RSS PartD Ch01-07 2013-01

Rules for the Classification of
Steel Ships
PART D Service Notations

Chapters 1 2 3 4 5 6 7
NR 467.D1 DT R06 E January 2013
Marine Division
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GENERAL CONDITIONS
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1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classi- warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or
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met. ARTICLE 12
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In particular, the Society does not engage in any work relating to the design, building, production ARTICLE 13
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respectively. appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008
RULES FOR THE CLASSIFICATION OF SHIPS
Part D
Service Notations
Chapters 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Chapter 1 RO-RO CARGO SHIPS

Chapter 2 CONTAINER SHIPS
Chapter 3 LIVESTOCK CARRIERS
Chapter 4 BULK CARRIERS
Chapter 5 ORE CARRIERS
Chapter 6 COMBINATION CARRIERS
Chapter 7 OIL TANKERS AND FLS TANKERS
Chapter 8 CHEMICAL TANKERS
Chapter 9 LIQUEFIED GAS CARRIERS
Chapter 10 TANKERS
Chapter 11 PASSENGER SHIPS
Chapter 12 RO-RO PASSENGER SHIPS
Chapter 13 SHIPS FOR DREDGING ACTIVITY
Chapter 14 TUGS
Chapter 15 SUPPLY VESSELS
Chapter 16 FIRE FIGHTING SHIPS
Chapter 17 OIL RECOVERY SHIPS
Chapter 18 CABLE-LAYING SHIPS
Chapter 19 NON-PROPELLED UNITS
Chapter 20 FISHING VESSELS
Chapter 21 HULL STRUCTURE FOR SHIPS NOT COVERED BY SOLAS
January 2013
The English wording of these rules take precedence over editions
in other languages.
Unless otherwise specified, these rules apply to ships for which contracts are
signed after January 1st, 2013. The Society may refer to the contents hereof
before January 1st, 2013, as and when deemed necessary or appropriate.
2 Bureau Veritas January 2013

C HAPTER 1
R O-R O C ARGO S HIPS
Section 1 General
1 General 23
1.1 Application
1.2 Summary table
Section 2 Hull and Stability
1 General 24
1.1 Application
1.2 Definitions
2 Stability 24
2.1 Damage stability requirements for ship where additional
class notation SDS is required
3 Structure design principles 24
3.1 General
3.2 Hull structure
4 Design loads 24
4.1 Wheeled loads
5 Hull girder strength 24
5.1 Basic criteria
6 Hull scantlings 24
6.1 Plating
6.2 Ordinary stiffeners
6.3 Primary supporting members
7 Other structures 25
7.1 Bow doors and inner doors
7.2 Side doors and stern doors
7.3 Movable decks and inner ramps
7.4 External ramps
Section 3 Machinery and Systems
1 Scuppers and sanitary discharges 26

1.1 Drainage of ro-ro cargo spaces, intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion
January 2013 Bureau Veritas 3

Section 4 Electrical Installations
1 General 27
1.1 Applicable requirements
1.2 Documentation to be submitted
1.3 Safety characteristics
2 Installation 28
2.1 Installations in closed ro-ro cargo spaces
2.2 Installations in cargo spaces other than ro-ro cargo spaces but intended for the
carriage of motor vehicles
3 Type approved components 28
3.1

C HAPTER 2
C ONTAINER S HIPS
Section 1 General
1 General 31
1.1 Application
1.2 Summary table
1 General 32
1.1 Application
2 Stability 32
2.1 Intact stability
2.2 Damage stability requirements for ships where the additional class notation SDS
has been required
3.1 Materials
3.2 Strength principles
3.3 Bottom structure
3.4 Side structure
3.5 Deck structure
3.6 Bulkhead structure
4 Design loads 34
4.1 Hull girder loads
4.2 Forces on containers
4.3 Loading conditions for primary structure analysis
5.1 Plating
6 Other structure 37
6.1 Non-weathertight hatch covers above superstructure deck
7 Fixed cell guides 37
7.1 General
7.2 Arrangement of fixed cell guides
7.3 Strength criteria
8 Fixed cargo securing devices 38
9 Construction and testing 39
9.1 Special structural details

Section 3 Machinery
1 Open top container ships 40
1.1

C HAPTER 3
L IVESTOCK C ARRIERS
Section 1 General
1 General 43
1.1 Application
1.2 Summary table

1 General arrangement design 44
1.1 Livestock arrangement
1.2 Arrangement of spaces dedicated to the carriage of livestock
1.3 Means of escape and access
2 Stability 44
3.1 Application
4.1 Scantlings of plating, ordinary stiffeners and primary supporting members
Section 3 Systems Serving Livestock Spaces

1 General 45
1.1 Application
1.2 Documents to be submitted
2 Design of the systems 45
2.1 General
2.2 Ventilation system
2.3 Fodder and fresh water systems
2.4 Washing system
2.5 Drainage system
Section 4 Fire-Fighting Systems in Livestock Spaces

1 General 47
1.1 Application
2 Fire-fighting appliances 47
2.1 Fire hoses
2.2 Additional fire-fighting means

C HAPTER 4
B ULK C ARRIERS
Section 1 General
1 General 51
1.1 Application
1.2 Summary table
Section 2 Ship Arrangement

1 General 52
1.1 Application
2.1 General
3 Access arrangement 53
3.1 Access arrangement to double bottom and pipe tunnel
3.2 Access arrangement to and within spaces in, and forward of, the cargo area

1 Stability 54
1.1 Definitions
1.3 Damage stability requirements for ships where additional class notation SDS is
required
2.1 Double bottom structure
2.2 Single side structure
2.3 Double side structure
2.4 Deck structure
2.5 Transverse vertically corrugated watertight bulkheads
3 Design loads 61
3.1 General design loading conditions
3.2 Hull girder loads in flooded conditions of bulk carriers of length greater than or
equal to 150 m
3.3 Local loads in flooding conditions on transverse vertically corrugated watertight
bulkheads of bulk carriers of length greater than or equal to 150 m
3.4 Local loads in flooding conditions on the double bottom of bulk carriers of
length greater than or equal to 150 m
3.5 Additional requirements on local loads for ships with the additional service
feature heavycargo
4.1 Hull girder loads in flooded conditions of bulk carriers of length greater than or
equal to 150 m

5 Hull scantlings of bulk carriers 66
5.1 Plating
6 Scantlings of transverse vertically corrugated watertight bulkheads
and double bottom of bulk carriers with length greater than or
equal to 150 m 67
6.1 Evaluation of scantlings of transverse vertically corrugated watertight bulkheads
in flooding conditions
6.2 Evaluation of double bottom capacity and allowable hold loading in flooding
conditions
7 Protection of hull metallic structures 70
7.1 Protection of cargo holds
8.1 Welding and weld connections
Section 4 Hatch Covers

1 General 73
1.1 Application
1.2 Materials
1.3 Net scantlings
1.4 Partial safety factors
1.5 Corrosion additions
2 Arrangements 74
2.1 Height of hatch coamings
2.2 Hatch covers
2.3 Hatch coamings
2.4 Small hatchways
3 Width of attached plating 74
4 Load model 74
4.1 Sea pressures
4.2 Load point
5 Strength check 74
5.1 General
5.2 Plating
5.3 Ordinary stiffeners and primary supporting members
6 Hatch coamings 77
6.1 Stiffening
6.2 Load model
6.3 Scantlings
7 Weathertightness, closing arrangement, securing devices and
stoppers 79
7.1 General
7.2 Closing arrangement, securing devices and stoppers

8 Drainage 79
8.1 Arrangement
Appendix 1 Intact Stability Criteria for Grain Loading

1 Calculation of assumed heeling moments due to cargo shifting 80
1.1 Stowage of bulk grain
1.2 General assumptions
1.3 Assumed volumetric heeling moment of a filled compartment trimmed
1.4 Assumed volumetric heeling moment of a filled compartment untrimmed
1.5 Assumed volumetric heeling moments in trunks
1.6 Assumed volumetric heeling moment of a partly filled compartment
1.7 Other assumptions
1.8 Saucers
1.9 Overstowing arrangements and securing
2 Dispensation from trimming ends of holds in certain ships 86
2.1 Calculation example

C HAPTER 5
O RE C ARRIERS
Section 1 General
1 General 93
1.1 Application
1.2 Summary table

1 General 94
1.1 Application
2.1 General
3.1 Access arrangement to double bottom and pipe tunnel

1 General 96
1.1 Loading manual and loading instruments
2 Stability 96
2.2 Damage stability requirements for ships where additional class notation SDS
has been required
3.2 Side structure
3.3 Deck structure
3.4 Longitudinal bulkhead structure
3.5 Transverse bulkhead structure
4 Design loads 100
5.1 Additional requirements
5.2 Strength checks of cross-ties analysed through a three dimensional beam model
5.3 Strength checks of cross-ties analysed through a three dimensional finite
element model
6.1 Hatch covers


C HAPTER 6
C OMBINATION C ARRIERS
Section 1 General
1 General 107
1.1 Application
1.2 Summary table

1 General 108
1.1 Application
2.1 General
2.2 Double bottom tanks or compartments
2.3 Navigation position
3 Size and arrangement of cargo tanks and slop tanks 111
3.1 Cargo tanks
3.2 Oil outflow
3.3 Slop tanks
4 Size and arrangement of protective ballast tanks or compartments 112
4.1 General
4.2 Size and arrangement of ballast tanks or compartments
5 Size and arrangement of segregated ballast tanks (SBT) 113
5.1 General
5.2 Capacity of SBT
6.1 Access to double bottom and pipe tunnel
6.3 Access to dry cargo holds
6.4 Access to compartments in the oil cargo area
6.5 Access to the bow

1 General 116
1.1 Loading manual and loading instrument
2 Stability 116
2.2 Damage stability - dry cargoes or ballast loading conditions - for ships where
additional class notation SDS is requested
2.3 Damage stability - oil cargoes - for ships where additional class notation SDS is
requested

3 Structure design principles of ships with the service notation
combination carrier/OBO ESP 119
3.2 Double side structure
3.3 Deck structure
3.4 Transverse vertically corrugated watertight bulkhead
4 Structure design principles of ships with the service notation
combination carrier/OOC ESP 123
4.2 Side structure
4.3 Deck structure
4.4 Longitudinal bulkhead structure
5 Design loads 124
5.2 Local loads
6.1 Plating
6.4 Strength check with respect to stresses due to the temperature gradient
7.1 Machinery space
7.2 Opening arrangement
7.3 Hatch covers
8 Hull outfitting 128
8.1 Equipment
9.1 Protection by aluminium coatings
10 Cathodic protection of tanks 128
10.1 General
10.2 Anodes
10.3 Impressed current systems
Section 4 Machinery and Cargo Systems

1 General 130
1.1 Application
1.2 Documents
2 General requirements 130
2.1 Ventilation and gas detection
2.2 Arrangement of cargo lines
2.3 Cargo openings
2.4 Cofferdam filling and draining

3 Slop tanks 130
3.1 Segregation of piping systems
3.2 Venting system
3.3 Discharge pumping and piping arrangement

C HAPTER 7
O IL T ANKERS AND FLS T ANKERS
Section 1 General
1 General 135
1.1 Application
1.2 Summary table
1.3 Definitions

1 General 138
1.1 Application
2 General arrangement of the ship with regard to fire prevention and
crew safety 138
2.1 Location and separation of spaces
2.2 Access and openings
2.3 Ventilation
3 General arrangement of the ship with regard to pollution prevention 142
3.1 Application
3.2 Protection of the cargo tank length in the event of grounding or collision
3.3 Segregation of oil and water ballast
3.4 Accidental oil outflow performance
3.5 Cleaning of cargo tanks
3.6 Retention of oil on board - Slop tanks
3.7 Deck spills
3.8 Pump-room bottom protection

1 Stability 147
1.1 Application
1.3 Damage stability for ships where the additional class notation SDS is required
2.1 Framing arrangement
2.2 Bulkhead structural arrangement
3 Design loads 149
3.2 Local loads
4.1 Plating
4.4 Strength check with respect to stresses due to the temperature gradient

5.1 Machinery space
6 Hull outfitting 153
6.1 Equipment
7.1 Protection by aluminium coatings
7.2 Material and coatings of tanks
8 Cathodic protection of tanks 153
8.1 General
8.2 Anodes
Section 4 Machinery and Cargo Systems

1 General 157
1.1 Application
1.3 Abbreviations
2 Piping systems other than cargo piping system 157
2.1 General
2.2 Bilge system
2.3 Ballast system
2.4 Air and sounding pipes of spaces other than cargo tanks
2.5 Scupper pipes
2.6 Heating systems intended for cargo
3 Cargo pumping and piping systems 162
3.1 General
3.2 Cargo pumping system
3.3 Cargo piping design
3.4 Cargo piping arrangement and installation
3.5 Arrangement of cargo pump rooms
4 Cargo tanks and fittings 165
4.1 Application
4.2 Cargo tank venting
4.3 Cargo tank inerting, purging and/or gas-freeing
4.4 Cargo tank level gauging systems
4.5 Protection against tank overfilling
4.6 Tank washing systems
5 Prevention of pollution by cargo oil 169
5.1 General
5.2 Discharge into the sea of cargo oil or oily mixtures
5.3 Oil discharge monitoring and control system
5.4 Pumping, piping and discharge arrangements

6 Certification, inspection and testing 171
6.1 Application
6.2 Workshop tests
6.3 Shipboard tests
7 Steering gear 171
7.1 General
7.2 Design of the steering gear
7.3 Alternative design for ships of less than 100 000 tonnes deadweight
8 Additional requirements for ships having the additional service
feature asphalt carrier 174
8.1 Application
9 Specific requirements for ships having the notations FLS tanker or
FLS tanker, flash point > 60C 175
9.1 Application
9.2 Design requirements
Section 5 Electrical Installations

1 General 176
1.1 Application
1.3 System of supply
1.4 Earth detection
1.5 Mechanical ventilation of hazardous spaces
1.6 Electrical installation precautions
2 Hazardous locations and types of equipment 177
2.1 Special requirements for oil tankers carrying flammable liquids having a
flash point not exceeding 60C and for oil tankers carrying flammable
liquids having a flash point exceeding 60C heated to a temperature
within 15C of their flash point or above their flash point
2.2 Special requirements for oil tankers carrying flammable liquids having a
flash point exceeding 60C unheated or heated to a temperature below and
not within 15C of their flash point
2.3 Special requirements for FLS tankers
Section 6 Fire Protection

1 General 179
1.1 Application
2 General requirements 179
2.1 Sources of ignition
2.2 Electrical equipment
3 Fixed deck foam system 180
3.1 Application
3.2 System design
3.3 Arrangement and installation

4 Fire-extinguishing systems except deck foam system 181
4.1 Pressure water fire-extinguishing systems
4.2 Fire-extinguishing systems for cargo pump rooms
5 Inert gas systems 181
5.1 Application
5.2 General
5.3 Principles
5.4 Design and arrangement of the system
6 Equipment for measuring oxygen and
flammable vapours concentration 186
6.1 Provisions applicable to all ships
6.2 Additional provisions for ships having the service notation oil tanker or FLS
tanker
6.3 Additional provisions for ships fitted with an inert gas system
6.4 Provisions for installation of gas analysing units
Appendix 1 Devices to Prevent the Passage of Flame into the Cargo Tanks
1 General 188
1.1 Application
1.2 Definitions
1.3 Instruction manual
2 Design of the devices 189
2.1 Principles
2.2 Mechanical design
2.3 Performance
2.4 Flame screens
2.5 Marking of devices
3 Sizing, location and installation of devices 190
3.1 Sizing of devices
3.2 Location and installation of devices
4 Type test procedures 191
4.1 Principles
4.2 Test procedure for flame arresters located at openings to the atmosphere
4.3 Test procedures for high velocity vents
4.4 Test rig and test procedures for detonation flame arresters located in-line
4.5 Operational test procedure
4.6 Laboratory report
Appendix 2 Design of Crude Oil Washing Systems

1 General 196
1.1 Application
1.2 Definitions
1.3 Operations and Equipment Manual

2 Design and installation 196
2.1 Piping
2.2 Tank washing machines
2.3 Pumps
2.4 Stripping system
2.5 Ballast lines
3 Inspection and testing 199

3.1 Initial survey
3.2 Piping
Appendix 3 Lists of Oils

1 Application 200
1.1 Scope of the lists of oils
2 Lists of products 200

2.1 List of oils
Appendix 4 List of Chemicals for which Part D, Chapter 8 and

IBC Code do not Apply
1 Application 201
1.1 Scope of the list
1.2 Safety and pollution hazards
2 List of chemicals for which Part D, Chapter 8 and

IBC Code do not apply 201
2.1
Appendix 5 Accidental Oil Outflow Performance

1 General 205
1.1 Purpose
1.2 Application
2 Accidental oil outflow performance 205

2.1 Mean oil outflow parameter
2.2 Calculation
3 Piping arrangements 208

3.1 Provision regarding piping arrangements

Part D
Service Notations
Chapter 1
RO-RO CARGO SHIPS
SECTION 1 GENERAL
SECTION 2 HULL AND STABILITY
SECTION 3 MACHINERY AND SYSTEMS
SECTION 4 ELECTRICAL INSTALLATIONS

Pt D, Ch 1, Sec 1
SECTION 1 GENERAL
1 General 1.1.3 Ships dealt with in this Chapter and which are less
than 500 GT are to comply with the requirements of:
1.1 Application Part A and Part B of the Rules, as applicable,
NR566 Hull Arrangement, Stability and Systems for
1.1.1 Ships complying with the requirements of this Chap- Ships less than 500 GT, as applicable,
ter are eligible for the assignment of the service notation ro-
ro cargo ship, as defined in Pt A, Ch 1, Sec 2, [4.2.3]. this Chapter, which is specific to ships having the serv-
ice notation ro-ro cargo ship,
1.1.2 Ships dealt with in this Chapter and which are greater NR216 Materials and Welding.
Part A, Part B and Part C of the Rules, as applicable,
1.2 Summary table
this Chapter, which is specific to ships having the serv-
ice notation ro-ro cargo ship, 1.2.1 Requirements applicable to ships having the service
NR216 Materials and Welding. notation ro-ro cargo ship are summarized in Tab 1.
Table 1 : Applicable requirements
Item Greater than 500 GT Less than 500 GT

Ship arrangement Part B NR566
Hull Part B Part B
Ch 1, Sec 2 Ch 1, Sec 2
Stability Part B NR566
Machinery and cargo systems Part C NR566
Electrical installations Part C NR566
Automation Part C NR566
Fire protection, detection and extinction Part C NR566

Pt D, Ch 1, Sec 2
1 General 3.2 Hull structure

3.2.1 Framing
1.1 Application In general, the strength deck and the bottom are to be longi-
tudinally framed.
1.1.1 The requirements of this Section apply to multi-deck
ships with double bottom and, in some cases, with wing Where a transverse framing system is adopted for such
tanks up to the lowest deck above the full load waterline, ships, it is to be considered by the Society on a case-by-case
intended for the carriage of: basis.
vehicles which embark and disembark on their own

wheels, and/or goods in or on pallets or containers 4 Design loads
which can be loaded and unloaded by means of
wheeled vehicles 4.1 Wheeled loads
railway cars, on fixed rails, which embark and disem-
4.1.1 The wheeled loads induced by vehicles are defined
bark on their own wheels.
in Pt B, Ch 5, Sec 6, [6].
1.2 Definitions 5 Hull girder strength

1.2.1 Ro-ro cargo spaces
5.1 Basic criteria
Ro-ro cargo spaces are spaces not normally subdivided in
any way and normally extending to either a substantial 5.1.1 Strength deck
length or the entire length of the ship in which motor vehi- In addition to the requirements in Pt B, Ch 6, Sec 1, [2.2],
cles with fuel in their tanks for their own propulsion and/or the contribution of the hull structures up to the strength
goods (packaged or in bulk, in or on rail or road cars, vehi- deck to the longitudinal strength is to be assessed through a
cles, including road or rail tankers, trailers, containers, pal- finite element analysis of the whole ship in the following
lets, demountable tanks or in or on similar stowage units or cases:
other receptacles) can be loaded and unloaded normally in
a horizontal direction. when the size of openings in side shell and/or longitudi-
nal bulkheads located below the strength deck
decreases significantly the capability of the plating to
2 Stability transmit shear forces to the strength deck
when the ends of superstructures which are required to
contribute to longitudinal strength may be considered
2.1 Damage stability requirements for ship not effectively connected to the hull structures.
where additional class notation SDS is
required
6 Hull scantlings
2.1.1 General
6.1 Plating
A ro-ro cargo ship equal to or greater than 80 m in length
where additional class notation SDS is required (see Pt A, 6.1.1 Minimum net thicknesses
Ch 1, Sec 2, [6.14.11]) is to comply with the subdivision
The net thickness of the weather strength deck and trunk
and damage stability criteria in Pt B, Ch 3, App 3.
deck plating is to be not less than the value obtained, in
mm, from the following formula:
3 Structure design principles t = 2,1 + 0,013 L k1/2 + 4,5 s
where:
3.1 General s : Length, in m, of the shorter side of the plate
panel.
3.1.1 Wood sheathing is recommended for caterpillar
trucks and unusual vehicles. 6.1.2 Plating under wheeled loads
It is recommended that a piece of wood of suitable thick- The net thickness of plate panels subjected to wheeled
ness should be provided under each crutch in order to dis- loads is to fulfil the applicable requirements in Pt B, Ch 7,
tribute the mass over the plate and the nearest stiffeners. Sec 1.

Pt D, Ch 1, Sec 2
6.2 Ordinary stiffeners 7.2.4 Separate indicator lights and audible alarms are to be
provided on the navigation bridge and on the operating
6.2.1 Ordinary stiffeners under wheeled loads panel to show that the doors are closed and that their secur-
The strength checks of ordinary stiffeners subjected to ing and locking devices are properly positioned.
wheeled loads are to be carried out in accordance with the The indication panel is to be provided with a lamp test
applicable requirements in Pt B, Ch 7, Sec 2. function. It is not to be possible to turn off the indicator
light.
6.3 Primary supporting members 7.2.5 The indicator system is to be designed on the fail safe
principle and is to show by visual alarms if the door is not
6.3.1 Primary supporting members under wheeled
fully closed and not fully locked and by audible alarms if
loads
securing devices become open or locking devices become
The strength checks of primary supporting members sub- unsecured.
jected to wheeled loads are to be carried out in accordance
The power supply for the indicator system is to be inde-
with the applicable requirements in Pt B, Ch 7, Sec 3 and Pt
pendent of the power supply for operating and closing the
B, Ch 7, App 2.
doors and is to be provided with a backup power supply.
The sensors of the indicator system are to be protected from
7 Other structures water, ice formation and mechanical damage.
7.1 Bow doors and inner doors 7.2.6 The indication panel on the navigation bridge is to be
equipped with a mode selection function harbour/sea voy-
7.1.1 The requirements applicable to bow doors and inner age, so arranged that an audible alarm is given if the vessel
doors are defined in Pt B, Ch 9, Sec 5. leaves harbour with the doors not closed and with any of
the securing devices not in the correct position.
7.2 Side doors and stern doors 7.2.7 A water leakage detection system with audible alarm
and television surveillance is to be arranged to provide an
7.2.1 Side doors and stern doors may be either below or indication to the navigation bridge of leakage through the
above the freeboard deck. inner door.
7.2.2 The requirements applicable to side doors and stern

7.3 Movable decks and inner ramps
doors are defined in Pt B, Ch 9, Sec 6.
7.3.1 The requirements applicable to movable decks and
7.2.3 The requirements in [7.2.4] to [7.2.7] apply to doors inner ramps are defined in Pt B, Ch 9, Sec 8, [1].
in the boundary of ro-ro spaces as defined in [1.2.1],
through which such spaces may be flooded.
7.4 External ramps
Where no part of the door is below the uppermost waterline
and the area of the door opening is not greater than 6 m2, 7.4.1 The requirements applicable to external ramps are
the requirements in [7.2.4] to [7.2.7] need not be applied. defined in Pt B, Ch 9, Sec 8, [2].

Pt D, Ch 1, Sec 3
SECTION 3 MACHINERY AND SYSTEMS
1 Scuppers and sanitary discharges tem, the drainage arrangement is to be such as to prevent
the build-up of free surfaces. If this is not possible, the
adverse effect upon stability of the added weight and free
1.1 Drainage of ro-ro cargo spaces,
surface of water is to be taken into account to the extent
intended for the carriage of motor vehi- deemed necessary by the Society in its approval of the sta-
cles with fuel in their tanks for their own bility information.
propulsion
1.1.2 Scupper draining
1.1.1 Prevention of build-up of free surfaces Scuppers from cargo spaces intended for the carriage of
In cargo spaces intended for the carriage of motor vehicles motor vehicles with fuel in their tanks for their own propul-
with fuel in their tanks for their own propulsion and fitted sion are not to be led to machinery or other places where
with a fixed pressure water-spraying fire-extinguishing sys- sources of ignition may be present.

Pt D, Ch 1, Sec 4
1 General 1.2 Documentation to be submitted
1.2.1 In addition to the documentation requested in Pt C,

1.1 Applicable requirements Ch 2, Sec 1, Tab 1, the following is to be submitted for
approval:
1.1.1 In addition to the relevant requirements of Part C,
a) plan of hazardous areas
Chapter 2 and those contained in this Section, electrical
installations in spaces intended for the carriage of motor b) document giving details of types of cables and safety
vehicles with fuel in their tanks for their propulsion are to characteristics of the equipment installed in hazardous
comply with those of Part C, Chapter 4. areas.
Table 1 : Electrical equipment permitted in closed ro-ro cargo spaces
Hazardous Spaces
Electrical equipment
area N Description
Zone 1 1 Closed ro-ro cargo spaces except areas a) any type that may be considered for zone 0
under item 3 b) certified intrinsically safe apparatus Ex(ib)
c) simple electrical apparatus and components (e.g. thermocou-
ples, photocells, strain gauges, junction boxes, switching
devices), included in intrinsically-safe circuits of category ib
not capable of storing or generating electrical power or energy
in excess of limits stated in the relevant rules, and acceptable to
the appropriate authority
d) certified flameproof Ex(d)
e) certified pressurised Ex(p)
f) certified increased safety Ex(e)
g) certified encapsulated Ex(m)
h) certified sand filled Ex(q)
i) certified specially Ex(s)
j) cables sheathed with at least one of the following:
a non-metallic impervious sheath in combination with
braiding or other metallic covering
copper or stainless steel sheath (for mineral-insulated
cables only)
Zone 1 2 Exhaust ventilation ducts As stated under item 1
Zone 2 3 On condition that the ventilation system is a) any type that may be considered for zone 1
so designed and operated as to provide b) tested specially for zone 2 (e.g. type n protection)
continuous ventilation of the cargo spaces
c) pressurised, and acceptable to the appropriate authority
at the rate of at least 10 air changes per
hour whenever vehicles are on board: d) encapsulated, and acceptable to the appropriate authority
areas above a height of 450mm from e) the type which ensures the absence of sparks and arcs and of
the deck hot spots during its normal operation (minimum class of pro-
areas above a height of 450mm from tection IP55)
each platform for vehicles, if fitted, f) cables sheathed with at least a non-metallic external impervi-
without openings of sufficient size per- ous sheath
mitting penetration of petrol gases
downward
areas above platforms for vehicles, if
fitted, with openings of sufficient size
permitting penetration of petrol gases
downward

Pt D, Ch 1, Sec 4
1.3 Safety characteristics 2.1.4 The requirements in this item are summarised in Tab 1.
1.3.1 The explosion group and temperature class of electri- 2.2 Installations in cargo spaces other than
cal equipment of a certified safe type for use with explosive
petrol-air mixtures are to be at least IIA and T3.
ro-ro cargo spaces but intended for the
carriage of motor vehicles
2 Installation 2.2.1 The provisions of [2.1] apply.
2.1 Installations in closed ro-ro cargo 2.2.2 All electric circuits terminating in cargo holds are to
spaces be provided with multipole linked isolating switches
located outside the holds. Provision is to be made for lock-
2.1.1 Except as provided for in [2.1.2], electrical equip- ing in the off position.
ment is to be of a certified safe type as stated in Pt C, Ch 2, This requirement does not apply to safety installations such
Sec 3, [10.1.6] and electrical cables are to be as stated in Pt as fire, smoke or gas detection systems.
C, Ch 2, Sec 3, [10.2.2].
2.1.2 Above a height of 450 mm from the deck and from 3 Type approved components
each platform for vehicles, if fitted, except platforms with
openings of sufficient size permitting penetration of petrol 3.1
gases downwards, electrical equipment as stated in Pt C, Ch
2, Sec 3, [10.1.7] and electrical cables as stated in Pt C, Ch 3.1.1 Alarm systems for closing devices of openings and
2, Sec 3, [10.2.3]are permitted, on condition that the venti- water leakage detection systems if of electronic type, as
lation system is so designed and operated as to provide con- well as television surveillance systems, are to be type
tinuous ventilation of the cargo spaces at the rate of at least approved or in accordance with [3.1.2].
10 air changes per hour whenever vehicles are on board.
3.1.2 Case-by-case approval based on submission of ade-
2.1.3 Electrical equipment and cables in an exhaust venti- quate documentation and execution of tests may also be
lation duct are to be as stated in [2.1.1]. granted at the discretion of the Society.

Part D
Service Notations
Chapter 2
CONTAINER SHIPS
SECTION 1 GENERAL
SECTION 3 MACHINERY

Pt D, Ch 2, Sec 1
SECTION 1 GENERAL
1 General Part A and Part B of the Rules, as applicable,

1.1 Application Ships less than 500 GT, as applicable,
1.1.1 Ships complying with the requirements of this Chap- ice notation container ship,
ter are eligible for the assignment of the service notation NR216 Materials and Welding.
container ship, as defined in Pt A, Ch 1, Sec 2, [4.2.5].
1.1.4 Ships assigned with the additional service feature
1.1.2 Ships dealt with in this Chapter and which are greater equipped for carriage of containers are to comply with the
than 500 GT are to comply with the requirements of: applicable requirements of this Chapter, in particular with
Part A, Part B and Part C of the Rules, as applicable, Ch 2, Sec 2, [3.2.1], Ch 2, Sec 2, [3.3.1], Ch 2, Sec 2,
this Chapter, which is specific to ships having the serv- [3.5.4] and Ch 2, Sec 2, [4.2].
ice notation container ship,
NR216 Materials and Welding. 1.2 Summary table
1.1.3 Ships dealt with in this Chapter and which are less 1.2.1 Requirements applicable to ships having the service
than 500 GT are to comply with the requirements of: notation container ship are summarized in Tab 1.

Hull Part B Part B

Pt D, Ch 2, Sec 2
1 General 2.1.2 Additional criteria

In addition to [2.1.1], the initial metacentric height is to be
1.1 Application equal to or greater than 0,20 m.
1.1.1 The requirements of this Section apply to double bot- 2.1.3 Alternative criteria for ships greater than 100
m in length
tom ships of double or single side skin construction,
intended to carry containers in holds or on decks. When sin- For ships greater than 100 m in length, the Society may
gle side skin construction is adopted, an efficient torsion box apply the following criteria instead of those in Pt B, Ch 3,
girder at the topsides or an equivalent structure is to be fit- Sec 2:
ted. Typical midship sections are shown in Fig 1 and Fig 2. the area under the righting lever curve (GZ curve), in
The application of these requirements to other ship types is m.rad, is to be not less than 0,009/C up to an angle of
to be considered by the Society on a case-by-case basis. heel of 30, and not less than 0,016/C up to 40 or the
angle of flooding f if this angle is less than 40
Figure 1 : Container ship the area under the righting lever curve (GZ curve), in
of double side skin construction m.rad, between the angles of heel of 30 and 40 or
between 30 and f, if this angle is less than 40, is to be
not less than 0,006/C
the righting lever GZ, in m, is to be at least 0,033/C at
an angle of heel equal to or greater than 30
the maximum righting lever GZ, in m, is to be at least
0,042/C
the total area under the righting lever curve (GZ curve),
in m.rad, up to the angle of flooding f is not to be less
than 0,029/C
where:
C : Coefficient defined by:
Figure 2 : Container ship T - 100 C 2 TD
of single side skin construction C = ------- ---------- ------B- ---------
KG L C W B m 2
T : Mean draught, in m
KG : Height of the centre of mass above base, in m,
corrected for free surface effect, not be taken as
less than T
CB : Block coefficient
CW : Waterplane coefficient
D : Moulded depth, in m, corrected for defined
parts of volumes within the hatch coamings
obtained from the following formula:
2b B 2 l
D = D + ------------------D- ------------H- h

BD L
2 Stability
h : Mean height, in m, of hatch coamings within
L/4 forward and aft from amidships (see Fig 3)
b : Mean width, in m, of hatch coamings within L/4
forward and aft from amidships (see Fig 3)
2.1.1 General
Bm, BD : Breadths, in m, defined in Fig 3
The stability for the loading conditions defined in Pt B, Ch
3, App 2, [1.2.4] is to be in compliance with the require- lH : Length, in m, of each hatch coaming within L/4
ments of Pt B, Ch 3, Sec 2. forward and aft from amidships (see Fig 4).

Pt D, Ch 2, Sec 2
Figure 3 : Definition of dimensions For the condition with flooded holds relevant to the intact
ship, the free surfaces may be determined as follows:
b the holds are fully loaded with containers
the sea water enters the containers and will not pour out
h
during heeling, condition simulated by defining the
B/4 amount of water in the containers as fixed weight items
D'
the free space surrounding the containers is to be
D flooded with sea water
T KG the free space is to be evenly distributed over the full
T/2 length of the open cargo holds.
Bm 2.2 Damage stability requirements for ships

B where the additional class notation SDS
BD has been required
2.2.1 General
Figure 4 : Definition of dimensions
Any type of container ship with a length equal to or greater
than 80 m is to comply with the subdivision and damage
H H H stability criteria of Pt B, Ch 3, App 3.
For open top container ships, the coaming of the open top
L/4 L/4 holds is to be considered as a downflooding area.
L 3 Structure design principles
3.1 Materials
2.1.4 Additional requirements for open top
container ships 3.1.1 Steels for hull structure
The material classes required in Pt B, Ch 4, Sec 1, [2.4] for
Intact stability calculations are to be investigated for the
the strength deck plating, the sheerstrake and the torsion
ship in the intact condition and considering the effect of the
box girder structure within 0,4L amidships are to be main-
ingress of green water through the open hatchways in the
tained in way of the entire cargo hold region.
following way:
for the intact condition described in [2.1.5] with the 3.2 Strength principles
assumptions in [2.1.6], the stability of the ship is to com-
ply with the survival criteria of Pt B, Ch 3, App 3: the 3.2.1 General
factor of survival s is to be equal to one. Local reinforcements of the hull structure are to be provided
under container corners and in way of fixed cargo securing
2.1.5 Loading condition for open top container devices and cell guides, if fitted.
ships The forces applying on the fixed cargo securing devices are
to be indicated by the Designer. When the additional class
The ship is at the load line corresponding to the minimum notation LASHING is granted, these forces may be deter-
freeboard assigned to the ship and, in addition, all the open mined by the Society.
holds are completely filled with water, with a permeability
of 0,70 for container holds, to the level of the top of the 3.2.2 Structural continuity
hatch side or hatch coaming or, in the case of a ship fitted In double side skin ships, where the machinery space is
with cargo hold freeing ports, to the level of those ports. located between two holds, the inner side is, in general, to
be continuous within the machinery space. Where the
Intermediate conditions of flooding the open holds (various
machinery space is situated aft, the inner side is to extend
percentages of filling the open holds with green water) are
as far abaft as possible and be tapered at the ends.
to be investigated.
2.1.6 Assumptions for the stability calculation for

3.3 Bottom structure
open top container ships
3.3.1 Floor and girder spacing
Where cargo hold freeing ports are fitted, they are to be The floor spacing is to be such that floors are located in way
considered closed for the purpose of determining the flood- of the container corners. Floors are also to be fitted in way
ing angle, provided that the reliable and effective control of of watertight bulkheads.
closing of these freeing ports is to the satisfaction of the Girders are generally to be fitted in way of the container
Society. corners.

Pt D, Ch 2, Sec 2
3.3.2 Reinforcements in way of cell guides 3.5.3 Connection of longitudinal deck girders
The structures of the bottom and inner bottom on which cell between hatchways with face plate of cross
decks
guides rest are to be adequately stiffened with doublers,
brackets or other equivalent reinforcements. Where longitudinal deck girders between hatchways inter-
sect cross decks, the connection between their face plates is
generally to be as shown in Fig 6. If necessary, the girder
3.4 Side structure height is to be gradually modified.
3.4.1 Framing arrangement
Figure 6 : Connection of longitudinal girders
The topside torsion box girders are to be longitudinally between hatchways with face plates of cross decks
framed.
girder face plate
Where the side is longitudinally framed, side transverses are
to be fitted in line with the double bottom floors.
face plate of the
transverse deck strip
3.5 Deck structure
3.5.1 Longitudinal girders between hatchways

The width of the longitudinal deck girders and hatch coam-
ing flanges is to be such as to accommodate the hatch cov-
ers and their securing arrangements.
The connections of the longitudinal deck girders and hatch
coamings with the machinery space structure, and aft and
fore part structures are to ensure proper transmission of
called "diamond" plate
stresses from the girders to the adjacent structures.
3.5.2 Cross decks

Side or centreline longitudinal deck girders transmit the fol-
lowing longitudinal forces to transverse deck strips: forces
3.5.4 Deck and hatch cover reinforcements
due to hull girder bending and forces due to local bending
of the girders. Deck or hatch cover structures are to be reinforced taking
into account the loads transmitted by the corners of con-
When the arrangement of hatches involves the interruption tainers and cell guides.
of girders (a ship with two side hatches in one hold and a
centreline hatch in the adjacent one), the transverse strip
between the two holds is to be able to bear the longitudinal 3.6 Bulkhead structure
force exerted by the interrupted girder. Calculation of the
3.6.1 Transverse box structures in way of
strength of these strips is to be made.
transverse watertight bulkheads
Transverse deck strips between hatches are subjected to a
Bottom and top transverse box structures are generally to be
shear force induced by the overall torsion of the ship. The
provided in way of transverse watertight bulkheads at the
adequate strength of these strips is to be verified taking
inner bottom and deck level, respectively.
account of this force.
Transverse deck strips between hatches are to be suitably 3.6.2 Primary supporting members
overlapped at ends. It is necessary to ascertain that the The vertical primary supporting members of transverse
forces induced by the strips may be transmitted to the web watertight bulkheads are to be fitted in line with the deck
frame (see Fig 5). girders and the corresponding bottom girders.
Figure 5 : Transverse deck strip between hatches 3.6.3 Reinforcements in way of cell guides
When cell guides are fitted on transverse or longitudinal
bulkheads which form boundaries of the hold, such struc-
sectional areas through tures are to be adequately reinforced taking into account
which forces are passing the loads transmitted by cell guides.
4 Design loads
transverse deck strip
web frame 4.1.1 Still water loads

The design still water torsional torque induced by the non-
uniform distribution of cargo, consumable liquids and bal-
last is to be considered. If no specific data are provided by

Pt D, Ch 2, Sec 2
the Designer, it is to be obtained at any hull transverse sec- Table 2 : Container at level i
tion, in kN.m, from the following formula: Still water and inertial forces
MSW, T = 31,4 FT S T B
Ship Load Still water force FS and
where: case
condition inertial force FW , in kN
FT : Distribution factor defined in Tab 1 as a func-
Still water FS,i = Mig
tion of the x co-ordinate of the hull transverse
section with respect to the reference co-ordi- Upright a No inertial force
nate system defined in Pt B, Ch 1, Sec 2, [4] (positive heave b FW,X,i = Mi aX1 in x direction
S : Number of container stacks over the breadth B motion)
FW,Z,i = Mi aZ1 in z direction
T : Number of container tiers in cargo hold amid-
Inclined (nega- c FW,Y,i = Mi CFA aY2 in y direction
ships (excluding containers on deck or on hatch
tive roll angle) FW,Z,i = Mi CFA aZ2 in z direction
covers). d
Where the value of MSW,T obtained from the above formula Note 1:
is greater than 49000 kN.m, the Society may require more g : Gravity acceleration, in m/s2:
detailed calculations of MSW,T to be carried out by the g = 9,81 m/s2
Designer. Mi : Mass, in t, of the container considered at the
level i
Table 1 : Distribution factor FT
CFA : Combination factor, to be taken equal to:
Hull transverse section location Distribution factor FT CFA = 0,7 for load case c
CFA = 1,0 for load case d
0 x < 0,5 L x/L
aX1, aZ1 : Accelerations, in m/s2, determined at the con-
0,5 L x L (1 x / L) tainers centre of gravity for the upright ship
condition, and defined in Pt B, Ch 5, Sec 3, [3.4]
4.2 Forces on containers aY2, aZ2 : Accelerations, in m/s2, determined at the con-
tainers centre of gravity for the inclined ship
4.2.1 Still water and inertial forces condition, and defined in Pt B, Ch 5, Sec 3, [3.4]
The still water and inertial forces applied to one container
located at the level i, as defined in Fig 7, are to be Where empty containers are stowed at the top of a stack,
obtained, in kN, as specified in Tab 2. the internal pressures and forces are to be calculated con-
sidering weight of empty containers equal to:
Figure 7 : Containers level in a stack
0,14 times the weight of a loaded container, in the case
Lashing at level N of steel containers
0,08 times the weight of a loaded container, in the case
Level N of aluminium containers.
container
4.2.2 Wind forces applied to one container
The forces due to the effect of the wind, applied to one con-
tainer stowed above deck at the level i, are to be
obtained, in kN, from the following formulae:
Lashing at level i
in x direction:
Fx,wind,i = 1,2hCbC
Level i
container in y direction:
Lashing at level i-1 Fy,wind,i = 1,2 hClC
where:
hC : Height, in m, of a container
Lashing at level 2 lC , b C : Dimension, in m, of the container stack in the
ship longitudinal and transverse direction,
Level 2 respectively.
container These forces are only acting on the stack exposed to wind.
Lashing at level 1 In the case of M juxtaposed and connected stacks of the
same height, the wind forces are to be distributed over the
M stacks.
Level 1
In the case of juxtaposed and connected stacks of different
container
heights, the wind forces are to be distributed taking into
account the number of stacks at the level considered (see
example in Fig 8).

Pt D, Ch 2, Sec 2
Figure 8 : Distribution of wind forces in the case of stacks of different heights
Fy, wind distributed over 3 stacks
4.2.3 Stacks of containers Any other arrangement may be accepted, to the Societys
The still water, inertial and wind forces, to be considered as satisfaction.
being applied at the centre of gravity of the stack, and those
transmitted at the corners of such stack are to be obtained, 4.3 Loading conditions for primary struc-
in kN, as specified in Tab 3. ture analysis
4.2.4 Effect of cell guides
4.3.1 The following loading conditions are to be consid-
Where cell guides support the containers stowed in holds, ered in the analysis of the primary structure:
the values of RW,1 and RW,2 calculated according to [4.2.3]
full container load and scantling draught T
for inclined ship condition, may be assumed to be not
greater than (FW,Z / 4 + 160), provided that arrangements of ballast condition and ballast draught corresponding to
cell guides and horizontal transverse cross-ties, according this condition in the loading manual
to [7.2], ensure the blocking of the corners of containers. partial loading conditions given in the loading manual.
Table 3 : Containers - Still water, inertial and wind forces
Still water force FS and inertial and Vertical still water force RS and inertial
Ship condition Load case wind force FW, in kN, acting and wind force RW, in kN, transmitted at the
on each container stack corners of each container stack
Still water condition N
F
FS = F S ,i R S = ----S
4
i=1
Upright condition a No inertial forces No inertial forces

(see Fig 9) b in x direction
N
F W ,X = (F W ,X ,i + F X ,w ind ,i ) F W, Z N C h C F W, X
R W ,1 = ---------
- + ------------------------
i=1 4 4 lC
in z direction F W, Z N C h C F W, X
R W ,2 = ---------
- ------------------------
N 4 4lC
F W ,Z = F W ,Z ,i
i=1
Inclined condition c and in y direction

(negative roll angle) d N
(see Fig 10) F W ,Y = (F W ,Y ,i + F Y ,w ind ,i ) F W, Z N C h C F W, Y

R W ,1 = ---------
- + ------------------------
i=1 4 4b C
in z direction F W, Z N C h C F W, Y
R W ,2 = ---------
- ------------------------
N 4 4b C
F W ,Z = F W ,Z ,i
i=1
Note 1:
N : Number of containers per stack
hC : Height, in m, of a container
lC , b C : Dimension, in m, of the container stack in the ship longitudinal and transverse direction, respectively.

Pt D, Ch 2, Sec 2
Figure 9 : Inertial and wind forces Figure 10 : Inertial and wind forces
Upright ship condition Inclined ship condition
Z
FW,Z
Z
FW,Z
FW,X FW,Y
Y Y
R W,2 R W,1 R W,2
R W,1 R W,2
R W,2
X
X
The assumed freeboard deck is used only for the purpose of

5 Hull scantlings measuring the height of the deck on which the hatchways
are situated and may be an imaginary, or virtual deck and in
this case is not to be used for the actual assignment of free-
5.1 Plating board.
5.1.1 Thickness of the strake below the sheerstrake

6.1.2 The hatchway coamings are to be not less than
The thickness of the strake below the sheerstrake is not to be 600 mm in height.
less than 0,7 times that of the sheerstrake.
6.1.3 The non-weathertight gaps between hatch cover pan-
5.1.2 Thickness of the strake below the upper els are to be considered as unprotected openings with
strake of torsion box girders respect to the requirements of intact and damage stability
The thickness of the strake below the upper strake of torsion calculations.
box girders is not to be less than 0,7 times that of the upper The non-weathertight gaps between hatch cover panels are
strake. to be as small as possible commensurate with the capacity
of the bilge system and expected water ingress, and the
5.2 Primary supporting members capacity and operational effectiveness of the fire-fighting
system and, in general, less than 50 mm.
5.2.1 Scantlings of primary supporting members of ships
greater than 150 m in length are to be analysed according 6.1.4 Labyrinths, gutter bars or equivalent are to be fitted
to Pt B, Ch 7, Sec 3. near the edges of each panel in way of the gaps to minimise
the amount of water that can enter the container hold from
the top surface of each panel.
6 Other structure
6.1.5 Scantlings of the hatch cover panels are to be equiva-
lent to those for weathertight covers and in accordance with
6.1 Non-weathertight hatch covers above the applicable requirements of Pt B, Ch 9, Sec 7.
superstructure deck
6.1.1 Non-weathertight hatch covers may be fitted to 7 Fixed cell guides

hatchways located on weather decks which are at least two
standard heights of superstructure above an actual free- 7.1 General
board deck or an assumed freeboard deck from which a
freeboard can be calculated which will result in a draught 7.1.1 Containers may be secured within fixed cell guides,
not less then that corresponding to the freeboard actually permanently connected by welding to the hull structure,
assigned. Where any part of a hatchway is forward of a which prevent horizontal sliding and tipping (see Fig 11).
point located one quarter of the ship's load line length (0,25
LLL) from the forward perpendicular, that hatchway is to be 7.1.2 When containers are secured by fixed cell guides, the
located on a weather deck at least three standard heights of scantlings of such cell guides and supports are to be
superstructure above the actual or assumed freeboard deck. approved and checked using the criteria in [7.2] and [7.3].

Pt D, Ch 2, Sec 2
Figure 11 : Containers within fixed cell guides
Figure 12 : Typical structure of cell guides coincide as nearly as possible with that of the container cor-
ners (see Fig 12).
Cell guides
Cross-ties are to be longitudinally restrained at one or more
points so that their elastic deformation due to the action of
the longitudinal thrust of containers does not exceed 20
mm at any point.
Maximum 5 m
Brackets
Cross ties
7.2.3 The upper end of the guides is to be fitted with a
block to facilitate entry of the containers. Such appliance is
A A to be of robust construction so as to withstand impact and
chafing.
7.3 Strength criteria

7.3.1 The local stresses in the elements of cell guides,
transverse and longitudinal cross-ties, and connections with
the hull structure are to be less than the following values:
Section A A normal stress: 150/k N/mm2
shear stress: 100/k N/mm2
7.2 Arrangement of fixed cell guides
Von Mises equivalent stress: 175/k N/mm2,
7.2.1 Vertical guides generally consist of sections with where k is the material factor, defined in Pt B, Ch 4, Sec 1,
equal sides, not less than 12 mm in thickness, extended for [2.3].
a height sufficient to give uniform support to containers.
7.2.2 Guides are to be connected to each other and to the 8 Fixed cargo securing devices
supporting structures of the hull by means of cross-ties and
longitudinal members such as to prevent deformation due 8.1 Documentation to be submitted
to the action of forces transmitted by containers.
In general, the spacing between cross-ties connecting the 8.1.1 A list and/or a plan of all the fixed securing devices,
guides may not exceed 5 metres, and their position is to indicating their location on board, is to be provided.

Pt D, Ch 2, Sec 2
8.1.2 For each type of fixed securing device, the following 9 Construction and testing
information is to be indicated:
type designation
sketch of the device
material
9.1.1 The specific requirements in Pt B, Ch 12, Sec 2, [2.7]
breaking load for ships with the service notation container ship are to be
maximum securing load. complied with.

Pt D, Ch 2, Sec 3
SECTION 3 MACHINERY
1 Open top container ships
1.1
1.1.1 The bilge system and fire-extinguishing arrangements
of open top container ships are to comply with the relevant
requirements of IMO MSC/Circ.608/rev.1 Interim guide-
lines for open top container ships.

Part D
Service Notations
Chapter 3
LIVESTOCK CARRIERS
SECTION 1 GENERAL
SECTION 3 SYSTEMS SERVING LIVESTOCK SPACES
SECTION 4 FIRE-FIGHTING SYSTEMS IN LIVESTOCK SPACES

Pt D, Ch 3, Sec 1
SECTION 1 GENERAL
ter are eligible for the assignment of the service notation
livestock carrier, as defined in Pt A, Ch 1, Sec 2, [4.2.5]. this Chapter, which is specific to ships having the serv-
ice notation livestock carrier,
1.2 Summary table
ice notation livestock carrier, 1.2.1 Requirements applicable to ships having the service
NR216 Materials and Welding. notation livestock carrier are summarized in Tab 1.

Hull Part B Part B

Pt D, Ch 3, Sec 2
1 General arrangement design 1.3.2 Closing arrangement

Pens, stalls and similar fittings are to be provided with a
1.1 Livestock arrangement means of access for persons with secure closing arrange-
ment whose structural strength is to be considered by the
1.1.1 The livestock are to be kept in pens. The dimensions Society on a case-by-case basis.
of these pens are to be suitable for the livestock carried. In
general, the breadth and the length of the pen may not be 1.3.3 Passageway width
greater than 4,5 m and 9 m, respectively.
If access between a ship side and a pen, stall or similar fit-
The livestock may not be carried on hatch covers unless the ting is required for purposes of safe and proper operation of
latter are effectively protected. ship, a passageway not less than 550 mm wide is to be pro-
vided between the ship's rail or bulwark and the rails or
1.2 Arrangement of spaces dedicated to the receptacles of the pen, stall or fitting.
carriage of livestock
1.2.1 General 2 Stability
The requirements of this item apply to the arrangement of
the spaces dedicated to the carriage of livestock. When 2.1 Intact stability
deemed necessary by the Society, such spaces may need to
be adapted or complemented depending on the species of 2.1.1 General
animals which are to be carried. The stability of the ship for the loading conditions reported
in the trim and stability booklet is to be in compliance with
1.2.2 Protection of livestock
the requirements of Pt B, Ch 3, Sec 2.
Arrangements for protecting the livestock from injury, avoid-
able suffering and exposure to weather, sea or hot parts are 2.1.2 Additional requirements
to be provided. Where national or international rules apply, the Society
reserves the right to adopt the rules in force in the country
1.2.3 Livestock arrangement
in which the ship is registered or in which the ship trades.
Livestock may not be carried, or loaded for carriage, in any
part of a ship where the livestock, livestock fittings, livestock
equipment or carrying arrangements may: 3 Hull girder strength
obstruct access to any accommodation space or work-
ing space necessary for the safe running of the ship, or 3.1 Application
the means of egress from any hold or underdeck space
3.1.1 In general, the decks and platform decks above the
interfere with life-saving or fire-fighting appliances strength deck used for the carriage of livestock may not be
interfere with the tank sounding equipment or bilge taken into account for the calculation of the section modulus.
pumping
interfere with the operation of closing appliances 4 Hull scantlings
interfere with the operation of freeing ports
interfere with the lighting or ventilation of other parts of 4.1 Scantlings of plating, ordinary stiffeners
the ships and primary supporting members
interfere with the proper navigation of the ship.
4.1.1 Movable or collapsible structural elements
above the strength deck
1.3 Means of escape and access
In general, the movable or collapsible structural elements
1.3.1 General above the strength deck used for the stocking and the distri-
In each space in which livestock is carried, not less than bution of livestock on decks or platform decks are not a part
of ship classification.
two means of escape for persons are to be fitted, widely
separated and giving access to an open deck. Nevertheless, where deemed necessary by the shipyard they
may be designed and constructed with according to the cri-
Access to livestock space for persons is to be safe. Where it
teria in Part B, Chapter 7 or Part B, Chapter 8, as applicable.
is combined with a ramp used for moving livestock
In this case, the scantlings of the barriers surrounding each
between decks, it is to be separated from the livestock ramp
pen are to take into account the loads applied by the live-
by protective fencing.
stock as a result of roll and pitch of the ship.

