
12 A Ventilation system in cargo area
13 A List of the electrical equipment installed in hazardous areas comparable to zone 0 and 1, including the following
equipment particulars: location, type of protection, type of protection against explosion, testing body and approval
number
14 A Schematic electrical wiring diagram
15 A Gas detection system
16 A Cargo tank instrumentation
17 A Details of fire-extinguishing appliances and systems in cargo area
18 A Arrangement drawing of the various fire bulkheads and decks with standard fire test reports for the various arrange-
ments, surface coverings, paints and similar
19 I Loading and unloading operation description, including cargo tank filling limits, where applicable
20 A List of equipment installed in hazardous areas comparable to zone 2 which may be used during loading, unloading
and gas-freeing and red equipment
Note 1:
A = to be submitted for review
I = to be submitted for information.
2.3 Hold spaces 2.3.4 The bulkheads bounding the cargo tanks, cofferdams
and hold spaces shall be watertight. The cargo tanks and the
2.3.1 The cargo tanks shall be separated by cofferdams of bulkheads bounding the cargo area shall have no openings
at least 0,60 m in width from the accommodation, engine or penetrations below deck.
room and service spaces outside the cargo area below deck The bulkhead between the engine room and the cofferdam
or, if there are no such accommodation, engine room and
or service space in the cargo area or between the engine
service spaces, from the vessels ends. Where the cargo
room and a hold space may be fitted with penetrations pro-
tanks are installed in a hold space, a space of not less than
vided that they conform to the provisions of [2.2.4].
0,50 m shall be provided between such tanks and the end
bulkheads of the hold space. In this case an end bulkhead The bulkheads between the cargo tanks may be fitted with
meeting at least the definition for Class A-60 (see Pt C, Ch penetrations provided that the loading and unloading pipes
3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam. are fitted with shut-off devices in the cargo tank from which
For pressure cargo tanks, the 0,50 m distance may be they come. The shut-off devices shall be operable from the
reduced to 0,20 m. deck.
2.3.2 Hold spaces, cofferdams and cargo tanks shall be These pipes shall be at least 0,60 m above the bottom.
capable of being inspected.
2.3.5 Double hull spaces and double bottoms in the cargo
2.3.3 All spaces in the cargo area shall be capable of being area shall be arranged for being filled with ballast water
ventilated. Means for checking their gas-free condition shall only. Double bottoms may, however, be used as fuel oil
be provided. tanks, provided they comply with [2.6].
2.4.2 Double-hull spaces and double bottoms within the 2.8.4 A cargo pump-room below deck shall be capable of
cargo area which are not arranged for being filled with bal- being drained in an emergency by an installation located in
last water, hold spaces and cofferdams, shall be provided the cargo area and independent from any other installation.
with ventilation systems. This installation shall be provided outside the cargo pump-
room.
2.4.3 Any service spaces located in the cargo area below
deck shall be provided with a suitable ventilation installa- 2.9 Ventilation of cargo pump rooms
tion.
2.9.1 Cargo pump rooms must be provided with extraction
2.4.4 Ventilation of accommodation and service spaces
type ventilation systems, independent of other vessel's
shall be possible.
spaces, providing at least 30 cycles of air change per hour.
Warning notices shall be placed requiring that the ventila-
2.5 Engines tion is in operation for at least 15 minutes prior to entering
these spaces.
2.5.1 Sparking shall not be possible within any hazardous
area comparable to zone 0 or 1. 2.9.2 Portable means must be provided for gas-freeing of
cargo tanks and other spaces not equipped with fixed venti-
2.6 Oil fuel tanks lation.
2.6.1 When the vessel is provided with hold spaces, the 2.10 Arrangements of cofferdams
double bottoms within these spaces may be arranged as oil
fuel tanks, provided their depth is not less than 0,60 m. 2.10.1 Cofferdams or cofferdam compartments remaining
Oil fuel pipes and openings of such tanks are not permitted once a service space has been arranged in accordance with
in the hold space. [2.3.6] shall be accessible through an access hatch. If, how-
ever, the cofferdam is connected to a double-hull space, it
2.6.2 The open ends of the air pipes of all liquid oil fuel is sufficient for it to be accessible from that space.
tanks shall extend to not less than 0,50 m above the open
deck. Their open ends and the open ends of overflow pipes 2.10.2 No fixed pipe shall permit connection between a
leading on the deck shall be fitted with a protective device cofferdam and other piping of the vessel outside the cargo
consisting of a gauze diaphragm or a perforated plate. area.
3.1.1 The scantlings and structural arrangements are to be 3.6 Cargo tank openings
in compliance with applicable requirements of Ch 1, Sec 3,
[5] to Ch 1, Sec 3, [10]. 3.6.1
3.2 Cargo area hull design a) Cargo tank openings shall be located on deck in the
cargo area.
3.2.1 Where independent cargo tanks are used, or for dou- b) Cargo tank openings with a cross-section of more than
ble-hull construction where the cargo tanks are integrated 0,10 m2 and openings of safety devices for preventing
in vessels structure, the space between the wall of the ves- overpressures shall be located not less than 0,50 m
sel and wall of the cargo tanks shall be not less than 0,60 m. above deck.
The space between the bottom of the vessel and the bottom
of the cargo tanks shall be not less than 0,50 m. The space 3.6.2 Safety devices
may be reduced to 0,40 m under the pump sumps. The ver- Each cargo tank or group of cargo tanks connected to a
tical space between the suction well of a cargo tank and the common venting pipe shall be fitted with safety devices
bottom structures shall be not less than 0,10 m. designed to prevent any accumulation of water and its pen-
When a hull is constructed in the cargo area as a double etration into the cargo tanks.
hull with independent cargo tanks located in hold spaces,
the above values are applicable to the double hull. If in this
case the minimum values for inspections of independent
4 Cargo piping system
tanks referred to in [2.3.8] are not feasible, it must be possi-
ble to remove the cargo tanks easily for inspection. 4.1 Arrangement for cargo pumps
3.2.2 Where service spaces are located in the cargo area 4.1.1 Cargo pumps shall be capable of being shut down
under deck, they shall be arranged so as to be easily acces- from an area between the fore vertical plane and the aft ver-
sible and to permit persons wearing protective clothing and tical plane bounding the part of the cargo area below deck
breathing apparatus to safely operate the service equipment and from a position outside this area.
contained therein. They shall be designed so as to allow
injured or unconscious personnel to be removed from such
spaces without difficulties, if necessary by means of fixed 4.2 Arrangement of cargo piping - General
equipment.
4.2.1 Pipes for loading and unloading shall be independent
of any other piping of the vessel.
3.3 Cargo tank arrangements
4.2.2 The pipes for loading and unloading shall be
3.3.1 The cargo tank is to comply with the following:
arranged so that, after loading or unloading operations, the
for vessels with a length not more than 50,00 m, the liquid remaining in these pipes may be safely removed and
length of a cargo tank shall not exceed 10,00 m may flow either into the vessels tanks or the tanks ashore.
for vessels with a length of more than 50,00 m, the
length of a cargo tank shall not exceed 0,20 L, where L 4.2.3 Piping for loading and unloading shall be clearly dis-
is the vessel rule length. This provision does not apply to tinguishable from other piping, e.g. by means of colour
vessels with independent built-in cylindrical tanks hav- marking.
ing a length to diameter ratio 7.
4.2.4 Each shore connection of the venting pipe and shore
3.3.2 The capacity of a suction well shall be limited to not connections of the pipes for loading and unloading, through
more than 0,10 m3. which the loading or unloading operation is carried out,
shall be fitted with a shut-off device.
3.4 Integrated tank scantlings
4.2.5 Pipes for loading and unloading, and venting pipes,
3.4.1 The scantlings of the integrated tank structure are to shall not have flexible connections fitted with sliding seals.
be determined in compliance with Ch 1, Sec 3.
4.3 Control and monitoring
3.5 Independent cargo tank scantlings
4.3.1 Stop valves
3.5.1 Cargo tank scantlings The stop valves or other shut-off devices of the pipes for
The scantlings of independent cargo tanks are to be deter- loading and unloading shall indicate whether they are open
mined in compliance with Ch 1, Sec 3, [5.1.2]. or shut.
4.4 Supply of cargo tanks with washing or 7.1.2 Every insulated distribution network shall be fitted
ballast water with an automatic device with a visual and audible alarm
for checking the insulation level.
4.4.1 When pipes for loading and unloading are used for
supplying the cargo tanks with washing or ballast water, the 7.1.3 For the selection of electrical equipment to be used in
suctions of these pipes shall be located within the cargo zones presenting an explosion risk, the explosion groups
area but outside the cargo tanks. and temperature classes assigned to the substances carried
shall be taken into consideration.
Pumps for tank washing systems with associated connec-
tions may be located outside the cargo area, provided the
discharge side of the system is arranged in such a way that 7.2 Type and location of electrical equipment
suction is not possible through that part.
7.2.1
4.4.2 A non-return valve shall be fitted at the junction a) Only measuring, regulation and alarm devices of the
between the water suction pipe and the cargo loading pipe. EEx (ia) type of protection may be installed in cargo
tanks, residual cargo tanks and pipes for loading and
5 Cargo temperature control unloading (comparable to zone 0).
b) Only the following equipment may be installed in the
5.1 Cargo tank heating cofferdams, double-hull spaces, double bottoms and
hold spaces (comparable to zone 1):
5.1.1 Cargo tank heating system is to be installed as a sepa- measuring, regulation and alarm devices of the cer-
rate system, equipped with a heat exchanger located in the tified safe type
cargo area. Where special heat transfer media are used this lighting appliances of the flame-proof enclosure or
requirement may be dispensed with upon approval by the pressurised enclosure type of protection
Society. hermetically sealed echo sounding devices the
5.1.2 Boilers which are used for heating the cargo shall be cables of which are led through thick-walled steel
fuelled with a liquid fuel having a flashpoint of more than tubes with gastight connections up to the main deck
55C. They shall be placed either in the engine room or in cables for the active cathodic protection of the shell
another separate space below deck and outside the cargo plating in protective steel tubes such as those pro-
area, which is accessible from the deck or from the engine vided for echo sounding devices.
room. c) Only the following equipment may be installed in the
service spaces in the cargo area below deck (compara-
5.1.3 The cargo heating system shall be designed so that ble to zone 1):
the cargo cannot penetrate into the boiler in the case of a
measuring, regulation and alarm devices of the cer-
leak in the heating coils. A cargo heating system with artifi-
tified safe type
cial draught shall be ignited electrically.
lighting appliances of the flame-proof enclosure or
5.1.4 The ventilation system of the engine room shall be apparatus protected by pressurization type of pro-
designed taking into account the air required for the boiler. tection
motors driving essential equipment such as ballast
6 Receptacles for residual products pumps; they shall be of the certified safe type.
and receptacles for slops d) The control and protective equipment of the electrical
equipment referred to in items a), b) and c) above shall
be located outside the cargo area if they are not intrinsi-
6.1 General
cally safe.
6.1.1 Receptacles for slops shall be fire resistant and shall e) The electrical equipment in the cargo area on deck
be capable of being closed with lids. The tanks shall be (comparable to zone 1) shall be of the certified safe
marked and easy to handle. type.