Pt D, Ch 3, Sec 3
SECTION 3 SYSTEMS SERVING LIVESTOCK SPACES
1 General
2.2.2 Capacity of the mechanical ventilation
1.1 Application The capacity of the mechanical ventilation is not to be less

than:
1.1.1 The provisions of this Section cover the systems 20 air changes per hour of each enclosed space
installed on ships having the service notation livestock car-
rier and intended for: 15 air changes per hour of each partially closed space,
the supply of food, water and fresh air to the livestock based on the gross volume of the space, deduced, if possi-
ble, from the volume of any tank or trunk within that space.
the cleaning of the livestock spaces
Note 1: Where the clear height of the space is less than 2,30 m, the
the draining of the sewage effluents produced by the Society may require higher air change rates, with a maximum of:
livestock.
30 changes per hour for enclosed spaces
1.2 Documents to be submitted 22,5 changes per hour for partially closed spaces.
1.2.1 The documents listed in Tab 1 are to be submitted for 2.2.3 Fans
approval.
a) Ventilation circuits are to be supplied by at least two
independent fans of such a capacity as to maintain nor-
2 Design of the systems mal ventilation of all the spaces with one fan out of
action.
2.1 General b) Fans driven by electric motors are to be considered as
essential auxiliaries. Their electrical supply is to comply
2.1.1 The piping systems covered by this Section are to be with the provisions of Pt C, Ch 2, Sec 3.
designed, constructed and tested in accordance with the
applicable provisions of Pt C, Ch 1, Sec 10.
2.3 Fodder and fresh water systems
2.2 Ventilation system
2.3.1 General
2.2.1 General a) Spaces intended for livestock are to be provided with
receptacles for feeding and watering the animals con-
Mechanical ventilation is to be provided for the following
spaces containing livestock: cerned.
enclosed spaces b) The capacity of the receptacles is not to be less than

33% of the daily consumption of the animals con-
partially closed spaces arranged with pens on more than cerned, except when the feed system is automatic.
one deck level and having a breadth greater than 20 m.
Table 1 : Documents to be submitted
Item N Description of the document (1)

1 Diagram of the ventilation system, with indication of the gross volume of the enclosed spaces
2 Diagram of storage and distribution systems for fodder and water
3 Diagram of the water cleaning system
4 Diagram of the drainage system
(1) Diagrams are also to include, where applicable:
the (local and remote) control and monitoring systems and automation systems
the instructions for the operation and maintenance of the piping system concerned (for information).

Pt D, Ch 3, Sec 3
2.3.2 Fresh water system b) The drainage system serving the livestock spaces is to be
a) The fresh water system serving the livestock spaces is to independent from any piping system serving the other
be totally independent from the fresh water system serv- spaces of the ship, and in particular from the bilge system.
ing the spaces intended for the crew.
2.5.2 Materials
b) All livestock spaces are to be provided with fresh water The pipes and other components of the draining system are
service. to be made of a material resistant to the corrosion due to the
c) The fresh water system is to include at least: effluents.
one main supply pump, of a capacity sufficient to
2.5.3 Draining pipes and discharges
continuously supply fresh water to the livestock
a) Discharges from livestock spaces are to comply with the
one standby pump of at least the same capacity.
provisions of Pt C, Ch 1, Sec 10, [8].
Note 1: When the water supply system is not automatic, the
standby pump may be replaced by a portable pump ready to be b) Where necessary, drainage gutters and upper parts of
connected to at least one fresh water tank. the draining pipes are to be covered by a strainer plate.
d) When the water supply is automatic, water receptacles c) Draining pipes from livestock spaces are to discharge
are to be fitted with: into a holding tank, wells or overboard.
means of automatic water level control Note 1: Overboard discharge is subject to the provisions of MAR-
POL Annex IV - Regulations for the Prevention of Pollution by
devices to avoid the return of water from the recep- Sewage. See also Part F, Chap 6, Sec 1.
tacle to the fresh water tank.
d) Means are to be provided to stop the overboard dis-
charge when the ship is in port.
2.4 Washing system
2.5.4 Drainage tanks
2.4.1 A water washing system is to be provided with appro-
priate connections to wash the livestock spaces. a) Drainage tanks are to be fitted with means to indicate
visually the amount of their content.
2.5 Drainage system b) Drainage tanks and wells are to be accessible from out-
side livestock pens for inspection and cleaning.
2.5.1 General
a) Each space intended for the livestock is to be fitted with 2.5.5 Pumps and ejectors
a pipe or gutter of sufficient size to drain the sewage and Pumps and ejectors serving the drainage tanks or wells are
the washing effluents. to be capable of conveying semi-solid matter.

Pt D, Ch 3, Sec 4
SECTION 4 FIRE-FIGHTING SYSTEMS IN LIVESTOCK

SPACES
1 General same hydrant may reach any part of the spaces intended for
the livestock. At least one of these jets is to be from a single
length of hose.
1.1 Application
1.1.1 This Section provides, for ships having the service 2.1.2 Fire hoses are to be provided for:
notation livestock carrier, specific requirements for fire- each hydrant located in an enclosed space, and
fighting in the livestock spaces. for each 50 m length, or part thereof, of open deck
Such requirements supplement those given in Part C, Chap- spaces.
ter 4.
2.1.3 Fire hoses are to be located in conspicuous locations,
1.2 Documents to be submitted near the hydrants and close to the entrances or access to the
spaces.
1.2.1 The documents listed in Tab 1 are to be submitted for
approval.
2.2 Additional fire-fighting means
2.2.1 Livestock spaces containing hay or straw
Item N Description of the document If hay or straw is carried or used in a livestock space, one of
the following fire-fighting means is to be provided:
1 Drawing showing the location of the fire-fighting
appliances fitted in the livestock spaces a fixed water fire-fighting system, or
portable water extinguishers spaced no more than 18 m
2 Specification of the fire-fighting appliances
apart, one of these extinguishers being positioned at the
entrance of the space concerned.
2 Fire-fighting appliances
2.2.2 Livestock spaces containing electrical
2.1 Fire hoses equipment other than lighting systems
If electrical equipment other than that referred to in Ch 3,
2.1.1 The number and position of the hydrants are to be Sec 5 is located in an enclosed livestock space, suitable
such that at least two jets of water not emanating from the fire-fighting means are to be provided in this respect.

Pt D, Ch 3, Sec 4

Part D
Service Notations
Chapter 4
BULK CARRIERS
SECTION 1 GENERAL
SECTION 2 SHIP ARRANGEMENT
SECTION 4 HATCH COVERS
APPENDIX 1 INTACT STABILITY CRITERIA FOR GRAIN LOADING

Pt D, Ch 4, Sec 1
SECTION 1 GENERAL
1 General 1.1.3 Ships dealt with in this Chapter, which are greater
than 500 GT and have the service notation bulk carrier ESP
or bulk carrier, are to comply with the requirements of:
1.1 Application
Part A, Part B and Part C of the present Rules, as appli-
cable
1.1.1 Ships complying with the requirements of this Chap-
ter are eligible for the assignment of one of the service nota- the present Chapter
tions bulk carrier ESP, bulk carrier CSR ESP, bulk carrier
NR216 Materials and Welding.
CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk carrier
CSR BC-C ESP or bulk carrier as defined in Pt A, Ch 1, Sec
2, [4.3.2] and Pt A, Ch 1, Sec 2, [4.3.1]. 1.1.4 Ships dealt with in this Chapter, which are less than
500 GT and have the service notation bulk carrier ESP or
bulk carrier are to comply with the requirements of:
1.1.2 Ships dealt with in this Chapter, which are greater
than 500 GT and have one of the service notations bulk car- Part A and Part B of the present Rules, as applicable
rier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR
BC-B ESP or bulk carrier CSR BC-C ESP, are to comply with
Ships less than 500 GT, as applicable
the requirements of:
the present Chapter
Part A, Part B and Part C of the present Rules, as appli-
cable NR216 Materials and Welding.
NR522 Common Structural Rules for Bulk Carriers

1.2 Summary table
Ch 4, Sec 2, [3], which gives specific access arrange-
ment requirements
1.2.1 Requirements applicable to ships having one of the
Ch 4, Sec 3, [1], which gives specific stability require- service notations bulk carrier ESP, bulk carrier CSR ESP,
ments bulk carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP,
bulk carrier CSR BC-C ESP or bulk carrier are summarized
NR216 Materials and Welding. in Tab 1.
Item Ships greater than 500 GT Ships less than 500 GT

bulk carrier CSR ESP
bulk carrier CSR BC-A ESP bulk carrier ESP bulk carrier ESP
Notations
bulk carrier CSR BC-B ESP bulk carrier bulk carrier
bulk carrier CSR BC-C ESP
NR 522 Part B NR566
Ship arrangement
Ch 4, Sec 2, [3] Ch 4, Sec 2 Ch 4, Sec 2
Part B Part B
Hull NR 522 Ch 4, Sec 3 Ch 4, Sec 3
Ch 4, Sec 4 (1) Ch 4, Sec 4 (1)
Part B Part B NR566
Stability
Ch 4, Sec 3, [1] Ch 4, Sec 3, [1] Ch 4, Sec 3, [1]
Machinery and cargo systems Part C Part C NR566
Electrical installations Part C Part C NR566
Automation Part C Part C NR566
Fire protection, detection and extinction Part C Part C NR566
(1) Ch 4, Sec 4 is applicable to hatch covers

Pt D, Ch 4, Sec 2
1 General 2 General arrangement design
1.1 Application 2.1 General
2.1.1 Forecastle
1.1.1 The requirements of Ch 4, Sec 2 and Ch 4, Sec 3
Ships with the service notation bulk carrier ESP or bulk car-
apply to ships specially intended for the carriage of dry rier are to be fitted with an enclosed forecastle on the free-
cargo in bulk which have a typical midship section with sin- board deck, with its aft bulkhead fitted in way or aft of the
gle deck, single or double side skin, with a double bottom, forward bulkhead of the foremost hold, as shown in Fig 2.
hopper tanks and topside tanks as illustrated in Fig 1, or a However, if this requirement hinders hatch cover operation,
midship section deemed equivalent by the Society. the aft bulkhead of the forecastle may be fitted forward of
the forward bulkhead of the foremost cargo hold provided
A single side skin bulk carrier means a bulk carrier where the forecastle length is not less than 7% of ship length abaft
one or more cargo holds are bound by the side shell only or the forward perpendicular where the ship length and for-
ward perpendicular are defined in the International Con-
by two watertight boundaries, one of which is the side shell,
vention on Load Lines 1966 and its Protocol 1988.
which are less than 1000 mm apart in at least one location.
The distance between the watertight boundaries is to be The forecastle height HF above the main deck is to be not
measured perpendicular to the side shell. less than:
the standard height of a superstructure as specified in Pt
B, Ch 1, Sec 2, [3.19]
Figure 1 : Bulk carrier
Single and double side skin construction HC + 0,5 m, where HC is the height of the forward trans-
verse hatch coming of the foremost cargo hold, i.e.
cargo hold No. 1,
whichever is the greater.

All points of the aft edge of the forecastle deck are to be
located at a distance lF:
l F 5 H F HC
from the hatch coming plate in order to apply the reduced

loading to the No. 1 forward transverse hatch coaming and
No. 1 hatch cover in applying Ch 4, Sec 4, [6.2.1], and Ch 4,
Sec 4, [7.2.5].
Figure 2 : Forecastle arrangement
HB
Top of the hatch coaming
HF
HC
F
Forward bulkhead
of hold N 1

Pt D, Ch 4, Sec 2
A breakwater is not to be fitted on the forecastle deck with far as practicable, permanent or movable means of access
the purpose of protecting the hatch coaming or hatch cov- stored on board are to be provided to ensure proper survey
ers. If fitted for other purposes, it is to be located such that and maintenance of cargo holds and, in particular, of the
its upper edge at centre line is not less than HB / tan20 for- lower part of cargo hold side frames.
ward of the aft edge of the forecastle deck, where HB is the
height of the breakwater above the forecastle (see Fig 2). 3.2.2 Hatches of cargo holds
If separate hatches are used as access to the ladders as
3 Access arrangement required in [3.2.3], each hatch is to have a clear opening of
at least 600 mm x 600 mm.
3.1 Access arrangement to double bottom When the access to the cargo hold is arranged through the
cargo hatch, the top of the ladder is to be placed as close as
and pipe tunnel
possible to the hatch coaming.
3.1.1 Means of access Accesses and ladders are to be so arranged that personnel
Adequate means of access to the double bottom and the equipped with self-contained breathing apparatus may
pipe tunnel are to be provided. readily enter and leave the cargo hold.
Access hatch coamings having a height greater than 900
3.1.2 Manholes in the inner bottom, floors and
girders mm are also to have steps on the outside in conjunction
with cargo hold ladders.
Manholes cut in the inner bottom are to be located at a
minimum distance of one floor spacing from the lower 3.2.3 Ladders within cargo holds
stool, or transverse bulkhead if no stool is fitted.
Each cargo hold is to be provided with at least two ladders
The location and size of manholes in floors and girders are as far apart as practicable longitudinally. If possible these
to be determined to facilitate the access to double bottom ladders are to be arranged diagonally, e.g. one ladder near
structures and their ventilation. However, they are to be the forward bulkhead on the port side, the other one near
avoided in the areas where high shear stresses may occur. the aft bulkhead on the starboard side, from the ship's cen-
treline.
3.2 Access arrangement to and within Ladders are to be so designed and arranged that the risk of
spaces in, and forward of, the cargo area damage from the cargo handling gear is minimised.
3.2.1 Means of access Vertical ladders may be permitted provided they are
Ships with the service notation bulk carrier CSR ESP, bulk arranged above each other in line with other ladders to
carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk car- which they form access and resting positions are provided
rier CSR BC-C ESP of 20,000 gross tonnage and over, are to at not more than 9 metres apart.
comply with the relevant requirements of NR 522 Common Tunnels passing through cargo holds are to be equipped
Structural Rules for Bulk Carriers. with ladders or steps at each end of the hold so that person-
Ships with the service notation bulk carrier CSR ESP, bulk nel may get across such tunnels.
carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk car- Where it may be necessary for work to be carried out within
rier CSR BC-C ESP of less than 20,000 gross tonnage and a cargo hold preparatory to loading, consideration is to be
ships with the service notation bulk carrier ESP or bulk car- given to suitable arrangements for the safe handling of port-
rier are to comply with [3.2.2] and [3.2.3]. In addition, as able staging or movable platforms.

Pt D, Ch 4, Sec 3
Symbols
D1 : Distance, in m, from the base line to the free- 1 Stability

board deck at side amidships (see Fig 13)
hDB : Height, in m, of the double bottom 1.1 Definitions
hLS : Mean height, in m, of the lower stool, measured
from the inner bottom 1.1.1 Grain
k : Material factor defined in Pt B, Ch 4, Sec 1, The term grain covers wheat, maize (corn), oats, rye, bar-
[2.3] ley, rice, pulses, seeds and processed forms thereof, whose
behaviour is similar to that of grain in its natural state.
tC : Corrosion addition, in mm, defined in Pt B, Ch
4, Sec 2, Tab 2 1.1.2 Filled compartment trimmed
l : Span, in m, of side frames; see [2.2.3] The term filled compartment trimmed refers to any cargo
d : Height, in mm, of side frame web; see [2.2.3] space in which, after loading and trimming as specified in
Ch 4, App 1, the bulk grain is at its highest possible level.
lC : Span, in m, of the corrugations of vertically cor-
rugated transverse watertight bulkheads; see 1.1.3 Filled compartment untrimmed
[2.5.2]
The term filled compartment untrimmed refers to a cargo
sC : Spacing of corrugations, in m; see Fig 5 space which is filled to the maximum extent possible in way
ReH : Minimum upper yield stress, in N/mm2, of the of the hatch opening but which has not been trimmed out-
material as defined in Pt B, Ch 4, Sec 1, [2] side the periphery of the hatch opening.
E : Youngs modulus, in N/mm2, to be taken equal 1.1.4 Partially filled compartment

to:
The term partly filled compartment refers to any cargo
E = 2,06.105 N/mm2 for steels in general space where the bulk grain is not loaded in the manner pre-
E = 1,95.105 N/mm2 for stainless steels scribed in [1.1.2] or [1.1.3].
B : Dry bulk cargo density, in t/m3; the following 1.1.5 Stowage factor
values may generally be taken:
The term stowage factor, for the purposes of calculating the
= 3.0 t/m3 for iron ore grain heeling moment caused by a shift of grain, means the
volume per unit weight of the cargo as attested by the load-
= 1.3 t/m3 for cement
ing facility, i.e. no allowance is to be made for lost space
: Angle of repose, in degrees, of the dry bulk when the cargo space is nominally filled.
cargo carried; in the absence of more precise
evaluation the following values can be taken: 1.1.6 Specially suitable compartment
= 30 in general The term specially suitable compartment refers to a cargo

space which is constructed with at least two vertical or slop-
= 35 for iron ore ing, longitudinal, grain-tight divisions which are coincident
= 25 for cement with the hatch side girders or are so positioned as to limit
the effect of any transverse shift of grain. If sloping, the divi-
: Sea water density, in t/m3 sions are to have an inclination of not less than 30 to the
horizontal.
hF, zF : Flooding head and distance, respectively, in m,
defined in [3.3.3] for transverse bulkheads and
[3.4.3] for double bottoms 1.2 Intact stability
hB , z B : Level height of the dry bulk cargo and distance, 1.2.1 General
respectively, in m, defined in [3.3.4] for trans-
The stability of the ship for the loading conditions in Pt B,
verse bulkheads and [6.2.6] for double bottoms
Ch 3, App 2, [1.2.5] is to be in compliance with the require-
g : Gravity acceleration, in m/s2, to be taken equal ments of Pt B, Ch 3, Sec 2. In addition, the requirements in
to 9,81. [1.2.2] and [1.2.3] are to be complied with.

Pt D, Ch 4, Sec 3
1.2.2 Grain Loading Manual country; if the language used is neither English nor French,
Information in printed booklet form is to be provided on the text is to include a translation into one of these lan-
board to enable the Master to ensure that the ship complies guages.
with the stability requirements reported in the Rules when
carrying grain in bulk. This booklet is commonly referred to 1.2.3 Intact stability criteria for grain loading
as Grain Loading Manual and is to include the following The intact stability characteristics of any ship carrying bulk
information: grain are to be shown to meet, throughout the voyage, at
ship's particulars least the following criteria after taking into account in the
lightship displacement and the vertical distance from manner described in Ch 4, App 1 and in Fig 1, the heeling
the intersection of the moulded base line and midship moments due to grain shift:
section to the centre of gravity (KG) the angle of heel due to the shift of grain is to be not
table of liquid free surface corrections greater than 12 or the angle at which the deck edge is
capacities and centres of gravity immersed, whichever is the lesser
curve or table of angle of flooding, where less than 40, in the statical stability diagram, the net or residual area
at all permissible displacements between the heeling arm curve and the righting arm
curves or tables of hydrostatic properties suitable for the curve up to the angle of heel of maximum difference
range of operating drafts between the ordinates of the two curves, or 40 or the
cross curves of stability which are sufficient for the pur- angle of flooding, whichever is the least, is in all condi-
pose of the requirements in [1.2.3] and which include tions of loading to be not less than 0,075 m.rad
curves at 12 and 40 the initial metacentric height, after correction for the
curves or tables of volumes, vertical centres of volumes, free surface effects of liquids in tanks, as specified in Pt
and assumed volumetric heeling moments for every B, Ch 3, Sec 2, [4], is to be not less than 0,30 m.
hold, filled or partly filled, or combination thereof, After loading, the Master is to ensure that the ship is upright
including the effects of temporary fittings before proceeding to sea.
tables or curves of maximum permissible heeling
moments for varying displacements and varying vertical
centres of gravity to allow the Master to demonstrate
1.3 Damage stability requirements for ships
compliance with the requirements specified in [1.2.3] where additional class notation SDS is
loading instructions in the form of notes summarising required
the requirements of these Rules
1.3.1 General
a worked example for the guidance of the Master
Ships with the service notation bulk carrier ESP, bulk car-
typical loaded service departure and arrival conditions
rier CSR ESP, bulk carrier CSR BC-A ESP, bulk carrier CSR
and, where necessary, intermediate worst service condi-
BC-B ESP, bulk carrier CSR BC-C ESP or bulk carrier where
tions.
additional class notation SDS is required (see Pt A, Ch 1,
It is recommended that loading conditions should be Sec 2, [6.14.11]), equal to or greater than 80 m in length,
provided for at least three representative stowage factors. are subjected to the probabilistic approach reported in Pt B,
The Grain Loading Manual may be drawn up in the official Ch 3, Sec 3, [2.1.3] and are to comply with the require-
language or languages of the Administration of the issuing ments in Pt B, Ch 3, App 3.
Figure 1 : Stability curve
righting arm curve

righting arm
heeling arm curve due

angle of heel due to transverse grain shift
to grain shift which may be approxi-
residual dynamic mately represented by
stability the straight line AB
A
B
l0 l 40
0 40 angle of heel (degrees)

Pt D, Ch 4, Sec 3
1.3.2 Freeboard reduction The girder spacing is to be not greater than 4 times the spac-
ing of bottom or inner bottom ordinary stiffeners and the
Ships with the service notation bulk carrier CSR ESP, bulk
floor spacing is to be not greater than 3 frame spaces.
carrier CSR BC-A ESP, bulk carrier CSR BC-B ESP, bulk car-
rier CSR BC-C ESP or bulk carrier greater than 100 m in Greater spacing may be accepted by the Society, depending
length which have been assigned reduced freeboard as per- on the results of the analysis carried out according to Pt B,
mitted by Regulation 27 of the International Convention on Ch 7, App 1 for the primary supporting members in the
Load Lines, 1966, as referenced in Pt B, Ch 3, Sec 3, [2.1.2] cargo holds.
are to comply with the requirements specified in Pt B, Ch 3,
App 4. Therefore, compliance with the requirements in 2.1.2 Transversely framed double bottom
[1.3.1] is not required. The double bottom and the sloped bulkheads of hopper
tanks may be transversely framed in ships equal to or less
1.3.3 Additional requirements for single side skin than 120 m in length, when this is deemed acceptable by
bulk carriers equal to or greater than 150 m in the Society on a case-by-case basis. In this case, however,
length the floor spacing is to be not greater than 2 frame spaces.
The requirements specified in [1.3.4] to [1.3.6] apply to sin- 2.1.3 Floors in way of transverse bulkheads
gle side skin bulk carriers, where additional class notation The thickness and material properties of the supporting
SDS is required, equal to or greater than 150 m in length, floors and pipe tunnel beams are to be not less than those
intended for the carriage of bulk cargoes having dry bulk required for the bulkhead plating or, when a stool is fitted,
density of 1.0 t/m3, or above. of the stool side plating.
Ships complying with the requirements in [1.3.2] are not
required to comply with those in [1.3.4] to [1.3.6]. 2.2 Single side structure
2.2.1 General
1.3.4 Flooding of cargo holds
The side within the hopper and topside tanks is, in general,
Bulk carriers specified in [1.3.3], when loaded to the sum- to be longitudinally framed. It may be transversely framed
mer load line, are to be able to withstand flooding of any when this is accepted for the double bottom and the deck
one cargo hold in all loading conditions and remain afloat according to [2.1.2] and [2.4.1], respectively.
in satisfactory condition as specified in [1.3.5].
2.2.2 Frame spacing
In general, the frame spacing in cargo holds bounded by the
1.3.5 Flooding criteria
side shell only is to be not greater than the values obtained,
in m, from the following formulae:
After flooding, the vessel is to comply with the requirements
laid down in Pt B, Ch 3, App 4. L
s = 0, 6 + ---------- for L < 90m
320
The assumed flooding need only take into account flooding
L 0, 25
of the cargo hold space, considering the permeability values s = 0, 9 + 1, 25 ---------- for L 90m
100
specified in [1.3.6].
2.2.3 Frame span and web height
1.3.6 Flooding assumptions
Frame span l and web height d are to be measured as indi-
The permeability of a loaded hold is to be assumed as 0,9, cated in Fig 2.
unless a permeability relevant to a particular cargo is
assumed for the volume of a flooded hold occupied by 2.2.4 Symmetrical frame sections
cargo and a permeability of 0,95 is assumed for the remain- Frames are to be fabricated symmetrical sections with inte-
ing empty volume of the hold. In the latter case, the perme- gral upper and lower brackets and are to be arranged with
abilities and the corresponding cargo densities specified in soft toes.
[3.2.2] are to be assumed. The web depth to thickness ratio is to be not greater than
The permeability of an empty hold is to be assumed as 0,95. 60 k0,5. The outstanding flange is to be not greater than
10 k0,5 times the flange thickness. The end of the flange is to
be sniped.
2 Structure design principles The frame flange is to be curved (not knuckled) at the con-
nection with the end brackets. The radius of curvature (see
2.1 Double bottom structure Fig 2) is to be not less than the value obtained, in mm, from
the following formula:
2
2.1.1 Longitudinally framed double bottom 0, 4b
r = ---------------f
tf
In ships greater than 120 m in length, the double bottom
and the sloped bulkheads of hopper tanks are to be longitu- where bf and tf are, in mm, the flange width and thickness,
dinally framed. respectively.

Pt D, Ch 4, Sec 3
Figure 2 : Frame and end bracket geometry Figure 3 : Connection with bracket
within hopper and topside tanks
Topside tank
Z BB Section BB
0,5d
r 0,25
d

0,125 Z SOFT TOE
Z AA
r
0,25
Section AA
Hopper
tank
2.2.5 Asymmetrical frame sections Figure 4 : Tripping brackets

In ships less than 190 m in length, mild steel frames may be
asymmetrical and fitted with overlapped welded brackets.
The face plate or flange of the bracket is to be sniped at
both ends. Brackets are to be arranged with soft toes.
The web to thickness ratio is to be not greater than 50 k0,5.

The outstanding flange is to be not greater than 10 k0,5 times
the flange thickness.
2.2.6 Lower and upper end brackets
The section modulus of the frame end bracket or integral

bracket, calculated, with an attached side plating according
to Pt B, Ch 4, Sec 3, [3.3], at the end sections of the span l 2.3 Double side structure
(sections AA and BB in Fig 2), is to be not less than twice
2.3.1 General
the section modulus required for the frame midspan area
according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as appli- The side within the hopper and topside tanks is, in general,
cable. to be longitudinally framed. It may be transversely framed
when this is accepted for the double bottom and the deck
The dimensions of the lower and upper end brackets are to according to [2.1.2] and [2.4.1], respectively.
be not less than those shown in Fig 2.
2.3.2 Side primary supporting members
2.2.7 Connecting brackets within hopper and The spacing of transverse side primary supporting members
topside tanks is to be not greater than 3 frame spaces.
Greater spacing may be accepted by the Society, on a case-
Structural continuity with the upper and lower end connec- by-case basis, depending on the results of the analysis car-
tions of side frames is to be ensured within hopper and top- ried out according to Pt B, Ch 7, App 1 for the primary sup-
side tanks by connecting brackets as shown in Fig 3. porting members in the cargo holds.
In any case, transverse side primary supporting members
2.2.8 Tripping brackets are to be fitted in line with web frames in hopper and top-
side tanks.
In way of the foremost cargo hold, side frames of asymmet-
rical section are to be fitted with sloped tripping brackets 2.4 Deck structure
every two frames, as shown in Fig 4.
2.4.1 Deck outside the line of hatches and topside
In way of the other holds, side frames of asymmetrical sec- tank sloping plates
tions are to be fitted with sloped tripping brackets every two In ships greater than 120 m in length, the deck outside the
frames where the web height d is greater than 600 mm or line of hatches and the topside tank sloping plates are to be
the span l is greater than 6 m. longitudinally framed.

Pt D, Ch 4, Sec 3
The spacing of web frames in topside tanks is to be not The corrugation angle shown in Fig 5 is to be not less than
greater than 6 frame spaces. 55.
Greater spacing may be accepted by the Society, on a case- The thickness of the lower part of corrugations considered
by-case basis, depending on the results of the analysis car- in the application of [2.5.9] and [6.1.3] is to be maintained
ried out according to Pt B, Ch 7, App 1 for the primary sup- for a distance from the inner bottom (if no lower stool is fit-
porting members in the cargo holds. ted) or the top of the lower stool not less than 0,15lC.
2.4.2 Deck between hatches The thickness of the middle part of corrugations considered
in the application of [2.5.10] and [6.1.3] is to be main-
The cross decks between hatches are generally to be trans-
tained for a distance from the deck (if no upper stool is fit-
versely framed.
ted) or the bottom of the upper stool not greater than 0,3lC.
Connection of the strength deck at side with the deck
between hatches is to be ensured by a plate of intermediate The section modulus of the corrugations in the remaining
thickness. upper part of the bulkhead is to be not less than 75% of that
required for the middle part, corrected for different mini-
2.4.3 Connection of hatch end beams with deck mum yield stresses.
structures
The connection of hatch end beams with deck structures is 2.5.2 Span of corrugations
to be properly ensured by fitting inside the topside tanks The span lC of the corrugations is to be taken as the dis-
additional web frames or brackets. tance shown in Fig 6. For the definition of lC, the internal
end of the upper stool may not be taken at a distance from
2.4.4 Topside tank structure the deck at centreline greater than:
Topside tank structures are to extend as far as possible 3 times the depth of corrugations, in general
within the machinery space and are to be adequately
tapered. twice the depth of corrugations, for rectangular upper
stools.
2.5 Transverse vertically corrugated water-
Figure 6 : Span of the corrugations
tight bulkheads
2.5.1 General
For ships equal to or greater than 190 m in length, trans-
verse vertically corrugated watertight bulkheads are to be
fitted with a lower stool and, in general, with an upper stool
below the deck. In smaller ships, corrugations may extend c c
from the inner bottom to the deck. If the stool is fitted, it is
to comply with [2.5.1] to [2.5.5]
n
Figure 5 : Corrugation geometry n
n=neutral axis of
the corrugations
(*)
c c c c c
CL
A
j 55 tw
SC tF
(*) See [2.5.2].

Pt D, Ch 4, Sec 3
2.5.3 Lower stool The width of the upper stool bottom plate is generally to be
The lower stool, when fitted, is to have a height in general the same as that of the lower stool top plate. The stool top of
not less than 3 times the depth of the corrugations. non-rectangular stools is to have a width not less than twice
the depth of corrugations.
The thickness and material of the stool top plate are to be
not less than those required for the bulkhead plating above. The thickness and material of the stool bottom plate are to
The thickness and material properties of the upper portion be the same as those of the bulkhead plating below. The
of vertical or sloping stool side plating within the depth thickness of the lower portion of stool side plating is to be
equal to the corrugation flange width from the stool top are not less than 80% of that required for the upper part of the
to be not less than the required flange plate thickness and bulkhead plating where the same material is used.
material to meet the bulkhead stiffness requirement at the
The ends of stool side ordinary stiffeners are to be attached
lower end of the corrugation.
to brackets at the upper and lower end of the stool.
to brackets at the upper and lower ends of the stool. The stool is to be fitted with diaphragms in line with and
effectively attached to longitudinal deck girders extending
The distance from the edge of the stool top plate to the sur- to the hatch end coaming girders for effective support of the
face of the corrugation flange is to be in accordance with corrugated bulkhead. Scallops in the brackets and dia-
Fig 7. phragms in way of the connection to the stool bottom plate
The stool bottom is to be installed in line with double bot- are to be avoided.
tom floors and is to have a width not less than 2,5 times the
mean depth of the corrugation. 2.5.5 Alignment
The stool is to be fitted with diaphragms in line with the lon- At deck, if no upper stool is fitted, two transverse reinforced
gitudinal double bottom girders for effective support of the beams are to be fitted in line with the corrugation flanges.
corrugated bulkhead. Scallops in the brackets and dia- At bottom, if no lower stool is fitted, the corrugation flanges
phragms in way of the connections to the stool top plate are are to be in line with the supporting floors. The weld con-
to be avoided. nections of corrugations and floors to the inner bottom plat-
Where corrugations are cut at the lower stool, the weld ing are to be in accordance with [8.1]. The thickness and
connections of corrugations and stool side plating to the material properties of the supporting floors are to be not less
stool top plate are to be in accordance with [8.1]. The weld than those of the corrugation flanges. Moreover, the cut-
connections of stool side plating and supporting floors to outs for connections of the inner bottom longitudinals to
the inner bottom plating are to be in accordance with [8.1]. double bottom floors are to be closed by collar plates. The
supporting floors are to be connected to each other by suit-
2.5.4 Upper stool ably designed shear plates.
The upper stool, when fitted, is to have a height in general Stool side plating is to align with the corrugation flanges;
between 2 and 3 times the depth of corrugations. Rectangu- lower stool side vertical stiffeners and their brackets in the
lar stools are to have a height in general equal to twice the stool are to align with the inner bottom longitudinals to pro-
depth of corrugations, measured from the deck level and at vide appropriate load transmission between these stiffening
the hatch side girder. members. Lower stool side plating may not be knuckled
The upper stool is to be properly supported by deck girders anywhere between the inner bottom plating and the stool
or deep brackets between the adjacent hatch end beams. top plate.
Figure 7 : Permitted distance, d, from the edge of the stool top plate to the surface of the corrugation flange


Pt D, Ch 4, Sec 3
2.5.6 Effective width of the compression flange c) Effective shedder plates

The effective width of the corrugation flange to be consid- Provided that effective shedder plates, as defined in
ered for the strength check of the bulkhead is to be [2.5.7], are fitted (see Fig 8 and Fig 9), when calculating
obtained, in m, from the following formula: the section modulus of corrugations at the lower end
(sections 1 in Fig 8 and Fig 9), the area of flange plates
b EF = C E A may be increased by the value obtained, in cm2, from
where: the following formula:
CE : Coefficient to be taken equal to: I SH = 2 ,5A t F t SH
2, 25 1, 25 without being taken greater than 2,5AtF,

C E = ------------- ------------
- for > 1,25

2
where:
C E = 1, 0 for 1, 25 A : Width, in m, of the corrugation flange (see
Fig 5)
: Coefficient to be taken equal to:
tSH : Net shedder plate thickness, in mm
3 A R eH tF : Net flange thickness, in mm.
= 10 ---- -------
-
tf E
Figure 8 : Symmetrical shedder plates
A : Width, in m, of the corrugation flange (see Fig 5)
tf : Net flange thickness, in mm.
2.5.7 Effective shedder plates

Effective shedder plates are those which:
are not knuckled
are welded to the corrugations and the lower stool top shedder
plate according to [8.1] plate
hg
are fitted with a minimum slope of 45, their lower edge
being in line with the lower stool side plating
have thickness not less than 75% of that required for the
1
corrugation flanges
have material properties not less than those required for
lower
the flanges. stool
2.5.8 Effective gusset plates

Effective gusset plates are those which:
are in combination with shedder plates having thick-
ness, material properties and welded connections
according to [2.5.7] Figure 9 : Asymmetrical shedder plates
have a height not less than half of the flange width

are fitted in line with the lower stool side plating
are welded to the lower stool plate, corrugations and
shedder plates according to [8.1]
have thickness and material properties not less than
those required for the flanges.
2.5.9 Section modulus at the lower end of

corrugations shedder
plate
a) The section modulus at the lower end of corrugations hg
(sections 1 in Fig 8 to Fig 12) is to be calculated with the
compression flange having an effective flange width bef
not larger than that indicated in [2.5.6]. 1
b) Webs not supported by local brackets
lower
Except in case e), if the corrugation webs are not sup- stool
ported by local brackets below the stool top plate (or
below the inner bottom) in the lower part, the section
modulus of the corrugations is to be calculated consid-
ering the corrugation webs 30% effective.

Pt D, Ch 4, Sec 3
d) Effective gusset plates Figure 12 : Asymmetrical gusset/shedder plates

Sloping stool top plate
Provided that effective gusset plates, as defined in
[2.5.8], are fitted (see Fig 10 to Fig 12), when calculat-
ing the section modulus of corrugations at the lower end
(cross-sections 1 in Fig 10 to Fig 12), the area of flange
plates may be increased by the value obtained, in cm2,
from the following formula:
IG = 7 h G tF
gusset
plate
where:
hG : Height, in m, of gusset plates (see Fig 10 to hg
Fig 12), to be taken not greater than =

(10/7)SGU 1
=
SGU : Width, in m, of gusset plates
lower
stool
tF : Net flange thickness, in mm, based on the
as-built condition.
Figure 10 : Symmetrical gusset/shedder plates

e) Sloping stool top plate
If the corrugation webs are welded to a sloping stool top
plate which has an angle not less than 45 with the hor-
izontal plane, the section modulus of the corrugations
may be calculated considering the corrugation webs
fully effective. For angles less than 45, the effectiveness
gusset of the web may be obtained by linear interpolation
plate
between 30% for 0 and 100% for 45.
Where effective gusset plates are fitted, when calculat-
hg
ing the section modulus of corrugations the area of
flange plates may be increased as specified in d) above.
No credit may be given to shedder plates only.
1
2.5.10 Section modulus at sections other than the

lower
stool lower end of corrugations
The section modulus is to be calculated with the corruga-
tion webs considered effective and the compression flange
having an effective flange width, bEF, not larger than that
obtained in [2.5.6].
Figure 11 : Asymmetrical gusset/shedder plates
2.5.11 Shear area
The shear area is to be reduced in order to account for pos-
sible non-perpendicularity between the corrugation webs
and flanges. In general, the reduced shear area may be
obtained by multiplying the web sectional area by (sin ),
being the angle between the web and the flange (see Fig 5).
3 Design loads
gusset
plate 3.1 General design loading conditions
hg
3.1.1 Application
1 In addition to the requirements in Pt B, Ch 5, Sec 2, [2.1.2],
lower still water loads are to be calculated for the following load-
stool ing conditions, subdivided into departure and arrival condi-
tions as appropriate. These still water loads are to be used
for hull girder strength and local strength.

Pt D, Ch 4, Sec 3
3.1.2 Still water loads 3.2.3 Still water hull girder loads
Alternate light and heavy cargo loading conditions at The still water loads in flooded conditions are to be calcu-
maximum draught, for ships whose service notation is lated for each of the cargo and ballast conditions consid-
completed by the additional service feature nonhom- ered in the intact longitudinal strength calculations, as
load specified in [3.1] except that harbour conditions, docking
Homogeneous light and heavy cargo loading conditions condition afloat, loading and unloading transitory condi-
at maximum draught tions in port and loading conditions encountered during
ballast water exchange need not be considered.
Ballast conditions. For ships having ballast holds adja-
cent to topside, hopper and double bottom tanks, it may 3.2.4 Wave hull girder loads
be acceptable in terms of strength that the ballast holds The wave loads in flooded conditions are to be assumed to
are filled when the topside, hopper and double bottom be equal to 80% of those defined in Pt B, Ch 5, Sec 2, [3.1].
tanks are empty. Partial filling of the peak tanks is not
acceptable in the design ballast conditions, unless effec-
tive means are provided to prevent accidental overfilling
3.3 Local loads in flooding conditions on
transverse vertically corrugated water-
Short voyage conditions where the ship is to be loaded to
maximum draught but with a limited amount of bunkers tight bulkheads of bulk carriers of length
greater than or equal to 150 m
Multiple port loading/unloading conditions
Deck cargo conditions, where applicable 3.3.1 Application
typical loading sequences where the ship is loaded from These requirements apply, in lieu of those in Pt B, Ch 5, Sec 6,
commencement of cargo loading to reaching full dead- [9], to ships with transverse vertically corrugated watertight
weight capacity, for homogeneous conditions, relevant bulkheads, having the service notation bulk carrier, of length
part load conditions and alternate conditions where greater than or equal to 150 m, intended for the carriage of
applicable. Typical unloading sequences for these con- bulk cargoes having dry bulk cargo density 1.0 t/m3 or above.
ditions are also to be included. The typical loading/ Each cargo hold is to be considered individually flooded.
unloading sequences are also to be developed so as not
to exceed applicable strength limitations. The typical 3.3.2 General
loading sequences are also to be developed paying due The loads to be considered as acting on each bulkhead are
attention to the loading rate and deballasting capability those given by the combination of those induced by cargo
typical sequences for change of ballast at sea, where loads with those induced by the flooding of one hold adja-
applicable. cent to the bulkhead under examination. In any case, the
pressure due to the flooding water alone is to be considered.
3.2 Hull girder loads in flooded conditions The most severe combinations of cargo induced loads and
of bulk carriers of length greater than or flooding loads are to be used for the check of the scantlings
equal to 150 m of each bulkhead, depending on the loading conditions
included in the loading manual:
3.2.1 Application homogeneous loading conditions
These requirements apply to ships having the service nota- non-homogeneous loading conditions,
tion bulk carrier, of length greater than or equal to 150 m,
intended for the carriage of bulk cargoes having dry bulk considering the individual flooding of both loaded and
empty holds.
cargo density 1.0 t/m3 or above.
For the purpose of this item, homogeneous loading condi-
Each cargo hold is to be considered individually flooded up
tion means a loading condition in which the ratio between
to the equilibrium waterline.
the highest and the lowest filling ratio, evaluated for each
3.2.2 Flooding assumptions hold, does not exceed 1,20, to be corrected for different
cargo densities.
Appropriate permeabilities and bulk densities are to be used
for any cargo carried. For iron ore, a minimum permeability Non-homogeneous part loading conditions associated with
of 0,3 with a corresponding bulk density of 3.0 t/m3 is to be multiport loading and unloading operations for homogene-
used. For cement, a minimum permeability of 0,3 with a ous loading conditions need not be considered according to
corresponding bulk density of 1.3 t/m3 is to be used. In this these requirements.
respect, permeability for dry bulk cargo means the ratio of The specified design load limits for the cargo holds are to be
the floodable volume between the particles, granules or any represented by loading conditions defined by the Designer
larger pieces of the cargo, to the gross volume of the bulk in the loading manual.
cargo. For the purpose of this item, holds carrying packed cargoes
The permeability of empty cargo spaces and volume left in are to be considered as empty holds for this application.
loaded cargo spaces above any cargo is to be taken equal to Unless the ship is intended to carry, in non-homogeneous
0,95. conditions, only iron ore or cargo having bulk density equal
For packed cargo conditions (such as in the case of steel to or greater than 1.78 t/m3, the maximum mass of cargo
mill products), the actual density of the cargo is to be used which may be carried in the hold is also to be considered to
with a permeability of zero. fill that hold up to the upper deck level at centreline.

Pt D, Ch 4, Sec 3
Figure 13 : Transverse bulkheads - Flooding head and level height of the dry bulk cargo
hF
hB
D1
zF
hB V
zB
zB
P
V = Volume of cargo
P = Calculation point
3.3.3 Flooding head 3.3.5 Pressures and forces on a corrugation in non-

flooded bulk cargo loaded holds
The flooding head hF (see Fig 13) is the distance, in m,
measured vertically with the ship in the upright position, At each point of the bulkhead, the pressure is to be
from the calculation point to a level located at a distance zF, obtained, in kN/m2, from the following formula:
in m, from the base line equal to: 2

p B = B g h B tan 45 ---
In general: 2
- D1 for the foremost transverse corrugated bulkhead The force acting on a corrugation is to be obtained, in kN,
from the following formula:
- 0,9 D1 for other bulkheads.
2
( z B h DB h LS )
- tan 45
2
Where the ship is to carry cargoes having bulk density F B = B g s C --------------------------------------- ---
2 2
less than 1.78 t/m3 in non-homogeneous loading condi-
tions, the following values may be assumed:
3.3.6 Pressures and forces on a corrugation in
- 0,95 D1 for the foremost transverse corrugated bulk- flooded bulk cargo loaded holds
head
Two cases are to be considered, depending on the values of
- 0,85 D1 for other bulkheads. zF and zB (see [3.3.3] and [3.3.4]):
For ships less than 50000 t deadweight with type B free- zF zB
board:
At each point of the bulkhead located at a distance
- 0,95 D1 for the foremost transverse corrugated bulk- between zB and zF from the base line, the pressure, in
head kN/m2, is to be obtained from the following formula:
- 0,85 D1 for other bulkheads. pB, F = g hF
Where the ship is to carry cargoes having bulk density At each point of the bulkhead located at a distance
less than 1.78 t/m3 in non-homogeneous loading condi- lower than zB from the base line, the pressure, in kN/m2,
tions, the following values may be assumed: is to be obtained from the following formula:
- 0,9 D1 for the foremost transverse corrugated bulk- 2

head p B ,F = g h F + [ B ( 1 perm ) ]g h B tan 45 ---
2
- 0,8 D1 for other bulkheads.
where perm is the permeability of cargo, to be taken as
0,3 for iron ore, coal cargoes and cement.
3.3.4 Level height of the dry bulk cargo
The force acting on a corrugation is to be obtained, in
The level height of the dry bulk cargo hB, is the vertical dis- kN, from the following formula:
tance, in m, from the calculation point to the horizontal
plane corresponding to the level height of the cargo, ( z F -z B )
2
g ( z F -z B )+ ( p B ,F ) LE
F B ,F =s C g ------------------- - ( z B -h DB -h LS )
- + ----------------------------------------------
located at a distance zB (see Fig 13), from the base line. 2 2
In the absence of more precise information, zB may be where (pB,F)LE is the pressure pB,F, in kN/m2, calculated at
obtained according to Pt B, Ch 5, Sec 6, [3.1.2]. the lower edge of the corrugation.

Pt D, Ch 4, Sec 3
zF < zB pB : Pressure in the non-flooded holds, in kN/m2,

to be obtained as specified in [3.3.5]
At each point of the bulkhead located at a distance
between zF and zB from the base line, the pressure is to pB,F : Pressure in the flooded holds, in kN/m2, to
be obtained, in kN/m2, from the following formula: be obtained as specified in [3.3.6]
FB,F : Force acting on a corrugation in the flooded

2
p B ,F = B g h B tan 45 --- holds, in kN, to be obtained as specified in
2
[3.3.6].
At each point of the bulkhead located at a distance Non-homogeneous loading conditions
lower than zF from the base line, the pressure is to be
obtained, in kN/m2, from the following formula: At each point of the bulkhead structures, the resultant
pressure to be considered for the scantlings of the bulk-
2
head is to be obtained, in kN/m2, by the following for-
p B ,F = g h F + [ B h B ( 1-perm ) h F ] g tan 45 ---
2 mula:
where perm is the permeability of cargo, to be taken as p = pB,F

0,3 for iron ore, coal cargoes and cement. The resultant force acting on a corrugation is to be
The force acting on a corrugation is to be obtained, in obtained, in kN, by the following formula:
kN, from the following formula: F = FB,F
( zB zF ) 2 2
where:
- tan 45 ---
F B ,F = s C B g ----------------------
2 2 pB,F : Pressure in the flooded holds, to be
2
obtained as specified in [3.3.6]
B g ( z B -z F ) tan 45 --- + ( p B ,F ) LE
2
+s C ----------------------------------------------------------------------------------- ( z F -h DB -h LS ) FB,F : Force acting on a corrugation in the flooded
2 holds, to be obtained as specified in [3.3.6].
where (pB,F)LE is the pressure pB,F, in kN/m2, calculated at 3.3.9 Bending moment, shear force and shear
stresses in a corrugation
the lower edge of the corrugation.
The design bending moment in a corrugation is to be
3.3.7 Pressures and forces on a corrugation in obtained, in kN.m, from the following formula:
flooded empty holds
Fl
M = -------C-
At each point of the bulkhead, the still water pressure 8
induced by the flooding head hF to be considered is to be where F is the resultant force, in kN, to be calculated
obtained, in kN/m2, from the following formula: according to [3.3.8].
pF = g hF The design shear force in a corrugation is to be obtained, in
kN, from the following formula:
The force acting on a corrugation is to be obtained, in kN,
from the following formula: Q = 0,8 F
( z F h DB h LS ) 2 The shear stresses in a corrugation are to be obtained, in

F F = s C g -------------------------------------
2 N/mm2, from the following formula:
Q
3.3.8 Resultant pressures and forces = 10 ---------
A SH
Resultant pressures and forces to be calculated for homoge- where ASH is the shear area, in cm2, to be calculated
neous and non-homogeneous loading conditions are to be according to [2.5.11].
obtained according to the following formulae:
Homogeneous loading conditions 3.4 Local loads in flooding conditions on
At each point of the bulkhead structures, the resultant the double bottom of bulk carriers of
pressure to be considered for the scantlings of the bulk- length greater than or equal to 150 m
head is to be obtained, in kN/m2, from the following for-
mula: 3.4.1 Application
p = pB,F 0,8 pB These requirements apply, in lieu of those in Pt B, Ch 5, Sec
6, [9], to ships having the service notation bulk carrier, of
The resultant force acting on a corrugation is to be
length greater than or equal to 150 m, intended for the car-
obtained, in kN, from the following formula:
riage of bulk cargoes having dry bulk cargo density 1.0 t/m3
F= FB,F 0,8 FB or above.
where: Each cargo hold is to be considered individually flooded.

Pt D, Ch 4, Sec 3
Figure 14 : Double bottom - Flooding head and level height of the dry bulk cargo
hB hF
D1
hB ZF
V
V = Volume of cargo
3.4.2 General values of pS, in kN/m2, are to be specified by the Designer

The loads to be considered as acting on the double bottom for each AREAi, according to Pt B, Ch 5, Sec 6, [4.1.1], and
are those given by the external sea pressures and the combi- introduced as Xi values in the above service feature.
nation of the cargo loads with those induced by the flood-
ing of the hold which the double bottom belongs to. 3.6 Loading conditions for primary struc-
The most severe combinations of cargo induced loads and ture analysis
flooding loads are to be used, depending on the loading
conditions included in the loading manual: 3.6.1 The following loading conditions are to be consid-
homogeneous loading conditions ered in the analysis of the primary structure:
non-homogeneous loading conditions homogeneous loading and scantling draught T
packed cargo conditions (such as in the case of steel
mill products). for ships with additional service feature nonhomload,
alternate loading, the loaded hold being completely
For each loading condition, the maximum dry bulk cargo filled with cargo and scantling draught T
density to be carried is to be considered in calculating the
for ships with additional service feature nonhomload,
allowable hold loading.
alternate loading, the cargo density being the maximum
3.4.3 Flooding head obtained from the Loading booklet, but taken not less
than 3.0 t/m3 and scantling draught T.
The flooding head hF (see Fig 14) is the distance, in m,
Side frames, topside tanks plating and upper stool of
measured vertically with the ship in the upright position, transverse bulkheads, where fitted, are not loaded by
from the inner bottom to a level located at a distance zF, in the cargo
m, from the base line equal to:
in general: heavy ballast, the ballast hold being full and for the
actual draught T1 corresponding to this condition in the
- D1 for the foremost hold loading manual.
- 0,9 D1 for other holds.
Unless otherwise specified, these loading conditions are to
for ships less than 50000 t deadweight with type B free-
be associated with the ship in upright conditions (load cases
board:
a and b).
- 0,95 D1 for the foremost hold
- 0,85 D1 for other holds. 3.6.2 Additional non-homogeneous loading conditions
given in the Loading Manual (see Pt B, Ch 11, Sec 2,
3.5 Additional requirements on local loads [3.1.2]) may have to be considered in addition to those
mentioned in [3.6.1].
for ships with the additional service fea-
ture heavycargo This includes:
3.5.1 Application heavy cargo in two adjacent cargo holds at reduced

draught
For ships with a service notation completed by the addi-
tional service feature heavycargo [AREA1, X1 kN/m2 - two adjacent cargo holds being empty at a draught
AREA2, X2 kN/m2 - ...] (see Pt A, Ch 1, Sec 2, [4.2.2]) the exceeding 0,9 T.