- directly at the top edge of the sill of the 7.3.4 Receptacles for residual products shall be capable of
entrance doors of the accommodation and being earthed.
service spaces
the gas concentration measurement is continuous 7.4 Electrical cables
when the gas concentration reaches 20% of the
lower explosive limit, the ventilators are 7.4.1 All cables in the cargo area shall have a metallic
switched off. In such a case and when the over- sheath.
pressure is not maintained or in the event of fail-
ure of the gas detection system, the electrical 7.4.2 Cables and sockets in any hazardous area compara-
installations which do not comply with item a) ble to zone 0 or 1 shall be protected against mechanical
above, shall be switched off. These operations damage.
shall be performed immediately and automati-
7.4.3 Movable cables are prohibited in any hazardous area
cally and activate the emergency lighting in the
comparable to zone 0 or 1, except for intrinsically safe elec-
accommodation, the wheelhouse and the ser-
tric circuits or for the supply of signal lights, gangway light-
vice spaces, which shall comply at least with the
ing.
limited explosion risk type. The switching-off
shall be indicated in the accommodation and
7.4.4 Cables of intrinsically safe circuits shall only be used
wheelhouse by visual and audible signals
for such circuits and shall be separated from other cables
the ventilation system, the gas detection system not intended for being used in such circuits (e.g. they shall
and the alarm of the switch-off device fully com- not be installed together in the same string of cables and
ply with the requirements of item a) above they shall not be fixed by the same cable clamps).
the automatic switching-off device is set so that
no automatic switch off may occur while the 7.4.5 For movable cables intended for signal lights, gang-
vessel is under way. way lighting, only sheathed cables of type H 07 RN-F in
accordance with standard IEC 60 245-4:1994 or cables of
7.2.3 The electrical equipment which does not meet the at least equivalent design having conductors with a cross-
requirements set out in [7.2.2] together with its switches section of not less than 1,5 mm shall be used. These cables
shall be marked in red. The disconnection of such equip- shall be as short as possible and installed so that damage is
ment shall be operated from a centralised location on not likely to occur.
board.
7.4.6 The cables required for the electrical equipment
7.2.4 An electric generator which is permanently driven by referred to in [7.2.1], item b) and [7.2.1], item c) are
an engine and which does not meet the requirements of accepted in cofferdams, double hull spaces, double bot-
[7.2.2], shall be fitted with a switch capable of shutting toms, hold spaces and service spaces below deck.
down the excitation of the generator. A notice board with
the operating instructions shall be displayed near the 7.5 Storage batteries
switch.
7.5.1 Storage batteries shall be located outside any hazard-
7.2.5 Sockets for the connection of signal lights and gang- ous area comparable to zone 0 or 1.
way lighting shall be permanently fitted to the vessel close
to the signal mast or the gangway. Connecting and discon-
necting shall not be possible except when the sockets are
8 Fire protection and fire extinction
not live.
8.1 Fire and naked light
7.2.6 The failure of the power supply for the safety and
control equipment shall be immediately indicated by visual 8.1.1 The outlets of funnels shall be located not less than
and audible signals at the locations where the alarms are 2,00 m from the cargo area. Arrangements shall be pro-
usually actuated. vided to prevent the escape of sparks and the entry of water.
8.1.2 Heating, cooking and refrigerating appliances shall 10.1.6 Proof of sufficient intact stability shall be furnished
not be fuelled with liquid fuels, liquid gas or solid fuels. for all stages of loading and unloading and for the final
loading condition for all the relative densities of the sub-
The installation in the engine room or in another separate
stances transported contained in the vessel substance list
space of heating appliances fuelled with liquid fuel having a
according to Ch 3, Sec 1, [4.3.2].
flash-point above 55C is, however, permitted.
Cooking and refrigerating appliances are permitted only in 10.1.7 For every loading case, taking account of the actual
the accommodation. fillings and floating position of cargo tanks, ballast tanks
and compartments, drinking water and sewage tanks and
8.1.3 Only electrical lighting appliances are permitted. tanks containing products for the operation of the vessel,
the vessel shall comply with the intact and damage stability
8.2 Portable fire extinguishers requirements.
Intermediate stages during operations shall also be taken
8.2.1 In addition to the fire-extinguishing appliances pre- into consideration.
scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
equipped with at least two additional portable fire-extin-
guishers having the same capacity in cargo area. 10.2 Intact stability
These additional portable fire-extinguishers shall be suitable
10.2.1 For vessels with independent cargo tanks and for
for fighting fires involving the dangerous goods carried.
double hull constructions with cargo tanks integrated in the
frames of the vessel, the requirements for intact stability
9 Safety and control installations resulting from the damage stability calculation shall be fully
complied with.
9.1 General
10.2.2 For vessels with cargo tanks of more than 0,70 B in
width, the following intact stability requirements are to be
9.1.1 Cargo tanks shall be provided with the following
complied with, bearing in mind the influence of all free sur-
equipment:
faces in tanks for all stages of loading and unloading:
a) a mark inside the tank indicating the liquid level of 97%
in the positive area of the righting lever curve up to
b) a high level sensor for actuating the facility against over- immersion of the first unprotected opening there shall
flowing at the latest when a degree of filling of 97,5% is be a righting lever (GZ) of not less than 0,10 m
reached
the surface of the positive area of the righting lever
c) An instrument for measuring the temperature of the curve up to immersion of the first unprotected opening
cargo shall be provided, if in column (9) of Ch 3, App 3, and in any event up to an angle of heel 27 shall not
Tab 2 a heating installation is required, or if a possibility be less than 0,024 m.rad
of heating the cargo is required, or if a maximum tem-
the initial metacentric height GM0 shall be not less than
perature is indicated in column (20).
0,10 m.
10.1 General 10.3.1 For vessels with independent cargo tanks and for
double hull constructions with cargo tanks integrated in the
10.1.1 Exceptions to the requirements stated in these Rules frames of the vessel, the following assumptions shall be
are possible where they are permitted by the statutory Regu- taken into consideration for the damaged condition:
lations.
a) Extent of side damage:
10.1.2 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt longitudinal extent: at least 0,10 LOA but not less
B, Ch 2, Sec 2, [3] are to be complied with.
than 5,00 m
10.1.3 The longitudinal centre bulkhead may be dispensed transverse extent: B2 0,01 m
with only if sufficient stability is guaranteed.
vertical extent: from base line upwards without limit
10.1.4 Proof of sufficient stability shall be furnished. This b) Extent of bottom damage:
proof is not required for single hull vessels with cargo tanks
the width of which is not more than 0,70 B. longitudinal extent: at least 0,10 LOA but not less
than 5,00 m
10.1.5 The basic values for the stability calculation (the transverse extent: 3,00 m
vessels lightweight and location of the centre of gravity)
shall be determined in compliance with Pt B, Ch 2, Sec 2, vertical extent: from base line to D2 0,01 m
[2.2]. upwards, except for pump well
c) Any bulkhead within the damaged area shall be 10.3.3 The damage stability is generally regarded sufficient
assumed damaged, which means that the location of if (see Fig 1):
bulkheads shall be chosen to ensure that the vessel
remains afloat after the flooding of two or more adjacent At the stage of equilibrium (in the final stage of flood-
compartments in the longitudinal direction. ing), the angle of heel is not greater than 12.
The following provisions are applicable: Non-watertight openings shall not be flooded before
for bottom damage, adjacent athwartship compart- reaching the stage of equilibrium. If such openings are
ments shall also be assumed flooded immersed before the stage of equilibrium, the corre-
the lower edge of any non-watertight opening (e.g. sponding spaces shall be considered flooded for the
windows, doors and access hatchways) shall, at the purpose of stability calculation.
final stage of flooding, be not less than 0,10 m
above the damage waterline. The positive range of the righting lever curve beyond the
stage of equilibrium has a righting lever of 0,05 m in
10.3.2 In general, permeability shall be assumed to be association with an area under the curve of
95%. Where an average permeability of less than 95% is 0,0065 m.rad. The minimum values of stability shall
calculated for any compartment, this calculated value be satisfied up to immersion of the first unprotected
obtained may be used. (non-weathertight) opening and in any event up to an
However, the minimum values of permeability given in angle of heel 27. If non-weathertight openings are
Tab 3 are to be used. immersed before that stage, the corresponding spaces
For the main engine room, only the one-compartment status shall be considered flooded for the purpose of stability
need be taken into account, i.e. the end bulkheads of the calculation.
engine room shall be assumed as not damaged.
10.3.4 If openings through which undamaged compart-
Table 2 : Permeability ments may additionally become flooded are capable of
being closed watertight, the closing appliances shall be
Spaces , in %
marked accordingly.
Engine room 85
Accommodation spaces 95 10.3.5 Where cross- or down-flooding openings are pro-
Double bottoms, oil fuel tanks, ballast tanks, etc., vided for reduction of unsymmetrical flooding, the time of
depending on whether, according to their function, equalisation shall not exceed 15 minutes, provided during
0 or 95
they have to be assumed as full or empty for the the intermediate stages of flooding sufficient stability has
vessel floating at the maximum permissible draught been proved.
12
A 0,0065 m.rad
0,05m
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2.2.3 Entrances from the deck and openings of spaces fac-
[2.1] ing the weather shall be capable of being closed.
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2,
[2.5] 2.2.4
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] a) Driving shafts of the bilge or ballast pumps in the cargo
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] area may penetrate through the bulkhead between the
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] service space and the engine room, provided the
arrangement of the service space is in compliance with
B2 : Breadth of the side tank, in m
[2.3.6].
D2 : Height of the double bottom, in m.
b) The penetration of the shaft through the bulkhead shall
be gastight and shall have been approved by the Society.
1 General
c) Penetrations through the bulkhead between the engine
1.1 Application room and the service space in the cargo area, and the
bulkhead between the engine room and the hold spaces
1.1.1 Vessels complying with the requirements of this Sec- may be provided for electrical cables, hydraulic and
tion are eligible for the assignment of the additional service piping for measuring, control and alarm systems, pro-
feature Supply vessel as defined in Pt A, Ch 1, Sec 3, vided that the penetrations have been approved by the
[3.2.19]. Society. The penetrations shall be gastight. Penetrations
through a bulkhead with an A-60 fire protection insu-
1.2 Documents to be submitted lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv-
alent fire protection.
1.2.1 Tab 1 lists the plans and documents to be submitted
in addition to the documents required in the other Parts of d) Pipes may penetrate the bulkhead between the engine
the Rules for the parts of the vessel not affected by the room and the service space in the cargo area provided
cargo, as applicable. that these are pipes between the mechanical equipment
in the engine room and the service space which do not
have any openings within the service space and which
2 Vessel arrangement are provided with shut-off devices at the bulkhead in the
engine room.
2.1 Engine rooms
e) Notwithstanding [2.3.4], pipes from the engine room
2.1.1 Internal combustion engines for the vessels propul- may penetrate the service space in the cargo area or a
sion as well as internal combustion engines for auxiliary cofferdam or a hold space or a double-hull space to the
machinery shall be located outside the cargo area. outside provided that within the service space or coffer-
Entrances and other openings of engine rooms shall be at a dam or hold space or doublehull space they are of the
distance of not less than 2,00 m from any hazardous area thick-walled type and have no flanges or openings.
comparable to zone 0 or 1.
2.1.2 The engine rooms shall be accessible from the deck; 2.3 Hold spaces
the entrances shall not face the cargo area.
2.3.1 The cargo tanks shall be separated by cofferdams of
at least 0,60 m in width from the accommodation, engine
2.2 Accommodation and service spaces
room and service spaces outside the cargo area below deck
2.2.1 Accommodation spaces and the wheelhouse shall be or, if there are no such accommodation, engine room and
located outside the cargo area forward of the fore vertical service spaces, from the vessels ends. Where the cargo
plane or abaft the aft vertical plane bounding the part of tanks are installed in a hold space, a space of not less than
cargo area below deck. Windows of the wheelhouse which 0,50 m shall be provided between such tanks and the end
are located not less than 1,00 m above the bottom of the bulkheads of the hold space. In this case an end bulkhead
wheelhouse may tilt forward. meeting at least the definition for Class A-60 (see Pt C, Ch
3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam.
2.2.2 Entrances to spaces and openings of superstructures For pressure cargo tanks, the 0,50 m distance may be
shall not face the cargo area. reduced to 0,20 m.
No A/I Document
1 I List of substances intended to be carried with their UN number (see Ch 3, App 3, Tab 2), including all design charac-
teristics of substances and other important design conditions
2 I General arrangement plan, showing location of cargo tanks and fuel oil, ballast and other tanks, void spaces
3 A Hazardous areas plan and location of the electrical equipment installed in these areas
4 A Ventilation duct arrangement in gas-dangerous spaces and adjacent zones
5 A Details of hull structure in way of cargo tanks, including support arrangement for tanks, saddles, anti-floating and
anti-lifting devices, deck sealing arrangements, independent cargo tanks, etc.
6 A Intact and damage stability calculations
7 A Scantlings, material and arrangement of the cargo containment system
8 A Details of cargo handling system, including arrangements and details of piping and fittings
9 A Details of cargo pumps
10 A Bilge and ballast system in cargo area
11 A Gas freeing system in cargo tanks
12 A Ventilation system in cargo area
13 A List of the electrical equipment installed in hazardous areas comparable to zone 0 and 1, including the following
equipment particulars: location, type of protection, type of protection against explosion, testing body and approval
number
14 A Schematic electrical wiring diagram
15 A Pressure drop calculation note
16 A Gas detection system
17 A Cargo tank instrumentation
18 A Details of fire-extinguishing appliances and systems in cargo area
19 A Arrangement drawing of the various fire bulkheads and decks with standard fire test reports for the various arrange-
ments, surface coverings, paints and similar
20 I Loading and unloading operation description, including cargo tank filling limits, where applicable
21 A Gas return system
22 A List of equipment installed in hazardous areas comparable to zone 2 which may be used during loading, unloading
and gas-freeing and red equipment
Note 1:
A = to be submitted for review
I = to be submitted for information.
2.3.2 Hold spaces, cofferdams and cargo tanks shall be they come. The shut-off devices shall be operable from the
capable of being inspected. deck.
2.3.3 All spaces in the cargo area shall be capable of being These pipes shall be at least 0,60 m above the bottom.
ventilated. Means for checking their gas-free condition shall
2.3.5 Double hull spaces and double bottoms in the cargo
be provided.
area shall be arranged for being filled with ballast water
2.3.4 The bulkheads bounding the cargo tanks, cofferdams only. Double bottoms may, however, be used as fuel oil
and hold spaces shall be watertight. The cargo tanks and the tanks, provided they comply with [2.6].
bulkheads bounding the cargo area shall have no openings
or penetrations below deck. 2.3.6
The bulkhead between the engine room and the cofferdam a) A cofferdam, the centre part of a cofferdam or another
or service space in the cargo area or between the engine space below deck in the cargo area may be arranged as
room and a hold space may be fitted with penetrations pro- a service space, provided the bulkheads bounding the
vided that they conform to the provisions of [2.2.4]. service space extend vertically to the bottom. This ser-
vice space shall only be accessible from the deck.
The bulkheads between the cargo tanks may be fitted with
penetrations provided that the loading and unloading pipes b) The service space shall be watertight with the exception
are fitted with shut-off devices in the cargo tank from which of its access hatches and ventilation inlets.
2.3.7 Where service spaces are located in the cargo area 2.7.2 Exhaust pipes shall be provided with a device pre-
under deck, they shall be arranged so as to be easily acces- venting the escape of sparks, e.g. spark arresters.
sible and to permit persons wearing protective clothing and
breathing apparatus to safely operate the service equipment 2.8 Bilge pumping and ballasting
contained therein. They shall be designed so as to allow arrangements
injured or unconscious personnel to be removed from such
spaces without difficulty, if necessary by means of fixed 2.8.1 Bilge and ballast pumps for spaces within the cargo
equipment. area shall be installed within such area.
2.3.8 Cofferdams, double-hull spaces, double bottoms, This provision does not apply to:
cargo tanks, hold spaces and other accessible spaces within double-hull spaces and double bottoms which do not
the cargo area shall be arranged so that they may be com- have a common boundary wall with the cargo tanks
pletely inspected and cleaned in an appropriate manner. cofferdams, double hull spaces, double bottoms and
The dimensions of openings, except for those of double hull hold spaces where ballasting is carried out using the
spaces and double bottoms which do not have a wall piping of the firefighting system in the cargo area and
adjoining the cargo tanks, shall be in compliance with Pt B, bilge-pumping is performed using eductors.
Ch 2, Sec 1, [3.2.2].
2.8.2 Where the double bottom is used as oil fuel tank, it
2.4 Ventilation shall not be connected to the bilge piping system.
2.4.1 Each hold space shall have two openings the dimen- 2.8.3 Where the ballast pump is installed in the cargo area,
sions and location of which shall be such as to permit effec- the standpipe and its outboard connection for suction of
tive ventilation of any part of the hold space. ballast water shall be located within the cargo area but out-
side the cargo tanks.
2.4.2 Double-hull spaces and double bottoms within the
cargo area which are not arranged for being filled with bal- 2.8.4 A cargo pump-room below deck shall be capable of
last water, hold spaces and cofferdams, shall be provided being drained in an emergency by an installation located in
with ventilation systems. the cargo area and independent from any other installation.
This installation shall be provided outside the cargo pump-
2.4.3 Any service spaces located in the cargo area below room.
deck shall be provided with a suitable ventilation installa-
tion. 2.9 Ventilation of cargo pump rooms
2.4.4 Ventilation of accommodation and service spaces 2.9.1 Cargo pump rooms must be provided with extraction
shall be possible. type ventilation systems, independent of other vessel's
spaces, providing at least 30 cycles of air change per hour.
2.5 Engines Warning notices shall be placed requiring that the ventila-
tion is in operation for at least 15 minutes prior to entering
2.5.1 Sparking shall not be possible within any hazardous these spaces.
area comparable to zone 0 or 1.
2.9.2 Portable means must be provided for gas-freeing of
2.6 Oil fuel tanks cargo tanks and other spaces not equipped with fixed venti-
lation.
2.6.1 When the vessel is provided with hold spaces, the
double bottoms within these spaces may be arranged as oil 2.10 Arrangements of cofferdams
fuel tanks, provided their depth is not less than 0,60 m.
2.10.1 Cofferdams or cofferdam compartments remaining
Oil fuel pipes and openings of such tanks are not permitted
once a service space has been arranged in accordance with
in the hold space.
[2.3.6] shall be accessible through an access hatch. If, how-
2.6.2 The open ends of the air pipes of all liquid oil fuel ever, the cofferdam is connected to a double hull space, it is
tanks shall extend to not less than 0,5 m above the open sufficient for it to be accessible from that space.
deck. Their open ends and the open ends of overflow pipes
2.10.2 No fixed pipe shall permit connection between a
leading on the deck shall be fitted with a protective device
cofferdam and other piping of the vessel outside the cargo
consisting of a gauze diaphragm or a perforated plate.
area.
The space between the bottom of the vessel and the bottom 3.6.1
of the cargo tanks shall be not less than 0,50 m. The space
a) Cargo tank openings shall be located on deck in the
may be reduced to 0,40 m under the pump sumps. The ver-
cargo area.
tical space between the suction well of a cargo tank and the
bottom structures shall be not less than 0,10 m. b) Cargo tank openings with a cross-section of more than
0,10 m2 and openings of safety devices for preventing
When a hull is constructed in the cargo area as a double
overpressures shall be located not less than 0,50 m
hull with independent cargo tanks located in hold spaces,
above deck.
the above values are applicable to the double hull. If in this
case the minimum values for inspections of independent
3.6.2 Safety devices
tanks referred to in [2.3.8] are not feasible, it must be possi-
ble to remove the cargo tanks easily for inspection. Each cargo tank or group of cargo tanks connected to a
common venting pipe shall be fitted with safety devices
3.2.2 Where service spaces are located in the cargo area designed to prevent any accumulation of water and its pen-
under deck, they shall be arranged so as to be easily acces- etration into the cargo tanks.
sible and to permit persons wearing protective clothing and
breathing apparatus to safely operate the service equipment 4 Cargo piping system
contained therein. They shall be designed so as to allow
injured or unconscious personnel to be removed from such
spaces without difficulties, if necessary by means of fixed 4.1 Arrangement for cargo pumps
equipment.
4.1.1 Cargo pumps shall be capable of being shut down
3.2.3 Side stringers linking or supporting the load bearing from an area between the fore vertical plane and the aft ver-
components of the sides of the vessel with the load bearing tical plane bounding the part of the cargo area below deck
components of the longitudinal walls of cargo tanks and and from a position outside this area.
side stringers linking the load bearing components of the
vessels bottom with the tank bottom are prohibited. 4.2 Arrangement of cargo piping
4.4 Supply of cargo tanks with washing or 6 Receptacles for residual products
ballast water and receptacles for slops
4.4.1 When pipes for loading and unloading are used for
supplying the cargo tanks with washing or ballast water, the 6.1 General
suctions of these pipes shall be located within the cargo
6.1.1 If vessels are provided with a tank for residual prod-
area but outside the cargo tanks.
ucts, it shall comply with the provisions of [6.1.3] and
Pumps for tank washing systems with associated connec- [6.1.4]. Receptacles for residual products and receptacles
tions may be located outside the cargo area, provided the for slops shall be located only in the cargo area. During fill-
discharge side of the system is arranged in such a way that ing of receptacles for residual products, means for collect-
suction is not possible through that part. ing any leakage shall be placed under the filling
connections.
4.4.2 A non-return valve shall be fitted at the junction
between the water suction pipe and the cargo loading pipe. 6.1.2 Receptacles for slops shall be fire resistant and shall
be capable of being closed with lids. The receptacles for
slops shall be marked and easy to handle.
4.5 Permissible loading and unloading flows
6.1.3 The maximum capacity of a tank for residual prod-
4.5.1 The permissible loading and unloading flows shall be
ucts is 30 m3.
calculated. For open type N with flame-arrester and open
type N the loading and unloading flows depend on the total 6.1.4 The tank for residual products shall be equipped
crosssection of the exhaust ducts. with:
4.5.2 Calculations concern the permissible maximum load- a device for ensuring pressure equilibrium
ing and unloading flow for each cargo tank or each group of an ullage opening
cargo tanks, taking into account the design of the ventila-
connections, with stop valves, for pipes and hoses.
tion system. These calculations shall take into consideration
the fact that in the event of an unforeseen cut-off of the gas 6.1.5 Receptacles for residual products shall be equipped
return piping or the compensation piping of the shore facil- with:
ity, the safety devices of the cargo tanks will prevent pres-
sure in the cargo tanks from exceeding the following values: a connection enabling gases released during filling to be
evacuated safely
over-pressure: 115% of the opening pressure of the
high-velocity vent valve a possibility of indicating the degree of filling
connections with shut-off devices, for pipes and hoses.
vacuum pressure: not more than the construction vac-
uum pressure but not exceeding 5 kPa.