Pt D, Ch 4, Sec 3
4 Hull girder strength 4.1.3 Checking criteria

It is to be checked that the stresses 1F and 1F calculated
4.1 Hull girder loads in flooded conditions according to [4.1.2] are in compliance with the following
of bulk carriers of length greater than or formulae:
equal to 150 m 1F 1,ALL
1F 1,ALL
4.1.1 Application
These requirements apply to ships having the service nota- where 1,ALL and 1,ALL are the allowable normal and shear
tion bulk carrier, of length greater than or equal to 150 m, stresses defined in Pt B, Ch 6, Sec 2, [3.1] and Pt B, Ch 6,
intended for the carriage of bulk cargoes having dry bulk Sec 2, [3.2], respectively.
cargo density 1.0 t/m3 or above.
Such ships are also to have their hull girder strength 5 Hull scantlings of bulk carriers
checked for the flooded conditions specified in [3.2].
The damaged structure is assumed to remain fully effective 5.1 Plating
in resisting the applied loads.
5.1.1 Minimum net thickness of side plating
4.1.2 Stresses The net thickness of the side plating located between hop-
The normal stresses 1F at any point are to be obtained, in per and topside tanks is to be not less than the value
N/mm2, from the following formula: obtained, in mm, from the following formula:
M SW, F + M WV, F 3 tMIN = L0,5 tC
1 F = -----------------------------------
- 10
ZA
5.1.2 Buckling check for bulk carriers of length
where: greater than or equal to 150 m
MSW,F : Still water bending moment, in kNm, in flooded This requirement applies to ships having the service nota-
conditions, at the hull transverse section under tion bulk carrier, of length greater than or equal to 150 m,
consideration, to be calculated according to intended for the carriage of bulk cargoes having dry bulk
[3.2] cargo density 1.0 t/m3 or above.
MWV,F : Vertical wave bending moment, in kNm, in For such ships, the buckling strength of plating contributing
flooded conditions, at the hull transverse sec- to the hull girder longitudinal strength is also to be checked
tion under consideration, to be taken, according in the flooded conditions specified in [3.2]. This check is to
to [3.2], equal to: be carried out according to Pt B, Ch 7, Sec 1, [5.4.1] and Pt
in hogging conditions: B, Ch 7, Sec 1, [5.4.2], where the compression stress is to
MWV,F = 0,8 MWV,H be calculated according to the following formula:
in sagging conditions: X1,F = S1 S1,F + W1 WV1,F
MWV,F = 0,8 MWV,S where:
MWV,H, MWV,S : Vertical wave bending moments, in kN.m, in S1, W1 : Partial safety factors, defined in Pt B, Ch 7, Sec 1,
hogging and sagging conditions, at the hull [1.2] for buckling checks
transverse section under consideration, defined S1,F, WV1,F : Hull girder normal stresses, in N/mm2, defined
in Pt B, Ch 5, Sec 2, [3.1] in Tab 1.
ZA : Section modulus, in cm3, at the considered
point of the hull girder. Table 1 : Hull girder normal compression stresses
The shear stresses 1F of the side shell and the inner hull in flooded conditions
(longitudinal bulkhead) if any, at any point, are to be
Condition S1,F in N/mm2 WV1,F in N/mm2
obtained, in N/mm2, according to the requirements given in
Pt B, Ch 6, Sec 2, [2.3], in which QSW and QWV are to be M SW ,FS 0 ,5M WV ,S
zN ---------------- ( z N ) 10 3 ------------------------ ( z N ) 10 3
replaced respectively by QSW,F and QWV,F, IY IY
where:
M SW ,FH 0 ,5M WV ,H
QSW,F : Still water shear force, in kN, in flooded condi- z<N ----------------- ( z N ) 10 3 ------------------------- ( z N ) 10 3
IY IY
tions, at the hull transverse section under con-
sideration, to be calculated according to [3.2] Note 1:
MSW,FS, MSW,FH : Still water bending moment, in kN.m, in
QWV,F : Vertical wave shear force, in kN, in flooded
flooded conditions, in sagging and hogging con-
conditions, at the hull transverse section under
ditions, respectively, at the hull transverse sec-
consideration, to be taken, according to [3.2],
tion under consideration, to be calculated
equal to:
according to [3.2]
QWV,F = 0,8 QWV MWV,S, MWV,H : Vertical wave bending moments, in kN.m, in
QWV : Vertical wave shear force, in kN, at the hull sagging and hogging conditions, respectively, at
transverse section under consideration, defined the hull transverse section under consideration,
in Pt B, Ch 5, Sec 2, [3.4]. defined in Pt B, Ch 5, Sec 2, [3.1].

Pt D, Ch 4, Sec 3
5.2 Ordinary stiffeners 5.2.4 Buckling check for bulk carriers equal to or
greater than 150 m in length
5.2.1 Minimum net thicknesses of side frames This requirement applies to ships having the service nota-
tion bulk carrier, of length greater than or equal to 150 m ,
intended for the carriage of bulk cargoes having dry bulk
The net thicknesses of side frames and their brackets, in way
of cargo holds, are to be not less than the values given in density of 1.0 t/m3 or above.
Tab 2. For such ships, the buckling strength of ordinary stiffeners
contributing to the hull girder longitudinal strength is also to
Table 2 : Minimum net thicknesses of side frames be checked in the flooded conditions specified in [3.2]. This
check is to be carried out according to Pt B, Ch 7, Sec 2,
[4.4.1], where the compression stress is to be calculated
Item Minimum net thickness, in mm
according to the following formula:
Side frame webs CL (7,0 + 0,03L1) tC
X1,F = S1 S1,F + W1 WV1,F
Lower end The greater of:
bracket CL (7,0 + 0,03L1) + 2 tC where:
as fitted net thickness of side frame S1, W1 : Partial safety factors, defined in Pt B, Ch 7, Sec
web 2, [1.2] for buckling checks
Upper end The greater of: S1,F, WV1,F : Hull girder normal stresses, in N/mm2, defined
bracket CL (7,0 + 0,03L1) tC in Tab 1.
as fitted net thickness of side frame
web
6 Scantlings of transverse vertically
Note 1:
corrugated watertight bulkheads and
CL : Coefficient equal to:
1,15 for side frames in way of the foremost double bottom of bulk carriers with
cargo hold length greater than or equal to 150 m
1,0 for side frames in way of other cargo holds
L1 : Ships length, in m, defined in Pt B, Ch 1, Sec 2, 6.1 Evaluation of scantlings of transverse
[2].
vertically corrugated watertight bulk-
heads in flooding conditions
5.2.2 Scantlings of side frames adjacent to the
collision bulkhead 6.1.1 Application
These requirements apply to the transverse vertically corru-
The net scantlings of side frames in way of the foremost
gated watertight bulkheads of ships having the service nota-
cargo hold and immediately adjacent to the collision bulk- tion bulk carrier, of length greater than or equal to 150 m,
head are to be increased by 25% with respect to those intended for the carriage of bulk cargoes having dry bulk
determined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec density of 1.0 t/m3 or above, which are bounded by at least
4, as applicable, in order to prevent excessive imposed one cargo hold that is to be considered individually flooded
deformation on the side shell plating. according to [3.3.1].
As an alternative, supporting structures are to be fitted
6.1.2 Plating
which maintain the continuity of fore peak girders within
the foremost cargo hold. The bulkhead local net plate thickness t, in mm, is to be not
less than that obtained from the following formula:
5.2.3 Hopper and topside tank ordinary stiffeners
t = 14 ,9s W 1
,05p-
--------------
R eH
These requirements apply to the ordinary stiffeners of side
where:
and sloped longitudinal bulkheads, within hopper and top-
side tanks, which support the connecting brackets fitted in p : Resultant pressure, in kN/m2, as defined in
way of the side frame brackets, according to [2.2.7]. [3.3.8]
sW : Plate width, in m, to be taken equal to the width
The scantlings of these ordinary stiffeners are to be deter-
of the corrugation flange or web, whichever is
mined according to Pt B, Ch 7, Sec 2 or Pt B, Ch 8, Sec 4, as
the greater (see Fig 5).
applicable, with their span measured according to Pt B, Ch
4, Sec 3, [3.2] between hopper or topside tank primary sup- For built-up corrugation bulkheads, when the thicknesses of
porting members. the flange and web are different:
the net thickness of the narrower plating is to be not less
Alternative arrangements may be considered by the Society than that obtained, in mm, from the following formula:
on a case-by-case basis. In these cases, the scantlings of the
t N = 14 ,9s N 1
above ordinary stiffeners are to be determined for the pur- ,05p-
--------------
pose of effectively supporting the connecting brackets. R eH

Pt D, Ch 4, Sec 3
the net thickness of the wider plating is not to be less The shear stress , calculated according to [3.3.9], is to
than the greater of those obtained, in mm, from the fol- comply with the following formula:
lowing formulae: C
where:
1 ,05p
t W = 14 ,9s W --------------- C : Critical shear buckling stress to be obtained, in
R eH
N/mm2, from the following formulae:
2
462s W p 2 R eH
tW = -------------------- t NP
R eH c = E for E ----------
-
2 3
where: R eH R eH R eH
c = -------
- 1 ---------------
- for E > ----------
-
tNP : Actual net thickness of the narrower plating, 3 4 3 E 2 3
in mm, to be not taken greater than: E : Euler shear buckling stress to be obtained, in
1 ,05p N/mm2, from the following formula:
t N P = 14 ,9s W ---------------
R eH tW 2
E = 0 ,9kt E ------------
-
10 3 C
6.1.3 Bending capacity of corrugations
The bending capacity of the corrugations is to comply with kt : Coefficient to be taken equal to 6,34
the following formula: tW : Net thickness, in mm, of the corrugation webs
3 M C : width, in m of the corrugation webs (see Fig 5).
10 ------------------------------------------------ 0 ,95
( 0 ,5W LE + W M )R eH
6.1.6 Lower and upper stool side plating and
where: ordinary stiffeners
M : Bending moment in a corrugation, to be calcu- When lower or upper stools are fitted, according to [2.5.3]
lated according to [3.3.9] and [2.5.4] respectively, the net thickness of their side plat-
F : Resultant force, in kN, to be calculated according and the section modulus of their ordinary stiffeners are
ing to [3.3.8] to be not less than those required in Pt B, Ch 7, Sec 1, [3.5]
and Pt B, Ch 7, Sec 2, [3.8] for flooding conditions, consid-
WLE : Net section modulus, in cm3, of one half pitch
ering the load model in [3.3].
corrugation, to be calculated at the lower end of
the corrugations according to [2.5.9], without
being taken greater than the value obtained 6.2 Evaluation of double bottom capacity
from the following formula: and allowable hold loading in flooding
2 conditions
3 Qh G 0 ,5h G s C p G
W LE, M = W G + 10 --------------------------------------------
-
R eH
6.2.1 Application
WG : Net section modulus, in cm3, of one half pitch These requirements apply to ships having the service nota-
corrugation, to be calculated in way of the tion bulk carrier, of length greater than or equal to 150 m,
upper end of shedder or gusset plates, as appli- intended for the carriage of bulk cargoes having dry bulk
cable, according to [2.5.10] density of 1.0 t/m3 or above.
Q : Shear force in a corrugation, to be calculated These requirements apply to the double bottoms which
according to [3.3.9] belong to cargo holds that are to be considered individually
hG : Height, in m, of shedders or gusset plates, as flooded according to [3.4.1].
applicable (see Fig 8 to Fig 12) The requirements of [6.2.2] to [6.2.6] apply to double bot-
pG : Resultant pressure, in kN/m2, to be calculated in tom construction with hopper tanks. Other double bottom
way of the middle of the shedders or gusset construction is to be considered on a case by case basis.
plates, as applicable, according to [3.3.8]
6.2.2 Shear capacity of the double bottom
WM : Net section modulus, in cm3, of one half pitch
corrugation, to be calculated at the mid-span of The shear capacity of the double bottom is to be calculated
as the sum of the shear strength at each end of:
corrugations according to [2.5.10], without
being taken greater than 1,15WLE all floors adjacent to both hopper tanks less one half of
the shear strength of the two floors adjacent to each
6.1.4 Shear yielding check of the bulkhead stool, or transverse bulkhead if no stool is fitted (see Fig
corrugations 15); the floor shear strength is to be calculated accord-
The shear stress , calculated according to [3.3.9], is to ing to [6.2.4]
comply with the following formula: all double bottom girders adjacent to both stools, or
R eH transverse bulkheads if no stool is fitted; the girder shear
-------
- strength is to be calculated according to [6.2.5].
2
Where in the end holds, girders or floors run out and are not
6.1.5 Shear buckling check of the bulkhead directly attached to the boundary stool or hopper tank
corrugation webs
girder their strength is to be evaluated for the one end only.

Pt D, Ch 4, Sec 3
Figure 15 : Double bottom structure
Lower stool
Transverse bulkhead
Floor adjacent Floor adjacent to the

to the stool transverse bulkhead
C
L
Girders
Floors
The floors and girders to be considered in calculating the AF,H : Net sectional area, in mm2, of the floor panels
shear capacity of the double bottom are those inside the in way of the openings in the outermost bay (i.e.
hold boundaries formed by the hopper tanks and stools (or that bay which is closer to the hopper tank)
transverse bulkheads if no stool is fitted). The hopper tank A : Allowable shear stress, in N/mm2, equal to the
side girders and the floors directly below the connection of lesser of:
the stools (or transverse bulkheads if no stool is fitted) to the
0 ,6
inner bottom may not be included. R eH R eH
A = 0, 645 --------------------
-
0 ,8
and A = -------
-
When the geometry and/or the structural arrangement of the ( s tN ) 3
double bottom is/are such as to make the above assump- tN : Floor web net thickness, in mm, defined in
tions inadequate, the shear capacity of the double bottom is [6.2.3]
to be calculated by means of direct calculations to be car-
ried out according to Pt B, Ch 7, App 1, as far as applicable. s : Spacing, in m, of stiffening members of the
panel considered
6.2.3 Net thicknesses 1 : Coefficient to be taken equal to 1,1
The floor and girder shear strength is to be calculated using 2 : Coefficient generally to be taken equal to 1,2; it
the net thickness of floor and girder webs, to be obtained, in may be reduced to 1,1 where appropriate rein-
mm, from the following formula: forcements are fitted in way of the openings in
tN = t 2,5 the outermost bay, to be examined by the Soci-
where: ety on a case-by-case basis.
t : Actual gross thickness, in mm, of floor and 6.2.5 Girder shear strength
girder webs.
The girder shear strength, in kN, is to be obtained from the
6.2.4 Floor shear strength following formulae:
The floor shear strength, in kN, is to be obtained from the in way of the girder panel adjacent to the stool (or trans-
following formulae: verse bulkhead, if no stool is fitted):
in way of the floor panel adjacent to the hopper tank: 3
S G1 = A G -----A 10
3 1
S F1 = A F -----A 10
1
in way of the largest opening in the outermost bay (i.e.
in way of the openings in the outermost bay (i.e. that that bay which is closer to the stool, or transverse bulk-
bay which is closer to the hopper tank): head, if no stool is fitted):
3
S F2 = A F, H -----A 10 S G2 = A G, H -----A 10
3
2 2
where: AG : Sectional area, in mm2, of the girder panel adja-

AF : Net sectional area, in mm2, of the floor panel cent to the stool (or transverse bulkhead, if no
adjacent to the hopper tank stool is fitted)

Pt D, Ch 4, Sec 3
AG,H : Net sectional area, in mm2, of the girder panel CE : Shear capacity of the double bottom, in kN, to
in way of the largest opening in the outermost be calculated according to [6.2.2], considering,
bay (i.e. that bay which is closer to the stool, or for each floor, the shear strength SF1 (see [6.2.4])
transverse bulkhead, if no stool is fitted) and, for each girder, the lesser of the shear
A : Allowable shear stress, in N/mm2, defined in strengths SG1 and SG2 (see [6.2.5])
[6.2.4], where tN is the girder web net thickness n
1 : Coefficient to be taken equal to 1,1 A DB ,H = S B i DB ,i
2
i=1
: Coefficient generally to be taken equal to 1,15; n
it may be reduced to 1,1 where appropriate
reinforcements are fitted in way of the largest
A DB ,E = S (Bi DB s)
i=1
opening in the outermost bay, to be examined
by the Society on a case-by-case basis. n : Number of floors between stools (or transverse
bulkheads, if no stool is fitted)
6.2.6 Allowable hold loading
Si : Space of ith-floor, in m
The allowable hold loading is to be obtained, in t, from the BDB,i : Length, in m, to be taken equal to:
following formula:
BDB,i = BDB s for floors for which SF1 < SF2
1 (see [6.2.4])
W = B V ---
F
BDB,i = BDB,h for floors for which SF1 SF2
where: (see [6.2.4])
F : Coefficient to be taken equal to: BDB : Breadth, in m, of double bottom between the
F = 1,1 in general hopper tanks (see Fig 16)
F = 1,05 for steel mill products BDB,h : Distance, in m, between the two openings con-
V : Volume, in m3, occupied by cargo at a level hB sidered (see Fig 16)
(see Fig 14) s : Spacing, in m, of inner bottom longitudinal
ordinary stiffeners adjacent to the hopper tanks.
hB : Level of cargo, in m, to be obtained from the
following formula:
Figure 16 : Dimensions BDB and BDB,h
X
h B = ---------
B g B DB,h
X 2
: Pressure, in kN/m , to be obtained from the fol-
lowing formulae:
for dry bulk cargoes, the lesser of:
Z + g ( z F 0 ,1D 1 h F )
X = ---------------------------------------------------------
- B DB

1 + ----- ( perm 1 )
B
X = Z + g ( z F 0 ,1D 1 h F perm )
for steel mill products:

7 Protection of hull metallic structures
Z + g ( z F 0 ,1D 1 h F )
X = ---------------------------------------------------------
- 7.1 Protection of cargo holds

1 -----
B
7.1.1 Coating
perm : Permeability of cargo, which need not be taken
It is the responsibility of the shipbuilder and of the Owner
greater than 0,3
to choose coatings suitable for the intended cargoes, in par-
Z : Pressure, in kN/m2, to be taken as the lesser of: ticular for the compatibility with the cargo, and to see that
they are applied in accordance with the Manufacturer's
CH requirements.
Z = ------------
-
A D B ,H
CE 7.1.2 Application
Z = -----------
-
A D B ,E All internal and external surfaces of hatch coamings and
CH : Shear capacity of the double bottom, in kN, to hatch covers and all internal surfaces of cargo holds (side
be calculated according to [6.2.2], considering, and transverse bulkheads) are to have an efficient protective
for each floor, the lesser of the shear strengths coating, of an epoxy type or equivalent, applied in accord-
SF1 and SF2 (see [6.2.4]) and, for each girder, the ance with the Manufacturers recommendations.
lesser of the shear strengths SG1 and SG2 (see The side (single and double skin) and transverse bulkhead
[6.2.5]) areas to be coated are specified in [7.1.3] to [7.1.5].

Pt D, Ch 4, Sec 3
Figure 17 : Single side - Areas to be coated Figure 18 : Double side - Areas to be coated
Topside Topside
tank tank
Area to be Area to be
coated coated
30 30
0 0
m m
m m
Hopper tank Hopper tank
Figure 19 : Transverse bulkheads - Areas to be coated
Area to be Area to be
coated coated
300 mm 300 mm
300 mm
300 mm
300 mm 300 mm
7.1.3 Single side areas to be coated 7.1.5 Transverse bulkhead areas to be coated
The areas to be coated are the upper parts down to 300 mm
The areas to be coated are:
below the top of the lower stool. Where there is no lower
stool, the area to be coated is the whole transverse bulkhead.
the internal surfaces of the side plating
These areas are shown in Fig 19.
the side frames with end brackets
the internal surfaces of the topside tank sloping plates 8 Construction and testing
and, for a distance of 300 mm below, of the hopper tank
sloping plates. 8.1 Welding and weld connections
These areas are shown in Fig 17. 8.1.1 The welding factors for some hull structural connec-
tions are specified in Tab 3. These welding factors are to be
used, in lieu of the corresponding factors specified in Pt B,
7.1.4 Double side areas to be coated
Ch 12, Sec 1, Tab 2, to calculate the throat thickness of fillet
weld T connections according to Pt B, Ch 12, Sec 1, [2.3].
The areas to be coated are the internal surfaces of: For the connections in Tab 3, continuous fillet welding is to
the inner side plating be adopted.
the internal surfaces of the topside tank sloping plates 8.2 Special structural details
and the hopper tank sloping plates for a distance of 300
mm below their upper ends. 8.2.1 The specific requirements in Pt B, Ch 12, Sec 2, [2.5]
for ships with the service notation bulk carrier ESP or bulk
These areas are shown in Fig 18. carrier are to be complied with.

Pt D, Ch 4, Sec 3
Table 3 : Welding factor wF
Connection
Hull area Welding factor wF
of to
Double girders bottom and inner bottom plating 0,35
bottom in floors (interrupted girders) 0,35
way of floors bottom and inner bottom plating 0,35
cargo
inner bottom in way of bulkheads or their lower stools, in general 0,45
holds
inner bottom in way of corrugated watertight bulkheads or their lower Full penetration welding,
stools in general
girders (interrupted floors) 0,35
Bulkheads structures of tank and lower stool top plate or, if no plating and ordinary stiffeners (plane 0,45
watertight bulkheads lower stool is fitted, inner bottom bulkheads)
and hopper tank sloping plates vertical corrugations (corrugated bulk- Full penetration welding,
heads) in general (1)
upper stool bottom plate or, if no upper stool is fitted, deck structures 0,45
and topside tank sloping plates
side structures 0,35
lower stool structures boundaries plating of lower stools, in general 0,45
plating of lower stools supporting corru- Full penetration welding,
gated watertight bulkheads in general (2)
ordinary stiffeners and diaphragms 0,45
upper stool structures boundaries 0,45
effective shedder vertical corrugations and lower stool top plate One side penetration
plates (see [2.5.7]) welding or equivalent
effective gusset plates lower stool top plate Full penetration welding,
(see [2.5.8]) in general
vertical corrugations and shedder plates One side penetration
welding or equivalent
Side web of side frames side plating, hopper and topside in zone a (3) 0,45 (4)
and brackets tank sloping plates, face plates in zone b (3) 0,40 (4)
(1) Corrugated bulkhead plating is to be connected to the inner bottom plating by full penetration welds.
(2) Where corrugations are cut at the bottom stool, corrugated bulkhead plating is to be connected to the stool top plate by full
penetration welds.
(3) Zones a and b are defined in Fig 20.
(4) Where the hull form is such as to prohibit an effective fillet weld, the Society may require edge preparation of the web of side
frame and bracket to be carried out in order to ensure the same efficiency as the required weld connections.
Figure 20 : Zones a and b of weld connections

of side frames
Topside tank
Zone "a" 0,25
Zone "b"
Zone "a" 0,25
Hopper tank

Pt D, Ch 4, Sec 4
SECTION 4 HATCH COVERS
Symbols
pS : Still water pressure, in kN/m2 (see [4.1]) 1.2 Materials

2
pW : Wave pressure, in kN/m (see [4.1])
1.2.1 Steel
s : Length, in m, of the shorter side of the plate
panel The formulae for scantlings given in the requirements of
Article [5] are applicable to steel hatch covers.
l : Length, in m, of the longer side of the plate
panel Materials used for the construction of steel hatch covers are
to comply with the applicable requirements of NR216
bP : Width, in m, of the plating attached to the ordi-
Materials and Welding, Chapter 2.
nary stiffener or primary supporting member,
defined in [3]
1.2.2 Other materials
w : Net section modulus, in cm3, of the ordinary
stiffener or primary supporting member, with an The use of materials other than steel is considered by the
attached plating of width bp Society on a case by case basis, by checking that criteria
adopted for scantlings are such as to ensure strength and
ASh : Net shear sectional area, in cm2, of the ordinary stiffness equivalent to those of steel hatch covers.
stiffener or primary supporting member, to be
calculated as specified in Pt B, Ch 4, Sec 3,
[3.4] for ordinary stiffeners, and in Pt B, Ch 4, 1.3 Net scantlings
Sec 3, [4.3] for primary supporting members
m : Boundary coefficient for ordinary stiffeners and 1.3.1 As specified in Pt B, Ch 4, Sec 2, [1], all scantlings
primary supporting members, taken equal to: referred to in this Section, unless otherwise specified, are
net, i.e. they do not include any margin for corrosion.
m = 8 in the case of ordinary stiffeners and
primary supporting members simply sup- The gross scantlings are obtained as specified in Pt B, Ch 4,
ported at both ends or supported at one end Sec 2.
and clamped at the other end
The corrosion additions are given in [1.5].
m = 12 in the case of ordinary stiffeners and
primary supporting members clamped at
both ends 1.4 Partial safety factors
1 General 1.4.1 The partial safety factors to be considered for check-

ing plating, ordinary stiffeners and primary supporting
members of hatch cover are to be taken equal to:.
1.1 Application
partial safety factor covering uncertainties regarding
material:
1.1.1 The requirements of this Section apply to steel hatch
covers in positions 1 and 2 on weather decks, as defined in m = 1,02
Ch 4, Sec 1, [1].
partial safety factor covering uncertainties regarding
resistance:
1.1.2 In addition when hatch covers are also loaded with
uniform cargoes, containers, wheeled loads or special car- R = 1,22
goes the relevant requirements of Pt B, Ch 9, Sec 7 are to be
complied with.
1.5 Corrosion additions
1.1.3 The scantling of steel hatch covers of small hatches fit-
ted on the exposed fore deck over the forward 0,25 L is to 1.5.1 Corrosion additions for steel other than
comply with the appicable requirements in Pt B, Ch 9, Sec 7, stainless steel
[11]. The corrosion addition to be considered for the plating and
internal members of hatch covers, hatch coamings and
1.1.4 The scantling of pontoon type hatch covers is to com- coaming stays is given in Tab 1 for the total thickness of the
ply with Pt B, Ch 9, Sec 7 member under consideration.

Pt D, Ch 4, Sec 4
1.5.2 Corrosion additions for aluminium alloys 3.2 Primary supporting members
For structural members made of aluminium alloys, the cor- 3.2.1 The width of the attached plating to be considered for
rosion addition tc is to be taken equal to 0. the yielding and buckling checks of primary supporting
members analysed through isolated beam or grillage model
Table 1 : Corrosion additions tc is to be obtained, in m, from the following formulae:
for steel hatch covers and hatch coamings Where the plating extends on both sides of the primary
supporting member:
Corrosion addition tc , in mm bp = bp,1 + bp,2
Plating and stiffeners of single skin hatch cover 2,0 Where the plating extends on one side of the primary
supporting member:
Top and bottom plating of double skin hatch cover 2,0
bp = bp,1
Internal structures of double skin hatch cover 1,5
with:
Hatch coamings structures and coaming stays 1,5
bp,1 = min (0,165 lp, Sp,1)
bp,2 = min (0,165 lp, Sp,2)
2 Arrangements
lp : Span, in m, of the considered primary support-
ing member
2.1 Height of hatch coamings Sp,1, Sp,2 : Half distance, in m, between the considered
primary supporting member and the adjacent
2.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [2.1] ones, Sp,1 for one side, Sp,2 for the other side.
are to be complied with.
4 Load model
2.2 Hatch covers
4.1 Sea pressures
are to be complied with. 4.1.1 The still water and wave lateral pressures to be con-
sidered as acting on hatch covers located on exposed decks
are to be taken equal to:
2.3 Hatch coamings still water pressure: pS = 0
wave pressure pW , as defined in Pt B, Ch 9, Sec 7, Tab 2.
are to be complied with. 4.1.2 Where two or more panels are connected by hinges,
each individual panel is to be considered separately.
2.4 Small hatchways

4.2 Load point
2.4.1 The specific requirements in Pt B, Ch 9, Sec 7, [2.4] 4.2.1 The wave lateral pressure to be considered as acting
are to be complied with. on each hatch cover is to be calculated at a point located:
longitudinally, at the hatch cover mid-length
3 Width of attached plating transversely, on the longitudinal plane of symmetry of
the ship
vertically, at the top of the hatch coaming.
3.1.1 The width of the attached plating to be considered for

5 Strength check
the check of ordinary stiffeners is to be obtained, in m, from
the following formulae: 5.1 General
where the attached plating extends on both sides of the 5.1.1 Application
stiffener: The strength check is applicable to rectangular hatch covers
subjected to a uniform pressure, designed with primary sup-
bP = s porting members arranged in one direction or as a grillage
of longitudinal and transverse primary supporting members.
where the attached plating extends on one side of the
stiffener: In the latter case, the stresses in the primary supporting
members are to be determined by a grillage or a finite ele-
bP = 0,5 s ment analysis.

Pt D, Ch 4, Sec 4
5.2 Plating 5.3.2 For flat bar ordinary stiffeners and buckling stiffeners
on webs of primary supporting members, the ratio hw / tw is
5.2.1 Net thickness to be in compliance with the following formula:
The net thickness of steel hatch cover top plating, in mm, is hw 235
------ 15 ---------
-
to be not less than the greater of: tw R eH
ps + pw where:
t = 15, 8F p s ----------------------
-
0, 95ReH hw : Web height, in mm, of the ordinary stiffener
1% of the spacing of the stiffener or 6 mm if that be tw : Net thickness, in mm, of the ordinary stiffener.
greater.
5.3.3 Application
where:
The requirements in [5.3.4] to [5.3.8] apply to:
Fp : Factor for combined membrane and bending
response, equal to: ordinary stiffeners
Fp = 1,5, in general primary supporting members which may be analysed

through isolated beam models.
Fp = 1,9 /a, for the attached plating of pri-
mary supporting members and for 0,8 a Primary supporting members whose arrangement is of a
grillage type and which cannot be analysed through iso-
2
: Normal stress, in N/mm , in the attached plating lated beam models are to be checked by direct calculations,
of primary supporting members, calculated using the checking criteria in [5.3.5].
according to [5.3.4], item b) or determined
through a grillage analysis or a finite element
5.3.4 Normal and shear stress
analysis, as the case may be
a) In case that grillage analysis or finite element analysis
a : Allowable normal stress, in N/mm2, equal to:
are not carried out, according to the requirements in
a= 0,8 ReH [5.1.1], the maximum normal stress and shear stress
in the ordinary stiffeners are to be obtained, in N/mm2,
5.2.2 Critical buckling stress check from the following formulae:
The compressive stress in the hatch cover plating, s ( p s + p w )l s2 10

3
induced by the bending of primary supporting members, = --------------------------------------

-
mW
either parallel or perpendicular to the direction of ordinary 5s ( ps + p w )l s
stiffeners, calculated according to [5.3.4] or determined = --------------------------------
A sh
through a grillage analysis or a finite element analysis, as
the case may be, is to comply with the following formula: where:
Cp ls : Ordinary stiffener span, in m, to be taken as

----------
R m the spacing, in m, of primary supporting
members or the distance between a primary
where Cp is the critical buckling stress, defined in Pt B, Ch 7, supporting member and the edge support,
Sec 1, [5.3.1]. as applicable. When brackets are fitted at
both ends of all ordinary stiffener spans, the
When determining Cp , c is to be taken equal to 1,30 in
ordinary stiffener span may be reduced by
case of plating stiffened by ordinary stiffeners of U type.
an amount equal to 2/3 of the minimum
However, a higher c value, not greater than 2,0, may be
brackets arm length, but not greater than
taken if it is verified by buckling strength check of panel
10% of the gross span, for each bracket.
using non-linear finite element analysis and deemed appro-
priate by the Society. An averaged value of c is to be used b) In case that grillage analysis or finite element analysis
for plate panels having different edge stiffeners. are not carried out, according to the requirements in
[5.1.1], the maximum normal stress and shear stress
In addition, the bi-axial compression stress in the hatch
in the primary supporting members are to be obtained,
cover plating, when calculated by means of finite element
in N/mm2, from the following formulae:
analysis, is to comply with the requirements in Pt B, Ch 7,
Sec 1, [5.4.5]. s ( p s + p w )l m2 10
3
= ---------------------------------------
-
mW
5.3 Ordinary stiffeners and primary 5s ( ps + p w )l m
= ---------------------------------
-
supporting members A sh
where:
5.3.1 The flange outstand of the primary supporting mem-
bers is to be not greater than 15 times the flange thickness. lm : Span of the primary supporting member.

Pt D, Ch 4, Sec 4
5.3.5 Checking criteria c) Critical buckling stress check of the web panels of the
primary supporting members.
a) Strength check
The shear stress in the web panels of the primary sup-
The normal stress and the shear stress , calculated porting members, calculated according to [5.3.4] or
according to [5.3.4] or determined through a grillage determined through a grillage analysis or a finite ele-
analysis or finite element analysis, as the case may be, ment analysis, as the case may be, is to comply with the
following formula:
are to comply with the following formulae:
c
----------
R eH R m
----------
R m
where:
R eH
0 ,57 ---------- c : Critical shear buckling stress, defined in Pt B,
R m
Ch 7, Sec 1, [5.3.2].
b) Critical buckling stress check of the ordinary stiffeners For primary supporting members parallel to the direc-
tion of ordinary stiffeners, c is to be calculated by con-
The compressive stress in the top flange of ordinary sidering the actual dimensions of the panels.
stiffeners, induced by the bending of primary supporting For primary supporting members perpendicular to the
members, parallel to the direction of ordinary stiffeners, direction of ordinary stiffeners or for hatch covers built
calculated according to [5.3.4] or determined through a without ordinary stiffeners, a presumed square panel of
grillage analysis or a finite element analysis, as the case dimension d is to be taken for the determination of the
may be, is to comply with the following formula: stress c, where d is the smaller dimension, in m, of web
panel of the primary supporting member. In such a case,
Cs the average shear stress between the values calculated
----------
R m at the ends of this panel is to be considered.
where: d) Deflection limit

The vertical deflection of primary supporting members
cs = ES for ES ReH / 2 subjected to wave pressure defined in [4.1] is to be not
more than 0,0056lmax, where lmax is the greatest span, in
cs = ES [1 ReH / (4 ES)] for ES > ReH / 2
m, of primary supporting members
ES = min (E1, E2)
5.3.6 Net section modulus and net shear sectional
E1 : Euler column buckling stress, defined in Pt B, area
Ch 7, Sec 2, [4.3.2] This requirement provides the minimum net section modu-
lus and net shear sectional area of an ordinary stiffener or a
E2 : Euler torsional buckling stress, defined in Pt B, primary supporting member subjected to lateral pressure,
Ch 7, Sec 2, [4.3.3], with Co is to be taken complying with the checking criteria indicated in [5.3.5].
equal to: The net section modulus w, in cm3, and the net shear sec-
tional area Ash, in cm2, of an ordinary stiffener subject to lat-
3
k p Et p 3 eral pressure are to be not less than the values obtained
C o = ---------------------------------------------------
3
10
1 , 33k h t from the following formulae:
3s 1 + ----------------------------
p w
-
p
1000st w
3
s ( ps + pw ) 2 3
w = R m ------------------------
- l 10
mR eH s
tp : Net thickness, in mm, of the attached plating
5s ( p s + p w )
A sh = R m ----------------------------
-l
hw : Height, in mm, of the ordinary stiffener 0, 57R eH s
tw : Thickness, in mm, of the ordinary stiffener The net section modulus w, in cm3, and the net shear sec-
tional area Ash, in cm2, of a primary supporting member
kp : Coefficient taken equal to 1 p , to be subject to lateral pressure are to be not less than the values
taken not less than zero. For flanged ordi- obtained from the following formulae:
nary stiffeners, kp need not be taken less s ( ps + pw ) 2 3
w = R m ------------------------
- l m 10
than 0,1 mR eH
5s ( p s + p w )
A sh = R m ----------------------------
-l
p = ------- 0, 57R eH m
Ep
5.3.7 Minimum net thickness of web
is calculated according to [5.3.4] or deter-
mined through a grillage analysis The net thickness, in mm, is to be not less than the follow-
ing values:
tp 2 4 mm for web of ordinary stiffeners
Ep = 3, 6E ---------------
-
1000s
6 mm for web of primary supporting members.

Pt D, Ch 4, Sec 4
5.3.8 Ordinary stiffeners and primary supporting 6 Hatch coamings

members of variable cross-section
The net section modulus of ordinary stiffeners and primary
supporting members with a variable cross-section is to be 6.1 Stiffening
not less than the greater of the values obtained, in cm3, from
the following formulae: 6.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [8.2]
are to be complied with.
w = w CS
3 ,2 0 ,8
w = 1 + ------------------------------------- w CS 6.2 Load model
7 + 0 ,4
where: 6.2.1 The wave lateral pressure pwc, in kN/m2 to be consid-

wCS : Net section modulus, in cm3, for a constant ered as acting on the hatch coamings is given as follows:
cross-section, obtained according to [5.3.6]
a) the wave lateral pressure pwc, in kN/m2, on the No.1 for-
l1 ward transverse hatch coaming is to be taken equal to:
= ----
l0
pwc = 220, when a forecastle is fitted in accordance
w
= ------1 with Ch 4, Sec 2, [3], Ch 5, Sec 2, [3] and Ch 6, Sec
w0
2, [2] depending on the service notation.
l1 : Length of the variable section part, in m (see Fig 1)
pwc = 290, in the other cases.
l0 : Span measured, in m, between end supports
(see Fig 1) b) The wave lateral pressure pwc, in kN/m2, on the hatch
coamings other than the No. 1 forward transverse hatch
w1 : Net section modulus at end, in cm3 (see Fig 1)
coaming is to be taken equal to:
w0 : Net section modulus at mid-span, in cm3 (see
pwc = 220
Fig 1).
Moreover, the net moment of inertia of ordinary stiffeners
and primary supporting members with a variable cross-sec- 6.3 Scantlings
tion is to be not less than the greater of the values obtained,
in cm4, from the following formulae: 6.3.1 Plating
I = ICS The net thickness of the hatch coaming plate, in mm, is to
be not less than the greater of:
1
I = 1 + 8 -------------------------- I CS
3

0 ,2 + 3 p wc
t = 14, 7s R m -------
-
R eH
where:
ICS : Net moment of inertia with a constant cross- t = 9,5
section, in cm4, calculated with wave pressure,
as given in [4.1]. It is to be such that the deflec- 6.3.2 Ordinary stiffeners
tion does not exceed 0,0056l. The net section modulus w of the longitudinal or transverse
I ordinary stiffeners of hatch coamings is to be not less than
= ---1
I0 the value obtained, in cm3, from the following formula:
I1 : Net moment of inertia at end, in cm4 (see Fig 1) 0, 97 sp wc l 10
2 3
4 w = R m -------------------------------------
-
I0 : Net moment of inertia at mid-span, in cm (see m 1 c p R eH
Pt B, Ch 9, Sec 7, Fig 6).
where:
The use of these formulae are limited to the determination
of the strength of ordinary stiffeners and primary supporting m1 : Boundary coefficient for ordinary stiffeners,
members in which abrupt changes in the cross-section do taken equal to:
not occur along their length.
m1 = 16 in general
Figure 1 : Variable cross-section stiffener m1 = 12 for the end span of stiffeners sniped
at the coaming corners
cp : Ratio of the plastic section modulus to the elas-
w1 tic section modulus of the ordinary stiffeners
11 w0 with an attached plate breadth, in mm, equal to
1 10
40 t, where t is the plate net thickness.
0 cp = 1,16 in the absence of more precise evalua-

tion.

Pt D, Ch 4, Sec 4
6.3.3 Coaming stays For other designs of coaming stays, such as, for example,
3
The net section modulus w, in cm , and the net thickness tw, those shown in Fig 4 and Fig 5, the stress levels given in
in mm, of the coaming stays designed as beams with flange [5.3.5] apply and are to be checked at the highest stressed
connected to the deck or sniped and fitted with a bracket locations.
(examples shown in Fig 2 and Fig 3 are to be not less than
Figure 4 : Coaming stay: example 3
the values obtained from the following formulae:
2 3
0, 85 s c p w c H c 10
w = R m ------------------------------------------
-
2R eH
1000H c s c p w c
t w = R m ---------------------------------
-
0, 62 hR eH
where:
Hc : Stay height, in m
sc : Stay spacing, in m
h : Stay depth, in mm, at the connection with deck.
For calculating the section modulus of coaming stays, their
face plate area is to be taken into account only when it is
welded with full penetration welds to the deck plating and
adequate underdeck structure is fitted to support the stresses
transmitted by it.
Figure 3 : Coaming stay: example 2 6.3.4 Local details

The design of local details is to comply with the require-
ments in this section for the purpose of transferring the pres-
sures on the hatch covers to the hatch coamings and,
through them, to the deck structures below.
Hatch coamings and supporting structures are to be ade-
quately stiffened to accommodate the loading from hatch
covers, in longitudinal, transverse and vertical directions.
The normal stress and the shear stress , in N/mm2,
induced in the underdeck structures by the loads transmit-
ted by stays are to comply with the following formulae:
ALL
ALL
where:
ALL : Allowable normal stress, in N/mm2, equal to
0,95 ReH
ALL : Allowable shear stress, in N/mm2, equal to
0,50 ReH.

Pt D, Ch 4, Sec 4
Unless otherwise stated, weld connections and materials 7.2.3 Inertia of edges elements
are to be dimensioned and selected in accordance with the The hatch cover edge stiffness is to be sufficient to maintain
requirements in Pt B, Ch 12, Sec 1 and Part D, respectively. adequate sealing pressure between securing devices.
Double continuous fillet welding is to be adopted for the
The moment of inertia of edge elements is to be not less
connections of stay webs with deck plating and the weld
than the value obtained, in cm4, from the following formula:
throat thickness is to be not less than 0,44 tw, where tw is the
gross thickness of the stay web. I = 6 pL SS4
Toes of stay webs are to be connected to the deck plating where:
with full penetration double bevel welds extending over a
distance not less than 15% of the stay width. pL : Packing line pressure, in N/mm, to be taken not
less than 5 N/mm
7 Weathertightness, closing SS : Spacing, in m, of securing devices.
arrangement, securing devices and 7.2.4 Diameter of rods or bolts
stoppers Rods or bolts are to have a gross diameter not less than 19
mm for hatchways exceeding 5 m2 in area.
7.1 General
7.2.5 Stoppers
7.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [6] are
to be complied with. Hatch covers are to be effectively secured, by means of
stoppers, against the transverse forces arising from a pres-
sure of 175 kN/m2.
7.2 Closing arrangement, securing devices
and stoppers With the exclusion of No. 1 hatch cover, hatch covers are to
be effectively secured, by means of stoppers, against the
7.2.1 The specific requirements in are to be complied with longitudinal forces acting on the forward end arising from a
Pt B, Ch 9, Sec 7, [9]. pressure of 175 kN/m2.
7.2.2 Area of securing devices No. 1 hatch cover is to be effectively secured, by means of
The gross cross area of each securing device is to be not less stoppers, against the longitudinal forces acting on the for-
than the value obtained, in cm2, from the following formula: ward end arising from a pressure of 230 kN/m2. This pres-
sure may be reduced to 175 kN/m2 if a forecastle is fitted in
235 f
A = 1 ,4S S ---------- accordance with the applicable requirements of:
R eH
Ch 4, Sec 2, [2] for ships with service notations bulk
where: carrier or bulk carrier ESP
SS : Spacing, in m, of securing devices
Ch 5, Sec 2, [2] for ships with service notation ore car-
f : Coefficient taken equal to: rier ESP
f = 0,75 for ReH > 235 N/mm2
Ch 6, Sec 2, [2] for ships with service notations combi-
f = 1,00 for ReH 235 N/mm2. nation carrier/OBO ESP or combination carrier/OOC
In the above calculations, ReH may not be taken greater than ESP.
0,7 Rm.
The equivalent stress in stoppers, their supporting structures
Between hatch cover and coaming and at cross-joints, a and calculated in the throat of the stopper welds is to be
packing line pressure sufficient to obtain weathertightness is equal to or less than the allowable value, equal to 0,8 ReH.
to be maintained by securing devices. For packing line pres-
sures exceeding 5 N/mm, the gross cross area A is to be
increased in direct proportion. The packing line pressure is 8 Drainage
to be specified.
In the case of securing arrangements which are particularly 8.1 Arrangement
stressed due to the unusual width of the hatchway, the gross
cross area A of the above securing arrangements is to be 8.1.1 The specific requirements in Pt B, Ch 9, Sec 7, [10]
determined through direct calculations. are to be complied with.

Pt D, Ch 4, App 1
APPENDIX 1 INTACT STABILITY CRITERIA FOR GRAIN

LOADING
1 Calculation of assumed heeling so as to prevent a grain shift by overstowing as described in

[1.9.1] to [1.9.3]. Alternatively, in partly filled compart-
moments due to cargo shifting
ments, the bulk grain surface may be secured by strapping
or lashing as described in [1.9.4] or [1.9.5].
1.1 Stowage of bulk grain Lower cargo spaces and tweendeck spaces in way thereof
may be loaded as one compartment provided that, in calcu-
1.1.1 General
lating transverse heeling moments, proper account is taken
All necessary and reasonable trimming is to be performed to of the flow of grain into the lower spaces.
level all free grain surfaces and to minimise the effect of
grain shifting. 1.1.6 Longitudinal division
1.1.2 Filled compartment trimmed In filled compartments trimmed, filled compartments

untrimmed and partly filled compartments, longitudinal
In any filled compartment trimmed, as defined in Ch 4, Sec divisions may be installed as a device to reduce the adverse
3, [1.1.2], the bulk grain is to be trimmed so as to fill all heeling effect of grain shift provided that:
spaces under the decks and hatch covers to the maximum
extent possible. a) the division is grain-tight,
b) the construction meets the requirements in Part B for
1.1.3 Filled compartment untrimmed longitudinal bulkheads; if no particular requirement is
In any filled compartment untrimmed, as defined in Ch 4, foreseen see MSC Res. 23(59)sect 11-14); and
Sec 3, [1.1.3], the bulk grain is to be filled to the maximum c) in tweendecks, if fitted, the division extends from deck
extent possible in way of the hatch opening but may be at to deck and in other cargo spaces the division extends
its natural angle of repose outside the periphery of the hatch downwards from the underside of the deck or hatch
opening. A filled compartment may qualify for this classifi- covers, as described in [1.3.2] a) (second bullet), Note
cation if it falls into one of the following categories: 2, [1.3.2] b), Note 7,or [1.6.1] b), as applicable.
a) the Society may, under [1.7], grant dispensation from
trimming in those cases where the underdeck void 1.2 General assumptions
geometry resulting from free flowing grain in a compart-
ment, which may be provided with feeder ducts, perfo- 1.2.1 Voids in spaces loaded with grain
rated decks or other similar means, is taken into account
For the purpose of calculating the adverse heeling moment
when calculating the void depths, or
due to a shift of cargo surface in ships carrying bulk grain it
b) the compartment is specially suitable as defined in Ch is to be assumed that:
4, Sec 3, [1.1.6], in which case dispensation may be
a) in filled compartments which have been trimmed in
granted from trimming the ends of that compartment.
accordance with [1.1.2], a void exists under all bound-
1.1.4 Grain in partially filled compartments ary surfaces having an inclination to the horizontal less
than 30 and that void is parallel to the boundary sur-
If there is no bulk grain or other cargo above a lower cargo face having an average depth calculated according to
space containing grain, the hatch covers are to be secured the formula:
in an approved manner having regard to the mass and per-
manent arrangements provided for securing such covers. Vd = Vd1 + 0,75 (d 600)
When bulk grain is stowed on top of closed tweendeck where:
hatch covers which are not grain-tight, such covers are to Vd : Average void depth, in mm
be made grain-tight by taping the joints, covering the entire Vd1 : Standard void depth, in mm, from Tab 1
hatchway with tarpaulins or separation cloths, or other suit-
able means. d : Actual girder depth, in mm.
After loading, all free grain surfaces in partly filled compart- In any case, Vd is to be assumed equal to or greater than
ments are to be level. 100 mm.
b) within filled hatchways and in addition to any open void
1.1.5 Cargo securing within the hatch cover there is a void of average depth
Unless account is taken of the adverse heeling effect due to of 150 mm measured down to the grain surface from
the grain shift according to these Rules, the surface of the the lowest part of the hatch cover or the top of the hatch
bulk grain in any partly filled compartment is to be secured side coaming, whichever is the lower.