6.1.6 Receptacles for residual products placed on the deck
shall be located at a minimum distance from the hull equal
5 Cargo temperature control to one quarter of the vessels breadth.
5.1.1 Cargo tank heating system is to be installed as a sepa- 7.1 General design requirements
rate system, equipped with a heat exchanger located in the
cargo area. Where special heat transfer media are used this 7.1.1 Only distribution systems without return connection
requirement may be dispensed with upon approval by the to the hull are permitted. This provision does not apply to:
Society.
certain limited sections of the installations situated out-
side the cargo area (connections of starters of diesel
5.1.2 Boilers which are used for heating the cargo shall be
engines)
fuelled with a liquid fuel having a flashpoint of more than
55C. They shall be placed either in the engine room or in device for checking the insulation level referred to in
another separate space below deck and outside the cargo [7.2.2]
area, which is accessible from the deck or from the engine active cathodic corrosion protection.
room.
7.1.2 Every insulated distribution network shall be fitted
5.1.3 The cargo heating system shall be designed so that with an automatic device with a visual and audible alarm
the cargo cannot penetrate into the boiler in the case of a for checking the insulation level.
leak in the heating coils. A cargo heating system with artifi-
cial draught shall be ignited electrically. 7.1.3 For the selection of electrical equipment to be used in
zones presenting an explosion risk, the explosion groups
5.1.4 The ventilation system of the engine room shall be and temperature classes assigned to the substances carried
designed taking into account the air required for the boiler. shall be taken into consideration.
7.2 Type and location of electrical equipment 4) electrical installations in the accommodation, the
wheelhouse or the service spaces, if:
7.2.1 these spaces are fitted with a ventilation system
ensuring an overpressure of 0,1 kPa (0,001 bar)
a) Only measuring, regulation and alarm devices of the and none of the windows is capable of being
EEx (ia) type of protection may be installed in cargo opened; the air intakes of the ventilation system
tanks, residual cargo tanks and pipes for loading and shall be located as far away as possible, how-
unloading (comparable to zone 0). ever, not less than 6,00 m from the cargo area
and not less than 2,00 m above the deck
b) Only the following equipment may be installed in the
cofferdams, double-hull spaces, double bottoms and the spaces are fitted with a gas detection system
hold spaces (comparable to zone 1): with sensors:
- at the suction inlets of the ventilation system
measuring, regulation and alarm devices of the cer-
tified safe type - directly at the top edge of the sill of the
entrance doors of the accommodation and
lighting appliances of the flame-proof enclosure or service spaces
pressurised enclosure type of protection the gas concentration measurement is continu-
hermetically sealed echo sounding devices the ous
cables of which are led through thick-walled steel when the gas concentration reaches 20% of the
tubes with gastight connections up to the main deck lower explosive limit, the ventilators are
switched off. In such a case and when the over-
cables for the active cathodic protection of the shell pressure is not maintained or in the event of fail-
plating in protective steel tubes such as those pro- ure of the gas detection system, the electrical
vided for echo sounding devices. installations which do not comply with item a)
above, shall be switched off. These operations
c) Only the following equipment may be installed in the
shall be performed immediately and automati-
service spaces in the cargo area below deck (compara-
cally and activate the emergency lighting in the
ble to zone 1):
accommodation, the wheelhouse and the ser-
measuring, regulation and alarm devices of the cer- vice spaces, which shall comply at least with the
tified safe type limited explosion risk type. The switching-off
shall be indicated in the accommodation and
lighting appliances of the flame-proof enclosure or wheelhouse by visual and audible signals
apparatus protected by pressurization type of pro-
the ventilation system, the gas detection system
tection
and the alarm of the switch-off device fully com-
motors driving essential equipment such as ballast ply with the requirements of item a) above
pumps; they shall be of the certified safe type. the automatic switching-off device is set so that
no automatic switch off may occur while the
d) The control and protective equipment of the electrical vessel is under way.
equipment referred to in items a), b) and c) above shall
be located outside the cargo area if they are not intrinsi- 7.2.3 The electrical equipment which does not meet the
cally safe. requirements set out in [7.2.2] together with its switches
shall be marked in red. The disconnection of such equip-
e) The electrical equipment in the cargo area on deck
ment shall be operated from a centralised location on
(comparable to zone 1) shall be of the certified safe
board.
type.
7.2.4 An electric generator which is permanently driven by
7.2.2 The following requirements apply to electrical equip- an engine and which does not meet the requirements of
ment outside hazardous areas comparable to zone 0 or 1: [7.2.2], shall be fitted with a switch capable of shutting
down the excitation of the generator. A notice board with
a) Electrical equipment used during loading, unloading the operating instructions shall be displayed near the
and gas-freeing during berthing shall be at least of the switch.
limited explosion risk type.
7.2.5 Sockets for the connection of signal lights and gang-
b) This provision does not apply to: way lighting shall be permanently fitted to the vessel close
1) lighting installations in the accommodation, except to the signal mast or the gangway. Connecting and discon-
for switches near entrances to accommodation necting shall not be possible except when the sockets are
not live.
2) radiotelephone installations in the accommodation
or the wheelhouse 7.2.6 The failure of the power supply for the safety and
control equipment shall be immediately indicated by visual
3) mobile and fixed telephone installations in the and audible signals at the locations where the alarms are
accommodation or the wheelhouse usually actuated.
7.3.3 Independent cargo tanks, metal intermediate bulk 8.2 Portable fire extinguishers
containers and tank-containers shall be earthed.
8.2.1 In addition to the fire-extinguishing appliances pre-
scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
7.3.4 Receptacles for residual products shall be capable of
equipped with at least two additional portable fire-extin-
being earthed.
guishers having the same capacity in cargo area.
These additional portable fire-extinguishers shall be suitable
7.4 Electrical cables for fighting fires involving the dangerous goods carried.
7.4.2 Cables and sockets in any hazardous area compara- 9.1 General
ble to zone 0 or 1 shall be protected against mechanical
damage. 9.1.1 Cargo tanks shall be provided with the following
equipment:
7.4.3 Movable cables are prohibited in any hazardous area a) a mark inside the tank indicating the liquid level of 97%
comparable to zone 0 or 1, except for intrinsically safe elec-
tric circuits or for the supply of signal lights, gangway light- b) a high level sensor for actuating the facility against over-
ing. flowing at the latest when a degree of filling of 97,5% is
reached.
7.4.4 Cables of intrinsically safe circuits shall only be used
for such circuits and shall be separated from other cables 10 Buoyancy and stability
not intended for being used in such circuits (e.g. they shall
not be installed together in the same string of cables nor
fixed by the same cable clamps). 10.1 General
7.4.5 For movable cables intended for signal lights, gang- 10.1.1 Exceptions to the requirements stated in these Rules
way lightin, only sheathed cables of type H 07 RN-F in are possible where they are permitted by the statutory Regu-
accordance with standard IEC 60 245-4:1994 or cables of lations.
at least equivalent design having conductors with a cross-
10.1.2 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt
section of not less than 1,5 mm2 shall be used. These cables
B, Ch 2, Sec 2, [3] are to be complied with.
shall be as short as possible and installed so that damage is
not likely to occur.
10.1.3 The longitudinal centre bulkhead may be dispensed
with only if sufficient stability is guaranteed.
7.5 Storage batteries
10.1.4 Proof of sufficient stability shall be furnished. This
7.5.1 Storage batteries shall be located outside any hazard- proof is not required for single hull vessels with cargo tanks
ous area comparable to zone 0 or 1. the width of which is not more than 0,70 B.
10.1.7 For every loading case, taking account of the actual The following provisions are applicable:
fillings and floating position of cargo tanks, ballast tanks for bottom damage, adjacent athwartship compart-
and compartments, drinking water and sewage tanks and ments shall also be assumed flooded
tanks containing products for the operation of the vessel,
the vessel shall comply with the intact and damage stability the lower edge of any non-watertight opening (e.g.
requirements. windows, doors and access hatchways) shall, at the
final stage of flooding, be not less than 0,10 m
Intermediate stages during operations shall also be taken above the damage waterline.
into consideration.
10.3.2 In general, permeability shall be assumed to be
95%. Where an average permeability of less than 95% is
10.2 Intact stability
calculated for any compartment, this calculated value
obtained may be used.
10.2.1 For vessels with independent cargo tanks and for
double hull constructions with cargo tanks integrated in the However, the minimum values of permeability given in
frames of the vessel, the requirements for intact stability Tab 3 are to be used.
resulting from the damage stability calculation shall be fully For the main engine room, only the one-compartment status
complied with. need be taken into account, i.e. the end bulkheads of the
engine room shall be assumed as not damaged.
10.2.2 For vessels with cargo tanks of more than 0,70 B in
width, the following intact stability requirements are to be Table 2 : Permeability
complied with, bearing in mind the influence of all free sur-
faces in tanks for all stages of loading and unloading: Spaces , in %
in the positive area of the righting lever curve up to Engine room 85
immersion of the first unprotected opening there shall Accommodation spaces 95
be a righting lever (GZ) of not less than 0,10 m
Double bottoms, oil fuel tanks, ballast tanks,
the surface of the positive area of the righting lever etc., depending on whether, according to their
curve up to immersion of the first unprotected opening function, they have to be assumed as full or 0 or 95
and in any event up to an angle of heel 27 shall not empty for the vessel floating at the maximum
be less than 0,024 m.rad permissible draught
the initial metacentric height GM0 shall be not less than 10.3.3 The damage stability is generally regarded sufficient
0,10 m. if (see Fig 1):
At the stage of equilibrium (in the final stage of flood-
10.3 Damage stability ing), the angle of heel is not greater than 12.
Non-watertight openings shall not be flooded before
10.3.1 For vessels with independent cargo tanks and for reaching the stage of equilibrium. If such openings are
double hull constructions with cargo tanks integrated in the immersed before the stage of equilibrium, the corre-
frames of the vessel, the following assumptions shall be sponding spaces shall be considered flooded for the
taken into consideration for the damaged condition: purpose of stability calculation.
a) Extent of side damage: The positive range of the righting lever curve beyond the
stage of equilibrium has a righting lever of 0,05 m in
longitudinal extent: at least 0,10 LOA but not less
association with an area under the curve of
than 5,00 m
0,0065 m.rad. The minimum values of stability shall
transverse extent: B2 0,01 m be satisfied up to immersion of the first unprotected
(non-weathertight) opening and in any event up to an
vertical extent: from base line upwards without limit angle of heel 27. If non-weathertight openings are
b) Extent of bottom damage: immersed before that stage, the corresponding spaces
shall be considered flooded for the purpose of stability
longitudinal extent: at least 0,10 LOA but not less calculation.
than 5,00 m
10.3.4 If openings through which undamaged compart-
transverse extent: 3,00 m ments may additionally become flooded are capable of
vertical extent: from base line to D2 0,01 m being closed watertight, the closing appliances shall be
upwards, except for pump well marked accordingly.
c) Any bulkhead within the damaged area shall be 10.3.5 Where cross- or down-flooding openings are pro-
assumed damaged, which means that the location of vided for reduction of unsymmetrical flooding, the time of
bulkheads shall be chosen to ensure that the vessel equalisation shall not exceed 15 minutes, provided during
remains afloat after the flooding of two or more adjacent the intermediate stages of flooding sufficient stability has
compartments in the longitudinal direction. been proved.
Righting lever
12
A 0,0065 m.rad
0,05m
SECTION 7 DG
Symbols
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 1.2.1 Tab 1 lists the plans and documents to be submitted
2, [2.5] in addition to the documents required in the other Parts of
the Rules for the parts of the vessel not affected by the
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2]
cargo, as applicable.
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
No A/I Document
1 I List of products to be carried
2 I General arrangement plan, showing location of cargo holds and fuel oil, ballast and other tanks
3 A Location of void spaces and accesses to dangerous zones
4 A Details of hull structure in way of cargo holds
5 A Intact and damage stability calculations
6 A Bilge and ballast system in cargo area
7 A Ventilation system in cargo area
8 A Details of electrical equipment installed in cargo area
9 A Schematic electrical wiring diagram
10 A Details of fire-extinguishing appliances and systems in cargo area
Note 1:
A = to be submitted for review
I = to be submitted for information.
2.3.3 Ventilation shall be provided for the accommodation 3.3 Stripping installation
and for service spaces.
3.3.1 The stripping pumps intended for the holds shall be
2.4 Engines located in the protected area. This requirement shall not
apply when stripping is effected by eductors.
2.4.1 The air vents in the engine rooms and the air intakes
of the engines which do not take air in directly from the 4 Electrical installations
engine room shall be located not less than 2,00 m from the
protected area. 4.1 Type and location of electrical equipment
2.4.2 Sparking shall not be possible within the cargo area. 4.1.1 It shall be possible to isolate the electrical equipment
in the protected area by means of centrally located
switches, except where:
2.5 Oil fuel tanks
in the holds, it is of a certified safe type corresponding at
2.5.1 Double bottoms within the hold area may be least to temperature class T4 and explosion group II B,
and
arranged as oil fuel tanks provided their depth is not less
than 0,6 m. Oil fuel pipes and openings to such tanks are in the protected area on deck, it is of the limited explo-
not permitted in the holds. sion risk type.
2.6 Exhaust pipes Submerged pumps installed or used in the holds shall be of
the certified safe type at least for temperature class T4 and
explosion group II B.
2.6.1 Exhausts shall be evacuated from the vessel into the
open air either upwards through an exhaust pipe or through 4.1.2 Electric motors for hold ventilators which are
the shell plating. The exhaust outlet shall be located not less arranged in the air flow shall be of the certified safe type.
than 2,00 m from the hatchway openings. The exhaust
pipes of engines shall be arranged so that the exhausts are 4.1.3 Sockets for the connection of signal lights, gangway
led away from the vessel. The exhaust pipes shall not be lighting and containers shall be fitted to the vessel close to
located within the protected area. the signal mast or the gangway or the containers. Sockets
intended to supply the submerged pumps and hold ventila-
2.6.2 Exhaust pipes shall be provided with a device pre tors shall be permanently fitted to the vessel in the vicinity
venting the escape of sparks, e.g. spark arresters. of the hatches.
4.2.1 Cables and sockets in the cargo area shall be pro- 5.3.1 In addition to the fire-extinguishing appliances pre-
tected against mechanical damage. scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
equipped with at least two additional portable fire-extin-
4.2.2 Movable cables are prohibited in the protected area, guishers having the same capacity in the protected area or
except for intrinsically safe electric circuits or for the supply in proximity with it.
of signal lights and gangway lighting, for containers, for These additional portable fire-extinguishers shall be suitable
submerged pumps, hold ventilators and for electrically for fighting fires involving the dangerous goods carried.
operated cover gantries.
4.2.3 For movable cables permitted in accordance with 5.4 Water fire extinguishing system
[4.2.2], only rubber-sheathed cables of type H07 RN-F in
accordance with standard IEC-60 245-4:1994 or cables of 5.4.1 A water fire-extinguishing system complying with the
at least equivalent design having conductors with a cross- following requirements shall be installed on the vessel:
section of not less than 1,5 mm2, shall be used. These
It shall be supplied by two independent fire or ballast
cables shall be as short as possible and installed so that pumps one of which shall be ready for use at any time.
accidental damage is not likely to occur. These pumps and their means of propulsion and electri-
cal equipment shall not be installed in the same space.
4.3 Metal wires, masts It shall be provided with a water main fitted with at least
three hydrants in the cargo area above deck. Three suit-
4.3.1 All metal wires passing over the holds and all masts able and sufficiently long hoses with spray/jet nozzles
shall be earthed, unless they are electrically bonded to the having a diameter of not less than 12 mm shall be pro-
metal hull of the vessel through their installation. vided.
The installation in the engine room or in another separate 5.5.1 In addition the machinery spaces shall be provided
space of heating appliances fuelled with liquid fuel having a with a fixed fire-extinguishing system, in compliance with
flash-point above 55C is, however, permitted. Pt C, Ch 3, Sec 4, [3] or Pt C, Ch 3, Sec 4, [4].
6.1 Application
5.2 Fire extinguishing arrangements
6.1.1 The requirements of this Article are applicable to
5.2.1 In addition to the requirements of Part C, Chapter 3, double hull vessels intended to carry dangerous goods in
the fire extinguishing arrangements in [5.4] to [5.6] are to quantities exceeding those indicated in Ch 3, App 2,
be complied with. [1.1.1].
6.2.1 Within the protected area, the vessel shall be built as longitudinal extent: at least 0,10 LOA
a double-hull vessel with double-hull spaces and double transverse extent: 3,00 m
bottom in compliance with [6.2.2] and [6.2.3].
Alternative constructions will be specially considered by vertical extent: from base line to D2 0,01 m
the Society on a case-by-case basis. upwards, the sump excepted
6.2.2 The distance between the sides of the vessel and the c) Any bulkhead within the damaged area shall be
longitudinal bulkheads of the cargo hold shall be not less assumed damaged, which means that the subdivision
than 0,80 m. shall be chosen so that the vessel remains afloat after
flooding of two or more adjacent compartments in the
6.2.3 The depth of the double bottom shall be at least longitudinal direction.
0,50 m. The depth below the suction wells may, however, For the main engine room only the one-compartment
be locally reduced, but the space between the bottom of the status needs to be taken into account, i.e. the end bulk-
suction well and the bottom of the vessel floor shall be at heads of the engine room shall be assumed as not dam-
least 0,40 m. If spaces are between 0,40 m and 0,49 m, the aged.
surface area of the suction well shall not exceed 0,5 m2.
For bottom damage, adjacent athwartship compart-
The capacity of the suction wells shall not exceed 0,120 m3. ments shall also be assumed as flooded.
6.4.5 During the final stage of flooding, the following crite- d) if non-weathertight openings are immersed before the
ria shall be met: equilibrium position is reached, the rooms affording
access shall be deemed flooded for the purposes of the
a) the lower edge of non-watertight openings (e.g., doors, damaged stability calculation.
windows, access hatches) shall be not less than 0,10 m
above the damaged waterline 6.4.6 When cross- or down-flooding openings are provided
to reduce unsymmetrical flooding, the time for equalisation
b) the heeling angle at the equilibrium position shall not shall not exceed 15 minutes, if during the intermediate
exceed 12 (5 where containers are not secured) stages of flooding sufficient damaged stability has been
demonstrated.
c) beyond the heel in the equilibrium position of the inter-
mediate stage of flooding in question, the positive part 6.4.7 If openings through which undamaged compartments
of the righting lever curve shall display a righting lever may additionally become flooded are capable of being
closed watertight, the closing appliances shall be marked
value of GZ 0,05 m and the area under the curve shall
according to their operating instructions.
reach at least 0,0065 m.rad before the first unprotected
(non-weathertight) opening becomes immersed or a 6.4.8 Where necessary in order to meet the requirements in
heeling angle of 27 (10 where containers are not Ch 2, Sec 6, [3.5.2], the plane of maximum draught shall be
secured) is reached re-established.
Figure 1 : Proof of damage stability for container vessels (final stage of flooding)
12 / 5
A 0,0065 m.rad
Righting lever GZ [m]
GZR0,05 m
SECTION 8 DGL
1.1.2 These vessels are to comply with the requirements 2.4.1 Internal combustion engines for the vessel's propul-
stated under Part A, Part B and Part C, as applicable, and sion as well as internal combustion engines for auxiliary
with the requirements of this Section, which are specific to machinery shall be located outside the cargo area.
additional service feature DGL. Entrances and other openings of engine rooms shall be at a
distance of not less than 2,00 m from any hazardous area
1.1.3 Other vessels (in the convoy or side-by-side forma- comparable to zone 0 or 1.
tion) not carrying dangerous goods shall comply with the The engine rooms shall be accessible from the deck; the
requirements of Ch 3, Sec 9. entrances shall not face the cargo area. Where the doors are
not located in a recess whose depth is at least equal to the
door width, the hinges shall face the cargo area.
2 Vessel arrangements
2.5 Superstructures
2.1 Materials
2.5.1 The superstructures and wheelhouses must be placed
2.1.1 The vessel's hull shall be constructed of shipbuilding outside any hazardous area comparable to zone 0 or 1, i.e.
steel or other at least equivalent metal. forward of the foremost or aft of the aftermost cofferdam
bulkhead.
All permanently fitted materials in the accommodation or
wheelhouse, with the exception of furniture, shall not read- Parts of the wheelhouse at a height of at least 1,00 m above
ily ignite. They shall not evolve fumes or toxic gases in dan- the wheelhouse floor may tilt forward.
gerous quantities, if involved in a fire. Entrances and openings are not to face the cargo area.
The use of plastic material for vessel's boats is permitted Doors and windows hinges on the sides of superstructures
only if the material does not readily ignite. must be mounted on the side of the door or window facing
the cargo area so that, when they are open, vapours coming
from the cargo area are not led into the superstructure.
2.2 Protection against penetration of gases
Entrances from the deck and openings of spaces facing the
2.2.1 The vessel shall be designed so as to prevent gases weather shall be capable of being closed.
from penetrating into the accommodation and the service Entrances and windows of superstructures and accommo-
spaces. dation spaces which can be opened as well as other open-
ings of these spaces must be located not less than 2,00 m
2.2.2 Outside the cargo area, the lower edges of door- from any hazardous area comparable to zone 0 or 1. No
openings in the sidewalls of superstructures and the coam- wheelhouse doors and windows shall be located within
ings of access hatches to under-deck spaces shall have a 2,00 m from any hazardous area comparable to zone 0 or
height of not less than 0,50 m above the deck. 1, except where there is no direct connection between the
wheelhouse and the accommodation.
This requirement need not be complied with if the wall of
the superstructures facing the cargo area extends from one
side of the vessel to the other and has doors the sills of which 2.6 Engines
have a height of not less than 0,50 m. The height of this wall
shall not be less than 2,00 m. In this case, the lower edges of 2.6.1 Ventilation inlets of the engine room and, when the
door-openings in the sidewalls of superstructures and the engines do not take in air directly from the engine room, air
coamings of access hatches behind this wall shall have a intakes of the engines shall be located not less than 2,00 m
height of not less than 0,10 m. The sills of engine room doors from any hazardous area comparable to zone 0 or 1.
and the coamings of its access hatches shall, however, Machinery producing sparks shall not be located within the
always have a height of not less than 0,50 m. cargo area.
2.8.1 The exhaust outlet shall be located not less than the spaces are fitted with a gas detection system
2,00 m from the cargo area. The exhaust pipes shall not be with sensors:
located within any hazardous area comparable to zone 0 or
- at the suction inlets of the ventilation system
1.
- directly at the top edge of the sill of the entrance
Exhaust pipes shall be provided with spark arresters.