Pt D, Ch 4, App 1
c) in a filled compartment untrimmed which is exempted 1.2.5 Equivalent methods

from trimming outside the periphery of the hatchway by
Any other equally effective method may be adopted to
the provisions of [1.1.3] a), it is to be assumed that the
make the compensation required in [1.2.2] and [1.2.4].
surface of the grain after loading will slope into the void
space underdeck, in all directions, at an angle of 30 to Table 1 : Standard void depth
the horizontal from the edge of the opening which
establishes the void. Distance, in m, from hatch end
Standard void depth Vd1
d) In a filled compartment untrimmed which is exempted or hatch side to boundary of
in mm
from trimming in the ends of the compartment under compartment
the provisions of [1.1.3] b), it is to be assumed that the 0,5 570
surface of the grain after loading will slope in all direc- 1,0 530
tions away from the filling area at an angle of 30 from
1,5 500
the lower edge of the hatch end beam. However, if feed-
ing holes are provided in the hatch end beams in 2,0 480
accordance with Tab 2, then the surface of the grain 2,5 450
after loading is to be assumed to slope in all directions, 3,0 440
at an angle of 30 from a line on the hatch end beam
3,5 430
which is the mean of the peaks and valleys of the actual
grain surface as shown in Fig 1. 4,0 430
The description of the pattern of grain surface behaviour to 4,5 430

be assumed in partly filled compartments is contained in 5,0 430
[1.6]. 5,5 450
6,0 470
1.2.2 Assumptions in filled compartments trimmed
6,5 490
For the purpose of demonstrating compliance with the sta-
bility criteria specified in Ch 4, Sec 3, [1.2.3], the ship's sta- 7,0 520
bility calculations are normally to be based upon the 7,5 550
assumption that the centre of gravity of cargo in a filled 8,0 590
compartment trimmed is at the volumetric centre of the
Note 1:
whole cargo space. In those cases where the Society
For boundary distances greater than 8,0 m, the standard void
authorises account to be taken of the effect of assumed
depth Vd1 is to be linearly extrapolated with 80 mm increases
underdeck voids on the vertical position of the centre of
for each 1,0 m increase in length.
gravity of the cargo in filled compartments trimmed, it is
Note 2:
necessary to compensate for the adverse effect of the verti-
In the corner area of a compartment, the boundary distance
cal shift of grain surfaces by increasing the assumed heeling
is to be the perpendicular distance from the line of the hatch
moment due to the transverse shift of grain as follows:
side girder or the line of the hatch end beam to the boundary
MH,T = 1,06 MH,C of the compartment, whichever is the greater. The girder
where: depth d is to be taken as the depth of the hatch side girder or
the hatch end beam, whichever is the lesser.
MH,T : Total heeling moment, in t.m
Note 3:
MH,C : Calculated transverse heeling moment, in t.m. Where there is a raised deck clear of the hatchway, the aver-
In all cases the weight of cargo in a filled compartment age void depth measured from the underside of the raised
trimmed is to be the volume of the whole cargo space deck is to be calculated using the standard void depth in
divided by the stowage factor. association with a girder depth of the hatch end beam plus
the height of the raised deck.
1.2.3 Assumptions in filled compartments
untrimmed Table 2 : Requirements for feeding holes
The centre of gravity of cargo in a filled compartment
Minimum diameter, Area, Maximum spacing,
untrimmed is to be taken to be the volumetric centre of the
in mm in cm2 in m
whole cargo compartment with no account being allowed
for voids. In all cases the weight of cargo is to be the volume 90 63,6 0,60
of the cargo (resulting from the assumptions stated in 100 78,5 0,75
[1.2.1] c) or [1.2.1] d)) divided by the stowage factor. 110 95,0 0,90
1.2.4 Assumptions in partially filled compartments 120 113,1 1,07
In partly filled compartments the adverse effect of the verti- 130 133,0 1,25
cal shift of grain surfaces is to be taken into account as fol- 140 154,0 1,45
lows: 150 177,0 1,67
MH,T = 1,12 MH,C 160 201,0 1,90
where MH,T and MH,C are defined in [1.2.2]. 170 or above 227,0 2,00

Pt D, Ch 4, App 1
Figure 1 : Effective grain surface to be assumed
30 actual
grain
surface
feeding holes
hatch end beam
effective
grain
surface
1.3 Assumed volumetric heeling moment of b) In and abreast of hatchways without longitudinal divi-
a filled compartment trimmed sion, after the assumed shift of grain the final void pat-
tern is to be as shown in Fig 3 or Fig 4.
1.3.1 General
The pattern of grain surface movement relates to a trans- Figure 2 : Final void pattern
verse section across the portion of the compartment being
considered and the resultant heeling moment is to be multi- A B C
plied by the length to obtain the total moment for that por-
tion.
The assumed transverse heeling moment due to grain shift- Vd high side
low side E
ing is a consequence of final changes of shape and position
of voids after grain has moved from the high side to the low D
side.
C
L longitudinal division
The resulting grain surface after shifting is to be assumed to
be at 15 to the horizontal.
In calculating the maximum void area that can be formed
against a longitudinal structural member, the effects of any Note 1: If the maximum void area which can be formed against the
girder at B is less than the initial area of the void under AB, i.e.
horizontal surfaces, e.g. flanges or face bars, are to be
AB.Vd, the excess area is to be assumed to transfer to the final void
ignored. on the high side.
The total areas of the initial and final voids are to be equal. Note 2: If, for example, the longitudinal division at C is one which
Longitudinal structural members which are grain-tight may be has been provided in accordance with [1.1.6], it is to extend to at
considered effective over their full depth except where they least 0,6 m below D or E, whichever gives the greater depth.
are provided as a device to reduce the adverse effect of grain
shift, in which case the provisions of [1.1.6] are to apply. Figure 3 : Final void pattern
A discontinuous longitudinal division may be considered 150 mm plus any cover open
effective over its full length. void within the hatch void
C
1.3.2 Assumptions D
In the following paragraphs it is assumed that the total heel- A B E F

ing moment for a compartment is obtained by adding the
results of separate consideration of the following portions:
a) before and abaft hatchways: Vd
high side
if a compartment has two or more main hatchways low side
through which loading may take place, the depth of
the underdeck void for the portion or portions
between such hatchways is to be determined using Note 3: AB: Any area in excess of that which can be formed against
the fore and aft distance to the mid-point between the girder at B is to transfer to the final void area in the hatchway.
the hatchways
Note 4: CD: Any area in excess of that which can be formed
after the assumed shift of grain the final void pattern against the girder at E is to transfer to the final void area on the high
is to be as shown in Fig 2. side.

Pt D, Ch 4, App 1
Figure 4 : Final void pattern upper deck hatchway and the remainder in equal
quantities to the voids under the decks on the high
150 mm plus any open void side
within the hatch cover
C D
at deck levels lower than those described above, the
E
void area available for transfer from the low side of
each of those decks is to be assumed to transfer in
A B H F G equal quantities to the voids in each of the two
halves of the upper deck hatchway on each side of
the division and the voids under the decks on the
Vd high side
J high side.
0.6 m
low side c) with effective centreline divisions which do not extend
CL
into the upper deck hatchway:
Note 5: The excess void area from AB is to transfer to the low side Since no horizontal transfer of voids may be assumed to
half of the hatchway in which two separate final void areas are take place at the same deck level as the division, the
formed: one against the centreline division and the other against void area available for transfer from the low side at this
the hatch side coaming and girder on the high side. level is to be assumed to transfer above the division to
Note 6: If a bagged saucer or bulk bundle is formed in a hatchway voids on the high side in accordance with the principles
it is to be assumed for the purpose of calculating the transverse of a) and b).
heeling moment that such a device is at least equivalent to the cen-
treline division.
1.4 Assumed volumetric heeling moment of
Note 7: If the centreline division is one which has been provided in a filled compartment untrimmed
accordance with [1.1.6], it is to extend to at least 0,6 m below H or
J, whichever gives the greater depth.
1.4.1 General
1.3.3 Compartment loaded in combination
All the provisions for filled compartments trimmed set forth
The following paragraphs describe the patterns of void in [1.3] are to also apply to filled compartments untrimmed,
behaviour which are to be assumed when compartments except as reported in [1.4.2].
are loaded in combination:
1.4.2 Additional requirements
a) without effective centreline divisions:
under the upper deck: In filled compartments untrimmed which are exempted
from trimming outside the periphery of the hatchway under
as for the single deck arrangement described in the provisions of [1.1.3] a), the following assumptions
[1.3.2] a) (second bullet) and [1.3.2] b). apply:
under the second deck (if applicable): a) The resulting grain surface after shifting is to be assumed
the area of void available for transfer from the low to be at an angle of 25 to the horizontal. However, if in
side, i.e. original void area less area against the any section of the compartment, forward, aft, or abreast
hatch side girder, is to be assumed to transfer as fol- of the hatchway the mean transverse area of the void in
lows: one half to the upper deck hatchway and one that section is equal to or less than the area which
quarter each to the high side under the upper and would be obtained by application of [1.2.1] a), then the
second deck. angle of grain surface after shifting in that section is to
be assumed to be 15 to the horizontal.
under the third and lower decks (if applicable):
the void areas available for transfer from the low side b) The void area at any transverse section of the compart-
of each of these decks are to be assumed to transfer ment is to be assumed to be the same both before and
in equal quantities to all the voids under the decks after the grain shift, i.e. it is to be assumed that addi-
on the high side and the void in the upper deck tional feeding does not occur at the time of the grain
hatchway. shift.
b) with effective centreline divisions which extend into the In filled compartments untrimmed which are exempted
upper deck hatchway: from trimming in the ends, forward and aft of the hatchway,
under the provisions of [1.1.3] b), the following assumptions
at all deck levels abreast of the division the void apply:
areas available for transfer from the low side are to
be assumed to transfer to the void under the low a) the resulting grain surface abreast of the hatchway after
side half of the upper deck hatchway shifting is to be assumed to be at an angle of 15 to the
horizontal
at the deck level immediately below the bottom of
the division the void area available for transfer from b) the resulting grain surface in the ends, forward and aft of
the low side is to be assumed to transfer as follows: the hatchway after shifting is to be assumed to be at an
one half to the void under the low side half of the angle of 25 to the horizontal.

Pt D, Ch 4, App 1
Figure 5 : Assumed volumetric heeling moment in trunks
15 15
low side high side

see note see note
25
15 15
2 excess void area to centreline

3
1 .. .. .. .. high side
3
1.5 Assumed volumetric heeling moments it considers this to be justified having regard to the provi-
in trunks sions for loading or the structural arrangements, provided
the stability criteria in Ch 4, Sec 3, [1.2.3] are met.
1.5.1 After the assumed shift of grain the final void pattern Where such authorisation is granted under this regulation,
is to be as shown in Fig 5. particulars shall be included in the grain loading manual.
Note 1: If the wing spaces in way of the trunk cannot be properly
These particulars include the additional calculation of heel-
trimmed in accordance with [1.1], it is to be assumed that a 25
ing moments for filled holds with untrimmed ends, an
surface shift takes place.
example of which is reported in [2.1].
1.6 Assumed volumetric heeling moment of 1.8 Saucers

a partly filled compartment
1.8.1 For the purpose of reducing the heeling moment a
1.6.1 saucer may be used in place of a longitudinal division in
a) When the free surface of the bulk grain has not been way of a hatch opening only in a filled trimmed compart-
secured in accordance with [1.9.1] to [1.9.3], [1.9.4], or ment as defined in Ch 4, Sec 3, [1.1.2], except in the case of
[1.9.5], it is to be assumed that the grain surface after linseed and other seeds having similar properties, where a
shifting is at 25 to the horizontal. saucer may not be substituted for a longitudinal division. If a
b) In a partly filled compartment, a division, if fitted, is to longitudinal division is provided, it is to meet the require-
extend from one eighth of the maximum breadth of the ments of [1.1.6].
compartment above the level of the grain surface and to
the same distance below the grain surface. 1.8.2 The depth of the saucer, measured from the bottom
of the saucer to the deck line, is to be as follows:
c) In a compartment in which the longitudinal divisions are
not continuous between the transverse boundaries, the for ships with a moulded breadth of up to 9,1 m, not
length over which any such divisions are effective as less than 1,2 m
devices to prevent full width shifts of grain surfaces is to for ships with a moulded breadth of 18,3 m or more, not
be taken to be the actual length of the portion of the less than 1,8 m
division under consideration less two sevenths of the for ships with a moulded breadth between 9,1 m and
greater of the transverse distances between the division 18,3 m, the minimum depth of the saucer is to be calcu-
and its adjacent division or ship side. This correction lated by interpolation.
does not apply in the lower compartments of any com-
bination loading in which the upper compartment is 1.8.3 The top (mouth) of the saucer is to be formed by the
either a filled compartment or a partly filled compart- underdeck structure in way of the hatchway, i.e. hatch side
ment. girders or coamings and hatch end beams. The saucer and
hatchway above are to be completely filled with bagged grain
1.7 Other assumptions or other suitable cargo laid down on a separation cloth or its
equivalent and stowed tightly against adjacent structure so as
1.7.1 The Society may authorise departure from the to have a bearing contact with such structure to a depth equal
assumptions contained in these Rules in those cases where to or greater than one half of the depth specified in [1.8.2].

Pt D, Ch 4, App 1
If hull structure to provide such bearing surface is not availa- less than one sixteenth of the maximum breadth of the free
ble, the saucer is to be fixed in position by steel wire rope, grain surface or 1,2 m, whichever is the greater.
chain, or double steel strapping as specified in [1.9.4] d)
and spaced not more than 2,4 m apart. 1.9.3 Equivalent cargo
1.8.4 As an alternative to filling the saucer in a filled The bagged grain is to be carried in sound bags which are
trimmed compartment with bagged grain or other suitable to be well filled and securely closed.
cargo, a bundle of bulk grain may be used provided that: Instead of bagged grain, other suitable cargo tightly stowed
a) the dimensions and means for securing the bundle in and exerting at least the same pressure as bagged grain
place are the same as specified for a saucer in [1.8.2] stowed in accordance with [1.9.2] may be used.
and [1.8.3]
b) the saucer is lined with a material acceptable to the 1.9.4 Strapping or lashing
Society having a tensile strength of not less than 2,687 N When, in order to eliminate heeling moments in partly filled
per 5 cm strip and which is provided with suitable compartments, strapping or lashing is utilised, the securing
means for securing at the top is to be accomplished as follows:
c) as an alternative to b), a material acceptable to the Soci-
a) the grain is to be trimmed and levelled to the extent that
ety having a tensile strength of not less than 1,344 N per
it is very slightly crowned and covered with burlap sepa-
5 cm strip may be used if the saucer is constructed as
ration cloths, tarpaulins or the equivalent
follows:
athwartship lashings acceptable to the Society are to b) the separation cloths and/or tarpaulins are to overlap by
be placed inside the saucer formed in the bulk grain at least 1,8 m
at intervals of not more than 2,4 m. These lashings c) two solid floors of rough 25 mm by 150 mm to 300 mm
are to be of sufficient length to permit being drawn
lumber are to be laid with the top floor running longitu-
up tight and secured at the top of the saucer. dinally and nailed to an athwartship bottom floor. Alter-
dunnage not less than 25 mm in thickness or other natively, one solid floor of 50 mm lumber, running
suitable material of equal strength and between 150 longitudinally and nailed over the top of a 50 mm bot-
mm and 300 mm in width is to be placed fore and tom bearer not less than 150 mm wide, may be used.
aft over these lashings to prevent the cutting or chaf- The bottom bearers are to extend the full breadth of the
ing of the material which is to be placed thereon to compartment and are to be spaced not more than 2,4 m
line the saucer apart. Arrangements utilising other materials and
d) the saucer is to be filled with bulk grain and secured at deemed by the Society to be equivalent to the foregoing
the top except that when using material approved under may be accepted.
c) further dunnage is to be laid on top after lapping the d) Steel wire rope (19 mm diameter or equivalent), double
material before the saucer is secured by setting up the steel strapping (50 mm x 1,3 mm and having a breaking
lashings load of at least 49 kN), or chain of equivalent strength,
e) if more than one sheet of material is used to line the sau- each of which is to be set tightly by means of a 32 mm
cer they are to be joined at the bottom either by sewing turnbuckle, may be used for lashings. A winch tightener,
or by a double lap used in conjunction with a locking arm, may be substi-
f) the top of the saucer is to be coincidental with the bot- tuted for the 32 mm turnbuckle when steel strapping is
tom of the beams when these are in place and suitable used, provided suitable wrenches are available for set-
general cargo or bulk grain may be placed between the ting up as necessary.
beams on top of the saucer. When steel strapping is used, not less than three crimp
seals are to be used for securing the ends. When wire is
used, not less than four clips are to be used for forming
1.9 Overstowing arrangements and securing
eyes in the lashings.
1.9.1 Bagged grain e) Prior to the completion of loading the lashings are to be
Where bagged grain or other suitable cargo is utilised for positively attached to the framing at a point approxi-
the purpose of securing partly filled compartments, the free mately 450 mm below the anticipated final grain surface
grain surface is to be level and is to be covered with a sepa- by means of either a 25 mm shackle or beam clamp of
ration cloth or equivalent or by a suitable platform. Such equivalent strength
platform is to consist of bearers spaced not more than 1,2 m
f) the lashings are to be spaced not more than 2,4 m apart
apart and 25 mm boards laid thereon spaced not more than
and each is to be supported by a bearer nailed over the
100 mm apart. Platforms may be constructed of other mate-
top of the fore and aft floor. This bearer is to consist of
rials provided they are deemed by the Society to be equiva-
lumber of not less than 25 mm by 150 mm or its equiva-
lent.
lent and is to extend the full breadth of the compart-
1.9.2 Separating platform ment.
The platform or separation cloth is be topped off with g) During the voyage the strapping is to be regularly
bagged grain tightly stowed and extending to a height of not inspected and set up where necessary.

Pt D, Ch 4, App 1
1.9.5 Securing with wire mesh 2 Dispensation from trimming ends of

When, in order to eliminate grain heeling moments in partly holds in certain ships
filled compartments, strapping or lashing is utilised, the
securing may, as an alternative to the method described in 2.1 Calculation example
[1.9.4], be accomplished as follows:
2.1.1 General
a) the grain is to be trimmed and levelled to the extent that
it is very slightly crowned along the fore and aft cen- As a result of the provisions in [1.1.3] and [1.7.1], dispensa-
treline of the compartment tion may be granted from trimming the ends of holds in spe-
cially suitable ships, when requested, provided that an
b) the entire surface of the grain is to be covered with bur- additional entry of heeling moments for filled holds with
lap separation cloths, tarpaulins, or the equivalent. The untrimmed ends is approved and included in the grain load-
covering material is to have a tensile strength of not less ing manual required in Ch 4, Sec 3, [1.2.2]. Untrimmed
than 1,344 N per 5 cm strip. ends are to be treated as partly filled spaces and, accord-
c) Two layers of wire reinforcement mesh are to be laid on ingly, the grain surface in these portions of the hold is to be
top of the burlap or other covering. The bottom layer is assumed to shift to an angle of 25 from the horizontal.
to be laid athwartship and the top layer is to be laid lon- After taking into account the heeling moments due to the
gitudinally. The lengths of wire mesh are to be over- shift of grain in the untrimmed ends, dispensation may be
lapped at least 75 mm. The top layer of mesh is to be granted provided the ship meets the stability criteria speci-
positioned over the bottom layer in such a manner that fied in Ch 4, Sec 3, [1.2.3].
the squares formed by the alternate layer measure This dispensation may be granted only to ships which are
approximately 75 mm by 75 mm. The wire reinforce- arranged with sloping bulkheads, port and starboard form-
ment mesh is the type used in reinforced concrete con- ing the longitudinal inner boundaries of topside tanks and
struction. It is fabricated of 3 mm diameter steel wire which slope at an angle of 30 or more to the horizontal.
having a breaking strength of not less than 52 kN/cm2,
When calculating the geometry of the void beyond the
welded in 150 mm x 150 mm squares. Wire mesh hav-
hatch end, allowance may be made for feeding holes in the
ing mill scale may be used but mesh having loose, flak-
hatch and beam provided they meet the requirements
ing rust may not be used.
reported in Tab 2.
d) The boundaries of the wire mesh, at the port and star- The effective depth is to be taken as the distance from the
board side of the compartment, are to be retained by underside of the deck to a horizontal line on the hatch end
wood planks 150 mm x 50 mm, beam which is the mean between the peaks and valleys of
e) hold-down lashings, running from side to side across the the actual grain surface as shown in Fig 1.
compartment, are to be spaced not more than 2,4 m
2.1.2 Assumptions
apart except that the first and the last lashing are not to
be more than 300 mm from the forward or after bulk- In performing the calculation of the volumetric heeling
head, respectively. Prior to the completion of the load- moment, the grain in the hatchway is assumed to be filled to
ing, each lashing is to be positively attached to the the maximum and the resulting surface shifted to an angle
framing at a point approximately 450 mm below the of 15 to the horizontal.
anticipated final grain surface by means of either a 25 In the untrimmed end the surface of the grain will slope in
mm shackle or beam clamp of equivalent strength. The all directions away from the filling area at an angle of 30 to
lashing is to be led from this point over the top of the the horizontal from the lower edge of the hatch end beam
boundary plank described in d), which has the function or, in certain cases from a higher level where feeding holes
of distributing the downward pressure exerted by the are provided.
lashing. Two layers of 150 mm x 25 mm planks are to be The sum of the moments calculated for the ends and the
laid athwartship centred beneath each lashing and moments for the hatchway give the total volumetric heeling
extending the full breadth of the compartment. moment for the compartment filled - ends not trimmed
f) The hold-down lashings are to consist of steel wire rope and is to be listed for any such compartment in the grain
(19 mm diameter or equivalent), double steel strapping loading manual.
(50 mm x 1,3 mm and having a breaking load of at least The information concerning full holds assumed to be
49 kN), or chain of equivalent strength, each of which is trimmed and partly filled holds is to remain the same as at
to be set tight by means of a 32 mm turnbuckle. A present.
winch tightener, used in conjunction with a locking arm,
may be substituted for the 32 mm turnbuckle when steel 2.1.3 Calculation of void areas
strapping is used, provided suitable wrenches are availa- In ships having sloping topside tanks in each hold, the grain
ble for setting up as necessary. When steel strapping is surface leans against topside tank bulkheads if its slope is
used, not less than three crimp seals are to be used for equal to or greater than 30 to the horizontal; in this case
securing the ends. When wire rope is used, not less than no void occurs.
four clips are to be used for forming eyes in the lashings.
In the zone forward and abaft the hatch, the grain surface is
g) During the voyage the hold-down lashings are to be reg- located so as that the standard void depth Vd increases with
ularly inspected and set up where necessary. the distance from the hatch.

Pt D, Ch 4, App 1
For the void depth calculation, three different transversal With reference to Fig 7 and Fig 8 the following areas are
sections, AA, BB and CC are taken into account, and for calculated:
each of these sections, three different points (A1, A2, A3, B1,
area A1A3G3G1 (which is the area AV,AA calculated
B2, B3 and C1, C2, C3) are to be considered, as illustrated in
above), in m2, equal to: 21,63
Fig 6.
topside tank area AW , in m2, equal to: 13,98
The distance between the points C3 and B2 , in m, is as fol-
lows: area AV,I , in m2, relevant to void I, equal to:
AV,I = 21,63 13,98 = 7,65
2 2
C3 B2 = ( 3 + 2 ) = 3 ,61
area AV,II , in m2, relevant to void II, equal to:
and the void depth Vd2 , in m, measured in B2 is:
AV,II = 5 2,91 = 14,55
o
V d2 = 3 ,61 tan 30 + 0 ,60 = 2 ,68 total area AT,AA of void, port and starboard, in m2, in sec-
tion AA, equal to:
The topside tank area AW , in m2, (I + II) is as follows:
AT,AA = 2 (7,65 + 14,55) = 44,40
o
6 ( tan 30 )6
AW = ( 6 0 ,60 ) + ------------------------------ = 13 ,98
2 With the same procedure the void relevant to the BB section
is calculated, as follows:
The void depth Vd3 , Vd2 , Vd1 , in m, relevant to points A3,
A2, A1 of section AA is: total area AT,BB of void, port and starboard, in m2, in sec-
tion BB:
o
V d3 = 4 tan 30 + 0 ,60 = 2 ,91 AT,BB = 22,98
2 2 o
V d2 = ( 3 + 4 ) tan 30 + 0 ,60 = 3 ,49 total area AT,CC of void, port and starboard, in m2, in sec-
2 2
V d1 = ( 6 + 4 ) tan 30 + 0 ,60 = 4 ,76
o tion CC:
AT,CC = 2 (5 0,60) = 6,00
The area AV,AA , in m2, of the void in transversal section AA
(calculated according to Simpsons integration rule) is as
2.1.4 Calculation of areas and area moments
follows:
Finding the surface at each station after shift which estab-
A3 . A2 lishes a void area exactly equal to that at the station before
- ( V d3 + 4 V d2 + V d1 ) = 21 ,63
A V ,AA = ---------------
3 shift is a complicated calculation if done directly.
Figure 6 : Geometry for void depth calculation
A B C 22 m
A1 B1 C1
6m 10 m 6m
A2 B2 C2
6m
A3 B3 C3
3m
2m 2m Hatch corner
0,6 m [1]
[1] This height can be reduced if

feeding holes are fitted
A B C
3,61 m 6m
B2 C3
Vd2
0,60 m
30
0,60 m
30
II
Grain surface

Pt D, Ch 4, App 1
Figure 7 : Geometry for void depth calculation With reference to Fig 10, the areas relevant to the zones 1,
2, 3 are as follows:
A1 A2 A3
3m 3m 5m area A1 , in m2, relevant to zone 1:
o
8 ,74 ( tan 25 )8 ,74
A 1 = ----------------------------------------------- 13 ,98 = 3 ,83
2
area A2 , in m2, relevant to zone 2:

G3 o
13 ( tan 25 )13
A 2 = ------------------------------------- 13 ,98 = 25 ,41
2
(II)
G2 area A3 , in m2, relevant to zone 3:
(I)
o
16 ( tan 25 )16
G1
A 3 = ------------------------------------- 13 ,98 = 45 ,70
2
Figure 8 : Geometry for void depth calculation Figure 10 : Geometry for void depth calculation
5m 11m
C3
5m 5m 6m
3,6 m2
0,6 m
25
1
10,38 m2
However, if the areas and corresponding area moments are

calculated for random shifts from the horizontal to 25, and
a plot is made of areas versus area moments, then by enter-
ing the plot with the actual void area at any position before
The area moments M1 , M2 , M3 , in m3, relevant to areas A1 ,
shift, a close approximation to the area moment after shift
A2 , A3 , referred to the centreline are as follows:
can be obtained. Such a plot is provided in Fig 9.
Another advantage of this method lies in the fact that while area moment M1:
the lengths of the end sections may vary, the cross-sectional 2 2
dimensions are usually uniform throughout most of the M 1 = 17 ,81 --- .8 ,74 + 2 ,26 3 ,6 ( 3 + 5 ) 10 ,38 --- .6 + 5
3 3
ship. Therefore the same plot of areas versus area moments
= 21 ,80
can be used for several locations.
area moment M2:
Figure 9 : Plot of areas versus area moments
2 2
M 2 = 39 ,39 --- .13 2 3 ,6 ( 3 + 5 ) 10 ,38 --- .6 + 5
Areas (m2) 3 3
50 = 140 ,38
A area moment M3:
40
2 2
M 3 = 59 ,68 --- .16 5 3 ,6 ( 3 + 5 ) 10 ,38 --- .6 + 5
3 3
30 = 215 ,97
B A summary of the values obtained is reported in Tab 3.

20
Table 3 : Areas and area moments
10 Zone Area, in m2 Area moment in m3

C
1 3,83 21,80
2 25,41 140,38
20 40 60 80 120 160 200
Area moments (m3) 3 45,70 215,97

Pt D, Ch 4, App 1
2.1.5 Calculation of volumetric heeling moment Table 4 : Total volumetric heeling moment in a hold,
a) Volumetric heeling moment in untrimmed end with untrimmed ends
Tab 4 gives the values of areas and area moments
Hold zone Heeling moment, in m4
derived from the plot in Fig 9.
Therefore, the longitudinal distance between points A, Fore end 505,33
B, C being equal to 2 m, the volumetric heeling moment Hatch 236,25
in the untrimmed end MI, in m4, is as follows:
Aft end 505,33
I 2
M = --- [ 1 34 + 4 128 + 1 212 ] = 505 ,33 Total 1246,91
3
b) Volumetric heeling moment in hatch Figure 12 : Possible void relevant to
The following calculation is valid for void spaces within a longitudinal deck girder
the hatch (see Fig 11):
25
void area AH , in m2:
A H = 10 ( 0 ,4 + 0 ,15 ) = 5 ,5
centre of gravity x, in m, relevant to AH:
5 ,5 2 30
x = -----------------o = 6 ,41
tan 15
Longitudinal deck girder
area moment MH , in m3:
6 ,41
M H = 5 ,5 5 ----------- = 15 ,75
3
The hatch length being equal to 15 m, the volumetric Figure 13 : Possible void relevant to
heeling moment in hatch MII, in m4, is as follows: the topside tank geometry
MII = 17,75 15 = 236,25
25
In addition, the possible void relevant to a longitudinal
deck girder as described in Fig 12, as well as the possi-
ble void relevant to the topside tank geometry as
described in Fig 13, are to be taken into account; on the
contrary, the possible void relevant to topside tank lon-
gitudinal stiffeners as described in Fig 14 may not be 30
taken into account.
c) Volumetric heeling moment
The total volumetric heeling moment in a hold, as
reported in Tab 4, is the sum of the contribution of a)
and b) above.
Figure 11 : Volumetric heeling moment in hatch Figure 14 : Possible void relevant to

topside tank longitudinal stiffeners
0,4 m
10,0 m
0,15 m
15 25
Hatch cover
30 X
30
Grain level before grain shift

Grain level after grain shift

Pt D, Ch 4, App 1

Part D
Service Notations
Chapter 5
ORE CARRIERS
SECTION 1 GENERAL

Pt D, Ch 5, Sec 1
SECTION 1 GENERAL
ter are eligible for the assignment of the service notation ore
carrier, as defined in Pt A, Ch 1, Sec 2, [4.3.3]. this Chapter, which is specific to ships having the serv-
ice notation ore carrier,
1.2 Summary table
ice notation ore carrier, 1.2.1 Requirements applicable to ships having the service
NR216 Materials and Welding. notation ore carrier are summarized in Tab 1.

Hull Part B Part B

Pt D, Ch 5, Sec 2
1 General The forecastle height HF above the main deck is to be not

less than:
1.1 Application the standard height of a superstructure as specified in Pt

B, Ch 1, Sec 2, [3.19].
1.1.1 The requirements of Ch 5, Sec 2 and Ch 5, Sec 3 HC + 0,5 m, where HC is the height of the forward trans-
apply to single deck ships with two longitudinal bulkheads verse hatch coaming of the foremost cargo hold, i.e.
and a double bottom throughout the cargo region and cargo hold No. 1,
intended to carry dry cargoes in bulk, including ore cargo,
in the centre holds only. A typical midship section is shown whichever is the greater.
in Fig 1. All points of the aft edge of the forecastle deck are to be
The application of these requirements to other ship types is
to be considered by the Society on a case-by-case basis. l F 5 H F HC
from the hatch coaming plate in order to apply the reduced

2 General arrangement design loading to the No. 1 forward transverse hatch coaming and
2.1 General Sec 4, [7.2.5].
2.1.1 Forecastle Figure 1 : Ore carrier
Ships with the service notation ore carrier ESP are to be fit-
ted with an enclosed forecastle on the freeboard deck, with
its aft bulkhead fitted in way or aft of the forward bulkhead
of the foremost hold, as shown in Fig 2.
However, if this requirement hinders hatch cover operation,
the aft bulkhead of the forecastle may be fitted forward of
the forward bulkhead of the foremost cargo hold provided
the forecastle length is not less than 7% of ship length abaft
the forward perpendicular where the ship length and for-
HB
HF
HC
F
Forward bulkhead
of hold N 1

Pt D, Ch 5, Sec 2
A breakwater is not to be fitted on the forecastle deck with movable means of access stored on board are to be pro-
the purpose of protecting the hatch coaming or hatch cov- vided to ensure proper survey and maintenance of cargo
ers. If fitted for other purposes, it is to be located such that holds.
its upper edge at centre line is not less than HB / tan20 for-
ward of the aft edge of the forecastle deck, where HB is the 3.2.2 Hatches of large cargo holds
height of the breakwater above the forecastle (see Fig 2). If separate hatches are used as access to the ladders as
required in [3.2.3], each hatch is to have a clear opening of
3 Access arrangement at least 600 mm x 600 mm.
When the access to the cargo hold is arranged through the
3.1 Access arrangement to double bottom cargo hatch, the top of the ladder is to be placed as close as
possible to the hatch coaming.
and pipe tunnel
Accesses and ladders are to be so arranged that personnel
3.1.1 Means of access equipped with self-contained breathing apparatus may
Adequate means of access to the double bottom and pipe readily enter and leave the cargo hold.
tunnel are to be provided. Access hatch coamings having a height greater than 900
mm are also to have steps on the outside in conjunction
3.1.2 Manholes in the inner bottom, floors and
with cargo hold ladders.
girders
Manholes cut in the inner bottom are to be located at a 3.2.3 Ladders within large cargo holds
minimum distance of one floor spacing from the lower
Each cargo hold is to be provided with at least two ladders
stool.
as far apart as practicable longitudinally. If possible these
The location and size of manholes in floors and girders are ladders are to be arranged diagonally, e.g. one ladder near
to be determined to facilitate the access to double bottom the forward bulkhead on the port side, the other one near
structures and their ventilation. However, they are to be the aft bulkhead on the starboard side, from the ship's cen-
avoided in the areas where high shear stresses may occur. treline.
Ladders are to be so designed and arranged that the risk of
3.2 Access arrangement to and within damage from the cargo handling gear is minimised.
spaces in, and forward of, the cargo area
Vertical ladders may be permitted provided they are
3.2.1 Means of access arranged above each other in line with other ladders to
Ships with the service notation ore carrier ESP, of 20,000 which they form access and resting positions are provided
gross tonnage and over, are to comply with the International at not more than 9 metres apart.
Convention for the Safety of Life at Sea, 1974, as amended, Tunnels passing through cargo holds are to be equipped
Chapter II-1, Part A-1, Regulation 3-6, for details and with ladders or steps at each end of the hold so that person-
arrangements of openings and attachments to the hull struc- nel may get across such tunnels.
ture. Where it may be necessary for work to be carried out within
Ships with the service notation ore carrier ESP, of less than a cargo hold preparatory to loading, consideration is to be
20,000 gross tonnage, are to comply with [3.2.2] and given to suitable arrangements for the safe handling of port-
[3.2.3]. In addition, as far as practicable, permanent or able staging or movable platforms.

Pt D, Ch 5, Sec 3
Symbols
Ry : Minimum yield stress, in N/mm2, of the mate- 3 Structure design principles

rial, to be taken equal to 235/k N/mm2, unless
otherwise specified
k : Material factor for steel, defined in Pt B, Ch 4,
Sec 1, [2.3]
3.1.1 The double bottom is to be longitudinally framed.
E : Youngs modulus, in N/mm2, to be taken equal
to: The girder spacing is to be not greater than 4 times the spac-
ing of bottom or inner bottom ordinary stiffeners and the
E = 2,06.105 N/mm2 for steels in general
floor spacing is to be not greater than 3 frame spaces.
E = 1,95.105 N/mm2 for stainless steels.
Solid floors are to be fitted in line with the transverse pri-
mary supporting members in wing tanks and intermediate
1 General floors are to be added at mid-span between primary sup-
porting members.
1.1 Loading manual and loading instru-
ments 3.1.2 Other arrangements may be accepted by the Society,
on a case-by-case basis, depending on the results of the
1.1.1 The specific requirements in Pt B, Ch 11, Sec 2 for analysis carried out according to Pt B, Ch 7, App 1 for the
ships with the service notation ore carrier ESP and equal to primary supporting members in the cargo holds.
or greater than 150 m in length are to be complied with.
3.1.3 Scarfing of the double bottom structure into the wing
tanks is to be properly ensured. The inner bottom plating is
2 Stability generally to be prolonged within the wing tanks by ade-
quately sized horizontal brackets in way of floors.
2.1.1 General 3.2 Side structure

Ch 3, App 2, [1.2.5] is to be in compliance with the require- 3.2.1 In ships greater than 120 m in length, the side shell is
ments in Pt B, Ch 3, Sec 2. Where the ship is intended also to be longitudinally framed.
for the carriage of grain, the requirements in Ch 4, Sec 3,
[1.2.2] and Ch 4, Sec 3, [1.2.3] are to be complied with. In general, the spacing of vertical primary supporting mem-
bers is to be not greater than 6 times the frame spacing.
2.2 Damage stability requirements for ships
3.2.2 Other arrangements may be accepted by the Society,
where additional class notation SDS has on a case-by-case basis, depending on the results of the
been required analysis carried out according to Pt B, Ch 7, App 1 for the
primary supporting members in the cargo hold.
2.2.1 General
Ore carriers equal to or greater than 80 m in length are sub-
jected to the probabilistic approach reported in Pt B, Ch 3, 3.3 Deck structure
Sec 3, [2.1.3] and are to comply with the requirements in Pt
B, Ch 3, App 3. 3.3.1 The deck outside the line of hatches is to be longitu-
dinally framed.
2.2.2 Freeboard reduction
Ore carriers greater than 100 m in length which have been 3.3.2 The cross decks between hatches are generally to be
assigned reduced freeboard as permitted by Regulation 27 transversely framed.
of the International Convention on Load Lines, 1966, as ref-
erenced in Pt B, Ch 3, Sec 3, [2.1.2] are to comply with the 3.3.3 The connection of hatch end beams with deck struc-
requirement specified in Pt B, Ch 3, App 4. Therefore, com- tures is to be properly ensured by fitting inside the wing
pliance with the requirements in [2.2.1] is not required. tanks additional web frames or brackets.

Pt D, Ch 5, Sec 3
3.4 Longitudinal bulkhead structure end of the upper stool may not be taken at a distance from
the deck at centreline greater than:
3.4.1 Longitudinal bulkheads are to be plane, but they may 3 times the depth of corrugations, in general
be knuckled in the upper and lower parts to form a hopper.
In such cases, the design of the knuckles and the adjacent twice the depth of corrugations, for rectangular upper
structures is to be considered by the Society on a case-by- stools.
case basis.
Figure 2 : Span of the corrugations
3.4.2 In ships greater than 120 m in length, longitudinal
bulkheads are to be longitudinally framed.
(*)
analysis carried out according to Pt B, Ch 7, App 1 for the
primary supporting members in the cargo hold. C C C
n
3.5.1 Where the structural arrangement of transverse bulk- n
heads in wing tanks is different from that in centre holds,
arrangements are to be made to ensure continuity of the
transverse strength through the longitudinal bulkheads.
n = neutral axis of
the corrugations
3.6 Transverse vertically corrugated water-
tight bulkheads (*) See [3.6.2].
3.6.1 General 3.6.3 Lower stool

Transverse vertically corrugated watertight bulkheads are The lower stool is to have a height in general not less than 3
generally to be fitted with a lower stool and an upper stool times the depth of the corrugations.
below the deck. The thickness and material of the stool top plate are to be
The corrugation angle shown in Fig 1 is to be not less than not less than those required for the bulkhead plating above.
55. The thickness and material properties of the upper portion
of vertical or sloping stool side plating within the depth
Figure 1 : Corrugation geometry equal to the corrugation flange width from the stool top are
to be not less than the required flange plate thickness and
material to meet the bulkhead stiffness requirement at the
lower end of corrugation.
to brackets at the upper and lower ends of the stool.
The distance from the edge of the stool top plate to the surface
of the corrugation flange is to be in accordance with Fig 3.
The stool bottom is to be installed in line with double bot-
mean depth of the corrugation.
The stool is to be fitted with diaphragms in line with the lon-
CL gitudinal double bottom girders for effective support of the
A
corrugated bulkhead. Scallops in the brackets and dia-
phragms in way of the connections to the stool top plate are
C to be avoided.
Where corrugations are cut at the lower stool, the weld
j 55 tw connections of corrugations and stool side plating to the
stool top plate are to be in accordance with [7.1]. The weld
connections of stool side plating and supporting floors to
SC tF the inner bottom plating are to be in accordance with [7.1].
3.6.4 Upper stool

3.6.2 Span of corrugations The upper stool is to have a height in general between 2
The span lC of the corrugations (to be used for carrying out and 3 times the depth of corrugations. Rectangular stools
the strength checks according to Pt B, Ch 7, Sec 2 or Pt B, are to have a height in general equal to twice the depth of
Ch 8, Sec 4, as the case may be) is to be taken as the dis- corrugations, measured from the deck level and at the hatch
tance shown in Fig 2. For the definition of lC, the internal side girder.

Pt D, Ch 5, Sec 3

The upper stool is to be properly supported by deck girders : Coefficient to be taken equal to:
or deep brackets between the adjacent hatch end beams.
3 A R eH
The width of the upper stool bottom plate is generally to be = 10 ---- -------
-
tf E
the same as that of the lower stool top plate. The stool top of
A : Width, in m, of the corrugation flange (see Fig
non-rectangular stools is to have a width not less than twice
1)
the depth of corrugations.
tf : Net flange thickness, in mm
The thickness and material of the stool bottom plate are to
ReH : Minimum yield stress, in N/mm2, of the flange
be the same as those of the bulkhead plating below. The
material, defined in Pt B, Ch 4, Sec 1, [2].
thickness of the lower portion of stool side plating is to be
not less than 80% of that required for the upper part of the 3.6.7 Effective shedder plates
bulkhead plating where the same material is used. Effective shedder plates are those which:
The ends of stool side ordinary stiffeners are to be attached are not knuckled
to brackets at the upper and lower end of the stool.
are welded to the corrugations and the lower stool top
The stool is to be fitted with diaphragms in line with and plate according to [7.1]
effectively attached to longitudinal deck girders extending are fitted with a minimum slope of 45, their lower edge
to the hatch end coaming girders for effective support of the being in line with the lower stool side plating
corrugated bulkhead. Scallops in the brackets and dia-
have thickness not less than 75% of that required for the
phragms in way of the connection to the stool bottom plate
corrugation flanges
are to be avoided.
have material properties not less than those required for
3.6.5 Alignment the flanges.
Stool side plating is to align with the corrugation flanges;
lower stool side vertical stiffeners and their brackets in the
stool are to align with the inner bottom longitudinals to pro- Effective gusset plates are those which:
vide appropriate load transmission between these stiffening are in combination with shedder plates having thick-
members. Lower stool side plating may not be knuckled ness, material properties and welded connections
anywhere between the inner bottom plating and the stool according to [3.6.7]
top plate. have a height not less than half of the flange width
are fitted in line with the lower stool side plating
3.6.6 Effective width of the compression flange
The effective width of the corrugation flange to be consid-
shedder plates according to [7.1]
ered for the strength check of the bulkhead is to be
obtained, in m, from the following formula: have thickness and material properties not less than
those required for the flanges.
bEF = CE A
where: 3.6.9 Section modulus at the lower end of
corrugations
CE : Coefficient to be taken equal to:
a) The section modulus at the lower end of corrugations
2, 25 1, 25-
C E = ------------- ------------ for > 1,25 (sections 1 in Fig 4 to Fig 8) is to be calculated with the

2
compression flange having an effective flange width bef
C E = 1, 0 for 1, 25 not larger than that indicated in [3.6.6].

Pt D, Ch 5, Sec 3
b) Webs not supported by local brackets. d) Effective gusset plates.

Except in case e), if the corrugation webs are not supported Provided that effective gusset plates, as defined in
by local brackets below the stool top plate in the lower [3.6.8], are fitted (see Fig 6 to Fig 8), when calculating
part, the section modulus of the corrugations is to be calcu- the section modulus of corrugations at the lower end
lated considering the corrugation webs 30% effective. (cross-sections 1 in Fig 6 to Fig 8), the area of flange
c) Effective shedder plates. plates may be increased by the value obtained, in cm2,
Provided that effective shedder plates, as defined in from the following formula:
[3.6.7], are fitted (see Fig 4 and Fig 5), when calculating IG = 7 hG tF
the section modulus of corrugations at the lower end
(sections 1 in Fig 4 and Fig 5), the area of flange plates where:
may be increased by the value obtained, in cm2, from hG : Height, in m, of gusset plates (see Fig 6 to
the following formula: Fig 8), to be taken not greater than (10/7)SGU
I SH = 2 ,5A t F t SH SGU : Width, in m, of gusset plates
without being taken greater than 2,5 A tF , tF : Net flange thickness, in mm, based on the
where: as-built condition.
A : Width, in m, of the corrugation flange (see
Fig 1) Figure 6 : Symmetrical gusset/shedder plates
tSH : Net shedder plate thickness, in mm
tF : Net flange thickness, in mm.
Figure 4 : Symmetrical shedder plates
gusset
plate
hg
shedder
plate
hg 1
lower
stool
1
lower
stool
Figure 7 : Asymmetrical gusset/shedder plates
Figure 5 : Asymmetrical shedder plates
shedder
plate
gusset
hg plate
hg
1
1
lower
stool lower
stool

Pt D, Ch 5, Sec 3
Figure 8 : Asymmetrical gusset/shedder plates ballast conditions. Partial filling of the peak tanks is not
Sloping stool top plate acceptable in the design ballast conditions, unless effec-
tive means are provided to prevent accidental overfill-
ing.
short voyage conditions where the ship is to be loaded
to maximum draught but with a limited amount of bun-
kers
multiple port loading/unloading conditions
deck cargo conditions, where applicable
gusset
plate typical loading sequences where the ship is loaded from
commencement of cargo loading to reaching full dead-
hg
weight capacity, for homogeneous conditions, relevant
part load conditions and alternate conditions where
= applicable. Typical unloading sequences for these con-
1 ditions are also to be included. The typical load-
= ing/unloading sequences are also to be developed so as
lower
not to exceed applicable strength limitations. The typi-
stool cal loading sequences are also to be developed paying
due attention to the loading rate and deballasting capa-
bility.
typical sequences for change of ballast at sea, where
e) Sloping stool top plate applicable.
If the corrugation webs are welded to a sloping stool top
plate which has an angle not less than 45 with the hor- 4.2 Loading conditions for primary struc-
izontal plane, the section modulus of the corrugations
ture analysis
fully effective. For angles less than 45, the effectiveness
4.2.1 The following loading conditions are to be consid-
of the web may be obtained by linear interpolation
between 30% for 0 and 100% for 45. ered in the analysis of the primary structure:
Where effective gusset plates are fitted, when calculat- full load and scantling draught T, the loaded holds being
ing the section modulus of corrugations the area of completely filled with cargo
flange plates may be increased as specified in d) above. full load, the cargo density being the maximum
No credit may be given to shedder plates only. obtained from the loading booklet, but taken not less
than 3t/m3, and scantling draught T
lower end of corrugations ballast condition and ballast draught corresponding to
this condition in the loading manual, or the lesser value
The section modulus is to be calculated with the corruga-
of 0,04 L and 10 m.
having an effective flange width, bEF, not larger than that Unless otherwise specified, these loading conditions are to
obtained in [3.6.6]. be associated with the ship in upright conditions (load cases
a and b).
3.6.11 Shear area
The shear area is to be reduced in order to account for pos- 5 Hull scantlings
sible non-perpendicularity between the corrugation webs
and flanges. In general, the reduced shear area may be
obtained by multiplying the web sectional area by (sin ),
being the angle between the web and the flange (see Fig 1). 5.1.1 Minimum net thicknesses
The net thickness of the inner bottom plating in holds is to
4 Design loads be not less than the value given in Tab 1.
Table 1 : Minimum net thickness of

4.1 Hull girder loads the inner bottom plating in holds
4.1.1 Still water loads
Plating Minimum net thickness, in mm
In addition to the requirements in Pt B, Ch 5, Sec 2, [2.1.2],
still water loads are to be calculated for the following load- Longitudinal
2,15 (L1/3 k1/6) + 4,5 s
ing conditions, subdivided into departure and arrival condi- Inner bottom framing
tions as appropriate: in holds Transverse
2,35 (L1/3 k1/6) + 4,5 s
alternate light and heavy cargo loading conditions at framing
maximum draught Note 1:
homogeneous light and heavy cargo loading conditions s : Length, in m, of the shorter side of the plate
at maximum draught panel.

Pt D, Ch 5, Sec 3
5.2 Strength checks of cross-ties analysed Ixx : Net moment of inertia, in cm4, of the cross-tie
through a three dimensional beam model about the x axis
l : Span, in m, of the cross-tie
5.2.1 General
Cross-ties analysed through three dimensional beam model e : Distance, in cm, from the centre of gravity to
analyses according to Pt B, Ch 7, Sec 3 are to be consid- the web of the cross-tie, specified in Tab 2 for
ered, in the most general case, as being subjected to axial various types of profiles
forces and bending moments around the neutral axis per- www : Net section modulus, in cm3, of the cross-tie
pendicular to the cross-tie web. This axis is identified as the about the x axis
y axis, while the x axis is that in the web plane (see Figures
Mmax : Max (|M0|, |M1|, |M2|)
in Tab 2).
The axial force may be either tensile or compression. 1 + t2 (M1 + M2 )
M 0 = -------------------------------------------
-
Depending on this, two types of checks are to be carried 2 cos ( u )
out, according to [5.2.2] or [5.2.3], respectively. 1 M2 M 1
t = ----------------- --------------------
-
tan ( u ) M 2 + M 1
5.2.2 Strength check of cross-ties subjected to axial
tensile forces and bending moments F
u = --- ------C-
2 F EY
The net scantlings of cross-ties are to comply with the fol-
lowing formula: FEY : Euler load, in kN, for buckling around the y
F 3 M Ry axis:
10 ------T- + 10 -------- ----------
A ct w yy R m 2 EI yy
F EY = --------------
5 2
-
where: 10 l
FT : Axial tensile force, in kN, in the cross-ties, Iyy : Net moment of inertia, in cm4, of the cross-tie
obtained from the structural analysis about the y axis
Act : Net sectional area, in cm2, of the cross-tie M1,M2 : Algebraic bending moments, in kN.m, around
M : Max (|M1|, |M2|) the y axis at the ends of the cross-tie, obtained
M1, M2 : Algebraic bending moments, in kN.m, around from the structural analysis
the y axis at the ends of the cross-tie, obtained wyy : Net section modulus, in cm3, of the cross-tie
from the structural analysis about the y axis
wyy : Net section modulus, in cm3, of the cross-tie R : Resistance partial safety factor:
about the y axis
R = 1,02
R : Resistance partial safety factor:
m : Material partial safety factor:
R = 1,02
m = 1,02
m = 1,02
5.3 Strength checks of cross-ties analysed
5.2.3 Strength check of cross-ties subjected to axial through a three dimensional finite ele-
compressive forces and bending moments ment model
The net scantlings of cross-ties are to comply with the fol-
lowing formula: 5.3.1 In addition to the requirements in Pt B, Ch 7, Sec 3,
[4] and Pt B, Ch 7, Sec 3, [6], the net scantlings of cross-ties
1 e Ry
10F C ------- + -------- ---------- subjected to compression axial stresses are to comply with
A ct w xx R m
the following formula:
F 3 M max Ry
- ----------
10 ------C- + 10 ----------- C
A ct w yy R m ----------
R m
where:
where:
FC : Axial compressive force, in kN, in the cross-ties,
obtained from the structural analysis : Compressive stress, in N/mm2, obtained from a
three dimensional finite element analysis, based
Act : Net cross-sectional area, in cm2, of the cross-tie
on fine mesh modelling, according to Pt B, Ch
1 7, Sec 3 and Pt B, Ch 7, App 1
= -----------------
F
1 ------C- c : Critical stress, in N/mm2, defined in [5.3.2]
F EX
FEX : Euler load, in kN, for buckling around the x
axis: R = 1,02
EI xx
2 m : Material partial safety factor:
F EX = --------------
-
m = 1,02
5 2
10 l

Pt D, Ch 5, Sec 3
5.3.2 The critical buckling stress of cross-ties is to be Iyy : Net moment of inertia, in cm4, of the cross-tie
obtained, in N/mm2, from the following formulae: about the y axis defined in [5.2.1]
R Act : Net cross-sectional area, in cm2, of the cross-tie
c = E for E -----y
2
Ry R
c = R y 1 --------
- for E > -----y
4 E 2 E2 : Euler torsional buckling stress, to be obtained,
in N/mm2, from the following formula:
where:
E = Min (E1, E2), 2 EI w J
E2 = -----------------
4
-2 + 0 ,41 E ---
10 I o l Io
E1 : Euler flexural buckling stress, to be obtained, in
N/mm2, from the following formula: Iw : Net sectorial moment of inertia, in cm6, of the
2 EI cross-tie, specified in Tab 2 for various types of
E1 = ---------------------
4 2 profiles
10 A ct l
I : Min (Ixx, Iyy) Io : Net polar moment of inertia, in cm4, of the
cross-tie:
Ixx : Net moment of inertia, in cm4, of the cross-tie
about the x axis defined in [5.2.1] Io = Ixx + Iyy + Act (yo + e)2
Table 2 : Calculation of cross-tie geometric properties
Cross-tie profile e y0 J IW
T symmetrical
bf
X
tf
1 t f h w2 b f3
0 0 --- ( 2b f t f3 + h w t w3 ) ----------------
tw 3 24
hw Y
O
tf
T non-symmetrical
b1 f
X
tf
Y 1 t f h w2 b1 f3 b2 f3
O 0 0 --- ( b 1 + b 2 )t f3 + h w t w3 -------------------------------------
3 12 ( b1 f3 + b2 f3 )
hw tw
tf
b2 f
Non-symmetrical
bf
X
tf
b2 tf 3b f2 t f 1 t f b f3 h 2 3b f t f + 2h w t w
------------------------
- ----------------------------- --- ( 2b f t f3 + h w t w3 ) --------------- ---------------------------------
htw + 2bt f 6b f t f + h w t w 3 12 6b f t f + h w t w
hw yo
Y
O e G

Pt D, Ch 5, Sec 3
yo : Distance, in cm, from the centre of torsion to 7 Construction and testing

the web of the cross-tie, specified in Tab 2 for
various types of profiles 7.1 Welding and weld connections
e : Distance, in cm, from the centre of gravity to
the web of the cross-tie, specified in Tab 2 for 7.1.1 The welding factors for some hull structural connec-
various types of profiles tions are specified in Tab 3. These welding factors are to be
J : St. Venants net moment of inertia, in cm4, of the used, in lieu of the corresponding factors specified in Pt B,
cross-tie, specified in Tab 2 for various types of Ch 12, Sec 1, Tab 2, to calculate the throat thickness of fillet
profiles. weld T connections according to Pt B, Ch 12, Sec 1, [2.3].
For the connections in Tab 3, continuous fillet welding is to
be adopted.
6 Other structures
6.1 Hatch covers
6.1.1 The requirements in Ch 4, Sec 4 apply to hatch cov- for ships with the service notation ore carrier ESP are to be
ers of ships having the service notation ore carrier. complied with.
Connection
of to
Double girders bottom and inner bottom plating 0,35
bottom in
floors (interrupted girders) 0,35
way of
cargo holds floors bottom and inner bottom plating 0,35
inner bottom in way of lower stools, in general 0,45
inner bottom in way of corrugated watertight bulkhead lower Full penetration welding,
stools in general
Bulkheads structures of watertight lower stool top plate plating and ordinary stiffeners 0,45
in cargo bulkheads (plane bulkheads)
holds
vertical corrugations Full penetration welding,
(corrugated bulkheads) in general (1)
upper stool bottom plate 0,45
longitudinal bulkheads 0,35
lower stool structures boundaries plating of lower stools, in general 0,45
plating of lower stools supporting Full penetration welding,
corrugated watertight bulkheads in general (2)
ordinary stiffeners and diaphragms 0,45
upper stool structures boundaries 0,45
effective shedder plates vertical corrugations and lower stool top plate One side penetration
(see [3.6.7]) welding or equivalent
effective gusset plates lower stool top plate Full penetration welding,
(see [3.6.8]) in general
vertical corrugations and shedder plates One side penetration
welding or equivalent
(1) Corrugated bulkhead plating is to be connected to the inner bottom plating by full penetration welds.
(2) Where corrugations are cut at the bottom stool, corrugated bulkhead plating is to be connected to the stool top plate by full
penetration welds.