- doors of the accommodation and service spaces
3 Electrical installations the gas concentration measurement is continuous
certain limited sections of the installations situated out- These operations shall be performed immediately
side the cargo area (e.g. connections of starters of diesel and automatically and activate the emergency light-
engines) ing in the accommodation, the wheelhouse and the
service spaces, which shall comply at least with the
the device for checking the insulation level referred to limited explosion risk type. The switching-off shall
below be indicated in the accommodation and wheel-
house by visual and audible signals
the installations for cathodic protection.
the ventilation system, the gas detection system and
Every insulated distribution network shall be fitted with an the alarm of the switch-off device fully comply with
automatic device with a visual and audible alarm for check- the first paragraph of this [3.2.1]
ing the insulation level.
the automatic switch-off device is set so that no
For the selection of electrical equipment to be used in automatic switching-off may occur while the vessel
zones presenting an explosion risk, the explosion groups is under way.
and temperature classes assigned to the substances carried
in columns (15) and (16) of Ch 3, App 3, Tab 2 shall be 3.2.2 The electrical equipment which does not meet the
taken into consideration. requirements set out in [3.2.1] together with its switches
shall be marked in red. The disconnection of such equip-
ment shall be operated from a centralised location on
3.2 Type and location of electrical board.
equipment
3.2.3 An electric generator which is permanently driven by
3.2.1 Electrical equipment used during loading, unloading an engine and which does not meet the requirements of
and gas-freeing during berthing and which are located out- [3.2.1], shall be fitted with a switch capable of shutting
side any hazardous area comparable to zone 0 or 1 shall be down the excitation of the generator. A notice board with
at least of the limited explosion risk type. the operating instructions shall be displayed near the
switch.
This provision does not apply to:
a) lighting installations in the accommodation, except for 3.2.4 Sockets for the connection of signal lights and gang-
switches near entrances to accommodation way lighting shall be permanently fitted to the vessel close
to the signal mast or the gangway. Connecting and discon-
b) radiotelephone installations in the accommodation or necting shall not be possible except when the sockets are
the wheelhouse not live.
3.3.1 For movable cables intended for signal lights, gang- 4.3.1 In addition to the fire-extinguishing appliances pre-
way lighting, and submerged pumps on board oil separator scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
vessels, only sheathed cables of type H 07 RN-F in accor- equipped with at least two additional portable fire-extin-
dance with IEC 60245-4:1994 or cables of at least equiva- guishers having the same capacity in cargo area.
lent design having conductors with a cross-section of not These additional portable fire-extinguishers shall be suitable
less than 1,5 mm2 shall be used. for fighting fires involving the dangerous goods carried.
SECTION 9 DGD
3 Electrical installations
2.2 Ventilation
3.2.3 For movable cables permitted in accordance with Heating, cooking and refrigerating appliances shall not be
[3.2.2], only rubber-sheathed cables of type H07 RN-F in fuelled with liquid fuels, liquid gas or solid fuels. The instal-
accordance with IEC 60245-4:1994 or cables of at least lation in the engine room or in another separate space of
equivalent design having conductors with a cross-section of heating appliances fuelled with liquid fuel having a flash-
not less than 1,5 mm2, shall be used. These cables shall be point above 55C is, however, permitted. Cooking and
as short as possible and installed so that accidental damage refrigerating appliances are permitted only in wheelhouses
is not likely to occur. with metal floor and in the accommodation.
4 Fire protection and fire extinction Electric lighting appliances only are permitted outside the
accommodation and the wheelhouse.
4.1 Fire and naked light
4.1.1 The outlets of funnels shall be located not less than 4.2 Fire-extinguishing arrangements
2,00 m from the hatchway openings. Arrangements shall be
provided to prevent the escape of sparks and the entry of 4.2.1 The vessel shall comply with applicable requirements
water. of Pt C, Ch 3, Sec 4.
APPENDIX 1 DEFINITIONS
1.2 ADN 1.7.1 Cargo area of tank vessels means the whole of the
spaces defined in [1.7.2] and [1.7.3] (see Fig 1).
1.2.1 ADN means European agreement concerning the inter-
national carriage of dangerous goods by inland waterways. 1.7.2 Cargo area of tank vessels (part above deck)
Cargo area of tank vessels (part above deck) means the
1.3 Auto-ignition temperature space which is bounded:
a) at the sides, by the shell plating extending upwards from
1.3.1 Auto-ignition temperature (EN 1127-1:1997, No. 331) the decks sides
means the lowest temperature determined under prescribed
b) fore and aft, by planes inclined at 45 towards the cargo
test conditions of a hot surface on which a flammable sub-
area, starting at the boundary of the cargo area part
stance in the form of a gas/air or vapour/air mixture ignites.
below deck
1.7.3 Cargo area of tank vessels (part below deck) b) Integral cargo tank
Cargo area of tank vessels (part below deck) means the Integral cargo tank means a cargo tank which is consti-
space between two vertical planes perpendicular to the tuted by the vessels structure itself and bounded by the
centre-line plane of the vessel, which comprises cargo outer hull or by walls separate from the outer hull.
tanks, hold spaces, cofferdams, double-hull spaces and c) Cargo tank with walls distinct from the outer hull
double bottoms; these planes normally coincide with the Cargo tank with walls distinct from the outer hull means
outer cofferdam bulkheads or hold end bulkheads. Their an integral cargo tank of which the bottom and side
intersection line with the deck is referred to as the boundary walls do not form the outer hull of the vessel or an inde-
of the cargo area part below deck. pendent cargo tank.
1.8.1 See [1.27], Protected area. 1.11.1 Cargo residues means liquid cargo which cannot be
pumped out of the cargo tanks or cargo piping by means of
the stripping system.
1.9 Cargo pump room
1.18.1 Hazardous areas are areas in which an explosive 1.19.1 Intermediate bulk container (IBC) means a rigid, or
atmosphere is or may be expected to be present in quanti- flexible portable packaging that:
ties such as to require special precautions for the construc-
a) has a capacity of not more than:
tion, installation and use of electrical apparatus.
3,0 m3 for solids and liquids of packing groups II and
Note 1: An explosive gas atmosphere is a mixture with air, under
atmospheric conditions, of flammable substances in the form of
III
gas, vapour or mist, in which, after ignition, combustion spreads 1,5 m3 for solids of packing group I when packed in
throughout the unconsumed mixture. flexible, rigid plastics, composite, fibreboard and
wooden IBCs
1.18.2 Hazardous areas are classified in the following
zones based upon the frequency and the duration of the 3,0 m3 for solids of packing group I when packed in
occurrence of explosive atmosphere: metal IBCs
Zone 0: areas in which dangerous explosive atmo- 3,0 m3 for radioactive material of Class 7
spheres of gases, vapours or sprays exist permanently or b) is designed for mechanical handling
during long periods
c) is resistant to the stresses produced in handling and
Zone 1: areas in which dangerous explosive atmo- transport in compliance with applicable standards.
spheres of gases, vapours or sprays are likely to occur
occasionally
1.20 Large packaging
Zone 2: areas in which dangerous explosive atmo-
spheres of gases, vapours or sprays are likely to occur 1.20.1 Large packaging means a packaging consisting of an
rarely and, if so, for short periods only. outer packaging which contains articles or inner packagings
and which:
1.18.3 The different spaces of a tanker intended to carry
substances for which anti-explosion protection is prescribed is designed for mechanical handling
in column (17) of App 3, Tab 2, are to be classified accord- exceeds 400 kg net mass or 450 litres capacity but has a
ing to Tab 1. volume of not more than 3,0 m3.
Hazardous
N Description of spaces
area zone
1 The interior of cargo tanks, slop tanks, any pipework of pressure-relief or other venting systems for cargo Zone 0
and slop tanks, pipes and equipment containing the cargo or developing flammable gases and vapours
2 Void space adjacent to, above or below integral cargo tanks Zone 1
3 Hold spaces Zone 1
4 Cofferdams and permanent (for example, segregated) ballast tanks adjacent to cargo tanks Zone 1
5 Cargo pump rooms and cargo compressor rooms Zone 1
6 Spaces, other than cofferdam, adjacent to and below the top of a cargo tank (for example, trunks, Zone 1
passageways and hold)
7 Spaces on open deck located in the cargo area Zone 1
8 Areas on open deck, or semi-enclosed spaces on open deck, within 2 m of any cargo tank outlet, gas or Zone 1
vapour outlet, cargo manifold valve, cargo valve, cargo pipe flange, cargo pump-room ventilation outlets,
and cargo tank openings for pressure release provided to permit the flow of gas or vapour mixtures caused
by thermal variation
9 Areas on open deck, or semi-enclosed spaces on open deck, within 1 m of cargo pump entrances, cargo Zone 1
pump room ventilation inlet, openings into cofferdams, service spaces located in the cargo area below
deck, or other zone 1 spaces
10 Compartments for cargo hoses Zone 1
11 Enclosed or semi-enclosed spaces in which pipes containing cargoes are located Zone 1
12 Spaces above deck, surrounding open or semi-enclosed spaces of zone 1 Zone 2
13 Spaces outside cargo area, below the level of the main deck, and having an opening on to the main deck or Zone 2
at a level less than 0,5 m above the main deck, unless:
the spaces are mechanically ventilated, or
the wall of the superstructure facing the cargo area extends from one side to the other and has doors the
sills of which have a height of not less than 0,50 m
1.22.1 Multiple-element gas container (MEGC) means a upwards, by a horizontal plane 2 m above the upper
unit containing elements which are linked to each other by level of the load, but at least by a horizontal plane
a manifold and mounted on a frame. The following ele- 3 m above the deck.
ments are considered to be elements of a multiple-element When, for the space situated above the deck, an anti-
gas container: cylinders, tubes, pressure drums and bundles explosion protection is required, comparable to zone 2,
of cylinders as well as tanks for the carriage of gases having see [1.18.2].
a capacity of more than 450 litres.
1 Limitation of the quantities of dry division 1.4: Substances and articles which present only a
slight risk of explosion in the event of ignition or
cargo carried
initiation during carriage. The effects are largely
confined to the package and no projection of
1.1 General provisions fragments of appreciable size or range is to be
expected. An external fire shall not cause virtu-
1.1.1 Subject to [1.1.3], the gross masses given in Tab 1
ally instantaneous explosion of almost the entire
shall not be exceeded on any vessel. For pushed convoys
contents of the package
and side-by-side formations this gross mass applies to each
unit of the convoy or formation. division 1.5: Very insensitive substances having a mass
explosion hazard which are so insensitive that
1.1.2 Subject to [1.1.3], the maximum quantity of danger- there is very little probability of initiation or of
ous goods permitted on board a vessel or on board each transition from burning to detonation under nor-
unit of a pushed convoy or side-by-side formation is mal conditions of carriage. As a minimum
1 100 000 kg. requirement they must not explode in the exter-
nal fire test
1.1.3 The limitations of [1.1.1] and [1.1.2] shall not apply
in the case of transport of dangerous goods of classes 2, 3, division 1.6: Extremely insensitive articles which do not
4.1, 4.2, 4.3, 5.1, 5.2, 6.1, 7, 8 and 9, except of those for have a mass explosion hazard. The articles con-
which a label of Model No 1 is required, on board double- tain only extremely insensitive substances and
hull vessels complying with the additional requirements of demonstrate a negligible probability of acciden-
Ch 3, Sec 7, [6]. tal initiation or propagation.
1.1.4 Where substances and articles of different divisions 1.2.2 Definition of the compatibility groups
of Class 1 are loaded in a single vessel in conformity with group A : Primary explosive substance
the provisions for prohibition of mixed loading, the entire
load shall not exceed the smallest maximum net mass given group B : Article containing a primary explosive sub-
in [1.1.1] for the goods of the most dangerous division stance and not having two or more effective
loaded, the order of precedence being 1.1, 1.5, 1.2, 1.3, protective features. Some articles, such as deto-
1.6, 1.4. nators for blasting, detonator assemblies for
blasting and primers, cap-type, are included,
1.1.5 Where the total net mass of the explosive substances even though they do not contain primary explo-
carried and of explosive substances contained in articles sives
carried is not known, the gross mass of the cargo shall apply
group C : Propellant explosive substance or other defla-
to the mass mentioned in Tab 1.
grating explosive substance or article containing
such explosive substance
1.2 Additional requirements concerning
Class 1 group D : Secondary detonating explosive substance or
black powder or article containing a secondary
1.2.1 Definition of the divisions detonating explosive substance, in each case
division 1.1: Substances and articles which have a mass without means of initiation and without a pro-
explosion hazard (a mass explosion is an explo- pelling charge, or article containing a primary
sion which affects almost the entire load virtu- explosive substance and having two or more
ally instantaneously) effective protective features
division 1.2: Substances and articles which have a projec- group E : Article containing a secondary detonating
tion hazard but not a mass explosion hazard explosive substance, without means of initia-
division 1.3: Substances and articles which have a fire haz- tion, with a propelling charge (other than one
ard and either a minor blast hazard, or a minor containing a flammable liquid or gel or hyper-
projection hazard, or both, but not a mass golic liquids)
explosion hazard: group F : Article containing a secondary detonating
combustion of which gives rise to consider- explosive substance with its own means of initi-
able radiant heat, or ation, with a propelling charge (other than one
which burn one after another, producing containing a flammable liquid or gel or hyper-
minor blast or projection effects, or both golic liquids), or without a propelling charge
group G : Pyrotechnic substance, or article containing a group S : Substance or article so packed or designed that
pyrotechnic substance, or article containing any hazardous effects arising from accidental
both an explosive substance and an illuminat- functioning are confined within the package
ing, incendiary, tear- or smoke-producing sub- unless the package has been degraded by fire,
stance (other than a water-activated article or in which case all blast or projection effects are
one which contains white phosphorus, phos- limited to the extent that they do not signifi-
phides, a pyrophoric substance, a flammable cantly hinder or prevent fire-fighting or other
liquid or gel or hypergolic liquids) emergency response efforts in the immediate
vicinity of the package.
group H : Article containing both an explosive substance
and white phosphorus
1.3 Additional requirements concerning
group J : Article containing both an explosive substance Class 4.1
and a flammable liquid or gel
1.3.1 Types of self-reactive substances
group K : Article containing both an explosive substance Self-reactive substances are classified into seven types
and a toxic chemical agent according to the degree of danger they present. The types of
group L : Explosive substance or article containing an self-reactive substances range from type A, which is not
explosive substance and presenting a special accepted for carriage in the packaging in which it is tested,
risk (e.g. due to water activation or the presence to type G, which is not subject to the provisions for self-
of hypergolic liquids, phosphides or a pyro- reactive substances of Class 4.1. The classification of types
phoric substance) necessitating isolation of each B to F is directly related to the maximum quantity allowed
type in one packaging. The principles to be applied for classifi-
cation as well as the applicable classification procedures,
group N : Articles containing only extremely insensitive test methods and criteria and an example of a suitable test
substances report are given in Part II of the Manual of Tests and Criteria.
In the case of a substance or mixture hazardous to the 2.12 Column 12: Relative density at 20C
aquatic environment, the code N1, N2 or N3 is added to
the information. 2.12.1 Column 12 contains information concerning the rel-
In the case of a substance or mixture with CMR properties, ative density of the substance at 20C. Data concerning the
the code CMR is added to the information. density are for information only.
2.11.1 Column 11 contains information concerning the TOX : A toximeter with the instructions for its use
maximum degree of filling of cargo tanks as a percentage. A : A breathing apparatus ambient air-dependent.
2.19 Column 19: Number of cones/blue lights Table 1 : Maximum oxygen concentration
The temperature of the venting pipes, pressure/vacuum 2.20.12 Additional requirement / remark 12
valves and flame arresters shall be kept at least above the a) The substance shall be acetylene free.
melting point of the substance. b) Cargo tanks which have not undergone appropriate
cleaning shall not be used for the carriage of these sub-
2.20.8 Additional requirement / remark 8 stances if one of the previous three cargoes consisted of
Double-hull spaces, double bottoms and heating coils shall a substance known to promote polymerisation, such as:
not contain any water. mineral acids (e.g. sulphuric acid, hydrochloric acid,
nitric acid)
2.20.9 Additional requirement / remark 9
carboxylic acids and anhydrides (e.g. formic acid,
a) While the vessel is underway, an inert-gas pad shall be acetic acid)
maintained in the ullage space above the liquid level. halogenated carboxylic acids (e.g. chloroacetic acid)
b) Cargo piping and vent lines shall be independent of the sulphonic acids (e.g. benzen sulphonic acid)
corresponding piping used for other cargoes. caustic alkalis (e.g. sodium hydroxide, potassium
c) Safety valves shall be made of stainless steel. hydroxide)
ammonia and ammonia solutions
2.20.10 Additional requirement / remark 10 amines and amine solutions
(Reserved) oxidizing substances.
c) Before loading, cargo tanks and their piping shall be o) The piping system for cargo tanks to be loaded with
efficiently and thoroughly cleaned so as to eliminate all these substances shall be separate from the piping sys-
traces of previous cargoes, except when the last cargo tem for all other cargo tanks, including empty cargo
was constituted of propylene oxide or a mixture of eth- tanks. If the piping system for the cargo tanks to be
ylene oxide and propylene oxide. Special precautions loaded is not independent, separation shall be accom-
shall be taken in the case of ammonia in cargo tanks plished by the removal of spool pieces, shut-off valves,
built of steel other than stainless steel. other pipe sections and by fitting blank flanges at these
locations. The required separation applies to all liquid
d) In all cases the efficiency of the cleaning of cargo tanks pipes and vapour vent lines and any other connections
and their piping shall be monitored by means of appro- which may exist such as common inert gas supply lines.
priate tests or inspections to check that no trace of acid
p) These substances may be carried only in accordance
or alkaline substance remains that could present a dan- with cargo handling plans that have been approved by a
ger in the presence of these substances. competent authority.
e) The cargo tanks shall be entered and inspected prior to Each loading arrangement shall be shown on a separate
each loading of these substances to ensure freedom cargo handling plan. Cargo handling plans shall show
from contamination, heavy rust deposits or visible struc- the entire cargo piping system and the locations for
tural defects. installations of blank flanges needed to meet the above
piping separation requirements. A copy of each cargo
When these cargo tanks are in continuous service for handling plan shall be kept on board. Reference to the
these substances, such inspections shall be performed at approved cargo handling plans shall be included in the
intervals of not more than two and a half years. certificate of approval.
f) Cargo tanks which have contained these substances q) Before loading of these substances and before carriage
may be reused for other cargoes once they and their is resumed a qualified person approved by the compe-
piping have been thoroughly cleaned by washing and tent authority shall certify that the prescribed separation
flushing with an inert gas. of the piping has been effected; this certificate shall be
kept on board. Each connection between a blank flange
g) Substances shall be loaded and unloaded in such a way and a shut-off valve in the piping shall be fitted with a
that there is no release of gas into the atmosphere. If gas sealed wire to prevent the flange from being disassem-
is returned to the shore installation during loading, the bled inadvertently.
gas return system connected to the tank containing that
r) During the voyage, the cargo shall be covered with
substance shall be independent from all other cargo
nitrogen. An automatic nitrogen make-up system shall
tanks.
be installed to prevent the cargo tank pressure from fall-
h) During discharge operations, the pressure in the cargo ing below 7 kPa (0,07 bar) gauge in the event of a cargo
temperature fall due to ambient temperature conditions
tanks shall be maintained above 7 kPa (0,07 bar) gauge.
or to some other reason. Sufficient nitrogen shall be
i) The cargo shall be discharged only by deep-well pumps, available on board to satisfy the demand of automatic
hydraulically operated submerged pumps or pressure pressure control. Nitrogen of commercially pure quality
inert gas displacement. Each cargo pump shall be of 99,9%, by volume, shall be used for padding. A bat-
arranged to ensure that the substance does not heat sig- tery of nitrogen cylinders connected to the cargo tanks
through a pressure reduction valve satisfies the intention
nificantly if the pressure discharge line from the pump is
of the expression automatic in this context.
shut off or otherwise blocked.
s) The vapour space of the cargo tanks shall be checked
j) Each cargo tank carrying these substances shall be ven- before and after each loading operation to ensure that
tilated by a system independent from the ventilation sys- the oxygen content is 2%, by volume, or less.
tems of other cargo tanks carrying other substances.
t) Loading flow
k) Hose assemblies for loading and unloading shall be
marked as follows: The loading flow (LR) of cargo tank shall not exceed the
following value:
To be used only for the transfer of alkylene oxide.
LR = 3600 U/t (m3/h)
l) (Reserved)
where:
m) No air shall be allowed to enter the cargo pumps and
U : Free volume, in m3 during loading for the
cargo piping system while these substances are con- activation of the overflow prevention system
tained within the system.
T : Time, in s, required between the activation
n) Before the shore connections are disconnected, piping of the overflow prevention system and the
containing liquids or gas shall be depressurised at the complete stop of the flow of cargo into the
shore link by means of appropriate devices. cargo tank.
The time is the sum of the partial times needed for suc- 2.20.20 Additional requirement / remark 20
cessive operations, e.g. reaction time of the service per-
The maximum permitted transport temperature given in col-
sonnel, the time needed to stop the pumps and the time
umn (20) shall not be exceeded.
needed to close the shut-off valves.
The loading flow shall also take account of the design 2.20.21 Additional requirement / remark 21
pressure of the piping system.
(Reserved)
2.20.13 Additional requirement / remark 13
If no stabilizer is supplied or if the supply is inadequate, the 2.20.22 Additional requirement / remark 22
oxygen content in the vapour phase shall not exceed 0,1%.
The relative density of the cargo shall be shown in the trans-
Overpressure must be constantly maintained in cargo tanks.
port document.
This requirement applies also to voyages on ballast or
empty with uncleaned cargo tanks between cargo transport
operations. 2.20.23 Additional requirement / remark 23
The instrument for measuring the pressure of the vapour
2.20.14 Additional requirement / remark 14
phase in the cargo tank shall activate the alarm when the
The following substances may not be carried in a DG-N internal pressure reaches 40 kPa (0,4 bar). The water-spray
vessel: system shall immediately be activated and remain in opera-
substances with self-ignition temperatures 200C tion until the internal pressure drops to 30 kPa (0,3 bar).
substances with a flash point < 23C and an explosion
range > 15 percentage points 2.20.24 Additional requirement / remark 24
mixtures containing halogenated hydrocarbons Substances having a flash-point above 61C which are
mixtures containing more than 10% benzene handed over for carriage or which are carried heated within
a limiting range of 15 K below their flash-point shall be car-
substances and mixtures carried in a stabilized state.
ried under the conditions of substance number 9001.