Pt D, Ch 5, Sec 3

Part D
Service Notations
Chapter 6
COMBINATION CARRIERS
SECTION 1 GENERAL
SECTION 4 MACHINERY AND CARGO SYSTEMS

Pt D, Ch 6, Sec 1
SECTION 1 GENERAL
1.1.1 Ships complying with the requirements of this Chap- NR566 Hull Arrangement, Stability and Systems for
ter are eligible for the assignment of the service notation Ships less than 500 GT, as applicable,
combination carrier, as defined in Pt A, Ch 1, Sec 2, [4.3.4] this Chapter, which is specific to ships having the serv-
and Pt A, Ch 1, Sec 2, [4.3.5]. ice notation combination carrier,
Part A, Part B and Part C of the Rules, as applicable, 1.2 Summary table
ice notation combination carrier, 1.2.1 Requirements applicable to ships having the service
NR216 Materials and Welding. notation combination carrier are summarized in Tab 1.

Hull Part B Part B

Pt D, Ch 6, Sec 2
Symbols
LLL : Load line length, in m, defined in Pt B, Ch 1, The application of these requirements to other ship types is
Sec 2, [3.2]. to be considered by the Society on a case-by-case basis.
1 General 2 General arrangement design
1.1 Application 2.1 General

1.1.1 The requirements in Ch 6, Sec 2 and Ch 6, Sec 3 2.1.1 Forecastle
apply to:
Ships with the service notation combination carrier/OBO
single deck ships of double side skin construction, with
ESP or combination carrier/OOC ESP are to be fitted with
a double bottom, hopper tanks and topside tanks and
an enclosed forecastle on the freeboard deck, with its aft
intended to carry dry cargoes in bulk, including ore
bulkhead fitted in way or aft of the forward bulkhead of the
cargo, or oil cargoes in bulk (ships with the service
foremost hold, as shown in Fig 3.
notation combination carrier/OBO ESP); a typical mid-
ship section is shown in Fig 1. However, if this requirement hinders hatch cover operation,
the aft bulkhead of the forecastle may be fitted forward of
Figure 1 : Combination carrier/OBO the forward bulkhead of the foremost cargo hold provided
the forecastle length is not less than 7% of ship length abaft
the forward perpendicular where the ship length and for-
The forecastle height HF above the main deck is to be not
less than:
the standard height of a superstructure as specified in Pt
B, Ch 1, Sec 2, [3.19]
HC + 0,5 m, where HC is the height of the forward trans-
verse hatch coaming of the foremost cargo hold, i.e.
cargo hold No. 1,
whichever is the greater.

All points of the aft edge of the forecastle deck are to be
single deck ships with two longitudinal bulkheads and a
double bottom throughout the cargo region and
intended to carry dry cargoes in bulk, including ore l F 5 H F HC
cargo, or oil cargoes in the centre holds (ships with the
service notation combination carrier/OOC ESP); typical from the hatch coaming plate in order to apply the reduced
midship sections are shown in Fig 2. loading to the No. 1 forward transverse hatch coaming and
Figure 2 : Combination carrier/OOC Sec 4, [7.2.5].
A breakwater is not to be fitted on the forecastle deck with
the purpose of protecting the hatch coaming or hatch cov-
ers. If fitted for other purposes, it is to be located such that
its upper edge at centre line is not less than HB / tan20 for-
ward of the aft edge of the forecastle deck, where HB is the
height of the breakwater above the forecastle (see Fig 3).
2.1.2 Cofferdams
A cofferdam or similar compartment of width not less than
760 mm is to be provided at the aft end of the oil cargo tank
area. Its bulkheads are to extend from keel to deck across
the full breadth of the ship.

Pt D, Ch 6, Sec 2
HB
HF
HC
F
Forward bulkhead
of hold N 1
For the purpose of this requirement, the term cofferdam is ward of a collision bulkhead located in accordance with Pt
intended to mean an isolating compartment between two B, Ch 2, Sec 1, [3].
adjacent steel bulkheads or decks. The minimum distance
between the two bulkheads or decks is to be sufficient for 2.1.4 Slop tanks
safe access and inspection. The slop tanks are to be surrounded by cofferdams except
where the boundaries of the slop tanks are part of the hull,
For continuity reason, in the particular case when a corner-
main cargo deck, cargo pump room bulkhead or fuel oil
to-corner situation occurs, welding a diagonal plate across
bunker tank. These cofferdams are not to be open to a dou-
the corner may be accepted.
ble bottom, pipe tunnel, pump room or other enclosed
Cofferdams are also to be constructed so as to enable ade- space, nor they are to be used for cargo or ballast and they
quate ventilation. are not to be connected to piping systems serving oil cargo
or ballast. Means are to be provided for filling the coffer-
2.1.3 Cargo segregation dams with water and for draining them..
Unless expressly provided otherwise, tanks containing oil Where the boundary of a slop tank is part of the cargo
cargoes or oil cargo residues are to be segregated from pump room bulkhead, the pump room is not to be open to
accommodation, service and machinery spaces, drinking the double bottom, pipe tunnel or other enclosed space;
water and stores for human consumption by means of a cof- however, openings provided with gas-tight bolted covers
ferdam, or any other similar compartment. may be permitted.
Where accommodation and service compartments are
arranged immediately above the compartments containing 2.1.5 Deck spills
flammable liquids, the cofferdam may be omitted only Means are to be provided to keep deck spills away from the
where the deck is not provided with access openings and is accommodation and service areas. This may be accom-
coated with a layer of material recognised as suitable by the plished by providing a permanent continuous coaming of a
Society. The cofferdam may also be omitted where such height of at least 300 mm, extending from side to side.
compartments are adjacent to a passageway, subject to the Where gutter bars are installed on the weather decks of
following conditions: combination carriers in way of cargo manifolds and are
the thicknesses of common boundary plates of adjacent extended aft as far as the aft bulkhead of superstructures for
tanks are increased with respect to those obtained from the purpose of containing cargo spills on deck during load-
the applicable requirements in Part B and Ch 6, Sec 2, ing and discharge operations, the free surface effects caused
by 2 mm in the case of tanks carrying fresh water or by containment of a cargo spill during liquid transfer opera-
boiler feed water, and by 1 mm in all other cases tions or of boarding seas while underway are to be consid-
the sum of the throats of the weld fillets at the edges of ered with respect to the vessels available margin of positive
such plates is not less than the thickness of the plates initial stability (GMo).
themselves Where the gutter bars installed are higher than 300 mm,
the hydrostatic test is carried out with a head increased they are to be treated as bulwarks with freeing ports
by 1 m with respect to that required in Pt B, Ch 12, Sec arranged in accordance with Pt B, Ch 9, Sec 9, [6] and pro-
3. vided with effective closures for use during loading and dis-
charge operations. Attached closures are to be arranged in
Combination carriers of 600 t deadweight and above are such a way that jamming is prevented while at sea, enabling
not allowed to carry oil in any compartment extending for- the freeing ports to remain effective.

Pt D, Ch 6, Sec 2
Figure 4 : Cargo tank boundary lines
w w
.
.
w w
h>w h<w
. .
h h h
h
1.5 h
.
.
. . base line
On ships without deck camber, or where the height of the bottom of the cargo tanks and the moulded line of the bottom
installed gutter bars exceeds the camber, and for combina- shell plating measured at right angles to the bottom shell plat-
tion carriers having cargo tanks exceeding 60% of the ves- ing, as shown in Fig 4, is not less than B/15, in m, or 2,0 m,
sels maximum beam amidships regardless of gutter bar whichever is the lesser. h is to be not less than 1,0 m.
height, gutter bars may not be accepted without an assess-
ment of the initial stability (GMo) for compliance with the 2.2.3 Combination carriers of less than 5000 t but at
relevant intact stability requirements taking into account the least 600 t deadweight
free surface effect caused by liquids contained by the gutter
bars.
At any cross-section, the depth of each double bottom tank
or compartment is to be such that the distance h between
2.1.6 Piping
the bottom of the cargo tanks and the moulded line of the
Oil cargo lines below deck are to be placed in special ducts. bottom shell plating measured at right angles to the bottom
shell is not less than B/15, in m, with a minimum value of
0,76 m.
2.1.7 Opening in watertight bulkheads and decks
Openings intended to be used for dry cargo handling are In the turn of the bilge area and at locations without a
not permitted in bulkheads and decks separating oil cargo clearly defined turn of the bilge, the cargo tank boundary
line is to run parallel to the line of the midship flat bottom as
tanks from other compartments not designed and equipped
shown in Fig 5.
for the carriage of oil cargoes unless such openings are
equipped with alternative means approved by the Society to
ensure an equivalent integrity. Figure 5 : Cargo tank boundary lines
2.1.8 Tank cleaning openings

Hatches and tank cleaning openings to slop tanks are only
permitted on the open deck and are to be fitted with closing
arrangements.
Except where they consist of bolted plates with bolts at
watertight spacing, these closing arrangements are to be
provided with locking arrangements which are to be under
the control of the responsible ship's officer.
base line
2.2 Double bottom tanks or compartments
h h
2.2.1 General
Double bottom tanks adjacent to cargo tanks are not to be 2.3 Navigation position
used as fuel oil tanks.
2.3.1 When it is proven necessary to provide a navigation
2.2.2 Combination carriers of 5000 t deadweight
station above the cargo area, such station is to be for navi-
and above
gation purposes only and is to be separated from the cargo
At any cross-section, the depth of each double bottom tank or tank deck by an open space of at least 2 m in height.
compartment is to be such that the distance h between the

Pt D, Ch 6, Sec 2
3 Size and arrangement of cargo tanks 3.2 Oil outflow

and slop tanks 3.2.1 General
In order to limit the oil pollution from combination carriers
3.1 Cargo tanks due to side and bottom damages, the hypothetical oil outflows
OC and OS as referred to in [3.1.1] are to be calculated by the
3.1.1 Cargo tanks of combination carriers are to be of such formulae of [3.2.2] with respect to compartments breached by
size and arrangements that the hypothetical outflow OC or damage to all conceivable locations along the length of the
OS calculated in accordance with the provisions of [3.2] ship to the extent as defined in Ch 6, Sec 3, [2.3.2].
anywhere in the length of the ship does not exceed:
In calculating the hypothetical oil outflows, the following is
30000 m3, or to be considered:
400 3 DW the volume of an oil cargo tank is to include the volume
of the hatchway up to the top of the hatchway coam-
where DW is the deadweight, in t, ings, regardless of the construction of the hatch, but
whichever is the greater, but subject to a maximum of may not include the volume of any hatch cover; and
40000 m3. for the measurement of the volume to moulded lines, no
deduction is to be made for the volume of internal
3.1.2 The length of each cargo tank is not to exceed 10 structures.
metres or one of the values of Tab 1, as applicable, which-
ever is the greater. 3.2.2 General calculation of oil outflow
The oil outflow for side and bottom damages is calculated
Table 1 : Length of cargo tanks by the following formulae:
Longitudinal bulkhead Condition Length of cargo a) for side damages:
arrangement (1) tanks, in m O C = W i + K i C i
No bulkhead (combination (0,5 bi / B + 0,1) LLL b) for bottom damages:
carrier/OBO ESP) (2)
1
Two bulkheads (combina- bi / B 1/5 0,2 LLL O S = --- ( Z i W i + Z i C i )
3
tion carrier/OOC ESP)
bi / B < 1/5 (0,5 bi / B + 0,1) LLL where:
(1) bi is the minimum distance from the ship side to the Wi : Volume of a wing tank in cubic metres assumed
outer longitudinal bulkhead of the i-th tank, measured to be breached by the damage as specified in
inboard at right angles to the centreline at the level cor- Ch 6, Sec 3, [2.3.2]; Wi for a segregated ballast
responding to the assigned summer freeboard. tank may be taken equal to zero
(2) Not to exceed 0,2 LLL. Ci : Volume of a centre tank in cubic metres
assumed to be breached by the damage as
3.1.3 Cargo transfer system specified in Ch 6, Sec 3, [2.3.2]; Ci for a segre-
In order not to exceed the volume limits established by gated ballast tank may be taken equal to zero
[3.1.1] and irrespective of the accepted type of cargo trans- Ki : Coefficient defined as:
fer system installed, when such system interconnects two or 1 bi / tC for bi < tC
more cargo tanks, valves or other similar closing devices are
0 for bi tC
to be provided for separating the tanks from each other.
Zi : Coefficient defined as:
3.1.4 Piping through cargo tanks 1 hi / vS for hi < vS
Lines of piping which run through oil cargo tanks in a posi- 0 for hi vS
tion less than tC from the ship side or less than vC from the
bi : Width, in m, of wing tank under consideration
ship's bottom are to be fitted with valves or similar closing
measured inboard from the ship side at right
devices at the point at which they open into any cargo tank.
angles to the centreline at the level corresponding
These valves are to be kept closed at sea at any time when
to the assigned summer freeboard. In a case where
the tanks contain cargo oil, except that they may be opened
the width bi is not constant along the length of a
only for cargo transfer needed for the purpose of trimming
particular wing tank, the smallest bi value in the
of the ship.
tank is to be used for the purposes of assessing the
tC and vC are, respectively, the transverse and the vertical hypothetical outflows of oil OC and OS
extent of side damage as defined in Ch 6, Sec 3, [2.3.2].
hi : Minimum depth, in m, of the double bottom
3.1.5 Suction wells in cargo tanks under consideration; where no double bottom
is fitted, hi is to be taken equal to zero
Suction wells in cargo tanks may protrude into the double
bottom below the boundary line defined by the distance h tC : Transverse extent of side damage as defined in
in [2.2.2] or [2.2.3], as applicable, provided that such wells Ch 6, Sec 3, [2.3.2]
are as small as practicable and the distance between the vS : Vertical extent of bottom damage as defined in
well bottom and bottom shell plating is not less than 0,5 h. Ch 6, Sec 3, [2.3.2].

Pt D, Ch 6, Sec 2
3.2.3 Bottom damage involving simultaneously four 2% for such combination carriers where the tank wash-
centre tanks ing arrangements are such that once the slop tank or
In the case where bottom damage simultaneously involves tanks are charged with washing water, this water is suffi-
four centre tanks, the value of OS may be calculated accord- cient for tank washing and, where applicable, for pro-
ing to the formula: viding the driving fluid for ejectors, without the
introduction of additional water into the system
1
O S = --- ( Z i W i + Z i C i ) 2% where segregated ballast tanks are provided in
4
accordance with [5]. This capacity may be further
where Zi , Wi and Ci are defined in [3.2.2]. reduced to 1,5% for such combination carriers where
the tank washing arrangements are such that once the
3.2.4 Assumptions slop tank or tanks are charged with washing water, this
For the purpose of calculating OS , credit is only to be given water is sufficient for tank washing and, where applica-
in respect of double bottom tanks which are either empty or ble, for providing the driving fluid for ejectors, without
carrying clean water when cargo is carried in the tanks the introduction of additional water into the system.
above. 1% for combination carriers where oil cargo is only car-
Suction wells may be neglected in the determination of the ried in tanks with smooth walls. This capacity may be
value hi provided such wells are not excessive in area and further reduced to 0,8% where the tank washing
extend below the tank for a minimum distance and in no arrangements are such that once the slop tank or tanks
case more than half the height of the double bottom. If the are charged with washing water, this water is sufficient
depth of such a well exceeds half the height of the double for tank washing and, where applicable, for providing
bottom, hi is to be taken equal to the double bottom height the driving fluid for ejectors, without the introduction of
minus the well height. additional water into the system.
Piping serving such wells if installed within the double bot- The term tanks with smooth walls includes the main oil
tom is to be fitted with valves or other closing arrangements cargo tanks of combination carriers which may be con-
located at the point of connection to the tank served to pre- structed with vertical framing of a small depth. Vertically
vent oil outflow in the event of damage to the piping. corrugated bulkheads are considered smooth walls.
3.2.5 Reduction of oil outflow 3.3.2 Combination carriers of 70000 t deadweight

The Society may credit as reducing oil outflow in the event and above
of bottom damage, an installed cargo transfer system having Combination carriers of 70000 t deadweight and above are
an emergency high suction in each cargo oil tank, capable to be provided with at least two slop tanks.
of transferring from a breached tank or tanks to segregated
ballast tanks or to available cargo tankage if it can be
ensured that such tanks will have sufficient ullage. Credit for
4 Size and arrangement of protective
such a system would be governed by ability to transfer in ballast tanks or compartments
two hours of operation oil equal to one half of the largest of
the breached tanks involved and by availability of equiva- 4.1 General
lent receiving capacity in ballast or cargo tanks. The credit
is to be confined to permitting calculation of Os according 4.1.1 This requirement applies to combination carriers of
to the formula in [3.2.3]. The pipes for such suctions are to 600 t deadweight and above.
be installed at least at a height not less than the vertical
extent of the bottom damage vs.
4.2 Size and arrangement of ballast tanks or
vs is the vertical extent of bottom damage as defined in Ch compartments
6, Sec 3, [2.3.2].
4.2.1 General
3.2.6 Alternative methods for calculating oil outflow
As an alternative to the formulae indicated in [3.2.2] or The entire oil cargo tank length is to be protected by ballast
[3.2.3], the probabilistic methodology for calculating oil tanks or compartments other than oil cargo and fuel oil
outflow as described in IMO Resolution MEPC.66(37) may tanks as indicated in [4.2.2] to [4.2.5] for combination carri-
be applied. ers of 5000 t deadweight and above, or [4.2.6] for combina-
tion carriers less than 5000 t deadweight.
3.3 Slop tanks
4.2.2 Wing tanks or compartments
3.3.1 Combination carriers of 150 gross tonnage Wing tanks or compartments are to extend either for the full
and above depth of the ship side or from the top of the double bottom
The arrangements of the slop tank or combination of slop to the uppermost deck, disregarding a rounded gunwale
tanks are to have a capacity necessary to retain the slop where fitted. They are to be arranged such that the oil cargo
generated by tank washings, oil residues and dirty ballast tanks are located inboard of the moulded line of the side
residues. The total capacity of the slop tank or tanks is to be shell plating, nowhere less than the distance w which, as
not less than 3 per cent of the oil carrying capacity of the shown in Fig 4, is measured at any cross-section at right
ships, except that the Society may accept: angles to the side shell, as specified below:

Pt D, Ch 6, Sec 2
w = 0,5 + DW / 20000, or ments prescribed in [4.2.2] to [4.2.4], provided that such

w = 2,0 m methods ensure at least the same level of protection against
whichever is the lesser. oil pollution in the event of collision or stranding. Such
methods are to be acceptable to the Society.
The value of w is to be at least 1,0 m.
Note 1: The Society considers the method described in IMO Reso-
4.2.3 Double bottom tanks or compartments lution MEPC.66(37) as being acceptable.
The requirements of [2.2.1] and [2.2.2] apply.
4.2.6 Combination carriers of less than 5000 t
4.2.4 Aggregate capacity of ballast tanks deadweight
On combination carriers of 20000 t deadweight and above, Combination carriers of less than 5000 t deadweight are to
the aggregate capacity of wing tanks, double bottom tanks, comply with [2.2.3].
fore peak tanks and after peak tanks is to be not less than
the capacity of segregated ballast tanks necessary to meet 5 Size and arrangement of segregated
the requirements of [5]. Wing tanks or compartments and
double bottom tanks used to meet the requirements of [5]
ballast tanks (SBT)
are to be located as uniformly as practicable along the oil
cargo tank length. Additional segregated ballast capacity 5.1 General
provided for reducing longitudinal hull girder bending
stress, trim, etc., may be located anywhere within the ship. 5.1.1 Every combination carrier of 20000 t deadweight and
In calculating the aggregate capacity, the following is to be above is to be provided with segregated ballast tanks and to
taken into account: comply with [5.2].
the capacity of engine room ballast tanks is to be
excluded from the aggregate capacity of ballast tanks 5.2 Capacity of SBT
the capacity of ballast tanks located inboard of double
hull is to be excluded from the aggregate capacity of 5.2.1 Combination carriers equal to or greater than
ballast tanks (see Fig 6). 150 m in length
Any ballast carried in localised inboard extensions, indenta- The capacity of the segregated ballast tanks is to be so
tion or recesses of the double hull, such as bulkhead stools, determined that the ship may operate safely on ballast voy-
may be considered as excess ballast above the minimum ages without recourse to the use of oil cargo tanks for water
requirement for segregated ballast capacity according to [5]. ballast. In all cases, however, the capacity of segregated bal-
last tanks is to be at least such that, in any ballast condition
4.2.5 Alternative methods of design and at any part of the voyage, including the conditions consist-
construction ing of lightweight plus segregated ballast only, the ship's
Other methods of design and construction of combination draughts and trim can meet each of the following require-
carriers may also be accepted as alternatives to the requirements:
Figure 6 : Segregated ballast tanks located inboard of double hull
SBT SBT SBT SBT SBT

SBT
APT F/R P/R FPT
SBT
SBT SBT SBT SBT
SBT
SBT COT COT SBT

Assumed double hull line
SECTION A-A

Pt D, Ch 6, Sec 2
the moulded draught amidships, dm in metres (without 6.1.4 Doors between pipe tunnel and main pump
taking into account any ship's deformation), is to be not room
less than 2,0 + 0,02 LLL Where there is a permanent access from a pipe tunnel to
the main pump room, a watertight door is to be fitted com-
the draughts at the forward and after perpendicular are
plying with the requirements in Pt B, Ch 2, Sec 1, [6.3.1]. In
to correspond to those determined by the draught amid-
addition the following is to be complied with:
ships dm as specified above, in association with the trim
by the stern of not greater than 0,015 LLL in addition to bridge operation, the watertight door is to
be capable of being manually closed from outside the
in any case the draught at the after perpendicular is to main pump room entrance
be not less than that which is necessary to obtain full
immersion of the propeller(s) the watertight door is to be kept closed during normal
operations of the ship except when access to the pipe
in no case is ballast water to be carried in oil cargo tunnel is required. A notice is to be affixed to the door to
tanks, except: this effect.
- on those rare voyages when weather conditions are
so severe that, in the opinion of the Master, it is nec-
6.2 Access arrangement to and within
essary to carry additional ballast water in oil cargo
tanks for the safety of the ship
spaces in, and forward of, the cargo area
- in exceptional cases where the particular character 6.2.1 Means of access
of the operation of a combination carrier renders it Ships with the service notation combination carrier/OBO
necessary to carry ballast water in excess of the ESP or combination carrier/OOC ESP of 20,000 gross ton-
quantity required to comply with the requirements nage and over, are to comply with provisions of [6.5] and
above, provided that such operation of the combina- with the International Convention for the Safety of Life at
tion carrier falls under the category of exceptional Sea, 1974, as amended, Chapter II-1, Part A-1, Regulation
cases. 3-6, for details and arrangements of openings and attach-
ments to the hull structure.
5.2.2 Combination carriers less than 150 m in
length Ships with the service notation combination carrier/OBO
ESP or combination carrier/OOC ESP of less than 20,000
The capacity of the segregated ballast tanks is to be consid-
gross tonnage, are to comply with [6.3], [6.4] and [6.5].
ered by the Society on a case-by-case basis.
6.3 Access to dry cargo holds

6 Access arrangement
6.3.1 Means of access
6.1 Access to double bottom and pipe tunnel As far as practicable, permanent or movable means of
access stored on board are to be provided to ensure proper
6.1.1 Means of access survey and maintenance of dry cargo holds.
Adequate means of access to the double bottom and the 6.3.2 Hatches of large cargo holds
pipe tunnel are to be provided.
When the access to the dry cargo hold is arranged through
6.1.2 Manholes in the inner bottom, floors and the cargo hatch, the top of the ladder, as required in [6.3.3],
girders is to be placed as close as possible to the hatch coaming.
Manholes are not to be cut in the inner bottom in way of oil Accesses and ladders are to be so arranged that personnel
cargo holds; access to the double bottom is, in general, to equipped with self-contained breathing apparatus may
be provided by trunks leading to the upper deck. readily enter and leave the dry cargo hold.
The location and size of manholes in longitudinal girders Access hatch coamings having a height greater than 900
and floors are determined to facilitate the access to double mm are also to have steps on the outside in conjunction
with dry cargo hold ladders.
bottom structures and their ventilation. However, they are
to be avoided in the areas where high shear stresses may
6.3.3 Ladders within large cargo holds
occur.
Each dry cargo hold is to be provided with at least two lad-
6.1.3 Access to pipe tunnels under oil cargo tanks ders as far apart as practicable longitudinally. If possible
these ladders are to be arranged diagonally, e.g. one ladder
The pipe tunnel in the double bottom under oil cargo tanks near the forward bulkhead on the port side, the other one
is to comply with the following requirements: near the aft bulkhead on the starboard side, from the ship's
it is not to communicate with the engine room centreline.
provision is to be made for at least two exits to the open Ladders are to be so designed and arranged that the risk of
deck arranged at a maximum distance from each other. damage from the cargo handling gear is minimised.
One of these exits fitted with a watertight closure may Vertical ladders may be permitted provided they are
lead to the cargo pump room. arranged above each other in line with other ladders to

Pt D, Ch 6, Sec 2
which they form access and resting positions are provided air-breathing apparatus and protective equipment to ascend
at not more than 9 metres apart. or descend any ladder without obstruction and also to pro-
Tunnels passing through dry cargo holds are to be equipped vide a clear opening to facilitate the hoisting of an injured
with ladders or steps at each end of the hold so that person- person from the bottom of the compartment. The minimum
nel may get across such tunnels. clear opening is to be not less than 600 mm by 600 mm.
Where it may be necessary for work to be carried out within
a dry cargo hold preparatory to loading, consideration is to 6.4.3 Access through vertical openings
be given to suitable arrangements for the safe handling of For access through vertical openings the minimum clear
portable staging or movable platforms. opening is to be not less than 600 mm by 800 mm at a
height of not more than 600 mm from the bottom shell plat-
6.4 Access to compartments in the oil cargo ing unless gratings or other footholds are provided.
area
6.5 Access to the bow
6.4.1 General
Access to cofferdams, ballast tanks, dry cargo holds, oil
6.5.1 Combination carriers are to be provided with the
cargo tanks and other compartments in the oil cargo area is
means to enable the crew to gain safe access to the bow
to be direct from the open deck and such as to ensure their
even in severe weather conditions. Such means are to be
complete inspection.
accepted by the Society.
6.4.2 Access through horizontal openings Note 1: The Society considers means in compliance with the
For access through horizontal openings the dimensions are Guidelines adopted by the Maritime Safety Committee of IMO with
to be sufficient to allow a person wearing a self-contained, Resolution MSC.62(67) on 5/12/1996 as being acceptable.

Pt D, Ch 6, Sec 3
Symbols
LLL : Load line length, in m, defined in Pt B, Ch 1, b) The initial metacentric height GMo, in m, corrected for
Sec 2, [3.2] free surface measured at 0 heel, is to be not less than
0,15. For the purpose of calculating GMo, liquid surface
Ry : Minimum yield stress, in N/mm2, of the mate-
corrections are to be based on the appropriate upright
rial, to be taken equal to 235/k N/mm2, unless
free surface inertia moment.
otherwise specified
c) The vessel is to be loaded with:
k : Material factor for steel, defined in Pt B, Ch 4,
all cargo tanks filled to a level corresponding to the
Sec 1, [2.3]
maximum combined total of vertical moment of vol-
E : Youngs modulus, in N/mm2, to be taken equal ume plus free surface inertia moment at 0 heel, for
to: each individual tank
E = 2,06.105 N/mm2, for steels in general cargo density corresponding to the available cargo
deadweight at the displacement at which transverse
E = 1,95.105 N/mm2, for stainless steels.
KM reaches a minimum value
full departure consumable
1 General 1% of the total water ballast capacity. The maximum
free surface moment is to be assumed in all ballast
1.1 Loading manual and loading instrument tanks.
1.1.1 The specific requirements in Pt B, Ch 11, Sec 2 for 2.1.3 Alternative requirements for liquid transfer
ships with either of the service notations combination car- operation
rier/OBO ESP or combination carrier/OOC ESP and equal As an alternative to the requirements in [2.1.2], simple sup-
to or greater than 150 m in length are to be complied with. plementary operational procedures are to be followed when
the ship is carrying oil cargoes or during liquid transfer
operations.
2 Stability Simple supplementary operational procedures for liquid
transfer operations means written procedures made availa-
2.1 Intact stability ble to the Master which:
are approved by the Society,
2.1.1 General
indicate those cargo and ballast tanks which may, under
The stability of the ship for the loading conditions in Pt B, any specific condition of liquid transfer and possible
Ch 3, App 2, [1.2.5] is to be in compliance with the require- range of cargo densities, be slack and still allow the sta-
ments in Pt B, Ch 3, Sec 2. Where the ship is intended also bility criteria to be met. The slack tanks may vary during
for the carriage of grain, the requirements in Ch 4, Sec 3, the liquid transfer operations and be of any combination
[1.2.2] and Ch 4, Sec 3, [1.2.3] are to be complied with. provided they satisfy the criteria,
In addition, for the carriage of liquids, the requirements in are to be readily understandable to the officer-in-charge
[2.1.3] are to be complied with. of liquid transfer operations,
provide for planned sequences of cargo/ballast transfer
2.1.2 Liquid transfer operations operations,
Ships with certain internal subdivision may be subjected to allow comparisons of attained and required stability
lolling during liquid transfer operations such as loading, using stability performance criteria in graphical or tabu-
unloading or ballasting. In order to reduce the effect of loll- lar form,
ing, the design of combination carriers of 5000 t dead- require no extensive mathematical calculations by the
weight and above is to be such that the following criteria officer-in-charge,
are complied with: provide for corrective actions to be taken by the officer-
a) The intact stability criteria reported in b) are to be com- in-charge in the event of departure from the recom-
plied with for the worst possible condition of loading mended values and in case of emergency situations, and
and ballasting as defined in c), consistent with good are prominently displayed in the approved trim and sta-
operational practice, including the intermediate stages bility booklet and at the cargo/ballast transfer control
of liquid transfer operations. Under all conditions the station and in any computer software by which stability
ballast tanks are to be assumed slack. calculations are performed.

Pt D, Ch 6, Sec 3
2.2 Damage stability - dry cargoes or ballast The vertical extent of damage is measured from the
loading conditions - for ships where moulded line of the bottom shell plating at centreline.
additional class notation SDS is For the purpose of determining the extent of assumed dam-
requested age, suction wells may be neglected, provided such wells
are not excessive in areas and extend below the tank for a
2.2.1 General minimum distance and in no case more than half the height
of the double bottom.
Combination carriers equal to or greater than 80 m in
length are subjected to the probabilistic approach reported If any damage of a lesser extent than the maximum extent of
in Pt B, Ch 3, Sec 3, [2.1.3] and are to comply with the damage specified in Tab 1 would result in a more severe
requirements in Pt B, Ch 3, App 3, for the loading condi- condition, such damage is to be considered.
tions which entail the carriage of dry cargoes or ballast,
unless they comply with the requirements in [2.2.2] or 2.3.3 Standard of damage
[2.3].
The damage in [2.3.2] is to be applied to all conceivable
locations along the length of the ship, according to Tab 2.
2.2.2 Freeboard reduction
Combination carriers greater than 100 m in length which 2.3.4 Calculation method
have been assigned reduced freeboard as permitted by Reg-
The metacentric heights (GM), the stability levers (GZ) and
ulation 27 of the International Convention on Load Lines,
the centre of gravity positions (KG) for judging the final sur-
1966, as referenced in Pt B, Ch 3, Sec 3, [2.1.2] are to com-
vival conditions are to be calculated by the constant dis-
ply with the requirement specified in Pt B, Ch 3, App 4.
placement method (lost buoyancy).
Therefore, compliance with the requirements in Ch 5, Sec
3, [2.2.1] is not required.
2.3.5 Flooding assumptions
The requirements of [2.3.8] are to be confirmed by calcula-
2.3 Damage stability - oil cargoes - for ships
tions which take into consideration the design characteris-
where additional class notation SDS is tics of the ship, the arrangements, configuration and
requested contents of the damaged compartments and the distribu-
tion, specific gravities and free surface effect of liquids.
2.3.1 General
Where the damage involving transverse bulkheads is envis-
In the loading conditions which entail the carriage of oil aged as specified in [2.3.3], transverse watertight bulkheads
cargoes, combination carriers are to comply with the subdi- are to be spaced at least at a distance equal to the longitudi-
vision and damage stability criteria as specified in [2.3.8], nal extent of assumed damage specified in [2.3.2] in order
after the assumed side or bottom damage as specified in to be considered effective. Where transverse bulkheads are
[2.3.2], for the standard of damage described in [2.3.3], and spaced at a lesser distance, one or more of these bulkheads
for any operating draught reflecting actual partial or full within such extent of damage is to be assumed as non-exist-
load conditions consistent with trim and strength of the ship ent for the purpose of determining flooded compartments.
as well as specific gravities of the cargo.
Where the damage between adjacent transverse watertight
The actual partial or full load conditions to be considered bulkheads is envisaged as specified in [2.3.3], no main
are those specified in Pt B, Ch 3, App 2, [1.2.6], but ballast transverse bulkhead bounding side tanks or double bottom
conditions where the ship is not carrying oil in cargo tanks, tanks is to be assumed damaged, unless:
excluding any oil residues, are not to be considered. the spacing of the adjacent bulkheads is less than the
longitudinal extent of assumed damage specified in
2.3.2 Damage dimensions [2.3.2] or,
there is a step or a recess in a transverse bulkhead of
The assumed extent of damage is to be as defined in Tab 1.
more than 3,05 metres in length, located within the
The transverse extent of damage is measured inboard the extent of penetration of assumed damage. The step
ship side at right angles to the centreline at the level of the formed by the after peak bulkhead and after peak tank
summer load line. top is not to be regarded as a step.
Table 1 : Extent of damage
Damage Longitudinal extent Transverse extent Vertical extent

Side lC = 1/3 LLL 2/3 or 14,5 m (1) tC = B/5 or 11,5 m (1) vC = without limit
Bottom for 0,3 LLL from the forward perpendicular lS = 1/3 LLL 2/3
or 14,5 m (1) tS = B/6 or 10 m (1) vS = B/15 or 6 m (1)
any other part lS = 1/3 LLL 2/3
or 5 m (1) tS = B/6 or 5 m (1) vS = B/15 or 6 m (1)
(1) Whichever is the lesser

Pt D, Ch 6, Sec 3
Table 2 : Standard of damage b) The angle of heel due to unsymmetrical flooding may
not exceed 25, except that this angle may be increased
up to 30 if no deck edge immersion occurs.
Damage Machinery
Damage
Ships length, between space c) The stability is to be investigated and may be regarded
anywhere in
in m transverse flooded as sufficient if the righting lever curve has at least a
ships length
bulkheads alone range of 20 beyond the position of equilibrium in asso-
LLL 100 No Yes (1) (2) No ciation with a maximum residual righting lever, in m, of
at least 0,1 within the 20 range; the area, in m.rad,
100 < LLL 150 No Yes (1) No
under the curve within this range is to be not less than
150 < LLL 225 Yes No Yes 0,0175.
LLL > 225 Yes No No
2.3.10 Intermediate stage of flooding
(1) Machinery space not flooded.
(2) Exemptions from the requirements of [2.3.8] may be The Society is to be satisfied that the stability is sufficient
accepted by the Society on a case-by-case basis. during the intermediate stages of flooding. To this end the
Society applies the same criteria relevant to the final stage
2.3.6 Progressive flooding of flooding also during the intermediate stages of flooding.
If pipes, ducts or tunnels are situated within the assumed 2.3.11 Bottom raking damage
extent of damage penetration as defined in [2.3.2], arrange-
ments are to be made so that progressive flooding cannot This requirement applies to combination carriers of 20000 t
thereby extend to compartments other than those assumed deadweight and above.
to be floodable in the calculation for each case of damage. The damage assumptions relative to the bottom damage
prescribed in [2.3.2] are to be supplemented by the
2.3.7 Permeabilities assumed bottom raking damage of Tab 4.
The specific gravity of cargoes carried, as well as any out- The requirements of [2.3.8] are to be complied with for the
flow of liquid from damaged compartments, are to be taken assumed bottom raking damage.
into account for any empty or partially filled tank.
Table 4 : Bottom damage extent
The permeability of compartments assumed to be damaged
is to be as indicated in Tab 3. Longitudinal Transverse Vertical
Deadweight
extent extent extent
Table 3 : Permeability
< 75000 t 0,4 LLL (1) B/3 (2)
Compartments Permeability 75000 t 0,6 LLL (1) B/3 (2)
Appropriated for stores 0,60 (1) Measured from the forward perpendicular.
(2) Breach of the outer hull.
Occupied by accommodation 0,95
Occupied by machinery 0,85 2.3.12 Equalisation arrangements
Void compartments 0,95
Equalisation arrangements requiring mechanical aids such
Intended for consumable liquids 0 to 0,95 (1) as valves or cross levelling pipes, if fitted, may not be con-
Intended for other liquids 0 to 0,95 (1) sidered for the purpose of reducing an angle of heel or
(1) The permeability of partially filled compartments is to attaining the minimum range of residual stability to meet the
be consistent with the amount of liquid carried in the requirements of [2.3.9] and sufficient residual stability is to
compartment. be maintained during all stages where equalisation is used.
Compartments which are linked by ducts of a large cross-
sectional area may be considered to be common.
2.3.8 Survival requirements
2.3.13 Information to the Master
Combination carriers, in the damage case of [2.3], are to be
regarded as complying with the damage stability criteria if The Master of every combination carrier is to be supplied in
the requirements of [2.3.9] and [2.3.10] are met. an approved form with:
2.3.9 Final stage of flooding information relative to loading and distribution of cargo
necessary to ensure compliance with the requirements
relative to stability, and
a) The final waterline, taking into account sinkage, heel
and trim, is to be below the lower edge of any opening data on the ability of the ship to comply with damage
through which progressive flooding may take place.The stability criteria as determined in [2.3.8] including the
progressive flooding is to be considered in accordance effect of relaxation that may have been allowed as spec-
with Pt B, Ch 3, Sec 3, [3.3]. ified in Tab 2.

Pt D, Ch 6, Sec 3
3 Structure design principles of ships Greater spacing may be accepted by the Society, on a case-
by-case basis, depending on the results of the analysis car-
with the service notation combination ried out according to Pt B, Ch 7, App 1 for the primary sup-
carrier/OBO ESP porting members in the cargo holds.
3.1 Double bottom structure 3.3.2 Deck between hatches
3.1.1 Longitudinally framed double bottom The cross decks between hatches are generally to be trans-
In ships greater than 120 m in length, the double bottom versely framed.
and the sloped bulkheads of hopper tanks are to be longitu-
dinally framed. 3.3.3 Connection of hatch end beams with deck
structures
The girder spacing is to be not greater than 4 times the spac-
ing of bottom or inner bottom ordinary stiffeners and the The connection of hatch end beams with deck structures is
floor spacing is to be not greater than 3 frame spaces. to be properly ensured by fitting inside the topside tanks
Greater spacing may be accepted by the Society, on a case- additional web frames or brackets.
ried out according to Pt B, Ch 7, App 1 for the primary sup- 3.3.4 Topside tank structure
porting members in the cargo holds.
Topside tank structures are to extend as far as possible
3.1.2 Transversely framed double bottom within the machinery space and are to be adequately
The double bottom and the sloped bulkheads of hopper tapered.
tanks may be transversely framed in ships less than or equal
to 120 m in length, when this is deemed acceptable by the
Society on a case-by-case basis. In this case, however, the 3.4 Transverse vertically corrugated
floor spacing is to be not greater than 2 frame spaces. watertight bulkhead
3.1.3 Floors in way of transverse bulkheads
3.4.1 General
The thickness and material properties of the supporting
floors and pipe tunnel beams are to be not less than those
In ships equal to or greater than 190 m in length, transverse
required for the bulkhead plating or, when a stool is fitted,
vertically corrugated watertight bulkheads are to be fitted
of the stool side plating.
with a lower stool and, in general, with an upper stool
below the deck. In smaller ships, corrugations may extend
3.2 Double side structure from the inner bottom to the deck.
3.2.1 General The corrugation angle shown in Fig 1 is to be not less than
The side within the hopper and topside tanks is, in general, 55.
to be longitudinally framed. It may be transversely framed
when this is accepted for the double bottom and the deck
Figure 1 : Corrugation geometry
according to [3.1.2] and [3.3.1], respectively.
3.2.2 Side primary supporting members

The spacing of transverse side primary supporting members
is to be not greater than 3 frame spaces.
Greater spacing may be accepted by the Society, on a case-
ried out according to Pt B, Ch 7, App 1 for the primary sup-
porting members in the cargo holds.
In any case, transverse side primary supporting members
are to be fitted in line with transverse primary supporting
members in hopper and topside tanks.
CL
3.3 Deck structure A
3.3.1 Deck outside the line of hatches and topside C

tank sloping plates
In ships greater than 120 m in length, the deck outside the
j 55 tw
line of hatches and the topside tank sloping plates are to be
longitudinally framed.
The spacing of transverse primary supporting members in SC tF
topside tanks is to be not greater than 6 frame spaces.

Pt D, Ch 6, Sec 3
3.4.2 Span of corrugations Figure 2 : Span of the corrugations

The span lC of the corrugations (to be used for carrying out
the strength checks according to Pt B, Ch 7, Sec 2 or Pt B,
Ch 8, Sec 4, as the case may be) is to be taken as the dis-
tance shown in Fig 2. For the definition of lC, the internal
end of the upper stool may not be taken at a distance from
the deck at centreline greater than: c c
3 times the depth of corrugations, in general
n
twice the depth of corrugations, for rectangular upper
stools. n
3.4.3 Lower stool

The lower stool, when fitted, is to have a height in general
n=neutral axis of
not less than 3 times the depth of the corrugations. the corrugations
The thickness and material of the stool top plate is to be not

less than those required for the bulkhead plating above. The (*)
thickness and material properties of the upper portion of

vertical or sloping stool side plating within the depth equal
to the corrugation flange width from the stool top are to be
c c c c c
not less than the required flange plate thickness and mate-
rial to meet the bulkhead stiffness requirement at the lower
end of corrugation.
to brackets at the upper and lower ends of the stool.
The distance from the edge of the stool top plate to the sur-
face of the corrugation flange is to be in accordance with
Fig 3.
The stool bottom is to be installed in line with double bot- (*) See [3.4.2].
mean depth of the corrugation.


Pt D, Ch 6, Sec 3
The stool is to be fitted with diaphragms in line with the lon- 3.4.6 Effective width of the compression flange
gitudinal double bottom girders for effective support of the The effective width of the corrugation flange to be consid-
corrugated bulkhead. Scallops in the brackets and dia- ered for the strength check of the bulkhead is to be
phragms in way of the connections to the stool top plate are obtained, in m, from the following formula:
to be avoided.
bEF = CE A
Where corrugations are cut at the lower stool, the weld
connections of corrugations and stool side plating to the where:
stool top plate are to be in accordance with [11.1]. The CE : Coefficient to be taken equal to:
weld connections of stool side plating and supporting floors 2, 25 1, 25
to the inner bottom plating are to be in accordance with C E = ------------- ------------
- for > 1,25

2
[11.1].
C E = 1, 0 for 1, 25
3.4.4 Upper stool : Coefficient to be taken equal to:
The upper stool, when fitted, is to have a height in general
3 A R eH
between 2 and 3 times the depth of corrugations. Rectangu- = 10 ---- -------
-
tf E
lar stools are to have a height in general equal to twice the
depth of corrugations, measured from the deck level and at A : Width, in m, of the corrugation flange (see Fig 1)
the hatch side girder. tf : Net flange thickness, in mm
The upper stool is to be properly supported by deck girders ReH : Minimum yield stress, in N/mm2, of the flange
or deep brackets between the adjacent hatch end beams. material, defined in Pt B, Ch 4, Sec 1, [2].
The width of the upper stool bottom plate is generally to be 3.4.7 Effective shedder plates
the same as that of the lower stool top plate. The stool top of
Effective shedder plates are those which:
non-rectangular stools is to have a width not less then twice
the depth of corrugations. are not knuckled
The thickness and material of the stool bottom plate are to are welded to the corrugations and the lower stool top
be the same as those of the bulkhead plating below. The plate according to [11.1]
thickness of the lower portion of stool side plating is to be are fitted with a minimum slope of 45, their lower edge
not less than 80% of that required for the upper part of the being in line with the lower stool side plating
bulkhead plating where the same material is used. have thickness not less than 75% of that required for the
The ends of stool side ordinary stiffeners are to be attached corrugation flanges
to brackets at the upper and lower end of the stool. have material properties not less than those required for
The stool is to be fitted with diaphragms in line with and the flanges.
effectively attached to longitudinal deck girders extending
to the hatch end coaming girders for effective support of the
corrugated bulkhead. Scallops in the brackets and dia- Effective gusset plates are those which:
phragms in way of the connection to the stool bottom plate are in combination with shedder plates having thick-
are to be avoided. ness, material properties and welded connections
according to [3.4.7]
3.4.5 Alignment have a height not less than half of the flange width
At deck, if no upper stool is fitted, two transverse reinforced are fitted in line with the lower stool side plating
beams are to be fitted in line with the corrugation flanges.
At bottom, if no lower stool is fitted, the corrugation flanges shedder plates according to [11.1]
are to be in line with the supporting floors. The weld con- have thickness and material properties not less than
nections of corrugations and floors to the inner bottom plat- those required for the flanges.
ing are to be in accordance with [11.1]. The thickness and
material properties of the supporting floors are to be not less 3.4.9 Section modulus at the lower end of
than those of the corrugation flanges. Moreover, the cut- corrugations
outs for connections of the inner bottom longitudinals to
double bottom floors are to be closed by collar plates. The a) The section modulus at the lower end of corrugations
supporting floors are to be connected to each other by suit- (sections 1 in Fig 4 to Fig 8) is to be calculated with the
ably designed shear plates. compression flange having an effective flange width bef ,
not larger than that indicated in [3.4.6].
Stool side plating is to align with the corrugation flanges;
lower stool side vertical stiffeners and their brackets in the b) Webs not supported by local brackets
stool are to align with the inner bottom longitudinals to pro- Except in case e), if the corrugation webs are not sup-
vide appropriate load transmission between these stiffening ported by local brackets below the stool top plate (or
members. Lower stool side plating may not be knuckled below the inner bottom) in the lower part, the section
anywhere between the inner bottom plating and the stool modulus of the corrugations is to be calculated consid-
top plate. ering the corrugation webs 30% effective.

Pt D, Ch 6, Sec 3
c) Effective shedder plates d) Effective gusset plates

Provided that effective shedder plates, as defined in Provided that effective gusset plates, as defined in
[3.4.7], are fitted (see Fig 4 and Fig 5), when calculating [3.4.8], are fitted (see Fig 6 to Fig 8), when calculating
the section modulus of corrugations at the lower end the section modulus of corrugations at the lower end
(sections 1 in Fig 4 and Fig 5), the area of flange plates (cross-sections 1 in Fig 6 to Fig 8), the area of flange
may be increased by the value obtained, in cm2, from plates may be increased by the value obtained, in cm2,
the following formula: from the following formula:
I SH = 2 ,5A t F t SH IG = 7 hG tF
without being taken greater than 2,5 A tF where:

where: hG : Height, in m, of gusset plate (see Fig 6 to Fig
8), to be taken not greater than (10/7) SGU
A : Width, in m, of the corrugation flange (see
Fig 1) SGU : Width, in m, of the gusset plates
tSH : Net shedder plate thickness, in mm tF : Net flange thickness, in mm, based on the
tF : Net flange thickness, in mm. as-built condition.
Figure 4 : Symmetrical shedder plates Figure 6 : Symmetrical gusset/shedder plates
gusset
shedder plate
plate
hg
hg
1
1
lower
stool lower
stool
Figure 5 : Asymmetrical shedder plates Figure 7 : Asymmetrical gusset/shedder plates
shedder
plate
hg
gusset
plate
hg
1
lower 1
stool
lower
stool

Pt D, Ch 6, Sec 3
Figure 8 : Asymmetrical gusset/shedder plates floors are to be added at mid-span between primary sup-
Sloping stool top plate porting members.

primary supporting members in the cargo holds.
4.1.3 Scarfing of the double bottom structure into the wing

gusset
tanks is to be properly ensured. The inner bottom plating is
plate generally to be prolonged within the wing tanks by ade-
quately sized horizontal brackets in way of floors.
hg
= 4.2 Side structure

1
= 4.2.1 In ships greater than 120 m in length, the side shell is
lower to be longitudinally framed.
stool
In general, the spacing of vertical primary supporting mem-
bers is to be not greater than 6 times the frame spacing.
e) Sloping stool top plate 4.2.2 Other arrangements may be accepted by the Society,
If the corrugation webs are welded to a sloping stool top on a case-by-case basis, depending on the results of the
plate which has an angle not less than 45 with the hor- analysis carried out according to Pt B, Ch 7, App 1 for the
izontal plane, the section modulus of the corrugations primary supporting members in the cargo hold.
fully effective. For angles less than 45, the effectiveness 4.3 Deck structure
of the web may be obtained by linear interpolation
between 30% for 0 and 100% for 45. 4.3.1 The deck outside the line of hatches is to be longitu-
Where effective gusset plates are fitted, when calculat- dinally framed.
ing the section modulus of corrugations the area of
flange plates may be increased as specified in d) above. 4.3.2 The cross decks between hatches are generally to be
No credit may be given to shedder plates only. transversely framed.
4.3.3 The connection of hatch end beams with deck struc-
lower end of corrugations
tures is to be properly ensured by fitting inside the wing
The section modulus is to be calculated with the corruga- tanks additional web frames or brackets.
having an effective flange width, bEF, not larger than that
obtained in [3.4.6]. 4.4 Longitudinal bulkhead structure
3.4.11 Shear area 4.4.1 Longitudinals bulkheads are to be plane, but they
The shear area is to be reduced in order to account for pos- may be knuckled in the upper part and in the lower part to
sible non-perpendicularity between the corrugation webs form a hopper. In these cases, the design of the knuckles
and flanges. In general, the reduced shear area may be and the adjacent structures is to be considered by the Soci-
obtained by multiplying the web sectional area by (sin ), ety on a case-by-case basis.
being the angle between the web and the flange (see Fig 1).
4.4.2 In ships greater than 120 m in length, longitudinal
4 Structure design principles of ships bulkheads are to be longitudinally framed.
with the service notation
combination carrier/OOC ESP on a case-by-case basis, depending on the results of the
4.1 Double bottom structure primary supporting members in the cargo hold.
4.1.1 The double bottom is to be longitudinally framed.

The girder spacing is to be not greater than 4 times the spac-
ing of bottom or inner bottom ordinary stiffeners and the 4.5.1 Where the structural arrangement of transverse bulk-
floor spacing is to be not greater than 3 frame spaces. heads in wing tanks is different from that in centre holds,
Solid floors are to be fitted in line with the transverse pri- arrangements are to be made to ensure continuity of the
mary supporting members in wing tanks and intermediate transverse strength through the longitudinal bulkheads.

Pt D, Ch 6, Sec 3
4.6 Transverse vertically corrugated 6 Hull scantlings

watertight bulkheads
6.1 Plating
4.6.1 The requirements in [3.4] apply, with the exception
that lower and upper stools are generally required, irrespec- 6.1.1 Minimum net thicknesses
tive of the ships length (see [3.4.1]). The net thickness of the plating of the inner bottom in holds
intended to carry ore, of the strength deck and of bulkheads
5 Design loads is to be not less than the values given in Tab 5.
Table 5 : Minimum net thickness of

the plating of the inner bottom in holds intended to
5.1.1 Still water loads carry ore, of the strength deck and of bulkheads
In addition to the requirements in Pt B, Ch 5, Sec 2, [2.1.2], Plating Minimum net thickness, in mm
still water loads are to be calculated for the following load-
ing conditions, subdivided into departure and arrival condi- Inner bottom in Longitudinal 2,15 (L1/3 k1/6) + 4,5 s
tions as appropriate: holds intended to framing
carry ore Transverse
alternate light and heavy cargo (dry or oil) loading con- 2,35 (L1/3 k1/6) + 4,5 s
ditions at maximum draught, where applicable framing
homogeneous light and heavy cargo (dry or oil) loading Strength deck (5,5 + 0,02 L) k1/2 for L < 200 m
conditions at maximum draught (8 + 0,0085 L) k1/2 for L 200 m
ballast conditions. For ships having ballast holds adja- Tank bulkhead L1/3 k1/6 + 4,5 s for L < 275 m
cent to topside wing, hopper and double bottom tanks, 1,5 k1/2 + 8,2 + s for L 275 m
it may be acceptable in terms of strength that the ballast
Watertight 0,85 L1/3 k1/6 + 4,5 s for L < 275 m
holds are filled when the topside wing, hopper and dou-
bulkhead 1,5 k1/2 + 7,5 + s for L 275 m
ble bottom tanks are empty. Partial filling of the peak
tanks is not acceptable in the design ballast conditions, Wash bulkhead 0,8 + 0,013 L k1/2 + 4,5 s for L < 275 m
unless effective means are provided to prevent acciden- 3,0 k1/2 + 4,5 + s for L 275 m
tal overfilling Note 1:
short voyage conditions where the ship is to be loaded to s : Length, in m, of the shorter side of the plate panel.
maximum draught but with a limited amount of bunkers
multiple port loading/unloading conditions 6.2 Ordinary stiffeners
deck cargo conditions, where applicable
6.2.1 Minimum net thicknesses
typical loading sequences where the ship is loaded from
The net thickness of the web of ordinary stiffeners is to be
commencement of cargo loading to reaching full dead-
not less than the value obtained, in mm, from the following
weight capacity, for homogeneous conditions, relevant
formulae:
part load conditions and alternate conditions where
applicable. tMIN = 0,75 L1/3 k1/6 + 4,5 s for L < 275 m
Typical unloading sequences for these conditions are tMIN = 1,5 k1/2 + 7,0 + s for L 275 m
also to be included. The typical loading/unloading where s is the spacing, in m, of ordinary stiffeners.
sequences are also to be developed so as not to exceed
applicable strength limitations. The typical loading
sequences are also to be developed paying due atten-
tion to the loading rate and deballasting capability 6.3.1 Minimum net thicknesses
typical sequences for change of ballast at sea, where The net thickness of plating which forms the webs of pri-
applicable. mary supporting members is to be not less than the value
obtained, in mm, from the following formula:
5.2 Local loads tMIN = 1,45 L1/3 k1/6
5.2.1 Bottom impact pressure 6.3.2 Strength check of floors of cargo tank
For combination carriers of 20000 t deadweight and above, structure with hopper tank analysed through a
the draught TF , to be considered in the calculation of the three dimensional beam model
bottom impact pressure according to Pt B, Ch 9, Sec 1, Where the cargo tank structure with hopper tank is ana-
[3.2], is that calculated by using the segregated ballast tanks lysed through a three dimensional beam model, to be car-
only. ried out according to Pt B, Ch 7, App 1, the net shear
sectional area of floors within 0,1 l from the floor ends (see
5.2.2 Oil cargo mass density
Fig 9 for the definition of l) is to be not less than the value
In the absence of more precise values, an oil cargo mass
obtained, in cm2, from the following formula:
density of 0,9 t/m3 is to be considered for calculating the
internal pressures and forces in cargo tanks according to Pt R m Q
A Sh = 20 ---------------
-
B, Ch 5, Sec 6. Ry

Pt D, Ch 6, Sec 3
where: c) Strength check of cross-ties subjected to axial compres-

sive forces and bending moments.
Q : Shear force, in kN, in the floors at the ends of l,
obtained from the structural analysis The net scantlings of cross-ties are to comply with the
following formulae:
1 e Ry
R = 1,2 10F C ------- + -------- ----------
A ct w xx R m
m : Material partial safety factor: F 3 M max Ry
- ----------
10 ------C- + 10 -----------
m = 1,02 A ct w yy R m
where:
Figure 9 : End area of floors
FC : Axial compressive force, in kN, in the cross-
ties, obtained from the structural analysis
Act : Net cross-sectional area, in cm2, of the
cross-tie
1
= -----------------
F
1 ------C-
0,1 F EX

axis:
2 EI xx
6.3.3 Strength checks of cross-ties analysed F EX = --------------
5 2
-
10 l
through a three dimensional beam model
Ixx : Net moment of inertia, in cm4, of the cross-
a) Cross-ties analysed through three dimensional beam
tie about the x axis
model analyses according to Pt B, Ch 7, Sec 3 are to be
considered, in the most general case, as being subjected l : Span, in m, of the cross-tie
to axial forces and bending moments around the neutral e : Distance, in cm, from the centre of gravity
axis perpendicular to the cross-tie web. This axis is iden- to the web of the cross-tie, specified in Tab 6
tified as the y axis, while the x axis is that in the web for various types of profiles
plane (see Figures in Tab 6).
www : Net section modulus, in cm3, of the cross-tie
The axial force may be either tensile or compression. about the x axis
Depending on this, two types of checks are to be carried
out, according to b) or c), respectively. Mmax : Max (|M0|, |M1|, |M2|)
b) Strength check of cross-ties subjected to axial tensile 1 + t2 (M1 + M2 )

M 0 = -------------------------------------------
-
forces and bending moments. 2 cos ( u )
The net scantlings of cross-ties are to comply with the 1 M 2 M 1
t = ----------------- --------------------
-
following formula: tan ( u ) M 2 + M 1
F Ry F
3 M u = --- ------C-
10 ------T- + 10 -------- ---------- 2 F EY
A ct w yy R m
where: FEY : Euler load, in kN, for buckling around the y

axis:
FT : Axial tensile force, in kN, in the cross-ties,
obtained from the structural analysis 2 EI yy
F EY = --------------
5 2
-
10 l
Act : Net sectional area, in cm2, of the cross-tie
Iyy : Net moment of inertia, in cm4, of the cross-
M : Max (|M1|, |M2|)
tie about the y axis
M1, M2 : Algebraic bending moments, in kN.m, M1,M2 : Algebraic bending moments, in kN.m,
around the y axis at the ends of the cross-tie, around the y axis at the ends of the cross-tie,
obtained from the structural analysis obtained from the structural analysis
wyy : Net section modulus, in cm3, of the cross-tie wyy : Net section modulus, in cm3, of the cross-tie
about the y axis about the y axis
R : Resistance partial safety factor: R : Resistance partial safety factor:
R = 1,02 R = 1,02
m : Material partial safety factor: m : Material partial safety factor:
m = 1,02 m = 1,02

Pt D, Ch 6, Sec 3
T symmetrical
bf
X
tf
1 t f h w2 b f3
0 0 --- ( 2b f t f3 + h w t w3 ) ----------------
tw 3 24
hw Y
O
tf
T non-symmetrical
b1 f
X
tf
Y 1 t f h w2 b1 f3 b2 f3
O 0 0 --- ( b 1 + b 2 )t f3 + h w t w3 -------------------------------------
3 12 ( b1 f3 + b2 f3 )
hw tw
tf
b2 f
Non-symmetrical
bf
X
tf
b 2 tf 3b f2 t f 1 t f b f3 h 2 3b f t f + 2h w t w
------------------------
- ----------------------------- --- ( 2b f t f3 + h w t w3 ) --------------- ---------------------------------
ht w + 2bt f 6b f t f + h w t w 3 12 6b f t f + h w t w
hw yo
Y
O e G
6.3.4 Strength checks of cross-ties analysed c : Critical stress, in N/mm2, defined in b)

through a three dimensional finite element
model R : Resistance partial safety factor:
a) In addition to the requirements in Pt B, Ch 7, Sec 3, [4] R = 1,02

and Pt B, Ch 7, Sec 3, [6], the net scantlings of cross-ties
subjected to compression axial stresses are to comply m : Material partial safety factor:
with the following formula: m = 1,02
C b) The critical buckling stress of cross-ties is to be
----------
R m
obtained, in N/mm2, from the following formulae:
where:
R
c = E for E -----y
: Compressive stress, in N/mm2, obtained 2
from a three dimensional finite element Ry R
c = R y 1 --------
- for E > -----y
analysis, based on fine mesh modelling, 4 E 2
according to Pt B, Ch 7, Sec 3 and Pt B, Ch
7, App 1 where:

Pt D, Ch 6, Sec 3
E = Min (E1, E2), 7 Other structures

E1 : Euler flexural buckling stress, to be
obtained, in N/mm2, from the following for- 7.1 Machinery space
mula:
7.1.1 Extension of hull structures within the
2 EI
E1 = ---------------------
4 2
machinery space
10 A ct l
Longitudinal bulkheads or inner side, as applicable, carried
I : Min (Ixx, Iyy) through cofferdams are to continue within the machinery
space and are to be used preferably as longitudinal bulk-
Ixx : Net moment of inertia, in cm4, of the cross- heads for liquid cargo tanks. In any case, such extension is
tie about the x axis defined in [6.3.3] a) to be compatible with the shape of the structures of the
Iyy : Net moment of inertia, in cm4, of the cross- double bottom, deck and platforms of the machinery space.
tie about the y axis defined in [6.3.3] a) Where topside tanks are fitted, their structures are to extend
Act : Net cross-sectional area, in cm , of the 2 as far as possible within the machinery space and to be ade-
cross-tie quately tapered.

E2 : Euler torsional buckling stress, to be
obtained, in N/mm2, from the following for- 7.2.1 Cargo shore connection
mula:
Entrances, air inlets and openings to accommodation, serv-
2 EI w J ice and machinery spaces and control stations may not face
E2 = -----------------
4
-2 + 0 ,41 E ---
10 I o l Io the cargo shore connection location of bow or stern loading
and unloading arrangements. They are to be located on the
Iw : Net sectorial moment of inertia, in cm6, of outboard side of the superstructure or deckhouse at a dis-
the cross-tie, specified in Tab 6 for various tance of at least 4% of the ship's length but not less than
types of profiles 3 m from the end of the deckhouse facing the cargo shore
Io : Net polar moment of inertia, in cm4, of the connection location of the bow or stern loading and
unloading arrangements. This distance, however, need not
cross-tie:
exceed 5 m. Sidescuttles facing the shore connection loca-
Io = Ixx + Iyy + Act (yo + e)2 tion and on the sides of the superstructure or deckhouse
within the distance mentioned above are to be of the fixed
yo : Distance, in cm, from the centre of torsion (non-opening) type. All doors, ports and other openings on
to the web of the cross-tie, specified in Tab 6 the corresponding superstructure or deckhouse side are to
for various types of profiles be fitted so that they can be kept closed during the use of
the bow or stern loading and unloading arrangements. The
e : Distance, in cm, from the centre of gravity
Society may permit departures from these requirements in
to the web of the cross-tie, specified in Tab 6
the case of small ships when, at its discretion, compliance
for various types of profiles
with them is not possible.
J : St. Venants net moment of inertia, in cm4, of
Air pipes and other openings to enclosed compartments not
the cross-tie, specified in Tab 6 for various
listed above are to be shielded from spray which may come
types of profiles.
from a leaking hose or connection.
6.4 Strength check with respect to stresses 7.2.2 Deck foam system room
due to the temperature gradient
An access to a deck foam system room (including the foam
tank and the control station) may be permitted within the
6.4.1 Direct calculations of stresses induced in the hull
limits mentioned in Pt C, Ch 4, Sec 6, [3.3.1], provided that
structures by the temperature gradient are to be performed
the door is located flush with the bulkhead.
for ships intended to carry cargoes at temperatures exceed-
ing 90C. In these calculations, the water temperature is to
be assumed equal to 0C. 7.2.3 Tanks covers
Covers fitted on all cargo tank openings are to be of sturdy

The calculations are to be submitted to the Society for
construction, and to ensure tightness for hydrocarbon and
review.
water.
6.4.2 The stresses induced in the hull structures by the tem- Aluminium is not permitted for the construction of tank
perature gradient are to comply with the checking criteria in covers. The use of reinforced fibreglass covers is to be spe-
Pt B, Ch 7, Sec 3, [4.3]. cially examined by the Society.

Pt D, Ch 6, Sec 3
7.3 Hatch covers Aluminium anodes are not to be located under tank hatches
or washing holes, unless protected by the adjacent struc-
7.3.1 The requirements in Ch 4, Sec 4 apply to hatch cov- ture.
ers of ships having the service notation combination car-
rier. 10.2.3 There is no restriction on the positioning of zinc
anodes.
8 Hull outfitting
10.2.4 Anodes are to have steel cores and are to be
declared by the Manufacturer as being sufficiently rigid to
8.1 Equipment
avoid resonance in the anode support and designed so that
they retain the anode even when it is wasted.
8.1.1 Emergency towing arrangement
The specific requirements in Pt B, Ch 10, Sec 4, [4] for ships 10.2.5 The steel inserts are to be attached to the structure
with either of the service notations combination car-
by means of a continuous weld. Alternatively, they may be
rier/OBO ESP or combination carrier/OOC ESP and of
attached to separate supports by bolting, provided a mini-
20000 t deadweight and above are to be complied with.
mum of two bolts with lock nuts are used. However, other
mechanical means of clamping may be accepted.
9 Protection of hull metallic structures
10.2.6 The supports at each end of an anode may not be
9.1 Protection by aluminium coatings attached to separate items which are likely to move inde-
pendently.
9.1.1 The use of aluminium coatings is prohibited in cargo
tanks, the cargo tank deck area, pump rooms, cofferdams or 10.2.7 Where anode inserts or supports are welded to the
any other area where cargo vapour may accumulate. structure, they are to be arranged by the Shipyard so that the
welds are clear of stress peaks.
10 Cathodic protection of tanks 10.2.8 As a general rule, the requirements Ch 7, Sec 3,

[8.2.3] to Ch 7, Sec 3, [8.2.7] apply also to spaces or com-
10.1 General partments adjacent to cargo or slop tanks.
10.1.1 Internal structures in spaces intended to carry liq-

uids may be provided with cathodic protection.
Cathodic protection may be fitted in addition to the 10.3.1 Impressed current cathodic protections are not
required corrosion protective coating, if any. accepted in cargo or slop tanks, unless specially authorized
by the Society.
10.1.2 Details concerning the type of anodes used and
their location and attachment to the structure are to be sub-
mitted to the Society for approval. 11 Construction and testing
10.2 Anodes
10.2.1 Magnesium or magnesium alloy anodes are not per-
mitted in oil cargo tanks and tanks adjacent to cargo tanks. 11.1.1 The welding factors for some hull structural connec-
tions are specified in Tab 7. These welding factors are to be
10.2.2 Aluminium anodes are only permitted in cargo used, in lieu of the corresponding factors specified in Pt B,
tanks and tanks adjacent to cargo tanks in locations where Ch 12, Sec 1, Tab 2, to calculate the throat thickness of fillet
the potential energy does not exceed 28 kg m. The height of weld T connections according to Pt B, Ch 12, Sec 1, [2.3].
the anode is to be measured from the bottom of the tank to For the connections in Tab 7, continuous fillet welding is to
the centre of the anode, and its weight is to be taken as the be adopted.
weight of the anode as fitted, including the fitting devices
and inserts.
However, where aluminium anodes are located on horizon-
tal surfaces such as bulkhead girders and stringers not less
than 1 m wide and fitted with an upstanding flange or face 11.2.1 The specific requirements in Pt B, Ch 12, Sec 2,
flat projecting not less than 75 mm above the horizontal [2.6] for ships with either of the service notations combina-
surface, the height of the anode may be measured from this tion carrier/OBO ESP or combination carrier/OOC ESP are
surface. to be complied with.

Pt D, Ch 6, Sec 3
Connection
of to
Double bottom girders bottom and inner bottom plating 0,35
in way of cargo
holds and tanks
floors bottom and inner bottom plating 0,35
inner bottom in way of lower stools, in general 0,45
Bulkheads in lower and upper
boundaries 0,45
dry cargo holds stool structures
effective shedder
vertical corrugations and lower stool top plate One side penetration welding or equivalent
plates (see [3.4.7])
effective gusset lower stool top plate Full penetration welding, in general
plates (see [3.4.8])
vertical corrugations and shedder plates One side penetration welding or equivalent
Bulkheads in oil
ordinary stiffeners bulkhead plating 0,35
cargo tanks

Pt D, Ch 6, Sec 4
2.1.2 Gas detection

1 General a) An approved fixed gas warning system capable of moni-
toring flammable vapours is to be provided in cargo
pump rooms and pipe ducts and cofferdams adjacent to
1.1 Application
slop tanks.
1.1.1 Ships having the service notation combination car- b) Audible and visual alarms for the gas detection equip-
rier are to comply with the requirements of Ch 7, Sec 4 ment are to be located on the bridge or in other suitable
applicable to oil tankers or oil tankers flashpoint > 60C, as continually manned spaces.
appropriate.
In addition, they are to comply with the provisions of this 2.2 Arrangement of cargo lines
Section.
2.2.1
1.2 Documents a) Where cargo wing tanks are provided, cargo oil lines
below deck are to be installed inside these tanks. How-
1.2.1 Documents to be submitted ever, the Society may permit cargo oil lines to be placed
In addition to those listed in Ch 7, Sect 4, Tab 1, the follow- in special ducts which are to be capable of being ade-
ing documents are to be submitted for approval. quately cleaned and ventilated and to the satisfaction of
the Society.
Table 1 : Documents to be submitted If connected to a cargo pump room, such ducts are to
be considered as cargo pump rooms for the purposes of
safety.
1 Diagram of the ventilation systems serving cargo
spaces and enclosed spaces adjacent to cargo b) Where cargo wing tanks are not provided, cargo oil
spaces lines below deck are to be placed in special ducts.
3 Diagram of the gas measurement system for cargo
pump rooms, pipe ducts and cofferdams adjacent 2.3 Cargo openings
to slop tanks
2.3.1 Openings which may be used for cargo operations
4 Diagram of water filling and draining systems for are not permitted in bulkheads and decks separating oil
cofferdams cargo spaces from other spaces not designed and equipped
5 Diagram of discharge pumping and piping systems for the carriage of oil cargoes unless alternative approved
for slop tanks means provide equivalent integrity.
(1) Diagrams are also to include, where applicable:
the (local and remote) control and monitoring sys- 2.4 Cofferdam filling and draining
tems and automation systems
the instructions for the operation and maintenance 2.4.1 Means are to be provided for filling the cofferdams
of the piping system concerned (for information). surrounding the slop tanks with water and for draining
them. See Ch 6, Sec 2, [2.1.4].
1.2.2 Instruction manual
A manual is to be kept on board giving instructions for the 3 Slop tanks
carriage of contaminated sludge in slop tanks when the ship
is in the dry cargo mode.
3.1 Segregation of piping systems
2 General requirements 3.1.1

a) Pipes serving the slop tanks are to be segregated from
2.1 Ventilation and gas detection other parts of the cargo pumping and piping system by
means of isolation complying with b) or c) below.
2.1.1 Ventilation b) Arrangements to isolate slop tanks containing oil or oil
Cargo spaces and enclosed spaces adjacent to cargo spaces residues from other cargo tanks are to consist of blank
are to be capable of being mechanically ventilated. The flanges which are to remain in position at all times
mechanical ventilation may be provided by portable fans. when cargoes other than liquid cargoes referred to in
See also Pt C, Ch 4, Sec 2, [2.1.2]. Ch 7, Sec 1, [1.1.4] are carried.

Pt D, Ch 6, Sec 4
c) Means are to be provided for isolating the piping con- 3.3 Discharge pumping and piping arrange-
necting the pump room with the slop tanks. The means ment
of isolation are to consist of a valve followed by a spec-
tacle flange or a spool piece with appropriate blank 3.3.1 A separate pumping and piping arrangement incor-
flanges. This arrangement is to be located adjacent to porating a manifold is to be provided for discharging the
the slop tanks, but where this is unreasonable or contents of the slop tanks directly to the open deck for dis-
impracticable, it may be located within the pump room posal to shore reception facilities when the ship is in the dry
directly after the piping penetrates the bulkhead. cargo mode.
3.2 Venting system

3.2.1 Slop tanks are to be provided with a separate venting
system complying with the provisions of Ch 7, Sec 4, [4.2].

Pt D, Ch 6, Sec 4

Part D
Service Notations
Chapter 7
OIL TANKERS AND FLS TANKERS
SECTION 1 GENERAL
SECTION 6 FIRE PROTECTION
APPENDIX 1 DEVICES TO PREVENT THE PASSAGE OF FLAME INTO THE

CARGO TANKS
APPENDIX 2 DESIGN OF CRUDE OIL WASHING SYSTEMS
APPENDIX 3 LISTS OF OILS AND OIL-LIKE SUBSTANCES
APPENDIX 4 LIST OF CHEMICALS FOR WHICH PART D, CHAPTER 8 AND IBC

CODE DO NOT APPLY
APPENDIX 5 ACCIDENTAL OIL OUTFLOW PERFORMANCE

Pt D, Ch 7, Sec 1
SECTION 1 GENERAL
1 General 1.1.5 Service notation FLS tanker
a) The requirements of this Chapter apply to ships having

1.1 Application the service notation FLS tanker, as defined in Pt A, Ch 1,
Sec 2, [4.4.5]. They also apply to ships having the addi-
1.1.1 Ships complying with the requirements of this Chap- tional service feature FLS tanker-flash point > 60C, tak-
ter are eligible for the assignment of the service notation oil ing into account the specific provisions given in Ch 7,
tanker, as defined in Pt A, Ch 1, Sec 2, [4.4.2]. Sec 4.
1.1.2 Ships dealt with in this Chapter and which are greater Note 1: The specific provisions referred to in a) above do not apply
than 500 GT are to comply with the requirements of: to ships intended for the carriage of bulk cargoes at a tempera-
ture above the flash point of the product carried.
this Chapter, which is specific to ships having the serv- b) Ch 7, Sec 4, [9] provides additional requirements for
ice notation oil tanker, ships having the service notations FLS tanker and FLS
NR216 Materials and Welding. tanker-flash point > 60C in the case of carriage of pol-
lution category Z products.
1.1.3 Ships dealt with in this Chapter and which are less
than 500 GT are to comply with the requirements of: c) The list of substances the carriage in bulk of which is
covered by the service notations FLS tanker and FLS
Part A and Part B of the Rules, as applicable, tanker-flash point > 60C is given in Ch 7, App 4.
Note 2: The service notation FLS tanker does not cover cargoes
Ships less than 500 GT, as applicable,
containing 10% of benzene or more. Ships carrying such car-
this Chapter, which is specific to ships having the serv- goes are to comply with the relevant requirements of Part D,
ice notation oil tanker, Chapter 8.
NR216 Materials and Welding.

Note 3: Where the provisions of this Chapter applicable to the
service notation oil tanker and those applicable to the service
1.1.4 Service notation oil tanker
notation FLS tanker are simultaneously complied with, a ship
a) The requirements of this Chapter apply to ships having may be granted both service notations oil tanker-FLS tanker or
the service notation oil tanker, as defined in Pt A, Ch 1, oil tanker-FLS tanker-flash point > 60C, as applicable.
Sec 2, [4.4.2]. They also apply to ships having the addi-
tional service feature flash point > 60C and asphalt
carrier, taking into account the specific provisions given
1.2 Summary table
in the different Sections.
1.2.1 Requirements applicable to ships having the service
Note 1: The specific provisions referred to in a) above do not apply
to ships intended for the carriage of bulk cargoes at a tempera-
notation oil tanker are summarized in Tab 1.
ture above the flash point of the product carried.
1.3 Definitions
b) Departures from these requirements are given for ships
that have the service notation oil tanker-flash point
> 60C and are intended only for the carriage of bulk 1.3.1 Cargo area
cargoes:
The cargo area is that part of the ship that contains cargo
at a temperature below and not within 15C of their tanks as well as slop tanks, cargo pump rooms including
flash point, or pump rooms, cofferdams, ballast or void spaces adjacent to
having a flash point above 100C. cargo tanks or slop tanks as well as deck areas throughout
the entire length and breadth of the part of the ship above
c) Ch 7, Sec 4, [8] provides additional requirements for these spaces.
ships having the service notation oil tanker-asphalt car-
rier.
When independent tanks are installed in hold spaces, the
d) The list of substances the carriage in bulk of which is cofferdams, ballast or void spaces at the after end of the
covered by the service notations oil tanker, oil tanker- aftermost hold space or at the forward end of the forward-
flash point > 60C and oil tanker-asphalt carrier is most hold space are excluded from the cargo area.
given in Ch 7, App 3, Tab 1.

Pt D, Ch 7, Sec 1

Hull Part B Part B
Ch 7, Sec 4 (1) Ch 7, Sec 4 (1)
(1) Ch 7, Sec 4 contains a table summarising the relaxations applying to certain service notations.
1.3.2 Cargo pump room 1.3.6 Crude oil

Cargo pump room is a space containing pumps and their Crude oil is any oil occurring naturally in the earth whether
accessories for the handling of products covered by the or not treated to render it suitable for transportation and
service notation granted to the ship. includes:
a) crude oil from which certain distillate fractions have
1.3.3 Cargo service spaces been removed, and
Cargo service spaces are spaces within the cargo area used b) crude oil to which certain distillate fractions may have
for workshops, lockers and storerooms of more than 2 m2 in been added.
area, intended for cargo handling equipment.
1.3.7 Crude oil tanker
1.3.4 Clean ballast Crude oil tanker means an oil tanker engaged in the trade of
carrying crude oil.
Clean ballast means the ballast in a tank which since oil was
last carried therein, has been so cleaned that the effluent
therefrom if it were discharged from a ship which is station- 1.3.8 Hold space
ary into clean calm water on a clear day would not produce Hold space is the space enclosed by the ships structure in
visible traces of oil on the surface of the water or on adjoin- which an independent cargo tank is fitted
ing shorelines or cause a sludge or emulsion to be deposited
beneath the surface of the water or upon adjoining shore-
1.3.9 Fuel oil
lines. If the ballast is discharged through an oil discharge
monitoring and control system approved by the Society, evi- Fuel oil means any oil used as fuel in connection with the
dence based on such a system to the effect that the oil con- propulsion and auxiliary machinery of the ship on which
tent of the effluent did not exceed 15 parts per million is to such oil is carried.
be determinative that the ballast was clean, notwithstanding
the presence of visible traces. 1.3.10 Non-sparking fan
A fan is considered as non-sparking if in either normal or
1.3.5 Cofferdam abnormal conditions it is unlikely to produce sparks. For
this purpose, the following criteria are to be met:
For the purpose of Ch 7, Sec 2, [2], a cofferdam is an isolat-
ing space between two adjacent steel bulkheads or decks. It a) Design criteria
is to meet the following criteria:
1) The air gap between the impeller and the casing is to
a) the minimum distance between the two bulkheads or be not less than 1/10 of the shaft diameter in way of
decks is to be sufficient for safe access and inspection. the impeller bearing and in any case not less than 2
mm, but need not exceed 13 mm
b) in order to meet the single failure principle, in the par-
ticular case when a corner-to-corner situation occurs, 2) Protective screens with square mesh of not more
this principle may be met by welding a diagonal plate than 13 mm are to be fitted to the inlet and outlet of
across the corner. ventilation ducts to prevent objects entering the fan
housing.

Pt D, Ch 7, Sec 1
b) Materials
1) The impeller and the housing in way of the impeller 1.3.11 Oil-like substances
are to be made of spark-proof materials which are Oil-like substances are those substances listed in Ch 7, App
recognised as such by means of an appropriate test 3, Tab 2.
to the satisfaction of the Society
2) Electrostatic charges, both in the rotating body and 1.3.12 Oil mixture
the casing, are to be prevented by the use of anti- Oil mixture means a mixture with any oil content.
static materials. Furthermore, the installation on
board of ventilation units is to be such as to ensure
their safe bonding to the hull 1.3.13 Product carrier
3) Tests may not be required for fans having the follow- Product carrier means an oil tanker engaged in the trade of
ing material combinations: carrying oil other than crude oil.
impellers and/or housings of non-metallic mate-
rial, due regard being paid to the elimination of 1.3.14 Pump room
static electricity
impellers and housings of non-ferrous materials Pump room is a space, located in the cargo area, containing
pumps and their accessories for the handling of ballast and
impellers of aluminium alloys or magnesium
fuel oil, or cargoes other than those covered by the service
alloys and a ferrous (including austenitic stain-
notation granted to the ship.
less steel) housing on which a ring of suitable
thickness of non-ferrous material is fitted in way
1.3.15 Segregated ballast
of the impeller
any combination of ferrous (including austenitic Segregated ballast means the ballast water introduced into a
stainless steel) impellers and housings with not tank which is completely separated from the cargo oil and
less than 13 mm design tip clearance. fuel oil system and which is permanently allocated to the
carriage of ballast or to the carriage of ballast or cargoes
4) The following impeller and housing combinations
other than oil or noxious substances as variously defined in
are considered as sparking and therefore are not per-
Part D, Chapter 7 and Part D, Chapter 8.
mitted:
impellers of an aluminium alloy or a magnesium 1.3.16 Slop tank
alloy and a ferrous housing, regardless of tip
clearance Slop tank means a tank specifically designated for the col-
housings made of an aluminium alloy or a mag- lection of tank draining, tank washings and other oily mix-
nesium alloy and a ferrous impeller, regardless of tures.
tip clearance
any combination of ferrous impeller and housing 1.3.17 Void space
with less than 13 mm design tip clearance. Void space is an enclosed space in the cargo area external
5) Complete fans are to be type-tested in accordance to a cargo tank, except for a hold space, ballast space, fuel
with either the Societys requirements or national or oil tank, cargo pump room, pump room, or any space nor-
international standards accepted by the Society. mally used by personnel.

Pt D, Ch 7, Sec 2
Symbols
LLL : Load line length, in m, defined in Pt B, Ch 1, 2.1.2 Cargo tank area

Sec 2, [3.2]. a) Fore and aft peaks are not to be used as cargo tanks.
b) Double bottom tanks adjacent to cargo tanks are not to
1 General be used as oil fuel tanks.
1.1 Application 2.1.3 Cargo pump rooms

a) The cargo pump rooms are to be separated from the
1.1.1 Except otherwise specified, the requirements of this other spaces of the ship by oiltight bulkheads and are
Section apply to the ships having one of the following serv- not to have, in particular, any direct communications
ice notations: with the machinery spaces.
oil tanker
b) Where glazed ports are provided on the bulkhead sepa-
oil tanker, flash point > 60C rating the cargo pump room from the machinery com-
oil tanker, asphalt carrier partment, they are to satisfy the following conditions:
FLS tanker they are to be efficiently protected from mechanical
FLS tanker, flash point > 60C. damage
strong covers are to be permanently secured on the
1.1.2 The requirements of this Section apply to ships hav- machinery compartment side
ing a propelling machinery located at the aft part of the
glazed ports are to be so constructed that glass and
ship. Ships with other arrangements are to be specially con-
sealing are not impaired by the working of the ship
sidered by the Society.
the glazed ports are to be so constructed as to main-
tain the structural integrity and the bulkheads resist-
1.2 Documents to be submitted ance to fire and smoke.
1.2.1 Tab 1 are to be submitted for approval. 2.1.4 Machinery spaces
Table 1 : Documents to be submitted Machinery spaces are to be positioned aft of cargo tanks
and slop tanks; they are also to be situated aft of cargo
Item N Description of the document pump rooms and cofferdams, but not necessarily aft of the
fuel oil bunker tanks. Any machinery space is to be isolated
1 General arrangement drawing with indication of:
from cargo tanks and slop tanks by cofferdams, cargo pump
access and openings
rooms, fuel oil bunker tanks or ballast tanks. Pump rooms
capacity and size of the cargo tanks, slop tanks
containing pumps and their accessories for ballasting those
and ballast tanks
spaces situated adjacent to cargo tanks and slop tanks and
2 Diagram of the mechanical and natural ventilation pumps for fuel oil transfer are to be considered as equiva-
with indication of the ventilation inlets and outlets lent to a cargo pump room within the context of Article [2],
provided that such pump rooms have the same safety
2 General arrangement of the ship with standard as that required for cargo pump rooms. However,
regard to fire prevention and crew the lower portion of the pump room may be recessed into
machinery spaces of category A to accommodate pumps,
safety provided that the deck head of the recess is in general not
more than one third of the moulded depth above the keel,
2.1 Location and separation of spaces except that in the case of ships of not more than 25000
tonnes deadweight, where it can be demonstrated that for
2.1.1 Application reasons of access and satisfactory piping arrangements this
a) The provisions of [2.1.2] to [2.1.5] apply only to ships is impracticable, the Society may permit a recess in excess
having the service notations oil tanker or FLS tanker. of such height, but not exceeding one half of the moulded
b) Ships having one of the following service notations: depth above the keel.
oil tanker, flash point > 60C
2.1.5 Accommodation spaces, service spaces and
oil tanker, asphalt carrier control stations
FLS tanker, flash point > 60C a) Accommodation spaces, main cargo control stations,
are to comply with the provisions of [2.1.6]. control stations and service spaces (excluding isolated

Pt D, Ch 7, Sec 2
cargo handling gear lockers) are to be positioned aft of

e) Exterior boundaries of superstructures and deckhouses
cargo tanks, slop tanks, and spaces which isolate cargo
enclosing accommodation and including any overhang-
or slop tanks from machinery spaces but not necessarily ing decks which support such accommodation, is to be
aft of the fuel oil bunker tanks and ballast tanks, but be constructed of steel and insulated to A-60 standard for
arranged in such a way that a single failure of a deck or the whole of the portions which face the cargo area and
bulkhead not permit the entry of gas or fumes from the on the outward sides for a distance of 3 m from the end
cargo tanks into an accommodation space, main cargo boundary facing the cargo area. The distance of 3 m is
control stations, control station, or service spaces. A to be measured horizontally and parallel to the middle
recess provided in accordance with [2.1.4] need not be line of the ship from the boundary which faces the
cargo area at each deck level. In the case of the sides of
taken into account when the position of these spaces is
those superstructures and deckhouses, such insulation is
being determined.
to be carried up to the underside of the deck of the nav-
igation bridge.
b) However, where deemed necessary, the Society may
Note 2: Service spaces and control stations (except the wheel-
permit accommodation spaces, main cargo control sta-
house) located in superstructures and deckhouses enclosing
tions, control stations, and service spaces forward of the accommodation are to comply with the provisions of item e).
cargo tanks, slop tanks and spaces which isolate cargo
f) The location and arrangement of the room where foods
and slop tanks from machinery spaces, but not neces-
are cooked are to be selected such as to minimize the
sarily forward of fuel oil bunker tanks or ballast tanks. risk of fire.
Machinery spaces, other than those of category A, may
be permitted forward of the cargo tanks and slop tanks
2.1.6 Case of ships having the service notations oil
provided they are isolated from the cargo tanks and slop
tanker, flash point > 60C, oil tanker, asphalt
tanks by cofferdams, cargo pump rooms, fuel oil bunker carrier or FLS tanker, flash point > 60C
tanks or ballast tanks. All of the above spaces are to be
On ships having one of the following service notations:
subject to an equivalent standard of safety and appropri-
ate availability of fire-extinguishing arrangements being oil tanker, flash point > 60C
provided to the satisfaction of the Society. Accommoda- oil tanker, asphalt carrier
tion spaces, main cargo control spaces, control stations
FLS tanker, flash point > 60C,
and service spaces are to be arranged in such a way that
a single failure of a deck or bulkhead not permit the the location and separation of spaces is not required to
entry of gas or fumes from the cargo tanks into such comply with requirements [2.1.2] to [2.1.5].
spaces. In addition, where deemed necessary for the
However, the following provisions are to be complied with:
safety or navigation of the ship, the Society may permit
machinery spaces containing internal combustion a) Tanks containing cargo or cargo residues are to be seg-
machinery not being main propulsion machinery having regated from accommodation, service and machinery
an output greater than 375 kW to be located forward of spaces, tanks containing drinking water and stores for
human consumption by means of a cofferdam or similar
the cargo area provided the arrangements are in accord-
space.
ance with the provisions of this paragraph.
b) Double bottom tanks adjacent to cargo tanks are not to
be used as fuel oil tanks.
c) Where the fitting of a navigation position above the
cargo area is shown to be necessary, it is to be for navi- c) Means are to be provided to keep deck spills away
gation purposes only and it is to be separated from the from accommodation and service areas.
cargo tank deck by means of an open space with a
height of at least 2 m. The fire protection of such naviga- 2.2 Access and openings
tion position is to be in addition as required for control
spaces in Ch 7, Sec 6 and other provisions, as applica- 2.2.1 Application
ble, of this Chapter. a) Ships with the service notation oil tanker ESP of less
than 500 gross tonnage, and ships with the service nota-
d) Means be provided to keep deck spills away from the tion oil tanker or FLS tanker are to comply with the pro-
accommodation and service areas. This may be accom- visions of [2.2.2] to [2.2.6].
plished by provision of a permanent continuous coam- b) Ships having one of the following service notations:
ing of a height of at least 300 mm, extending from side
to side. Special consideration be given to the arrange-
ments associated with stern loading. oil tanker, asphalt carrier
FLS tanker, flash point > 60C
Note 1: The provisions of paragraph d) above also apply to bow
and stern cargo loading stations. are to comply with the provisions of [2.2.7].

Pt D, Ch 7, Sec 2
c) Ships with the service notation oil tanker ESP of 500

e) Where the ship is designed for bow or stern loading and
gross tonnage and over, are to comply with the provi-
unloading, entrance, air inlets and openings to accom-
sions of [2.2.2], [2.2.4], [2.2.5] and [2.2.6] and with the
modation, service and machinery spaces and control
International Convention for the Safety of Life at Sea,
stations are not to face the cargo shore connection loca-
1974, as amended, Chapter II-1, Part A-1, Regulation 3-
tion of bow or stern loading or unloading arrangements.
6, for details and arrangements of openings and attach-
They are to be located on the outboard side of the
ments to the hull structure.
superstructure or deckhouse at a distance of at least 4%
2.2.2 Access and openings to accommodation of the length of the ship but not less than 3 m from the
spaces, service spaces, control stations and end of the deckhouse facing the cargo shore connection
machinery spaces location of the bow or stern loading and unloading
arrangements. This distance, however, need not exceed
a) Except as permitted in paragraph b), access doors, air
5 m. Sidescuttles facing the shore connection location
inlets and openings to accommodation spaces, service
and on the sides of the superstructure or deckhouse
spaces, control stations and machinery spaces are not to
within the distance mentioned above are to be of the
face the cargo area. They are to be located on the trans-
fixed (non-opening) type. In addition, during the use of
verse bulkhead not facing the cargo area or on the out-
the bow or stern loading and unloading arrangements,
board side of the superstructure or deckhouse at a
all doors, ports and other openings on the correspond-
distance of at least 4% of the length of the ship but not
ing superstructure or deckhouse side are to be kept
less than 3 m from the end of the superstructure or
closed.
deckhouse facing the cargo area. This distance need not
exceed 5 m. Note 3: Where, in the case of small ships, compliance with the
provisions of paragraph e) is not possible, the Society may per-
b) The Society may permit access doors in boundary bulk- mit departures.
heads facing the cargo area or within the 5 m limits
specified in paragraph a), to main cargo control stations 2.2.3 Access to spaces in the cargo area
and to such service spaces used as provision rooms,
store-rooms and lockers, provided they do not give a) Access to cofferdams, ballast tanks, cargo tanks and
access directly or indirectly to any other space contain- other compartments in the cargo area is to be direct
ing or providing for accommodation, control stations or from the open deck and such as to ensure their com-
service spaces such as galleys, pantries or workshops, or plete inspection. Access to double bottom compart-
similar spaces containing sources of vapour ignition. The ments may be through a cargo pump room, pump
boundary of such a space is to be insulated to A-60 room, deep cofferdam, pipe tunnel or similar compart-
class standard, with the exception of the boundary fac- ments, subject to consideration of ventilation aspects.
ing the cargo area. Bolted plates for the removal of Safe access to cofferdams, ballast tanks, cargo tanks and
machinery may be fitted within the limits specified in other compartments in the cargo area is to be direct
paragraph a). Wheelhouse doors and windows may be from the open deck and such as to ensure their com-
located within the limits specified in paragraph a) so plete inspection. Safe access to double bottom compart-
long as they are designed to ensure that the wheelhouse ments or to forward ballast tanks may be from a pump-
can be made rapidly and efficiently gas tight and vapour room, deep cofferdam, pipe tunnel, double hull com-
tight. partment or similar compartment not intended for the
Note 1: An access to a deck foam system room (including the foam carriage of oil or hazardous cargoes.
tank and the control station) can be permitted within the limits
Note 1: Access manholes to forward gas dangerous spaces are per-
mentioned in paragraph a), provided that the conditions listed
mitted from an enclosed gas-safe space provided that:
in paragraph b) are satisfied and that the door is located flush
with the bulkhead. their closing means are gastight and
Note 2: The navigating bridge door and windows are to be tested a warning plate is provided in their vicinity to indicate that
for gas tightness. If a water hose test is applied, the following the opening of the manholes is only permitted after check-
test conditions are deemed acceptable by the Society: ing that there is no flammable gas inside the compartment
in question.
nozzle diameter: minimum 12 mm
water pressure just before the nozzle: not less than 2 bar, Note 2: Unless other additional arrangements provided to facilitate
their access are considered satisfactory by the Society, the dou-
distance between the nozzle and the doors or windows:
ble bottom tanks are to be provided with at least two separate
maximum 1,5 m.
means of access complying with a) above.
c) Windows and sidescuttles facing the cargo area and on
the side of the superstructures and deckhouses within b) For access through horizontal openings, hatches or
the limits specified in paragraph a) are to be of the fixed manholes, the dimensions are to be sufficient to allow a
(non-opening) type. Such windows and sidescuttles, person wearing a self-contained air-breathing apparatus
except whellhouse windows, are to be constructed to and protective equipment to ascend or descend any lad-
A-60 class standard. der without obstruction and also provide a clear open-
ing to facilitate the hoisting of an injured person from
d) Air intakes and air outlets of machinery spaces are to be the bottom of the compartment. The minimum clear
located as far aft as practicable and, in any case, outside opening is to be not less than 600 mm x 600 mm.
the limits stated in a) above.

Pt D, Ch 7, Sec 2
c) For access through vertical openings, or manholes, in Note 1: The Society accepts means of access complying with the
swash bulkheads, floors, girders and web frames provid- Guidelines for safe access to tanker bows adopted by the Marine
ing passage through the length and breadth of the com- Safety Committee of IMO by Resolution MSC.62(67).
partment, the minimum opening is to be not less than
600 mm x 800 mm at a height of not more than 600 mm 2.2.7 Case of ships having the service notations oil
from the bottom shell plating unless gratings or other tanker, flash point > 60C, oil tanker, asphalt
foot holds are provided. carrier or FLS tanker, flash point > 60C
d) For oil tankers of less than 5000 t deadweight smaller On ships having one of the following service notations:
dimensions may be approved by the Society in special oil tanker, flash point > 60C
circumstances, if the ability to traverse such openings or
to remove an injured person can be proved to the satis- oil tanker, asphalt carrier
faction of the Society. FLS tanker, flash point > 60C
For oil tankers of less than 5,000 tonnes deadweight, the
Society may approve, in special circumstances, smaller the access and openings are not required to comply with
dimensions for the openings referred to in paragraphs a) the provisions of [2.2.2]. However, the access doors, air
and b), if the ability to traverse such openings or to inlets and openings to accommodation spaces, service
remove an injured person can be proved to the satisfac- spaces and control stations are not to face the cargo area.
tion of the Society.
2.3 Ventilation
e) Access ladders of cargo tanks are to be fitted with hand-
rails and to be securely attached to the tank structure.
2.3.1 Application
They are not to be fitted vertically, unless justified by the
size of the tanks. Rest platforms are to be provided at a) The requirements of [2.3.2] to [2.3.5] apply only to ships
suitable intervals of not more than 10 m. having the service notations oil tanker or FLS tanker.
b) Ships having one of the following service notations:
2.2.4 Access to the pipe tunnels
a) The pipe tunnels in the double bottom are to comply
with the following requirements: oil tanker, asphalt carrier
1) they are not to communicate with the engine room, FLS tanker, flash point > 60C
2) provision is to be made for at least two exits to the are to comply with the provisions of [2.3.6].
open deck arranged at a maximum distance from
each other. One of these exits fitted with a watertight 2.3.2 General
closure may lead to the cargo pump room.
a) Enclosed spaces within the cargo area are to be pro-
b) Where there is permanent access from a pipe tunnel to vided with efficient means of ventilation. Unless other-
the main pump room, a watertight door is to be fitted wise specified, portable means are permitted for that
complying with the requirements of Pt B, Ch 2, Sec 1, purpose. Ventilation fans are to be of non sparking con-
[6] and in addition with the following: struction according to Ch 7, Sec 1, [1.3.10].
1) in addition to the bridge operation, the watertight b) Ventilation inlets and outlets, especially for machinery
door is to be capable of being manually closed from spaces, are to be situated as far aft as practicable. Due
outside the main pump room entrance, consideration in this regard is to be given when the ship
2) the watertight door is to be kept closed during nor- is equipped to load or discharge at the stern. Sources of
mal operations of the ship except when access to the ignition such as electrical equipment are to be so
pipe tunnel is required. arranged as to avoid an explosion hazard.
Note 1: A notice is to be affixed to the door to the effect that it may
not be left open. 2.3.3 Ventilation of cargo pump rooms
a) Ventilation exhaust ducts are to discharge upwards in
2.2.5 Access to the forecastle spaces
locations at least 3 m from any ventilation intake and
Access to the forecastle spaces containing sources of igni- opening to gas safe spaces.
tion may be permitted through doors facing cargo area pro-
vided the doors are located outside hazardous areas as b) Ventilation intakes are to be so arranged as to minimize
defined in Ch 7, Sec 5. the possibility of recycling hazardous vapours from ven-
tilation discharge openings.
2.2.6 Access to the bow
Every tanker is to be provided with the means to enable the c) The ventilation ducts are not to be led through gas safe
crew to gain safe access to the bow even in severe weather spaces, cargo tanks or slop tanks.
conditions. Such means of access are to be approved by the
Society. d) See also Ch 7, Sec 4, [3.5.1].

Pt D, Ch 7, Sec 2
2.3.4 Ventilation of other pump rooms 3.1.2 Tonnage

a) Ventilation of pump rooms containing: Unless otherwise specified, the requirements of the present
Article apply only to ships of 150 tons gross tonnage and
ballast pumps serving spaces adjacent to cargo or
above.
slop tanks
oil fuel pumps
3.2 Protection of the cargo tank length in
is to comply with paragraphs a) to c) of [2.3.3] and a) of the event of grounding or collision
Ch 7, Sec 4, [3.5.1].
b) The ventilation intakes of the pump rooms referred to in 3.2.1 Application
a) are to be located at a distance of not less than 3 m
The requirements of the present sub-article apply to ships of
from the ventilation outlets of cargo pump rooms.
600 tons deadweight and above.
2.3.5 Ventilation of double hull and double bottom 3.2.2 General

spaces
a) The design and construction of oil tankers is to pay due
Double hull and double bottom spaces are to be fitted with regard to the general safety aspects including the need
suitable connections for the supply of air. for maintenance and inspections of wing and double
bottom tanks or spaces.
2.3.6 Case of ships having the service notations oil
tanker, flash point > 60C, oil tanker, asphalt b) Oil is not to be carried in any space extending forward
carrier or FLS tanker, flash point > 60C of a collision bulkhead located in accordance with Pt B,
On ships having one of the following service notations: Ch 2, Sec 1, [3]. An oil tanker that is not required to
have a collision bulkhead in accordance with that regu-
oil tanker, flash point > 60C lation is not to carry oil in any space extending forward
oil tanker, asphalt carrier of the transverse plane perpendicular to the centreline
that is located as if it were a collision bulkhead located
FLS tanker, flash point > 60C, in accordance with that regulation.
the ventilation is not required to comply with requirements
3.2.3 Case of ships of 5000 tons deadweight and
[2.3.2] to [2.3.5]. However, the following provisions apply:
above
a) Where the ship is intended only for the carriage of cargo On oil tankers of 5000 tons deadweight and above, the
with flashpoint above 100C: entire cargo tank length is to be protected by ballast tanks
spaces located within the cargo area are to be effi- or spaces other than cargo and fuel oil tanks as follows:
ciently ventilated a) Wing tanks or spaces
portable means of ventilation are permitted except
Wing tanks or spaces are to extend either for the full
for the cargo pump room, which is to be mechani-
depth of the ships side or from the top of the double
cally ventilated.
bottom to the uppermost deck, disregarding a rounded
b) Where the ship is intended for the carriage of cargo with gunwale where fitted. They are to be arranged such that
flashpoint of 100C or below: the cargo tanks are located inboard of the moulded line
of the side shell plating, nowhere less than the distance
spaces located within the cargo area are to be effi-
w which, as shown in Fig 1 is measured at any cross-sec-
ciently ventilated. Portable means of ventilation are
tion at right angles to the side shell, as specified below:
permitted
DW
ventilation of the cargo pump room is to comply w = 0, 5 + ---------------- ( m )
20000
with [2.3.3].
or w = 2,0 m, whichever is the lesser.
3 General arrangement of the ship with The minimum value of w = 1,0 m.
regard to pollution prevention b) Double bottom tanks or spaces
At any cross-section, the depth of each double bottom
3.1 Application tank or compartment is to be such that the distance h
between the bottom of the cargo tanks and the
3.1.1 Service notations moulded line of the bottom shell plating measured at
The requirements of the present Article apply only to ships right angles to the bottom shell plating, as shown in Fig
having one of the following notations: 1 is not less than specified below:
oil tanker B/15 (m), or
oil tanker, flash point > 60C 2,0 m, whichever is the lesser.
oil tanker, asphalt carrier. The minimum value of h = 1,0 m.