2.20.15 Additional requirement / remark 15
2.20.25 Additional requirement / remark 25
Provision shall be made to ensure that alkaline or acidic
substances such as sodium hydroxide solution or sulphuric Type 3 cargo tank may be used for the carriage of this sub-
acid do not contaminate this cargo. stance provided that the construction of the cargo tank has
been accepted by a recognized classification society for the
2.20.16 Additional requirement / remark 16 maximum permitted transport temperature.
If there is a possibility of a dangerous reaction such as poly-
merisation, decomposition, thermal instability or evolution 2.20.26 Additional requirement / remark 26
of gases resulting from local overheating of the cargo in
either the cargo tank or associated piping system, this cargo Type 2 cargo tank may be used for the carriage of this sub-
shall be loaded and carried adequately segregated from stance provided that the construction of the cargo tank has
other substances the temperature of which is sufficiently been accepted by a recognized classification society for the
high to initiate such reaction. Heating coils inside cargo maximum permitted transport temperature.
tanks carrying this substance shall be blanked off or secured
by equivalent means. 2.20.27 Additional requirement / remark 27
The requirements of ADN, Part 3, 3.1.2.8.1 are applicable.
2.20.17 Additional requirement / remark 17
The melting point of the cargo shall be shown in the trans-
2.20.28 Additional requirement / remark 28
port documents.
a) When UN 2448 SULPHUR MOLTEN is carried, the
2.20.18 Additional requirement / remark 18 forced ventilation of the cargo tanks shall be brought
(Reserved) into service at latest when the concentration of hydro-
gen sulphide reaches 1,0%, by volume.
2.20.19 Additional requirement / remark 19
Provision shall be made to ensure that the cargo does not b) When during the carriage of UN 2448 SULPHUR MOL-
come into contact with water. The following additional TEN, the concentration of hydrogen sulphide exceeds
requirements apply: 1,85%, the boat master shall immediately notify the
nearest competent authority.
Carriage of the cargo is not permitted in cargo tanks adja-
cent to slop tanks or cargo tanks containing ballast water, When a significant increase in the concentration of
slops or any other cargo containing water. Pumps, piping hydrogen sulphide in a hold space leads it to be sup-
and vent lines connected to such tanks shall be separated posed that the sulphur has leaked, the cargo tanks shall
from similar equipment of tanks carrying these substances. be unloaded as rapidly as possible. A new load may
Pipes from slop tanks or ballast water pipes shall not pass only be taken on board once the authority which issued
through cargo tanks containing this cargo unless they are the certificate of approval has carried out a further
encased in a tunnel. inspection.
c) When UN 2448 SULPHUR MOLTEN is carried, the e) The outlets of the cargo tanks shall be situated at a
concentration of hydrogen sulphide shall be measured height such that for a trim of 2 and a list of 10, no sul-
in the vapour phase of the cargo tanks and concentra- phur can escape. All the outlets shall be situated above
tions of sulphur dioxide and hydrogen sulphide in the the deck in the open air. Each outlet shall be equipped
hold spaces. with a satisfactory fixed closing mechanism.
d) The measurements prescribed in item c) shall be made One of these mechanisms shall be capable of being
every eight hours. The results of the measurements shall opened for slight overpressure within the tank.
be recorded in writing.
f) The pipes for loading and unloading shall be equipped
2.20.29 Additional requirement / remark 29 with adequate insulation. They shall be capable of
being heated.
When particulars concerning the vapour pressure or the
boiling point are given in column (2), the relevant informa- g) The heat transfer fluid shall be such that in the event of a
tion shall be added to the proper shipping name in the leak into a tank, there is no risk of a dangerous reaction
transport document, e.g.: with the sulphur.
f) A fixed water-spray system shall be provided for diluting Before their reuse for the transport of hydrogen peroxide
and washing away any hydrogen peroxide solutions solutions, cargo tanks which have previously carried
spilled onto the deck. The area covered by the jet of cargoes other than hydrogen peroxide must be
water shall include the shore connections and the deck inspected, cleaned and passivated. The procedures
containing the cargo tanks designated for carrying described in items 1) to 7) below for inspection and
hydrogen peroxide solutions. cleaning apply to stainless steel cargo tanks. The proce-
dure for passivating stainless steel is described in item
The following minimum requirements shall be complied 8). Failing any other instructions, all the measures apply
with: to cargo tanks and to all their structures which have
been in contact with other cargoes.
1) The substance shall be diluted from the original con-
centration to a 35% concentration within five min- 1) After unloading of the previous cargo, the cargo tank
utes from the spillage on the deck must be degassed and inspected for any remaining
traces, carbon residues and rust
2) The rate and estimated size of the spill should be
determined in the light of the maximum permissible 2) The cargo tanks and their equipment must be
loading or unloading rates, the time required to halt washed with clear filtered water. The water used
the spillage in the event of tank overfill or a pipe or must be at least of the same quality as drinking
hose assembly failure, and the time necessary to water and have a low chlorine content
begin application of dilution water with actuation of
3) Traces of the residues and vapours of the previous
the alarm at the cargo control location or in the
cargo must be removed by the steam cleaning of the
wheelhouse.
cargo tanks and their equipment
g) The outlets of the pressure valves should be situated at
4) The cargo tanks and their equipment must then be
least 2,00 metres from the walkways if they are less than
rewashed with clear water of the quality specified in
4,00 metres from the walkway.
item 2) above and dried in filtered, oil-free air
h) A temperature sensor shall be installed by each pump to
5) Samples must be taken of the atmosphere in the
make it possible to monitor the temperature of the cargo
cargo tanks and these must be analysed for their
during unloading and detect any overheating due to
content of organic gases and oxygen
defective operation of the pump.
6) The cargo tank must be reinspected for any traces of
Note 2: SERVICING REQUIREMENTS: CARRIER (Items i to l)
the previous cargo, carbon residues or rust or odours
i) Hydrogen peroxide solutions may only be carried in of the previous cargo
cargo tanks which have been thoroughly cleaned and
7) If the inspection and the other measures point to the
passivated, in accordance with the procedure described
presence of traces of the previous cargo or of its
in item j) below, of all traces of previous cargoes, their gases, the measures described in items 2) to 4)
vapours or their ballast waters. A certificate stating that above must be repeated
the procedure described in item j) has been duly com-
plied with must be carried on board. 8) Stainless steel cargo tanks and their structures which
have contained cargoes other than hydrogen perox-
Particular care in this respect is essential to ensure the ide solutions and which have been repaired must,
safe carriage of hydrogen peroxide solutions: regardless whether or not they have previously been
passivated, be cleaned and passivated in accor-
1) When a hydrogen peroxide solution is being carried,
dance with the following procedure:
no other cargo may be carried simultaneously
the new weld seams and other repaired parts
2) Tanks which have contained hydrogen peroxide
must be cleaned and scrubbed with stainless
solutions may be reused for other cargoes after they
steel brushes, graving tools, sandpaper and pol-
have been cleaned by persons or companies
ishers. Rough surfaces must be made smooth
approved for this purpose by the competent authority and a final polishing must be carried out
3) In the design of the cargo tanks, efforts must be fatty and oily residues must be removed with the
made to keep to a minimum any internal tank struc- use of organic solvents or appropriate cleaning
ture, to ensure free draining, no entrapment and products diluted with water. The use of chlorin-
ease of visual inspection. ated products shall be avoided because these
might seriously interfere with the passivation
j) Procedures for inspection, cleaning, passivation and
procedure
loading for the transport of hydrogen peroxide solutions
with a concentration of 8 to 60 per cent in cargo tanks any residues that have been removed must be
which have previously carried other cargoes. eliminated and the tanks must then be washed.
k) During the transfer of the hydrogen peroxide solutions, 2.20.37 Additional requirement / remark 37
the related piping system must be separated from all
For this substance, the cargo tank system shall be capable of
other systems. Loading and unloading piping used for resisting the vapour pressure of the cargo at higher ambient
the transfer of hydrogen peroxide solutions must be temperatures whatever the system that has been adopted for
marked as follows: treating the boil-off gas.
For Hydrogen Peroxide
2.20.38 Additional requirement / remark 38
Solution Transfer only
When the initial melting point of these mixtures in accor-
l) If the temperature in the cargo tanks rises above 35C, dance with standard ASTM D86-01 is above 60C, the
visible and audible alarms shall activate in the wheel- transport requirements for packing group II are applicable.
house.
2.20.39 Additional requirement / remark 39
Note 3: SERVICING REQUIREMENTS: MASTER (Item m)
n) Hydrogen peroxide solutions must be stabilized to pre- b) The loading temperature (at the loading station) shall be
mentioned in the transport document.
vent decomposition. The manufacturer must provide a
stabilization certificate which must be carried on board c) An oxygen meter shall be kept on board, together with
and must specify: instructions on its use which can be read by everyone
on board. The oxygen meter shall be used as a testing
1) The disintegration date of the stabilizer and the device when entering holds, pump rooms, areas situ-
duration of its effectiveness ated at depth and when work is being carried out on
board.
2) Actions to be taken should the product become
unstable during the voyage. d) At the entry of accommodation and in other places
where the crew may spend time there shall be a measur-
o) Only those hydrogen peroxide solutions which have a ing device which lets off an alarm when the oxygen
maximum decomposition rate of 1,0 per cent per year at level is too low or when the CO2 level is too high.
25C may be carried. A certificate from the filler stating
that the product meets this standard must be presented e) The loading temperature (established after loading) and
to the master and kept on board. the maximum duration of the journey shall be men-
tioned in the transport document.
An authorized representative of the manufacturer must
be on board to monitor the transfer operations and to 2.20.40 Additional requirement / remark 40
test the stability of the hydrogen peroxide solutions to
Deleted.
be transported. He shall certify to the master that the
cargo has been loaded in a stable condition.
2.20.41 Additional requirement / remark 41
2.20.34 Additional requirement / remark 34 n-BUTYLBENZENE is assigned to the entry UN No. 2709
BUTYLBENZENES (n-BUTYLBENZENE).
For type N carriage, the flanges and stuffing boxes of the
loading and unloading piping must be fitted with a protec- 2.20.42 Additional requirement / remark 42
tion device to protect against splashing.
Loading of refrigerated liquefied gases shall be carried out
in such a manner as to ensure that unsatisfactory tempera-
2.20.35 Additional requirement / remark 35
ture gradients do not occur in any cargo tank, piping or
A direct system for the cargo refrigerating system is not per- other ancillary equipment. When determining the holding
mitted for this substance. time, it shall be assured that the degree of filling does not
exceed 98% in order to prevent the safety valves from
2.20.36 Additional requirement / remark 36 opening when the tank is in liquid full condition. When
refrigerated liquefied gases are carried using a system
Only an indirect system for the cargo refrigerating system is according to Ch 3, Sec 2, [5.1.1], item 2) or item 3), a refrig-
permitted for this substance. eration system is not required.
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
251
252
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
253
254
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
255
256
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
257
258
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
259
260
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
261
262
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
263
264
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
265
266
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
267
268
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
269
270
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
271
272
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
273
274
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
275
276
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
277
278
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
279
280
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
281
282
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
283
284
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
285
286
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
287
288
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
289
290
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
291
292
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
293
294
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
295
296
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
297
298
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
299
300
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
301
302
Class
Pt D, Ch 3, App 3
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
Anti-explosion protection
Number of cones/blue lights
November 2014
November 2014
Class
required
Remarks
permitted
filling in %
Danger labels
Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Classification code
Equipment required
Maximum degree of
UN No. or substance
Name and description
Cargo tank equipment
Relative density at 20C
Pump-room below deck
303
Pt D, Ch 3, App 3