Pt D, Ch 7, Sec 2
w w
.
.
w w
h>w h<w
. .
h h h
h
1.5 h
.
.
. . base line
Note 1: Double bottom tanks or spaces as required by the above longitudinal hull girder bending stress, trim, etc., may be
paragraph may be dispensed with, provided that the design of located anywhere within the ship.
the tanker is such that the cargo and vapour pressure exerted
on the bottom shell plating forming a single boundary between
the cargo and the sea does not exceed the external hydrostatic
water pressure, as expressed by the following formula:
f h c c g + 100 p d n s g
W
where:
.
hc : Height of cargo in contact with the bottom shell
plating, in metres
c : Maximum cargo density, in t/m3
dn : Minimum operating draught under any expected W
loading conditions, in metres
s : Density of seawater, in t/m3
.
p : Maximum set pressure of pressure/vacuum valve
provided for the cargo tanks, in bars
1.5 h
f : Safety factor = 1,1
base line
g : Standard acceleration of gravity (9,81 m/s2).
Any horizontal partition necessary to fulfil the above require-
ments are to be located at a height of not less than B/6 or 6 m, Note 2: In calculating the aggregate capacity under paragraph d)
whichever is the lesser, but not more than 0,6D, above the above, the following is to be taken into account:
baseline where D is the moulded depth amidships. the capacity of engine-room ballast tanks is to be excluded
The location of wing tanks or spaces is to be as defined in para- from the aggregate capacity of ballast tanks,
graph a) above except that, below a level 1,5h above the base- the capacity of ballast tanks located inboard of double hull is
line where h is as defined above, the cargo tank boundary line to be excluded from the aggregate capacity of ballast tanks,
may be vertical down to the bottom plating, as shown in Fig 2.
spaces such as void spaces located in the double hull
c) Turn of the bilge area or at locations without a clearly within the cargo tank length is to be included in the aggre-
defined turn of the bilge gate capacity of ballast tanks.
Where the distance h and w are different, the distance e) Suction wells in cargo tanks may protube into the dou-
w is to have preference at levels exceeding 1,5h above ble bottom below the boundary line defined by the dis-
baseline as shown in Fig 1. tance h provided that such wells are as small as
practicable and the distance between the well bottom
d) Aggregate capacity of the ballast tanks
and bottom shell plating is not less than 0,5h.
On crude oil tankers of 20000 t deadweight and above
and product carriers of 30000 t deadweight and above, f) Ballast and cargo piping is to comply with the provi-
the aggregate capacity of wing tanks, double bottom sions of Ch 7, Sec 4, [2.3.7] and Ch 7, Sec 4, [3.4.1].
tanks, forepeak tanks and afterpeak tanks is to be not Note 3: Other methods of design and construction of oil tankers
less than the capacity of segregated ballast tanks neces- may also be accepted as alternatives to the requirements pre-
sary to meet the requirements of [3.3.2]. Wing tanks or scribed in items a) to f), provided that such methods ensure at least
compartments and double bottom tanks used to meet the same level of protection against oil pollution in the event of col-
the requirements of [3.3.2] are to be located as uni- lision or stranding and are approved in principle by the Society.
formly as practicable along the cargo tank length. Addi- The Society will accept the methods of design and construction
tional segregated ballast capacity provided for reducing described in IMO Resolution MEPC.66(37).

Pt D, Ch 7, Sec 2
3.2.4 Case of ships of less than 5000 tons deadweight a) the moulded draught amidships, dm in metres (without
Oil tankers of less than 5000 tons deadweight are to: taking into account any ship's deformation) is to be not
less than:
a) at least be fitted with double bottom tanks or spaces
dm = 2,0 + 0,02 LLL
having such a depth that the distance h specified in
[3.2.3] b) complies with the following: b) the draughts at the forward and after perpendicular are
to correspond to those determined by the draught amid-
h = B/15 (m) ships dm as specified above, in association with the trim
with a minimum value of h = 0,76 m; by the stern of not greater than 0,015LLL , and
in the turn of the bilge area and at locations without a c) in any case the draught at the after perpendicular is to
clearly defined turn of bilge, the cargo tank boundary be not less than that which is necessary to obtain full
line is to run parallel to the line of the midship flat bot- immersion of the propeller(s).
tom as shown in Fig 3; and Refer also to paragraph d) of [3.2.3].
b) be provided with cargo tanks so arranged that the Note 1: In case of oil tankers less than 150 metres in length, the
capacity of each cargo tank does not exceed 700 m3 above formulae may be replaced by those set out in Appendix I to
unless wing tanks or spaces are arranged in accordance the Unified Interpretations of Annex I of MARPOL 73/78.
with [3.2.3] a) complying with the following:
3.3.3 Carriage of ballast water in cargo tanks
2, 4DW a) In no case is ballast water to be carried in cargo tanks,
w = 0, 4 + --------------------- ( m )
20000 except:
with a minimum value of w = 0,76 m. 1) on those rare voyages when weather conditions are
so severe that, in the opinion of the Master, it is nec-
Figure 3 : Cargo tank boundary lines essary to carry additional ballast water in cargo
tanks for the safety of the ship, and
2) in exceptional cases where the particular character
of the operation of an oil tanker renders it necessary
to carry ballast water in excess of the quantity
required under [3.3.3], provided that such operation
of the oil tanker falls under the category of excep-
tional cases.
Note 1: Exceptional cases are defined in the Unified Interpretations
of Annex I of MARPOL 73/78
Such additional ballast water is to be processed and dis-
charged in compliance with regulation 34 of Annex I of
base line MARPOL 73/78 and an entry is to be made in the Oil
Record Book Part II referred to in regulation 36 of that
h h Annex.
b) In the case of crude oil tankers, the additional ballast
3.3 Segregation of oil and water ballast permitted in paragraph a) above is to be carried in cargo
tanks only if such tanks have been crude oil washed in
3.3.1 General accordance with [3.5] before departure from an oil
unloading port or terminal.
a) In oil tankers of 150 tons gross tonnage and above, no
ballast water is to be carried in any oil fuel tank.
3.4 Accidental oil outflow performance
b) Every crude oil tanker of 20000 tons deadweight and
3.4.1 Oil tankers are to comply with the requirements of
above and every product carrier of 30000 tons dead-
the Regulation 23 of Annex I to Marpol Convention, as
weight and above are to be provided with segregated
amended.
ballast tanks and are to comply with requirements
[3.3.2] and [3.3.3].
3.5 Cleaning of cargo tanks
3.3.2 Capacity of the segregated ballast tanks 3.5.1 General
The capacity of the segregated ballast tanks is to be so a) Adequate means are to be provided for cleaning the
determined that the ship may operate safely on ballast voy- cargo tanks.
ages without recourse to the use of cargo tanks for water Note 1: This provision does not apply to ships of less than 150 tons
ballast. In all cases, however, the capacity of segregated bal- gross tonnage provided the conditions stated in [3.6.1] are ful-
last tanks is to be at least such that, in any ballast condition filled.
at any part of the voyage, including the conditions consist- b) Every crude oil tanker of 20000 tons deadweight and
ing of lightweight plus segregated ballast only, the ship's above is to be fitted with a cargo tank cleaning system
draughts and trim can meet each of the following require- using crude oil washing complying with the following
ments: requirements. Unless such oil tanker carries crude oil

Pt D, Ch 7, Sec 2
which is not suitable for crude oil washing, the oil tanker erated by tank washings, oil residues and dirty ballast resi-
is to operate the system in accordance with those dues. The total capacity of the slop tank or tanks is not to be
requirements. less than 3% of the oil carrying capacity of the ship, except
The crude oil washing installation and associated equip- that the Society may accept:
ment and arrangements are to comply with the require- a) 2% for oil tankers where the tank washing arrangements
ments of Ch 7, App 2. are such that once the slop tank or tanks are charged
with washing water, this water is sufficient for tank
3.5.2 Ballasting of cargo tanks
washing and, where applicable, for providing the driv-
With respect to the ballasting of cargo tanks, sufficient ing fluid for eductors, without the introduction of addi-
cargo tanks are to be crude oil washed prior to each ballast tional water into the system
voyage in order that, taking into account the tankers trad-
ing pattern and expected weather conditions, ballast water b) 2% where segregated ballast tanks are provided in
is put only into cargo tanks which have been crude oil accordance with [3.3], or where a cargo tank cleaning
washed. system using crude oil washing is fitted in accordance
with [3.5]. This capacity may be further reduced to
3.5.3 Operations and Equipment Manual 1,5% for oil tankers where the tank washing arrange-
Every oil tanker operating with crude oil washing systems is ments are such that once the slop tank or tanks are
to be provided with an Operations and Equipment Manual charged with washing water, this water is sufficient for
detailing the system and equipment and specifying opera- tank washing and, where applicable, for providing the
tional procedures. Such a Manual is to be to the satisfaction driving fluid for eductors, without introduction of addi-
of the Society and is to contain all the information set out in tional water into the system.
Ch 7, App 2. If an alteration affecting the crude oil washing Oil tankers of 70 000 tons deadweight and above are to be
system is made, the Operating and Equipment Manual is to fitted with at least two slop tanks.
be revised accordingly.
3.6.4 Design of slop tanks
3.6 Retention of oil on board - Slop tanks
Slop tanks are to be so designed particularly in respect of
3.6.1 Application the position of inlets, outlets, baffles or weirs where fitted,
so as to avoid excessive turbulence and entrainment of oil or
a) The provisions of requirements [3.6.2] to [3.6.4] do not
emulsion with the water.
apply to ships of less than 150 tons gross tonnage for
which the control of discharge of oil under Ch 7, Sec 4,
[5.2.1] is to be effected by the retention of oil on board 3.7 Deck spills
with subsequent discharge of all contaminated washings
to reception facilities, unless adequate arrangements are 3.7.1 Means are to be provided to keep deck spills away
made to ensure that any effluent which is allowed to be from the accommodation and service areas. This may be
discharged into the sea is effectively monitored to accomplished by providing a permanent continuous coam-
ensure that the provisions of Ch 7, Sec 4, [5.2.1]. ing of a suitable height extending from side to side.
Note 1: The provisions of requirements [3.6.2] to [3.6.4] may be Where gutter bars are installed on the weather decks of oil
waived for any oil tanker which engages exclusively on both tankers in way of cargo manifolds and are extended aft as
voyages of 72 hours or less in duration and within 50 miles far as the aft bulkhead of superstructures for the purpose of
from the nearest land, provided that the oil tanker is engaged
containing cargo spills on deck during loading and dis-
exclusively in trades between ports or terminals within a State
Party to MARPOL 73/78 Convention. Any such waiver is to be
charge operations, the free surface effects caused by con-
subject to the requirements that the oil tanker is to retain on tainment of a cargo spill during liquid transfer operations or
board all oily mixtures for subsequent discharge to reception of boarding seas while underway are to be considered with
facilities and to the determination by the Administration that respect to the vessels available margin of positive initial sta-
facilities available to receive such oily mixtures are adequate. bility (GMo).
b) The provisions of Ch 7, Sec 4, [5] are also to be com- Where the gutter bars installed are higher than 300 mm,
plied with. they are to be treated as bulwarks with freeing ports
arranged in accordance with Pt B, Ch 9, Sec 9, [6] and pro-
3.6.2 General vided with effective closures for use during loading and dis-
a) Adequate means are to be provided for transferring the charge operations. Attached closures are to be arranged in
dirty ballast residue and tank washings from the cargo such a way that jamming is prevented while at sea, enabling
tanks into a slop tank approved by the Society. the freeing ports to remain effective.
b) Arrangements are to be provided to transfer the oily On ships without deck camber, or where the height of the
waste into a slop tank or combination of slop tanks in installed gutter bars exceeds the camber, and for oil tankers
such a way that any effluent discharged into the sea having cargo tanks exceeding 60% of the vessels maximum
comply with the provisions of Ch 7, Sec 4, [5.2]. beam amidships regardless of gutter bar height, gutter bars
may not be accepted without an assessment of the initial
3.6.3 Capacity of slop tanks stability (GMo) for compliance with the relevant intact sta-
The arrangement of the slop tank or combination of slop bility requirements taking into account the free surface
tanks is to have a capacity necessary to retain the slop gen- effect caused by liquids contained by the gutter bars.

Pt D, Ch 7, Sec 2
3.8 Pump-room bottom protection 3.8.3 In case of pump rooms whose bottom plate is located
above the base line by at least the minimum height required
3.8.1 This Article is applicable to oil tankers of 5000 tons in [3.8.2] (e.g. gondola stern designs), there is no need for
deadweight and above. a double bottom construction in way of the pump-room.
3.8.2 The pump-room is to be provided with a double bot-
tom such that at any cross-section the depth of each double 3.8.4 Ballast pumps are to be provided with suitable
bottom tank or space is to be such that the distance h arrangements to ensure efficient suction from double bot-
between the bottom of the pump-room and the ships base tom tanks.
line measured at right angles to the ships base line is to be
not less than the lesser of: 3.8.5 Notwithstanding the provisions of [3.8.2] and [3.8.3],
h= B/15 m where the flooding of the pump-room would not render the
h=2m ballast or cargo pumping system inoperative, a double bot-
without being taken less than 1 m. tom need not be fitted.

Pt D, Ch 7, Sec 3
Symbols
LLL : Load line length, in m, defined in Pt B, Ch 1, b) The initial metacentric height GMo, in m, corrected for
Sec 2, [3.2] free surface measured at 0 heel, is to be not less than
Ry : Minimum yield stress, in N/mm2, of the mate- 0,15. For the purpose of calculating GMo, liquid surface
rial, to be taken equal to 235/k N/mm2, unless corrections are to be based on the appropriate upright
otherwise specified free surface inertia moment.
k : Material factor for steel, defined in Pt B, Ch 4, c) The vessel is to be loaded with:

Sec 1, [2.3] all cargo tanks filled to a level corresponding to the
E : Youngs modulus, in N/mm2, to be taken equal maximum combined total of vertical moment of vol-
to: ume plus free surface inertia moment at 0 heel, for
each individual tank
E = 2,06.105 N/mm2 for steels in general
cargo density corresponding to the available cargo
E = 1,95.105 N/mm2 for stainless steels. deadweight at the displacement at which transverse
KM reaches a minimum value
1 Stability full departure consumable
1% of the total water ballast capacity.The maximum
1.1 Application free surface moment is to be assumed in all ballast
tanks.
1.1.1 The requirements in [1.2.2] and [1.3] apply only to
ships with the service notation oil tanker ESP.
1.3 Damage stability for ships where the
additional class notation SDS is
required
1.2.1 General
1.3.1 General
Ch 3, App 2, [1.2.6] is to be in compliance with the require- Every oil tanker is to comply with the subdivision and dam-
ments in Pt B, Ch 3, Sec 2. In addition, the requirements in age stability criteria as specified in [1.3.8], after the assumed
[1.2.2] are to be complied with. side or bottom damage as specified in [1.3.2], for the stand-
ard of damage described in [1.3.3], and for any operating
1.2.2 Liquid transfer operations draught reflecting actual partial or full load conditions con-
Ships with certain internal subdivision may be subjected to sistent with trim and strength of the ship as well as specific
lolling during liquid transfer operations such as loading, gravities of the cargo.
unloading or ballasting. In order to prevent the effect of loll- The actual partial or full load conditions to be considered
ing, the design of oil tankers of 5000 t deadweight and are those specified in Pt B, Ch 3, App 2, [1.2.6], but ballast
above is to be such that the following criteria are complied conditions where the oil tanker is not carrying oil in cargo
with: tanks, excluding any oil residues, are not to be considered.
a) The intact stability criteria reported in b) is to be com-
1.3.2 Damage dimensions
plied with for the worst possible condition of loading
and ballasting as defined in c), consistent with good The assumed extent of damage is to be as defined in Tab 1.
operational practice, including the intermediate stages The transverse extent of damage is measured inboard the
of liquid transfer operations. Under all conditions the ship side at right angles to the centreline at the level of the
ballast tanks are to be assumed slack. summer load line.
Table 1 : Extent of damage
Damage Longitudinal extent Transverse extent Vertical extent

Side lC = 1/3 LLL 2/3 or 14,5 m (1) tC = B/5 or 11,5 m (1) vC = without limit
Bottom For 0,3 LLL from the forward perpendicular lS = 1/3 L LL
2/3
or 14,5 m (1) tS = B/6 or 10 m (1) vS = B/15 or 6 m (1)
any other part lS = 1/3 L LL
2/3
or 5 m (1) tS = B/6 or 5 m (1) vS = B/15 or 6 m (1)
(1) Whichever is the lesser

Pt D, Ch 7, Sec 3
For the purpose of determining the extent of assumed dam- extent of penetration of assumed damage. The step
age, suction wells may be neglected, provided such wells formed by the after peak bulkhead and after peak tank
are not excessive in areas and extend below the tank for a top is not to be regarded as a step.
minimum distance and in no case more than half the height
of the double bottom. 1.3.6 Progressive flooding
The vertical extent of damage is measured from the If pipes, ducts or tunnels are situated within the assumed
moulded line of the bottom shell plating at centreline. extent of damage penetration as defined in [1.3.2], arrange-
ments are to be made so that progressive flooding cannot
If any damage of a lesser extent than the maximum extent of
thereby extend to compartments other than those assumed
damage specified in Tab 1 would result in a more severe
to be floodable in the calculation for each case of damage.
condition, such damage is to be considered.
1.3.7 Permeabilities
Table 2 : Standard of damage
The specific gravity of cargoes carried, as well as any out-
Damage flow of liquid from damaged compartments, are to be taken
Damage Machinery
Ships length, between into account for any empty or partially filled tank.
anywhere in space
in m transverse
ships length flooded The permeability of compartments assumed to be damaged
bulkheads
are to be as indicated in Tab 3.
LLL 100 No Yes (1) (2) No
100 < LLL 150 No Yes (1) No Table 3 : Permeability
150 < LLL 225 Yes No Yes, alone
Compartments Permeability
LLL > 225 Yes No Yes
Appropriate for stores 0,60
(1) Machinery space not flooded. Occupied by accommodation 0,95
(2) Exemptions from the requirements of [1.3.8] may be
accepted by the Society on a case-by-case basis. Occupied by machinery 0,85
Void compartments 0,95
1.3.3 Standard of damage Intended for consumable liquids 0 to 0,95 (1)
The damage in [1.3.2] is to be applied to all conceivable Intended for other liquids 0 to 0,95 (1)
locations along the length of the ship, according to Tab 2.
(1) The permeability of partially filled compartments is to
1.3.4 Calculation method be consistent with the amount of liquid carried in the
compartment.
The metacentric heights (GM), the stability levers (GZ) and
the centre of gravity positions (KG) for judging the final sur-
1.3.8 Survival requirements
vival conditions are to be calculated by the constant dis-
placement method (lost buoyancy). Oil tankers are to be regarded as complying with the dam-
age stability criteria if the requirements of [1.3.9] and
1.3.5 Flooding assumptions [1.3.10] are met.
The requirements of [1.3.8] are to be confirmed by calcula-
tions which take into consideration the design characteris- 1.3.9 Final stage of flooding
tics of the ship, the arrangements, configuration and a) The final waterline, taking into account sinkage, heel
contents of the damaged compartments and the distribu- and trim, is to be below the lower edge of any opening
tion, specific gravities and free surface effect of liquids. through which progressive flooding may take place. The
Where the damage involving transverse bulkheads is envis- progressive flooding is to be considered in accordance
aged as specified in [1.3.3], transverse watertight bulkheads with Pt B, Ch 3, Sec 3, [3.3].
are to be spaced at least at a distance equal to the longitudi- b) The angle of heel due to unsymmetrical flooding may
nal extent of assumed damage specified in [1.3.2] in order not exceed 25, except that this angle may be increased
to be considered effective. Where transverse bulkheads are up to 30 if no deck edge immersion occurs.
spaced at a lesser distance, one or more of these bulkheads
within such extent of damage is to be assumed as non-exist- c) The stability is to be investigated and may be regarded
ent for the purpose of determining flooded compartments. as sufficient if the righting lever curve has at least a range
of 20 beyond the position of equilibrium in association
Where the damage between adjacent transverse watertight with a maximum residual righting lever, in m, of at least
bulkheads is envisaged as specified in [1.3.3], no main 0,1 within the 20 range; the area, in m.rad, under the
transverse bulkhead bounding side tanks or double bottom curve within this range is to be not less than 0,0175.
tanks is to be assumed damaged, unless:
the spacing of the adjacent bulkheads is less than the 1.3.10 Intermediate stage of flooding
longitudinal extent of assumed damage specified in The Society is to be satisfied that the stability is sufficient
[1.3.2] or, during the intermediate stages of flooding. To this end the
there is a step or a recess in a transverse bulkhead of Society applies the same criteria relevant to the final stage
more than 3,05 metres in length, located within the of flooding also during the intermediate stages of flooding.

Pt D, Ch 7, Sec 3
1.3.11 Bottom raking damage 2.2.2 Corrugated bulkheads
This requirement applies to oil tankers of 20000 t dead- For ships of less than 120 m in length, vertically corrugated
weight and above. transverse or longitudinal bulkheads may be connected to
the double bottom and deck plating.
The damage assumptions relative to the bottom damage
prescribed in [1.3.2] are to be supplemented by the For ships equal to or greater than 120 m in length, lower
assumed bottom raking damage of Tab 4. and upper stools are to be fitted.
The requirements of [1.3.8] are to be complied with for the

assumed bottom raking damage. 3 Design loads
Table 4 : Bottom damage extent 3.1 Hull girder loads

Longitudinal Transverse Vertical
Deadweight 3.1.1 Still water loads
extent extent extent
In addition to the requirements in Pt B, Ch 5, Sec 2, [2.1.2],
< 75000 t 0,4 LLL (1) B/3 (2)
still water loads are to be calculated for the following load-
75000 t 0,6 LLL (1) B/3 (2) ing conditions, subdivided into departure and arrival condi-
(1) Measured from the forward perpendicular. tions as appropriate:
(2) Breach of the outer hull. homogeneous loading conditions (excluding tanks
intended exclusively for segregated ballast tanks) at
1.3.12 Equalisation arrangements maximum draft
Equalisation arrangements requiring mechanical aids such partial loading conditions

as valves or cross levelling pipes, if fitted, may not be con- any specified non-homogeneous loading condition
sidered for the purpose of reducing an angle of heel or
attaining the minimum range of residual stability to meet the light and heavy ballast conditions
requirements of [1.3.9] and sufficient residual stability is to mid-voyage conditions relating to tank cleaning or other
be maintained during all stages where equalisation is used. operations where, at the Societys discretion, these differ
Compartments which are linked by ducts of a large cross- significantly from the ballast conditions.
sectional area may be considered to be common.
1.3.13 Information to the Master

3.2 Local loads
The Master of every oil tanker is to be supplied in an 3.2.1 Bottom impact pressure
approved form with: For oil tankers of 20000 t deadweight and above and prod-
information relative to loading and distribution of cargo uct carriers of 30000 t deadweight and above, the draught
necessary to ensure compliance with the requirements TF, to be considered in the calculation of the bottom impact
relative to stability, and pressure according to Pt B, Ch 9, Sec 1, [3.2], is that calcu-
lated by using the segregated ballast tanks only.
data on the ability of the ship to comply with damage
stability criteria as determined in [1.3.8] including the
3.2.2 Cargo mass density
effect of relaxation that may have been allowed as spec-
ified in Tab 2. In the absence of more precise values, a cargo mass density
of 0,9 t/m3 is to be considered for calculating the internal
pressures and forces in cargo tanks according to Pt B, Ch 5,
2 Structure design principles Sec 6.
2.1 Framing arrangement 3.2.3 Partial filling

The carriage of cargoes with a mass density above the one
2.1.1 In general, within the cargo tank region of ships of considered for the design of the cargo tanks may be allowed
more than 90 m in length, the bottom, the inner bottom and with partly filled tanks under the conditions stated in Pt B,
the deck are to be longitudinally framed. Ch 5, Sec 6, [2]The classification certificate or the annex to
this certificate provided for in Pt A, Ch 1, Sec 2, [4.4] is to
Different framing arrangements are to be considered by the
mention these conditions of carriage.
Society on a case-by-case basis, provided that they are sup-
ported by direct calculations.
3.2.4 Overpressure due to cargo filling operations
For ships having the additional service feature asphalt car-
2.2 Bulkhead structural arrangement
rier, the overproduce which may occurred under load-
ing/unloading operations are to be considered, if any. In
2.2.1 General such a case, the diagram of the pressures in loading/unload-
Transverse bulkheads may be either plane or corrugated. ing conditions is to be given by the Designer.

Pt D, Ch 7, Sec 3
4 Hull scantlings 4.3 Primary supporting members

4.3.1 Minimum net thicknesses
4.1 Plating The net thickness of plating which forms the webs of pri-
mary supporting members is to be not less than the value
4.1.1 Minimum net thicknesses obtained, in mm, from the following formula:
tMIN = 1,45 L1/3 k1/6
The net thickness of the strength deck and bulkhead plating
is to be not less than the values given in Tab 5. 4.3.2 Loading conditions for the analyses of
primary supporting members
Table 5 : Minimum net thickness of The still water and wave loads are to be calculated for the
the strength deck and bulkhead plating most severe loading conditions as given in the loading man-
ual, with a view to maximising the stresses in the longitudi-
Plating Minimum net thickness, in mm
nal structure and primary supporting members.
Strength deck for L < 200

Where the loading manual is not available, the loading con-
(5,5 + 0,02 L) k1/2
ditions to be considered in the analysis of primary support-
(8 + 0,0085 L) k1/2 for L 200
ing members in cargo and ballast tanks are those shown in:
Tank bulkhead L1/3 k1/6 + 4,5 s for L < 275 Fig 1 for ships less than 200 m in length
1,5 k1/2 + 8,2 + s for L 275
Fig 2 and Fig 3 for ships equal to or greater than 200 m
Watertight bulkhead 0,85 L1/3 k1/6 + 4,5 s for L < 275 in length.
1,5 k1/2 + 7,5 + s for L 275
4.3.3 Strength check of floors of cargo tank
Wash bulkhead 0,8 + 0,013 L k1/2 + 4,5 s for L < 275
structure with hopper tank analysed through a
3,0 k1/2 + 4,5 + s for L 275 three dimensional beam model
Note 1: Where the cargo tank structure with hopper tank is ana-
s : Length, in m, of the shorter side of the plate lysed through a three dimensional beam model, to be car-
panel. ried out according to Pt B, Ch 7, App 1, the net shear
sectional area of floors within 0,1 l from the floor ends (see
4.2 Ordinary stiffeners Fig 4 for the definition of l) is to be not less than the value
obtained, in cm2, from the following formula:
4.2.1 Minimum net thicknesses R m Q
A Sh = 20 ---------------
-
Ry
The net thickness of the web of ordinary stiffeners is to be
where:
not less than the value obtained, in mm, from the following
formulae: Q : Shear force, in kN, in the floors at the ends of l,
obtained from the structural analysis
tMIN = 0,75 L1/3 k1/6 + 4,5 s for L < 275 m R : Resistance partial safety factor:
R = 1,2
tMIN = 1,5 k1/2 + 7,0 + s for L 275 m
where s is the spacing, in m, of ordinary stiffeners. m = 1,02
Figure 1 : Loading conditions for ships less than 200 m in length
Homogeneous loading Non homogeneous loading

condition at draught T condition at draught T
Partial loading condition Light ballast condition

at draught equal to 0,5D at the relevant draught

Pt D, Ch 7, Sec 3
Figure 2 : Loading conditions for ships equal to or greater than 200 m in length
Homogeneous loading conditions at draught T
Non homogeneous loading conditions at draught T
Light ballast conditions at the relevant draught
Figure 3 : Loading conditions for ships equal to or greater than 200 m in length

Figure 4 : End area of floors 4.3.4 Strength checks of cross-ties analysed

through a three dimensional beam model
a) Cross-ties analysed through three dimensional beam

model analyses according to Pt B, Ch 7, Sec 3 are to be
considered, in the most general case, as being subjected
to axial forces and bending moments around the neutral

0,1 axis perpendicular to the cross-tie web. This axis is iden-
tified as the y axis, while the x axis is that in the web
plane (see Figures in Tab 6).

Pt D, Ch 7, Sec 3
The axial force may be either tensile or compression. Mmax : Max (|M0|, |M1|, |M2|)
Depending on this, two types of checks are to be carried
out, according to b) or c), respectively. 1 + t2 ( M1 + M2 )
M 0 = -------------------------------------------
-
2 cos ( u )
b) Strength check of cross-ties subjected to axial tensile
1 M2 M 1
forces and bending moments. t = ----------------- --------------------
-
tan ( u ) M 2 + M 1
The net scantlings of cross-ties are to comply with the
following formula: F
u = --- ------C-
F Ry 2 F EY
3 M
10 ------T- + 10 -------- ----------
A ct w yy R m FEY : Euler load, in kN, for buckling around the y
where: axis:
FT : Axial tensile force, in kN, in the cross-ties, 2 EI yy
obtained from the structural analysis F EY = --------------
5 2
-
10 l
Act : Net sectional area, in cm2, of the cross-tie
Iyy : Net moment of inertia, in cm4, of the cross-
M : Max (|M1|, |M2|)
tie about the y axis
M1, M2 : Algebraic bending moments, in kN.m,
M1,M2 : Algebraic bending moments, in kN.m,
around the y axis at the ends of the cross-tie,
obtained from the structural analysis around the y axis at the ends of the cross-tie,
obtained from the structural analysis
wyy : Net section modulus, in cm3, of the cross-tie
about the y axis wyy : Net section modulus, in cm3, of the cross-tie
about the y axis
R = 1,02
R = 1,02
m = 1,02
m = 1,02
c) Strength check of cross-ties subjected to axial compres-
sive forces and bending moments.
4.3.5 Strength checks of cross-ties analysed through
The net scantlings of cross-ties are to comply with the a three dimensional finite element model
following formulae:
a) In addition to the requirements in Pt B, Ch 7, Sec 3, [4]
1 e Ry and Pt B, Ch 7, Sec 3, [6], the net scantlings of cross-ties
10F C ------- + -------- ----------
A ct w xx R m subjected to compression axial stresses are to comply
F
with the following formula:
3 M max Ry
- ----------
10 ------C- + 10 -----------
A ct w yy R m C
----------
where: R m
FC : Axial compressive force, in kN, in the cross- where:

ties, obtained from the structural analysis : Compressive stress, in N/mm2, obtained
Act 2
: Net cross-sectional area, in cm , of the from a three dimensional finite element
cross-tie analysis, based on fine mesh modelling,
according to Pt B, Ch 7, Sec 3 and Pt B, Ch
1 7, App 1
= -----------------
F
1 ------C- c : Critical stress, in N/mm2, defined in b)
F EX
R = 1,02
axis:
2 EI xx
F EX = --------------
5 2
- m = 1,02
10 l
b) The critical buckling stress of cross-ties is to be
Ixx : Net moment of inertia, in cm4, of the cross- obtained, in N/mm2, from the following formulae:
tie about the x axis
R
l : Span, in m, of the cross-tie c = E for E -----y
2
e : Distance, in cm, from the centre of gravity Ry R
to the web of the cross-tie, specified in Tab 6 c = R y 1 --------
- for E > -----y
4 E 2
for various types of profiles
www : Net section modulus, in cm3, of the cross-tie where:
about the x axis E = min (E1, E2)

Pt D, Ch 7, Sec 3
E1 : Euler flexural buckling stress, to be In any case, such extension is to be compatible with the
obtained, in N/mm2, from the following for- shape of the structures of the double bottom, deck and plat-
mula: forms of the machinery space.
2 EI
E1 = ---------------------
4 2 5.2 Opening arrangement
10 A ct l
I : Min (Ixx, Iyy) 5.2.1 Tanks covers
Ixx : Net moment of inertia, in cm4, of the cross- Covers fitted on all cargo tank openings are to be of sturdy
tie about the x axis defined in [4.3.4] a) construction, and to ensure tightness for hydrocarbon and
Iyy : Net moment of inertia, in cm4, of the cross- water.
tie about the y axis defined in [4.3.4] a) Aluminium is not permitted for the construction of tank
Act : Net cross-sectional area, in cm2, of the covers. The use of reinforced fibreglass covers is to be spe-
cross-tie cially examined by the Society.
l : Span, in m, of the cross-tie For the protection of cargo tanks carrying crude oil and
petroleum products having a flash point not exceeding
E2 : Euler torsional buckling stress, to be
60C, materials readily rendered ineffective by heat are not
obtained, in N/mm2, from the following for-
to be used for tank opening covers so as to prevent the
mula:
spread of fire to the cargo.
2 EI w J
E2 = -----------------
4
-2 + 0 ,41 E ---
10 I o l Io
6 Hull outfitting
Iw : Net sectorial moment of inertia, in cm6, of
6.1 Equipment
types of profiles
Io : Net polar moment of inertia, in cm4, of the 6.1.1 Emergency towing arrangements
cross-tie: The specific requirements in Pt B, Ch 10, Sec 4, [4] for ships
Io = Ixx + Iyy + Act (yo + e)2 with the service notation oil tanker ESP or FLS tanker and of
yo : Distance, in cm, from the centre of torsion 20000 t deadweight and above are to be complied with.
to the web of the cross-tie, specified in Tab 6
for various types of profiles 7 Protection of hull metallic structures
e : Distance, in cm, from the centre of gravity
to the web of the cross-tie, specified in Tab 6 7.1 Protection by aluminium coatings
for various types of profiles,
7.1.1 The use of aluminium coatings is prohibited in cargo
J : St. Venants net moment of inertia, in cm4, of
tanks, the cargo tank deck area, pump rooms, cofferdams or
any other area where cargo vapour may accumulate.
types of profiles.
4.4 Strength check with respect to stresses 7.2 Material and coatings of tanks
due to the temperature gradient
7.2.1 The resistance of materials and coatings and their
4.4.1 Direct calculations of stresses induced in the hull compatibility with intended cargoes are the responsibility of
structures by the temperature gradient are to be performed the builder or owner. All supporting documents are, how-
for ships intended to carry cargoes at temperatures exceed- ever, to be given to the Society to allow the issue of the list
ing 90C. In these calculations, the water temperature is to of cargoes annexed to the classification certificate.
be assumed equal to 0C. Copy of the charts of coating and/or material resistance
The calculations are to be submitted to the Society for issued by the manufacturers is to be kept on board. These
review. documents are to indicate the possible restrictions relative
to their use.
4.4.2 The stresses induced in the hull structures by the tem-
perature gradient are to comply with the checking criteria in 8 Cathodic protection of tanks
Pt B, Ch 7, Sec 3, [4.3].
8.1 General
5 Other structures
8.1.1 Internal structures in spaces intended to carry liquids
5.1 Machinery space may be provided with cathodic protection.
Cathodic protection may be fitted in addition to the
5.1.1 Extension of the hull structures within the required corrosion protective coating, if any.
machinery space
Longitudinal bulkheads carried through cofferdams are to 8.1.2 Details concerning the type of anodes used and their
continue within the machinery space and are to be used location and attachment to the structure are to be submitted
preferably as longitudinal bulkheads for liquid cargo tanks. to the Society for approval.

Pt D, Ch 7, Sec 3
T symmetrical
bf
X
tf
1 t f h w2 b f3
tw 0 0 --- ( 2b f t f3 + h w t w3 ) ----------------
3 24
hw Y
O
tf
T non-symmetrical
b1 f
X
tf
Y 1 t f h w2 b1 f3 b2 f3
O 0 0 --- ( b 1 + b 2 )t f3 + h w t w3 -------------------------------------
3 12 ( b1 f3 + b2 f3 )
hw tw
tf
b2 f
Non-symmetrical
bf
X
tf
b2 tf 3b f2 t f 1 t f b f3 h 2 3b f t f + 2h w t w
------------------------
- ----------------------------- --- ( 2b f t f3 + h w t w3 ) --------------- ---------------------------------
htw + 2bt f 6b f t f + h w t w 3 12 6b f t f + h w t w
hw yo
Y
O e G
8.2 Anodes than 1 m wide and fitted with an upstanding flange or face
flat projecting not less than 75 mm above the horizontal
8.2.1 Magnesium or magnesium alloy anodes are not per- surface, the height of the anode may be measured from this
mitted in oil cargo tanks and tanks adjacent to cargo tanks. surface.
8.2.2 Aluminium anodes are only permitted in cargo tanks Aluminium anodes are not to be located under tank hatches
and tanks adjacent to cargo tanks in locations where the or washing holes, unless protected by the adjacent structure.
potential energy does not exceed 28 kg m. The height of the
8.2.3 There is no restriction on the positioning of zinc
anode is to be measured from the bottom of the tank to the
anodes.
centre of the anode, and its weight is to be taken as the
weight of the anode as fitted, including the fitting devices 8.2.4 Anodes are to have steel cores and are to be declared
and inserts. by the Manufacturer as being sufficiently rigid to avoid reso-
However, where aluminium anodes are located on horizon- nance in the anode support and designed so that they retain
tal surfaces such as bulkhead girders and stringers not less the anode even when it is wasted.

Pt D, Ch 7, Sec 3
8.2.5 The steel inserts are to be attached to the structure by Where scallop fillet is used, the scallops are to be avoided:
means of a continuous weld. Alternatively, they may be
attached to separate supports by bolting, provided a mini- in way of the connecting brackets and at least more than
mum of two bolts with lock nuts are used. However, other 200 mm beyond the beginning of the bracket
mechanical means of clamping may be accepted.
more than 200 mm about on either side of the connec-
tion of the ordinary stiffeners to the primary stiffeners
8.2.6 The supports at each end of an anode may not be
attached to separate items which are likely to move inde- on bottom transverses, shell stringers and longitudinal
pendently. bulkhead stringers
on the lower half of side shell and longitudinal bulk-

8.2.7 Where anode inserts or supports are welded to the
head transverses, and on the web frames of transverse
structure, they are to be arranged by the Shipyard so that the
bulkheads.
welds are clear of stress peaks.
9.1.2 The welding factors for some hull structural connec-

8.2.8 As a general rule, the requirements [8.2.1] to [8.2.7]
apply also to spaces or compartments adjacent to cargo or tions are specified in Tab 7. These welding factors are to be
slop tanks. used, in lieu of the corresponding factors specified in Pt B,
Ch 12, Sec 1, Tab 2, to calculate the throat thickness of fillet
weld T connections according to Pt B, Ch 12, Sec 1, [2.3].
8.3 Impressed current systems For the connections of Tab 7, continuous fillet welding is to
be adopted.
8.3.1 Impressed current cathodic protections are not
accepted in cargo or slop tanks, unless specially authorized 9.1.3 For ships of more than 250 m in length, throat thick-
by the Society. nesses of fillet welds for transverse web frames and horizon-
tal stringers on transverse bulkheads are to be reinforced as
shown in Fig 5 and Fig 6.
9 Construction and testing
The length, in m, of reinforcement is not to be less than the
greater of the following values:
l = 2s
9.1.1 For all the members, the web is to be connected to
l = 1,2
the face plate by means of continuous fillet welding.
It is recommended to use continuous fillet welding to con- where s is the spacing, in m, of the ordinary stiffeners.
nect the web to its associated shell plating. The throat thick-
ness of such a welding is not to be less than the value 9.1.4 The minimum throat thickness of continuous fillet
specified in Pt B, Ch 12, Sec 1, Tab 2. welding or of scallop welding is not to be less than 4 mm
for assemblies of high tensile steel.
Discontinuous welds are not allowed for primary members
perpendicular to ordinary stiffeners.
For longitudinals, scallop welding can be accepted as for
primary members parallel to longitudinals, especially in
small ships. 9.2.1 The specific requirements in Pt B, Ch 12, Sec 2, [2.3]
for ships with the service notation oil tanker ESP are to be
Scallop welding can be accepted for some members. complied with.
Connection Welding factor

Hull area
of to wF
Double bottom in way of cargo girders bottom and inner bottom plating 0,35
tanks
floors bottom and inner bottom plating 0,35
inner bottom in way of bulkheads or their lower stools 0,45
Bulkheads (1) ordinary stiffeners bulkhead plating 0,35
o
(1) Not required to be applied to ships with the additional service feature flash point > 60 C.

Pt D, Ch 7, Sec 3
Figure 5 : Reinforcement of throat thickness Figure 6 : Reinforcement of throat thickness

for ships greater than 250 m for ships greater than 250 m
DOUBLE
HULL TRANSVERSE
BULKHEAD
LATERAL
0,35e CARGO TANK
Partial penetration
Partial penetration 0,45e
0,45e
0,40e 0,40e
0,45e 0,45e
Partial penetration 0,45e
0,35e Partial penetration CENTRE

CARGO
0,40e TANK
0,40e
Partial penetration
L
C
0,45e
0,40e 0,40e
0,45e
L
C

Pt D, Ch 7, Sec 4
1 General
2.1.2 Independence of piping systems
1.1 Application a) Bilge, ballast and scupper systems serving spaces

located within the cargo area:
1.1.1 Relaxations applying to certain service are to be independent from any piping system serv-
notations ing spaces located outside the cargo area
Articles [2] to [7] provide requirements that apply to ships are not to lead outside the cargo area.
having the service notation oil tanker and, where indicated
in the relevant notes, the relaxations which may be b) Fuel oil systems are to:
accepted for ships of less than 500 gross tonnage and for be independent from the cargo piping system
ships having the following service notations: have no connections with pipelines serving cargo or
oil tanker, flash point > 60C slop tanks.
oil tanker, asphalt carrier
2.1.3 Passage through cargo tanks and slop tanks
FLS tanker
a) Unless otherwise specified, bilge, ballast and fuel oil
FLS tanker, flash point > 60C.
systems serving spaces located outside the cargo area
Such relaxations are summarised in Tab 1. are not to pass through cargo tanks or slop tanks. They
may pass through ballast tanks or void spaces located
within the cargo area.
1.1.2 Additional requirements
Additional requirements are provided in: b) Where expressly permitted, ballast pipes passing
through cargo tanks are to fulfil the following provi-
[8] for ships having the service notation oil tanker, sions:
asphalt carrier
they are to have welded or heavy flanged joints the
[9] for ships intended to carry substances of pollution number of which is kept to a minimum
category Z.
they are to be of extra-reinforced wall thickness as
per Pt C, Ch 1, Sec 10, Tab 6
they are to be adequately supported and protected
1.2.1 The documents listed in Tab 2 are to be submitted for against mechanical damage.
approval.
c) Where required by Ch 7, Sec 2, [3.4.1], lines of piping
which run through cargo tanks are to be fitted with clos-
1.3 Abbreviations ing devices.
1.3.1 The following abbreviations are used in this Section. 2.1.4 Pumps forward of cargo tank area
FP : Flash point, in C. One or more driven pumps are to be fitted, in a suitable
space forward of cargo tanks, for bilge, ballast and, where
2 Piping systems other than cargo relevant, fuel oil services.
piping system Note 1: On ships of less than 500 gross tonnage, such pumps may
be omitted provided that the above services are ensured by means
of equivalent arrangements, subject to the approval of the Society.
2.1 General
2.1.1 Materials 2.2 Bilge system

a) Materials are to comply with the provisions of Pt C, Ch 2.2.1 Bilge pumps
1, Sec 10.
a) At least one bilge pump is to be provided for draining
b) Spheroidal graphite cast iron may be accepted for bilge the spaces located within the cargo area. Cargo pumps
and ballast piping within double bottom or cargo tanks. or stripping pumps may be used for this purpose.
c) Grey cast iron may be accepted for ballast lines within b) Bilge pumps serving spaces located within the cargo
cargo tanks, except for ballast lines to forward tanks area are to be located in the cargo pump room or in
through cargo tanks. another suitable space within the cargo area.

Pt D, Ch 7, Sec 4
Table 1 : Possible relaxations according to service notation
Reference
Service notation or other feature of the ship
Subject to the Relaxations
to which relaxations apply
Rules
Driven pumps for bilge, ballast, [2.1.4] < 500 GRT equivalent arrangements accepted
etc.
Drainage of cofferdams [2.2.5] < 500 GRT hand pumps permitted
Ballast pumps [2.3.2] oil tanker, flash point > 60C Shaft misalignment compensation,
oil tanker, asphalt carrier gastightness of the shaft gland and
FLS tanker, flash point > 60C temperature sensors are not required
Air and sounding pipes of [2.4] oil tanker, flash point > 60C NA (1)
spaces other than cargo tanks oil tanker, asphalt carrier
Cargo pumps [3.2.3] oil tanker, flash point > 60C Shaft misalignment compensation,
[3.2.4] oil tanker, asphalt carrier gas-tightness of the shaft gland and
[3.2.5] FLS tanker, flash point > 60C temperature sensors are not required
Generation of static electricity [3.4.4] oil tanker, flash point > 60C NA (1)
Bow or stern cargo loading and [3.4.5] oil tanker, flash point > 60C NA (1)
unloading arrangement oil tanker, asphalt carrier
Cargo tank venting [4.2] oil tanker, flash point > 60C See Tab 4
Cargo tank purging/gas-freeing [4.3] oil tanker, flash point > 60C NA (1)
Tank level gauging [4.4] oil tanker, flash point > 60C See Tab 4
Tank washing [4.6] FLS tanker, NA (1)
Retention of oil on board [5.2] oil tanker, asphalt carrier NA (1)
FLS tanker,
Oil discharge monitoring and [5.3] oil tanker, less than 150 gross tonnage NA (1)
control system oil tanker, flash point > 60C, and less
than 150 gross tonnage
FLS tanker
Oil contaminated water [5.4] FLS tanker NA (1)
discharge arrangements FLS tanker, flash point > 60C
Survey of pollution prevention [6.3.2] FLS tanker NA (1)
equipment FLS tanker, flash point > 60C
(1) NA means that the requirements referred to in the second column of the table are not applicable.

Pt D, Ch 7, Sec 4

1 General layout of cargo pump room with details of:
bulkhead penetrations
gas detection system
other alarms and safety arrangements
2 Diagram of cargo piping system
3 Diagram of the cargo tank venting system with:
indication of the outlet position
details of the pressure/vacuum valves and flame arrestors
details of the draining arrangements, if any
4 Diagram of the cargo tank level gauging system with overfill safety arrangements
5 Diagram of the cargo tank cleaning system
6 Diagram of the bilge and ballast systems serving the spaces located in the cargo area
7 Diagram of the cargo heating systems
8 Diagram of inert gas system with details of the inert gas plant
9 Diagram of gas measurement system for double hull and double bottom spaces
(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems
2.2.2 Draining of spaces located outside the cargo d) The bilge system of cargo pump rooms is to be capable
area of being controlled from outside.
For bilge draining of spaces located outside the cargo area,
e) A high level alarm is to be provided. Refer to item d) of
refer to Pt C, Ch 1, Sec 10, [6].
[3.5.2].
Note 1: Where the bilge pumps are designed to pump from the
machinery space only, the internal diameter d, in mm, of the bilge
main may be less than that required in Pt C, Ch 1, Sec 10, [6.8.1]
2.2.4 Draining of tunnels and pump rooms other
but it is not to be less than that obtained from the following for- than cargo pump rooms
mula: Arrangements are to be provided to drain tunnels and pump
rooms other than cargo pump rooms. Cargo pumps may be
d = 35 + 3 L 0 ( B + D ) used for this service under the provisions of [2.2.3], item b).
where:
L0 : Length of the engine room, in m 2.2.5 Draining of cofferdams located at the fore and
B : Breadth of the ship, in m
aft ends of the cargo spaces
D : Moulded depth of the ship to the bulkhead deck, in m. a) When they are not intended to be filled with water bal-
last, cofferdams located at the fore and aft ends of the
In any case, the internal section of the bilge main is not to be less
than twice that of the bilge suction pipes determined from Pt C, Ch
cargo spaces are to be fitted with drainage arrange-
1, Sec 10, [6.8.3]. ments.
Attention is drawn to the requirements stated in Part C, Chapter 4 as b) Aft cofferdams adjacent to the cargo pump room may
regards the diameter to be adopted for the determination of fire be drained by a cargo pump in accordance with the
pump capacity. provisions of [2.2.3], items b) and c), or by bilge ejec-
tors.
2.2.3 Draining of pump rooms
c) Cofferdams located at the fore end of the cargo spaces
a) Arrangements are to be provided to drain the pump may be drained by the bilge or ballast pumps required
rooms by means of power pumps or bilge ejectors. in [2.1.4], or by bilge ejectors.
Note 1: On tankers of less than 500 gross tonnage, the pump
rooms may be drained by means of hand pumps with a suction d) Drainage of the after cofferdam from the engine room
diameter of not less than 50 mm. bilge system is not permitted.
Note 1: On tankers of less than 500 gross tonnage, cofferdams
b) Cargo pumps or stripping pumps may be used for drain- may be drained by means of hand pumps with a suction diameter
ing cargo pump rooms provided that: of not less than 50 mm.
a screw-down non-return valve is fitted on the bilge
suctions, and 2.2.6 Drainage of other cofferdams and void spaces
located within the cargo area
a remote control valve is fitted between the pump
suction and the bilge distribution box. Other cofferdams and void spaces located within the cargo
area and not intended to be filled with water ballast are to
c) Bilge pipe diameter is not to be less than 50 mm. be fitted with suitable means of drainage.

Pt D, Ch 7, Sec 4
2.3 Ballast system

2.3.5 Emergency discharge of segregated ballast
2.3.1 General Provisions may be made for emergency discharge of the
a) Every crude oil tanker of 20 000 tons deadweight and segregated ballast by means of a connection to a cargo
above and every product carrier of 30 000 tons dead- pump through a detachable spool piece provided that:
weight and above is to be provided with segregated bal-
non-return valves are fitted on the segregated ballast
last tanks.
connections to prevent the passage of oil to the ballast
tank, and
b) Except where expressly permitted, ballast systems serv-
ing segregated ballast tanks are to be completely sepa- shut-off valves are fitted to shut off the cargo and ballast
rated from the cargo oil and fuel oil systems. lines before the spool piece is removed.
c) In oil tankers of 150 gross tonnage and above, no ballast The detachable spool piece is to be placed in a conspicuous
water is normally to be carried in any fuel oil tank; see position in the pump room and a permanent warning notice
Pt C, Ch 1, Sec 10, [7.1.3]. restricting its use is to be permanently displayed adjacent to
it.
d) In:
crude oil tankers of 20 000 tons deadweight and 2.3.6 Carriage of ballast water in cargo tanks
above
a) Provisions are to be made for filling cargo tanks with sea
product carriers of 30 000 tons deadweight and water, where permitted. Such ballast water is to be proc-
above, essed and discharged using the equipment referred to in
no ballast water is to be carried in cargo tanks, except in [5].
exceptional cases.
b) The sea water inlets and overboard discharges serving
2.3.2 Ballast pumps cargo tanks for the purpose of a) are not to have any
connection with the ballast system of segregated ballast
a) Ballast pumps are to be located in the cargo pump tanks.
room, or a similar space within the cargo area not con-
taining any source of ignition. c) Cargo pumps may be used for pumping ballast water to
or from the cargo tanks, provided two shut-off valves are
b) Where installed in the cargo pump room, ballast pumps
fitted to isolate the cargo piping system from the sea
are to comply with the applicable provisions of [3.2.3].
inlets and overboard discharges.
Note 1: The above provisions do not apply to tankers having one
of the following service notations: d) Ballast pumps serving segregated ballast tanks may be
oil tanker, flash point > 60C used for filling the cargo tanks with sea water provided
that the connection is made on the top of the tanks and
consists of a detachable spool piece and a screw-down
FLS tanker, flash point > 60C. non-return valve to avoid siphon effects.
2.3.3 Pumping arrangements for ballast tanks

within the cargo area 2.3.7 Ballast pipes passing through tanks
a) Ballast systems serving segregated ballast in the cargo a) In oil tankers of 600 tons deadweight and above, ballast
area are to be entirely located within the cargo area and piping is not to pass through cargo tanks except in the
are not to be connected to other piping systems. case of short lengths of piping complying with [2.1.3],
item b).
b) Segregated ballast tanks located within the cargo area
are to be served by two different means. At least one of b) Sliding type couplings are not to be used for expansion
these means is to be a pump or an eductor used exclu- purposes where ballast lines pass through cargo tanks.
sively for dealing with ballast. Expansion bends only are permitted.
2.3.4 Pumping arrangement for cofferdams located 2.3.8 Fore peak ballast system on oil tankers
at the fore and aft ends of the cargo spaces
The fore peak can be ballasted with the system serving bal-
Where they are intended to be filled with water ballast, the last tanks within the cargo area, provided:
cofferdams located at the fore and aft ends of the cargo
spaces may be emptied by a ballast pump located inside the the tank is considered as hazardous
machinery compartment or the forward space mentioned in the vent pipe openings are located on open deck 3 m
[2.1.4], whichever is the case, provided that: away from sources of ignition
the suction is directly connected to the pump and not to means are provided, on the open deck, to allow meas-
a piping system serving machinery spaces urement of flammable gas concentrations within the
the delivery is directly connected to the ship side. tank by a suitable portable instrument

Pt D, Ch 7, Sec 4
the access to the fore peak tank is direct from open 2.5 Scupper pipes
deck. Alternatively, indirect access from the open deck
to the fore peak tank through an enclosed space may be 2.5.1 Scupper pipes are not to pass through cargo tanks
accepted provided that: except, where this is impracticable, in the case of short
lengths of piping complying with the following provisions:
- In case the enclosed space is separated from the
cargo tanks by cofferdams, the access is through a they are of steel
gas tight bolted manhole located in the enclosed they have only welded or heavy flanged joints the
space and a warning sign is to be provided at the number of which is kept to a minimum
manhole stating that the fore peak tank may only be they are of substantial wall thickness as per Pt C, Ch 1,
opened after: Sec 10, Tab 26, column 1.
it has been proven to be gas free
or any electrical equipment which is not certi- 2.6 Heating systems intended for cargo
fied safe in the enclosed space is isolated.
- In case the enclosed space has a common boundary 2.6.1 General
with the cargo tanks and is therefore hazardous, the a) Heating systems intended for cargo are to comply with
enclosed space can be well ventilated. the relevant requirements of Pt C, Ch 1, Sec 10.
b) No part of the heating system is normally to exceed
2.4 Air and sounding pipes of spaces other 220C.
than cargo tanks c) Blind flanges or similar devices are to be provided on
the heating circuits fitted to tanks carrying cargoes
2.4.1 Application which are not to be heated.
The provisions of [2.4] do not apply to ships having one of
the following service notations: d) Heating systems are to be so designed that the pressure
maintained in the heating circuits is higher than that
oil tanker, flash point > 60C exerted by the cargo oil. This need not be applied to
heating circuits which are not in service provided they
are drained and blanked-off.
e) Isolating valves are to be provided at the inlet and outlet
2.4.2 General connections of the tank heating circuits. Arrangements
are to be made to allow manual adjustment of the flow.
The air and sounding pipes fitted to the following spaces:
f)
Heating pipes and coils inside tanks are to be built of a

cofferdams located at the fore and aft ends of the cargo
material suitable for the heated fluid and of reinforced
spaces
thickness as per Pt C, Ch 1, Sec 10, Tab 6. They are to
tanks and cofferdams located within the cargo area and have welded connections only.
not intended for cargo
2.6.2 Steam heating
are to be led to the open. To reduce the risk of liquid or gaseous cargo returns inside
the engine or boiler rooms, steam heating systems of cargo
tanks are to satisfy either of the following provisions:
2.4.3 Air pipes
they are to be independent of other ship services, except
The air pipes referred to in [2.4.2] are to be arranged as per cargo heating or cooling systems, and are not to enter
Pt C, Ch 1, Sec 10, [9] and are to be fitted with easily machinery spaces, or
removable flame screens at their outlets. they are to be provided with an observation tank on the
water return system located within the cargo area. How-
2.4.4 Passage through cargo tanks ever, this tank may be placed inside the engine room in
a well-ventilated position remote from boilers and other
In oil tankers of 600 tons deadweight and above, the air and sources of ignition. Its air pipe is to be led to the open
sounding pipes referred to in [2.4.2] are not to pass through and fitted with a flame arrester.
cargo tanks except in the following cases:
short lengths of piping serving ballast tanks 2.6.3 Hot water heating
lines serving double bottom tanks located within the Hot water systems serving cargo tanks are to be independ-
cargo area, except in the case of oil tankers of 5 000 ent of other systems. They are not to enter machinery spaces
tons deadweight and above unless the expansion tank is fitted with:
means for detection of flammable vapours
where the provisions of [2.1.3], item b) are complied with. a vent pipe led to the open and provided with a flame
arrester.

Pt D, Ch 7, Sec 4
2.6.4 Thermal oil heating 3.2.2 Use of cargo pumps

Except where expressly permitted in [2.2] and [2.3],
a)
Thermal oil heating systems serving cargo tanks are to be

arranged by means of a separate secondary system, located cargo pumps are to be used exclusively for handling the
completely within the cargo area. However, a single circuit liquid cargo and are not to have any connections to
system may be accepted provided that: compartments other than cargo tanks.
Subject to their performance, cargo pumps may be used
b)
the system is so arranged as to ensure a positive pressure

in the coil of at least 3 m water column above the static for tank stripping.
head of the cargo when the circulating pump is not in c)
Cargo pumps may be used, where necessary, for the

operation washing of cargo tanks.
means are provided in the expansion tank for detection
3.2.3 Cargo pumps drive
of flammable cargo vapours. Portable equipment may
be accepted. a) Prime movers of cargo pumps are not to be located in
the cargo area, except in the following cases:
valves for the individual heating coils are provided with
steam driven machine supplied with steam having a
a locking arrangement to ensure that the coils are under
static pressure at all times. temperature not exceeding 220C
hydraulic motors
electric motors in accordance with Ch 7, Sec 5, [2].
3 Cargo pumping and piping systems b) Pumps with a submerged electric motor are not permit-
ted in cargo tanks.
3.1 General c) Where cargo pumps are driven by a machine which is
located outside the cargo pump room, the provisions of
3.1.1 A complete system of pumps and piping is to be fitted item a) of [3.5.2] are to be complied with.
for handling the cargo oil. Except where expressly permit-
ted, and namely for the bow and stern cargo loading and 3.2.4 Design of cargo pumps
unloading stations, this system is not to extend outside the a) Materials of cargo pumps are to be suitable for the prod-
cargo area and is to be independent of any other piping sys- ucts carried.
tem on board.
b) The delivery side of cargo pumps is to be fitted with
relief valves discharging back to the suction side of the
3.2 Cargo pumping system pumps (bypass) in closed circuit. Such relief valves may
be omitted in the case of centrifugal pumps with a max-
3.2.1 Number and location of cargo pumps imum delivery pressure not exceeding the design pres-
sure of the piping, with the delivery valve closed.
a) Each cargo tank is to be served by at least two separate
fixed means of discharging and stripping. However, for c) Pump casings are to be fitted with temperature sensing
tanks fitted with an individual submerged pump, the devices; see Tab 3.
second means may be portable. Note 1: The provisions of item c) above do not apply to ships hav-
ing one of the following service notations:
b) Cargo pumps are to be located: oil tanker, flash point > 60C
in a dedicated pump room, or
on deck, or
when designed for this purpose, within the cargo 3.2.5 Monitoring of cargo pumps
tanks. Cargo pumps are to be monitored as required in Tab 3.
Table 3 : Monitoring of cargo pumps
Equipment, parameter Alarm Indication Comments

pump, discharge pressure L Local on the pump (1), or
next to the unloading control station
pump casing, temperature (2) H (2) visual and audible, in cargo control room or pump control station
bearings, temperature (2) H (2) visual and audible, in cargo control room or pump control station
bulkhead shaft gland, temperature (2) H (2) visual and audible, in cargo control room or pump control station
(1) and next to the driving machine if located in a separate compartment
(2) not required for tankers having one of the following service notations:

Pt D, Ch 7, Sec 4
3.2.6 Control of cargo pumps c) Expansion joints made of non-metallic material may be
Cargo pumps are to be capable of being stopped from: accepted only inside tanks and provided they are:
of an approved type
a position outside the pump room, and
designed to withstand the maximum internal and
a position next to the pumps.
external pressure
electrically conductive.
3.3 Cargo piping design
d) In ships having the service notation oil tanker, sliding
3.3.1 General type couplings are not to be used for expansion pur-
a) Unless otherwise specified, cargo piping is to be poses where lines for cargo oil pass through tanks for
designed and constructed according to the requirements segregated ballast.
of Pt C, Ch 1, Sec 10 applicable to piping systems of: e) In ships having the service notation FLS tanker, slip
class III, in the case of ships having the service nota- joints are not to be used for cargo piping systems with
tion oil tanker the exception of pipe sections inside cargo tanks served
class II, in the case of ships having the service nota- by such sections.
tion FLS tanker, with the exception of cargo pipes
and accessories having an open end or situated 3.3.5 Valves with remote control
inside cargo tanks, for which class III may be a) Valves with remote control are to comply with Pt C, Ch
accepted. 1, Sec 10, [2.7.3].
b) For tests, refer to [6]. b) Submerged valves are to be remote controlled. In the
case of a hydraulic remote control system, control boxes
are to be provided outside the tank, in order to permit
3.3.2 Materials
the emergency control of valves.
a) For the protection of cargo tanks carrying crude oil and
petroleum products having a flash point not exceeding c) Valve actuators located inside cargo tanks are not to be
60C, materials readily rendered ineffective by heat are operated by means of compressed air.
not to be used for valves, fittings, cargo vent piping and
cargo piping so as to prevent the spread of fire to the 3.3.6 Cargo hoses
cargo. a) Cargo hoses are to be of a type approved by the Society
for the intended conditions of use.
b) Cargo piping is, in general, to be made of steel or cast
iron. b) Hoses subject to tank pressure or pump discharge pres-
sure are to be designed for a bursting pressure not less
c) Valves, couplings and other end fittings of cargo pipe than 5 times the maximum pressure under cargo transfer
lines for connection to hoses are to be of steel or other conditions.
suitable ductile material.
c) Unless bonding arrangements complying with Section 6
d) Spheroidal graphite cast iron may be used for cargo oil are provided, the ohmic electrical resistance of cargo
piping within the double bottom or cargo tanks. hoses is not to exceed 106 .
e) Grey cast iron may be accepted for cargo oil lines:

3.4 Cargo piping arrangement and
within cargo tanks, and
installation
on the weather deck for pressure up to 1,6 Mpa.
It is not to be used for manifolds and their valves of fit- 3.4.1 Cargo pipes passing through tanks or
tings connected to cargo handling hoses. compartments
a) Cargo piping is not to pass through tanks or compart-
f) Plastic pipes may be used in the conditions specified in ments located outside the cargo area.
Pt C, Ch 1, App 3. Arrangements are to be made to
avoid the generation of static electricity. b) Cargo piping and similar piping to cargo tanks is not to
pass through ballast tanks except in the case of short
lengths of piping complying with [2.1.3], item b).
3.3.3 Connection of cargo pipe lengths
Cargo pipe lengths may be connected either by means of c) Cargo piping may pass through vertical fuel oil tanks
welded joints or, unless otherwise specified, by means of adjacent to cargo tanks on condition that the provisions
flange connections. of [2.1.3], item b) are complied with.
d) Cargo piping passing through cargo tanks is to comply
3.3.4 Expansion joints with the provisions of Ch 7, Sec 2, [3.4.1].
a) Where necessary, cargo piping is to be fitted with
expansion joints or bends. 3.4.2 Cargo piping passing through bulkheads
Cargo piping passing through bulkheads is to be so
b) Expansion joints including bellows are to be of a type arranged as to preclude excessive stresses at the bulkhead.
approved by the Society. Bolted flanges are not to be used in the bulkhead.

Pt D, Ch 7, Sec 4
3.4.3 Valves a) it is to be equipped with oil piping so designed and

a) Stop valves are to be provided to isolate each tank. installed that oil retention in the lines is minimised, and
b) means are to be provided to drain all cargo pumps and
b) A stop valve is to be fitted at each end of the cargo man- all oil lines at the completion of cargo discharge, where
ifold. necessary by connection to a stripping device. The line
and pump drainings are to be capable of being dis-
c) When a cargo pump in the cargo pump room serves charged both ashore and to a cargo tank or slop tank.
more than one cargo tank, a stop valve is to be fitted in For discharge ashore, a special small diameter line hav-
the cargo pump room on the line leading to each tank. ing a cross-sectional area not exceeding 10% of the
main cargo discharge line is to be provided and is to be
d) Main cargo oil valves located in the cargo pump room
connected on the downstream side of the tankers deck
below the floor gratings are to be remote controlled
manifold valves, both port and starboard, when the
from a position above the floor.
cargo is being discharged; see Fig 1.
e) Valves are also to be provided where required by Ch 7, For oil tankers fitted with a crude oil washing system, refer
Sec 2, [3.4.1]. also to Ch 7, App 2, [2.4.5].
3.4.4 Prevention of the generation of static
electricity Figure 1 : Connection of small diameter line
a) In order to avoid the generation of static electricity, the to the manifold valve
loading pipes are to be led as low as practicable in the to shore
tank.
small diameter line
b) Cargo pipe sections and their accessories are to be elec-
trically bonded together and to the ships hull.
Note 1: The provisions of [3.4.4] do not apply to ships having one upper deck
of the following service notations: s/p c/p c/p
pump cargo cargo
oil tanker / flash point > 60C room tank line
oil tanker / asphalt carrier

3.4.5 Bow or stern cargo loading and unloading from slop tank
arrangements
Where the ship is arranged for loading and unloading out- 3.4.7 Cleaning and gas-freeing
side the cargo area, the following provisions are to be com- a) The cargo piping system is to be so designed and
plied with: arranged as to permit its efficient cleaning and gas-free-
a) the piping outside the cargo area is to be fitted with a ing.
shut-off valve at its connection with the piping system b) Requirements for inert gas systems are given in Ch 7,
within the cargo area and separating means such as Sec 6, [5].
blank flanges or removable spool pieces are to be pro-
vided when the piping is not in use, irrespective of the
number and type of valves in the line 3.5 Arrangement of cargo pump rooms
b) the shore connection is to be fitted with a shut-off valve 3.5.1 Pump room ventilation
and a blank flange
In addition to the provisions of Ch 7, Sec 2, [2.3.3], the ven-
c) pipe connections outside the cargo area are to be of tilation of the cargo pump room is to comply with the fol-
welded type only lowing provisions:
d) arrangements are made to allow the piping outside the a) Cargo pump rooms are to be mechanically ventilated
cargo area to be efficiently drained and purged. and discharges from exhaust fans are to be led to a safe
place on the open deck. The ventilation of these rooms
Note 1: The provisions of [3.4.5] do not apply to ships having one
of the following service notations: is to have sufficient capacity to minimize the possibility
of accumulation of flammable vapours. The number of
oil tanker / flash point > 60C
changes of air is to be at least 20 per hour, based upon
oil tanker / asphalt carrier the gross volume of the space. The air ducts are to be
FLS tanker, flash point > 60C. arranged so that all of the space is effectively ventilated.
The ventilation is to be of the suction type using fans of
the non-sparking type.
3.4.6 Draining of cargo pumps and oil lines
Every oil tanker required to be provided with segregated b) The ventilation ducts are to be so arranged that their
ballast tanks or fitted with a crude oil washing system is to suction is just above the transverse floor plates or bot-
comply with the following requirements: tom longitudinals in the vicinity of bilges.

Pt D, Ch 7, Sec 4
c) An emergency intake located about 2,20 m above the carbon gases exceeds 10 per cent of the lower flamma-
pump room lower grating is to be provided. It is to be ble limit (LFL). The alarm signals (visual and audible) are
fitted with a damper capable of being opened or closed to be provided in the cargo control room and on the
from the exposed main deck and lower grating level. navigation bridge.
Ventilation through the emergency intake is to be effec- d) High liquid level in the bilges is to activate an audible
tive when the lower intakes are sealed off due to flood- and visual alarm in the cargo control room and on the
ing in the bilges. navigation bridge.
d) The foregoing exhaust system is in association with
open grating floor plates to allow the free flow of air. 4 Cargo tanks and fittings
e) Arrangements involving a specific ratio of areas of upper
emergency and lower main ventilator openings, which 4.1 Application
can be shown to result in at least the required 20 air
changes per hour through the lower inlets, can be 4.1.1
adopted without the use of dampers. When the lower
access inlets are closed then at least 15 air changes per a) The provisions of Article [4] apply to cargo tanks and
hour should be obtained through the upper inlets. slop tanks.
b) The provisions of Article [4] apply for the various serv-
3.5.2 Measures to prevent explosions ice notations in accordance with Tab 4.
The provisions of [3.5.2] do not apply to ships having one of
the following service notations:
4.2 Cargo tank venting
oil tanker, asphalt carrier 4.2.1 Principle
FLS tanker, flash point > 60C, Cargo tanks are to be provided with venting systems entirely
distinct from the air pipes of the other compartments of the
except where the cargo is carried at a temperature above ship. The arrangements and position of openings in the
15C from the flash point. cargo tank deck from which emission of flammable vapours
a) Where cargo pumps, ballast pumps and stripping can occur are to be such as to minimise the possibility of
pumps are driven by a machine which is located outside flammable vapours being admitted to enclosed spaces con-
the cargo pump room, the following arrangements are taining a source of ignition, or collecting in the vicinity of
to be made: deck machinery and equipment which may constitute an
1) drive shafts are to be fitted with flexible couplings or ignition hazard.
other means suitable to compensate for any mis-
alignment 4.2.2 Design of venting arrangements
The venting arrangements are to be so designed and operated
2) the shaft bulkhead or deck penetration is to be fitted
as to ensure that neither pressure nor vacuum in cargo tanks
with a gas-tight gland of a type approved by the
exceeds design parameters and be such as to provide for:
Society. The gland is to be efficiently lubricated from
outside the pump room and so designed as to pre- a) the flow of the small volumes of vapour, air or inert gas
vent overheating. The seal parts of the gland are to mixtures caused by thermal variations in a cargo tank in
be of material that cannot initiate sparks. all cases through pressure/vacuum valves, and
3) Temperature sensing devices are to be fitted for b) the passage of large volumes of vapour, air or inert gas
bulkhead shaft glands, bearings and pump casings. mixtures during cargo loading and ballasting, or during
discharging,
b) To discourage personnel from entering the cargo pump
room when the ventilation is not in operation, the light- c) a secondary means of allowing full flow relief of vapour,
ing in the cargo pump room is to be interlocked with air or inert gas mixtures to prevent overpressure or
ventilation such that ventilation is to be in operation to underpressure in the event of failure of the arrange-
energise the lighting. ments in b). Alternatively, pressure sensors may be fitted
Failure of the ventilation system is not to cause the light- in each tank protected by the arrangement required in
ing to go out. Emergency lighting, if fitted, is not to be b), with a monitoring system in the ships cargo control
interlocked. room or the position from which cargo operations are
normally carried out. Such monitoring equipment is also
c) A system for continuously monitoring the concentration to provide an alarm facility which is activated by detec-
of hydrocarbon gases is to be fitted. Sampling points or tion of overpressure or underpressure conditions within
detector heads are to be located in suitable positions in a tank.
order that potentially dangerous leakages are readily
Note 1: A pressure / vacuum valve fitted on the inert gas main may
detected. Sequential sampling is acceptable as long as it
be utilised as the required secondary means of venting. Where
is dedicated for the pump room only, including exhaust the venting arrangements are of the free flow type and the
ducts, and the sampling time is reasonably short. Suita- masthead isolation valve is closed for the unloading condition,
ble positions may be the exhaust ventilation duct and the inert gas system will serve as the primary underpressure
lower parts of the pump room above floor plates. The protection with the pressure / vacuum breaker serving as the
system is to raise an alarm if the concentration of hydro- secondary means.

Pt D, Ch 7, Sec 4
Table 4 : Requirements applicable to cargo tanks according to the service notations
Reference Service notations to which Substitutive requirements for service notations

Subject
of item the item applies to which the item does not apply
[4.2] tank venting oil tanker The relevant provisions of Pt C, Ch 1, Sec 10, [9] and Pt C, Ch
FLS tanker 1, Sec 10, [11]are to be complied with.
Tank venting systems are to open to the atmosphere at a
height of at least 760 mm above the weather deck (1).
Tanks may be fitted with venting systems of the open type
provided with a flame screen (2).
[4.3] tank purging/ oil tanker No requirement
gas-freeing FLS tanker
[4.4] tank level oil tanker The relevant provisions of Pt C, Ch 1, Sec 10, [9] and Pt C, Ch
gauging FLS tanker 1, Sec 10, [11] are to be complied with.
Tanks may be fitted with gauging systems of the open type,
such as a hand sounding pipe or other portable gauging
devices.
[4.5] protection oil tanker
against tank oil tanker, flash point > 60C
overload oil tanker, asphalt carrier
FLS tanker
[4.6] tank washing oil tanker
(1) For ships having the notation oil tanker, flash point > 60C and carrying bulk cargoes at a temperature exceeding flash point-
15C, this height is to be increased to 2,4 m.
(2) For ships having the notation oil tanker, flash point > 60C and carrying bulk cargoes with flash point > 100C, the flame
screen may be omitted.
4.2.3 Combination of venting arrangements 4.2.4 Arrangement of vent lines

The venting arrangements are to be connected to the top of
a) The venting arrangements in each cargo tank may be
each cargo tank and are to be self-draining to the cargo
independent or combined with other cargo tanks and
tanks under all normal conditions of trim and list of the ship.
may be incorporated into the inert gas piping.
Where it may not be possible to provide self-draining lines,
permanent arrangements are to be provided to drain the
b) Where the arrangements are combined with other cargo vent lines to a cargo tank.
tanks, either stop valves or other acceptable means are
to be provided to isolate each cargo tank. Where stop Plugs or equivalent means are to be provided on the lines
valves are fitted, they are to be provided with locking after the safety relief valves.
arrangements which are to be under the control of the
responsible ships officer. There is to be a clear visual 4.2.5 Openings for pressure release
indication of the operational status of the valves or other Openings for pressure release required by [4.2.2] are to:
acceptable means. Where tanks have been isolated, it is a) have as great a height as is practicable above the cargo
to be ensured that relevant isolating valves are opened tank deck to obtain maximum dispersal of flammable
before cargo loading or ballasting or discharging of vapours but in no case less than 2 m above the cargo
those tanks is commenced. Any isolation must continue tank deck,
to permit the flow caused by thermal variations in a b) be arranged at the furthest distance practicable but not
cargo tank in accordance with [4.2.2]. less than 5 m from the nearest air intakes and openings
to enclosed spaces containing a source of ignition and
Note 1: Inadvertent closure or mechanical failure of the isolation
from deck machinery and equipment which may consti-
valves need not be considered in establishing the secondary
tute an ignition hazard.
means of venting cargo tanks required in [4.2.2].
c) If cargo loading and ballasting or discharging of a cargo Note 1: The provisions of item a) are not applicable to the pressure
/ vacuum valve fitted on the inert gas main (see [4.2.2] and Note 1)
tank or cargo tank group is intended, which is isolated
provided its settings are above those of the venting arrangements
from a common venting system, that cargo tank or
required by items a) and b) of [4.2.2].
cargo tank group is to be fitted with a means for over-
Note 2: Anchor windlass and chain locker openings constitute an
pressure or underpressure protection as required in
ignition hazard. They are to be located at the distances required by
[4.2.2]. b) above.

Pt D, Ch 7, Sec 4
4.2.6 Pressure/vacuum valves Note 1: The height requirements of items c) and d) above are not
applicable to the pressure / vacuum valve fitted on the inert gas
a) Pressure/vacuum valves are to be set at a positive pres-
main (see [4.2.2] Note 1) provided its settings are above those of
sure not exceeding 0,021 N/mm2 and at a negative pres- the venting arrangements required by items a) and b) of [4.2.2].
sure not exceeding 0,007 N/mm2.
Note 2: Anchor windlass and chain locker openings constitute an
Note 1: Higher setting values not exceeding 0,07 N/mm2 may be ignition hazard. They are to be located at the distances required by
accepted in positive pressure if the scantlings of the tanks are c) and d) above.
appropriate.
4.2.8 High velocity valves
b) Pressure/vacuum valves required by [4.2.2] may be pro-
vided with a bypass when they are located in a vent a) High velocity valves are to be readily accessible.
main or masthead riser. Where such an arrangement is b) High velocity valves not required to be fitted with flame
provided, there are to be suitable indicators to show arresters (see [4.2.9]) are not to be capable of being
whether the bypass is open or closed. locked on open position.
c) Pressure/vacuum valves are to be of a type approved by 4.2.9 Prevention of the passage of flame into the
the Society in accordance with Ch 7, App 1. tanks
a) The venting system is to be provided with devices to
d) Pressure/vacuum valves are to be readily accessible.
prevent the passage of flame into the cargo tanks. The
design, testing and locating of these devices are to com-
e) Pressure/vacuum valves are to be provided with a man-
ply with Ch 7, App 1.
ual opening device so that valves can be locked on
open position. Locking means on closed position are Note 1: The above requirement is not applicable to the pressure /
not permitted. vacuum valve fitted on the inert gas main (see [4.2.2] and Note
1) provided its settings are above those of the venting arrange-
ments required by items a) and b) of [4.2.2].
4.2.7 Vent outlets b) A flame arresting device integral to the venting system
Vent outlets for cargo loading, discharging and ballasting may be accepted.
required by [4.2.2] are to:
c) Flame screens and flame arresters are to be designed for
a) permit: easy overhauling and cleaning.
the free flow of vapour mixtures, or
4.2.10 Prevention of liquid rising in the venting
the throttling of the discharge of the vapour mixtures system
to achieve a velocity of not less than 30 m/s, a) Provisions are to be made to prevent liquid rising in the
b) be so arranged that the vapour mixture is discharged venting system; refer to [4.5].
vertically upwards,
b) Cargo tanks gas venting systems are not to be used for
c) where the method is by free flow of vapour mixtures, be overflow purposes.
such that the outlet is not less than 6 m above the cargo
c) Spill valves are not considered equivalent to an over-
tank deck or fore and aft gangway if situated within 4 m
flow system.
of the gangway and located not less than 10 m meas-
ured horizontally from the nearest air intakes and open-
4.2.11 Additional provisions for ships fitted with an
ings to enclosed spaces containing a source of ignition
inert gas system
and from deck machinery and equipment which may
constitute an ignition hazard, a) On ships fitted with an inert gas system, one or more
pressure/vacuum-breaking devices are to be provided
d) where the method is by high velocity discharge, be to prevent the cargo tanks from being subject to:
located at a height not less than 2 m above the cargo
1) a positive pressure in excess of the test pressure of
tank deck and not less than 10 m measured horizontally
the cargo tank if the cargo were to be loaded at the
from the nearest air intakes and openings to enclosed
maximum rated capacity and all other outlets are left
spaces containing a source of ignition and from deck
shut, and
machinery which may constitute an ignition hazard.
These outlets are to be provided with high velocity 2) a negative pressure in excess of 700 mm water
devices of a type approved by the Society, gauge if cargo were to be discharged at the maxi-
mum rated capacity of the cargo pumps and the
e) be designed on the basis of the maximum designed inert gas blowers were to fail.
loading rate multiplied by a factor of at least 1,25 to take
account of gas evolution, in order to prevent the pres- Such devices are to be installed on the inert gas main
sure in any cargo tank from exceeding the design pres- unless they are installed in the venting system required
sure. The Master is to be provided with information by [4.2.1] or on individual cargo tanks.
regarding the maximum permissible loading rate for b) The location and design of the devices referred to in par-
each cargo tank and in the case of combined venting agraph a) above are to be in accordance with require-
systems, for each group of cargo tanks. ments [4.2.1] to [4.2.10].

Pt D, Ch 7, Sec 4
4.3 Cargo tank inerting, purging and/or gas- a) through the vent outlets as specified in [4.2.7], or
freeing b) through outlets at least 2 m above the cargo tank deck
level with a vertical efflux velocity of at least 30 m/s
4.3.1 General maintained during the gas-freeing operation, or
a) Arrangements are to be made for purging and/or gas- c) through outlets at least 2 m above the cargo tank deck
freeing of cargo tanks. The arrangements are to be such level with a vertical efflux velocity of at least 20 m/s and
as to minimise the hazards due to the dispersal of flam- which are protected by suitable devices to prevent the
mable vapours in the atmosphere and to flammable mix- passage of flame.
tures in a cargo tank. Accordingly, the provisions of When the flammable vapour concentration at the outlet has
[4.3.2] and [4.3.3], as applicable, are to be complied been reduced to 30% of the lower flammable limit, gas-
with. freeing may thereafter be continued at cargo tank deck
level.
b) The arrangements for inerting, purging or gas-freeing of
empty tanks as required in Ch 7, Sec 6, [5.3.2] are to be
to the satisfaction of the Society and are to be such that 4.4 Cargo tank level gauging systems
the accumulation of hydrocarbon vapours in pockets
formed by the internal structural members in a tank is 4.4.1 General
minimized. a) Each cargo or slop tank is to be fitted with a level gaug-
ing system indicating the liquid level along the entire
c) Ventilation/gas-freeing lines between fans and cargo
height of the tank. Unless otherwise specified, the gauge
tanks are to be fitted with means, such as detachable
may be portable or fixed with local reading.
spool pieces, to prevent any back-flow of hydrocarbon
gases through the fans when they are not used. b) Gauging devices and their remote reading systems are
to be type approved.
d) Discharge outlets are to be located at least 10 m meas-
ured horizontally from the nearest air intake and open- c) Ullage openings and other gauging devices likely to
ings to enclosed spaces with a source of ignition and release cargo vapour to the atmosphere are not to be
from deck machinery equipment which may constitute arranged in enclosed spaces.
an ignition hazard.
4.4.2 Definitions
4.3.2 Ships provided with an inert gas system a) A restricted gauging device means a device which
penetrates the tank and which, when in use, permits a
The following provisions apply to ships provided with an
small quantity of vapour or liquid to be exposed to the
inert gas system:
atmosphere. When not in use, the device is completely
a) On individual cargo tanks the gas outlet pipe, if fitted, is closed. Examples are sounding pipes.
to be positioned as far as practicable from the inert gas /
b) A closed gauging device means a device which is sep-
air inlet and in accordance with [4.2]. The inlet of such
arated from the tank atmosphere and keeps tank con-
outlet pipes may be located either at the deck level or at
tents from being released. It may:
not more than 1 m above the bottom of the tank.
penetrate the tank, such as float-type systems, elec-
b) The cross-sectional area of such gas outlet pipe referred tric probe, magnetic probe or protected sight glass,
to in a) above is to be such that an exit velocity of at
not penetrate the tank, such as ultrasonic or radar
least 20 m/s can be maintained when any three tanks
devices.
are being simultaneously supplied with inert gas. Their
outlets are to extend not less than 2 m above deck level. c) An indirect gauging device means a device which
c) Each gas outlet referred to in b) above is to be fitted determines the level of liquid, for instance by means of
with suitable blanking arrangements. weighing or pipe flow meter.
d) The arrangement of inert gas and cargo piping systems is 4.4.3 Tankers fitted with an inert gas system
to comply with the provisions of Ch 7, Sec 6, [5.4.7],
a) In tankers fitted with an inert gas system, the gauging
item f).
devices are to be of the closed type.
e) The cargo tanks are first to be purged in accordance
with the provisions of a) to d) above until the concentra- b) Use of indirect gauging devices will be given special
tion of hydrocarbon vapours in the cargo tanks has been consideration.
reduced to less than 2% by volume. Thereafter, gas-free-
ing may take place at the cargo tank deck level. 4.4.4 Tankers not fitted with an inert gas system
a) In tankers not fitted with an inert gas system, the gaug-
4.3.3 Ships not provided with an inert gas system ing devices are to be of the closed or restricted types.
Ullage openings may be used only as a reserve sound-
When the ship is not provided with an inert gas system, the ing means and are to be fitted with a watertight closing
operation is to be such that the flammable vapour is dis- appliance.
charged initially:

Pt D, Ch 7, Sec 4
b) Where restricted gauging devices are used, provisions

are to be made to: b) Every crude oil tanker of 20 000 tons deadweight and
above is to be fitted with a cargo tank cleaning system
avoid dangerous escape of liquid or vapour under using crude oil washing and complying with Ch 7, App
pressure when using the device 2.
relieve the pressure in the tank before the device is
operated. c) Crude oil washing systems fitted on oil tankers other
than crude oil tankers of 20 000 tons deadweight or
above are to comply with the provisions of Ch 7, App 2
c) Where used, sounding pipes are to be fitted with a a related to safety.
self-closing blanking device.
4.6.2 Washing machines

4.5 Protection against tank overfilling
a) Tank washing machines are to be of a type approved by
the Society.
4.5.1 General
a) Provisions are to be made to guard against liquid rising b) Washing machines are to be made of steel or other elec-
in the venting system of cargo or slop tanks to a height tricity conducting materials with a limited propensity to
which would exceed the design head of the tanks. This produce sparks on contact.
is to be accomplished by high level alarms or overflow
control systems or other equivalent means, together
with gauging devices and cargo tank filling procedures. 4.6.3 Washing pipes
Note 1: For ships having the service notation FLS tanker, only high a) Washing pipes are to be built, fitted, inspected and
level alarms are permitted. tested in accordance with the applicable requirements
of Pt C, Ch 1, Sec 10, depending on the kind of washing
b) Sufficient ullage is to be left at the end of tank filling to fluid, water or crude oil.
permit free expansion of liquid during carriage.
b) Crude oil washing pipes are also to satisfy the require-
c) High level alarms, overflow control systems and other ments of Article [3.3].
means referred to in a) are to be independent of the
gauging systems referred to in [4.4].
4.6.4 Use of crude oil washing machines for water
washing operations
4.5.2 High level alarms Crude oil washing machines may be connected to water
a) High level alarms are to be type approved. washing pipes, provided that isolating arrangements, such
as a valve and a detachable pipe section, are fitted to isolate
b) High level alarms are to give an audible and visual sig- water pipes.
nal at the control station, where provided.
4.6.5 Installation of washing systems
4.5.3 Other protection systems a) Tank cleaning openings are not to be arranged in
a) Where the tank level gauging systems, cargo and ballast enclosed spaces.
pump control systems and valve control systems are
centralised in a single location, the provisions of [4.5.1] b) The complete installation is to be permanently earthed
may be complied with by the fitting of a level gauge for to the hull.
the indication of the end of loading, in addition to that
required for each tank under [4.4]. The readings of both
gauges for each tank are to be as near as possible to 5 Prevention of pollution by cargo oil
each other and so arranged that any discrepancy
between them can be easily detected.
5.1 General
b) Where a tank can be filled only from other tanks, the
provisions of [4.5.1] are considered as complied with. 5.1.1 Application
a) Unless otherwise specified, the provisions of [5.3] apply
only to ships having the service notations oil tanker or
4.6 Tank washing systems oil tanker, flash point > 60C and of 150 gross tonnage
and above.
4.6.1 General
a) Adequate means are to be provided for cleaning the b) The provisions of Ch 7, Sec 2, [3.6]are to be complied
cargo tanks. with.

Pt D, Ch 7, Sec 4
5.1.2 Provisions for oil tankers of less than 150 f) the tanker has in operation an oil discharge and moni-
gross tonnage toring system complying with the provisions of [5.3] and
The control of discharge for ships having the service nota- a slop tank arrangement as required by Ch 7, Sec 2,
tions oil tanker or oil tanker, flash point > 60C and of less [3.6].
than 150 tons gross tonnage is to be effected by the reten-
tion of oil on board with subsequent discharge of all con- 5.2.2 The provisions of [5.2.1] are not to apply to the dis-
taminated washings to reception facilities unless adequate charge of segregated ballast.
arrangements are made to ensure that the discharge of any
5.2.3 The cargo oil residues which cannot be discharged
effluent which is allowed to be discharged into the sea is
into the sea in compliance with [5.2.1] above are to be
effectively monitored to ensure that the total quantity of oil
retained on board or discharged to reception facilities.
discharged into the sea does not exceed 1/30 000 of the
total quantity of the particular cargo of which the residue
formed a part. 5.3 Oil discharge monitoring and control
system
5.1.3 Exemptions
5.3.1 General
a) The provisions of [5.3] may be waived in the following
cases: a) An oil discharge monitoring and control system is to be
fitted.
oil tankers which engage exclusively on both voy-
ages of 72 hours or less in duration and within 50 b) A manually operated alternative method is to be pro-
miles from the nearest land, provided that the oil vided.
tanker is engaged exclusively in trades between
ports or terminals within a State Party to MARPOL 5.3.2 Design of the discharge monitoring and
73/78 Convention. Any such waiver is to be subject control system
to the requirements that the oil tanker is to retain on a) The discharge monitoring and control system is to be of
board all oily mixtures for subsequent discharge to a type approved in compliance with the provisions of
reception facilities and to the determination by the IMO Resolution A.586(14).
Administration that facilities available to receive
such oily mixtures are adequate, b) The discharge monitoring and control system is to be fit-
ted with a recording device to provide a continuous
oil tankers carrying products which through their record of the discharge in litres per nautical mile and
physical properties inhibit effective product/water total quantity discharged, or the oil content and rate of
separation and monitoring, for which the control of discharge. This record is to be identifiable as regards
discharge is to be effected by the retention of resi- time and date.
dues on board with discharge of all contaminated
washings to reception facilities. c) The oil discharge monitoring and control system is to
come into operation when there is any discharge of
b) Where, in the view of the Society, the equipment
effluent into the sea and is to be such as will ensure that
referred to in [5.3.1] and [5.3.2] is not obtainable for the
any discharge of oily mixture is automatically stopped
monitoring of discharge of oil refined products (white
when the instantaneous rate of discharge of oil content
oils), compliance with such requirements may be
exceeds 30 litres per nautical mile.
waived provided that discharge is performed only in
compliance with the applicable procedures. d) Any failure of the monitoring and control system is to
stop the discharge.
5.2 Discharge into the sea of cargo oil or
oily mixtures 5.3.3 Oil/water interface detectors
Effective oil/water interface detectors approved by the Soci-
5.2.1 Any discharge into the sea of cargo oil or oily mix- ety are to be provided for a rapid and accurate determina-
tures is to be prohibited except when all the following con- tion of the oil/water interface in slop tanks and are to be
ditions are satisfied: available for use in other tanks where the separation of oil
and water is effected and from which it is intended to dis-
a) the tanker is not within a special area,
charge effluent directly to the sea.
Note 1: Special areas are defined in MARPOL Annex I, regulation (9).
b) the tanker is more than 50 nautical miles from the near- 5.4 Pumping, piping and discharge
est land.
arrangements
c) the tanker is proceeding on route.
5.4.1 Discharge manifold
d) the instantaneous rate of discharge of oil content does
not exceed 30 litres per nautical mile. In every oil tanker, a discharge manifold for connection to
reception facilities for the discharge of dirty ballast water or
e) the total quantity of oil discharged into the sea does not oil contaminated water is to be located on the open deck on
exceed 1/30000 of the total quantity of the particular both sides of the ship.
cargo of which the residue formed a part.

Pt D, Ch 7, Sec 4
5.4.2 Discharge pipelines 6.2.2 Inspection of welded joints

In every oil tanker, pipelines for the discharge of ballast Where required in Tab 5, welded joints are to be subjected
water or oil contaminated water from cargo tank areas to to the examinations specified in Pt C, Ch 1, Sec 10, [3.6] for
the sea, where permitted, are to be led to the open deck or class II pipes.
to the ship side above the waterline in the deepest ballast
condition, except that: 6.2.3 Hydrostatic testing
a) Where required in Tab 5, cargo pipes, valves, fittings
a) segregated ballast and clean ballast may be discharged and pump casings are to be submitted to hydrostatic
below the waterline: tests in accordance with the relevant provisions of Pt C,
Ch 1, Sec 10, [20.4].
in ports or at offshore terminals, or
b) Expansion joints and cargo hoses are to be submitted to
at sea by gravity, hydrostatic tests in accordance with the relevant provi-
sions of Pt C, Ch 1, Sec 10, [20.4].
provided that the surface of the ballast water has been
examined immediately before the discharge to ensure c) Where fitted, bellow pieces of gas-tight penetration
that no contamination with oil has taken place. glands are to be pressure tested.
b) on every oil tanker at sea, dirty ballast water or oil con-

6.2.4 Tightness tests
taminated water from tanks in the cargo area, other than
slop tanks, may be discharged by gravity below the Tightness of the following devices is to be checked:
waterline, provided that sufficient time has elapsed in gas-tight penetration glands
order to allow oil/water separation to have taken place
cargo tank P/V and high velocity valves.
and the water ballast has been examined immediately
before the discharge with an oil/water interface detector Note 1: These tests may be carried out in the workshops or on
referred to in [5.3.3], in order to ensure that the height board.
of the interface is such that the discharge does not
involve any increased risk of harm to the marine envi- 6.2.5 Check of the safety valves setting
ronment. The setting pressure of the pressure/vacuum valves is to be
checked in particular with regard to [4.2.6].
5.4.3 Discharge stopping 6.2.6 Summarising table
Inspections and tests required for cargo piping and other
Means are to be provided for stopping the discharge into
equipment fitted in the cargo area are summarised in Tab 5.
the sea of ballast water or oil contaminated water from
cargo tank areas, other than those discharges below the
waterline permitted under [5.4.2], from a position on the 6.3 Shipboard tests
upper deck or above located so that the manifold in use
referred to in [5.4.1] and the discharge to the sea from the 6.3.1 Pressure test
pipelines referred to in [5.4.2] may be visually observed. a) After installation on board, the cargo piping system is to
Means for stopping the discharge need not be provided at be checked for leakage under operational conditions.
the observation position if a positive communication system
such as a telephone or radio system is provided between b) The piping system used in crude oil washing systems is
the observation position and the discharge control position. to be submitted to hydrostatic tests in accordance with
Ch 7, App 2, [3.2.1].
6 Certification, inspection and testing 6.3.2 Survey of pollution prevention equipment

Every ship having the service notations oil tanker or oil
tanker, flash point > 60C and of 150 gross tonnage and
6.1 Application
above is to be subjected to an initial survey before the ship
is put in service, to ensure that the equipment, systems, fit-
6.1.1 The provisions of this Article are related to cargo pip- tings, arrangements and materials fully comply with the rel-
ing and other equipment fitted in the cargo area. They sup- evant provisions of [4.6] and [5].
plement those given in Pt C, Ch 1, Sec 10, [20] for piping
systems.
7 Steering gear
6.2 Workshop tests
7.1 General
6.2.1 Tests for materials
7.1.1 In addition to the provisions of Pt C, Ch 1, Sec 11, the
Where required in Tab 5, materials used for pipes, valves steering gear of ships having the service notation oil tanker
and fittings are to be subjected to the tests specified in Pt C, or FLS tanker and of 10000 gross tonnage and above is to
Ch 1, Sec 10, [20.3.2]. comply with the requirements of [7].

Pt D, Ch 7, Sec 4
Table 5 : Inspection and testing at works
Tests for materials Inspections and tests for the products

References
N Item Y/N Type of material during manu- after completion Type of product to the Rules
(1) certificate (2) facturing (1) (1) (3) certificate (2)
1 pipes, valves and Y C where ND > 100mm [6.2.1]
fittings of class II
W where ND 100mm [6.2.1]
(see [3.3.1])
Y (4) [6.2.2]
Y [6.2.3]
C
2 expansion joints Y (5) W [6.2.1]
and cargo hoses
N
Y [6.2.3]
C
3 cargo pumps Y C for cast body
W for welded construc-
tion
Y (6) see note (6)
Y [6.2.3]
C
4 gas-tight N
penetration glands N
Y [6.2.3],
[6.2.4]
C
5 cargo tank P/V Y W [6.2.1]
and high velocity
Y [6.2.2]
valves
Y [6.2.3],
[6.2.4]
C
6 flame arresters N
N
Y see note (3)
C
7 Oil discharge N
monitoring and
Y (7) see note (3)
control system
C
8 Oil/water interface N
detector
Y (7) see note (3)
C
(1) Y = required, N = not required.
(2) C = class certificate, W = works certificate.
(3) includes the checking of the rule characteristics according to the approved drawings.
(4) only in the case of welded construction.
(5) if metallic.
(6) inspection during manufacturing is to be carried out according to a program approved by the Society.
(7) may also be carried out on board.

Pt D, Ch 7, Sec 4
7.2 Design of the steering gear

7.3.3 Design
7.2.1 Every tanker of 10 000 gross tonnage and upwards is, a) Design pressure
subject to the provisions of [7.3], to comply with the following:
The design pressure is assumed to be at least equal to
the greater of the following:
a) the main steering gear is to be so arranged that in the event
of loss of steering capability due to a single failure in any 1) 1,25 times the maximum working pressure to be
part of one of the power actuating systems of the main expected under the operating conditions required in
steering gear, excluding the tiller, quadrant or components Pt C, Ch 1, Sec 11, [2.1.1]
serving the same purpose, or seizure of the rudder actua-
2) the relief valve setting.
tors, steering capability is to be regained in not more than
45 s after the loss of one power actuating system. b) Analysis
b) the main steering gear is to comprise either: 1) the manufacturers of rudder actuators are to submit
detailed calculations showing the suitability of the
1) two independent and separate power actuating sys- design for the intended service
tems, each capable of meeting the requirements of
Pt C, Ch 1, Sec 11, [2.1.1]; or 2) a detailed stress analysis of the pressure retaining
parts of the actuator is to be carried out to determine
2) at least two identical power actuating systems the stress at the design pressure
which, acting simultaneously in normal operation,
are to be capable of meeting the requirements of Pt 3) where considered necessary because of the design
C, Ch 1, Sec 11, [2.1.1]. Where necessary to comply complexity or manufacturing procedures, a fatigue
with this requirement, interconnection of hydraulic analysis and fracture mechanics analysis may be
power actuating systems is to be provided. Loss of required. In connection with the analyses, all fore-
hydraulic fluid from one system is to be capable of seen dynamic loads are to be taken into account.
being detected and the defective system automati- Experimental stress analysis may be required in addi-
cally isolated so that the other actuating system or tion to, or in lieu of, theoretical calculations depend-
systems remain(s) fully operational ing on the complexity of the design.
c) Allowable stresses
c) steering gear other than that of the hydraulic type is to
achieve equivalent standards. For the purpose of determining the general scantlings of
parts of rudder actuators subject to internal hydraulic
pressure, the allowable stresses are not to exceed:
7.3 Alternative design for ships of less than
100 000 tonnes deadweight m f
l 1,5 f
7.3.1 General
b 1,5 f
For tankers of 10 000 gross tonnage and upwards, but of
less than 100 000 tons deadweight, solutions other than l + b 1,5 f
those set out in [7.2], which need not apply the single fail- m + b 1,5 f
ure criterion to the rudder actuator or actuators, may be
where:
permitted provided that an equivalent safety standard is
achieved and that: m : Equivalent primary general membrane stress
a) following loss of steering capability due to a single failure l : Equivalent primary local membrane stress
of any part of the piping system or in one of the power b : Equivalent primary bending stress
units, steering capability is regained within 45 s; and
f : the lesser of B/A or y/B
b) where the steering gear includes only a single rudder actu- B : Specified minimum tensile strength of mate-
ator, special consideration is given to stress analysis for the
rial at ambient temperature
design including fatigue analysis and fracture mechanics
analysis, as appropriate, to the material used, to the instal- y : Specified minimum yield stress or 0,2% proof
lation of sealing arrangements and to testing and inspec- stress of material at ambient temperature
tion and to the provision of effective maintenance. A : Equal to:
4,0 for steel
7.3.2 Materials
4,6 for cast steel
Parts subject to internal hydraulic pressure or transmitting
5,8 for nodular cast iron
mechanical forces to the rudder stock are to be made of
duly tested ductile materials complying with recognised B : Equal to:
standards. Materials for pressure retaining components are 2,0 for steel
to be in accordance with recognised pressure vessel stand-
ards. These materials are not to have an elongation of less 2,3 for cast steel
than 12% or a tensile strength in excess of 650 N/mm2. 3,5 for nodular cast iron

Pt D, Ch 7, Sec 4
d) Burst test 2) the minimum discharge capacity of the relief valves

is not to be less than the total capacity of all pumps
1) Pressure retaining parts not requiring fatigue analysis
which provide power for the actuator, increased by
and fracture mechanics analysis may be accepted
10 per cent. Under such conditions, the rise in pres-
on the basis of a certified burst test at the discretion
sure is not to exceed 10 per cent of the setting pres-
of the Society and the detailed stress analysis
sure. In this regard, due consideration is to be given
required by [7.3.3], item b), need not be provided.
to extreme foreseen ambient conditions in respect of
2) The minimum bursting pressure is to be calculated oil viscosity.
as follows:
Ba 7.3.5 Inspection and testing
P b = P A -------
-
B a) Non-destructive testing
where: The rudder actuator is to be subjected to suitable and
complete non-destructive testing to detect both surface
Pb : Minimum bursting pressure
flaws and volumetric flaws. The procedure and accept-
P : Design pressure as defined in [7.3.3], ance criteria for non-destructive testing is to be in
item a) accordance with requirements of recognised standards.
A : As from [7.3.3], item c) If found necessary, fracture mechanics analysis may be
used for determining maximum allowable flaw size.
Ba : Actual tensile strength
B : Tensile strength as defined in [7.3.3], b) Other testing
item c).
1) Tests, including hydrostatic tests, of all pressure parts
at 1,5 times the design pressure are to. be carried
7.3.4 Construction details out.
a) General 2) When installed on board the ship, the rudder actua-
The construction is to be such as to minimise the local tor is to be subjected to a hydrostatic test and a run-
concentration of stress. ning test.
b) Welds
8 Additional requirements for ships
1) The welding details and welding procedures are to
be approved.
having the additional service feature
asphalt carrier
2) All welded joints within the pressure boundary of a
rudder actuator or connecting parts transmitting
mechanical loads are to be full penetration type or 8.1 Application
of equivalent strength.
8.1.1 The provisions of this Article apply, in addition to
c) Oil seals those contained in Articles [1] to [7] above, to oil tankers
1) Oil seals between non-moving parts, forming part of having the additional service feature asphalt carrier.
the external pressure boundary, are to be of the
metal upon metal type or of an equivalent type. 8.2 Additional requirements
2) Oil seals between moving parts, forming part of the
external pressure boundary, are to be duplicated, so 8.2.1 Heating systems
that the failure of one seal does not render the actu- a) Cargo tanks intended for the carriage of asphalt solu-
ator inoperative. Alternative arrangements providing tions are to be equipped with a heating system capable
equivalent protection against leakage may be of preserving the asphalt solutions in their liquid state.
accepted at the discretion of the Society. Valves are to be fitted on the heating system inlet and
d) Isolating valves outlet.
Isolating valves are to be fitted at the connection of b) Cargo piping and associated fittings outside tanks are to
pipes to the actuator, and are to be directly mounted on be provided with suitable heating devices. For heating
the actuator. of piping and fittings, refer to [2.6].
e) Relief valves 8.2.2 Thermometers
Relief valves for protecting the rudder actuator against Each tank is to be equipped with at least two thermometers
overpressure as required in Pt C, Ch 1, Sec 11, [2.6.5] in order to ascertain the temperature of the asphalt solution.
are to comply with the following:
1) the setting pressure is not to be less than 1,25 times 8.2.3 Insulation
the maximum working pressure expected under Cargo piping and associated fittings outside tanks are to be
operating conditions required in Pt C, Ch 1, Sec 11, suitably insulated, where necessary.
[2.1.1], item b)

Pt D, Ch 7, Sec 4
9 Specific requirements for ships 9.2.3 Ventilation equipment

having the notations FLS tanker or a) If residues from cargo tanks are removed by means of
ventilation, ventilation equipment meeting the follow-
FLS tanker, flash point > 60C ing provisions is to be provided.
Note 1: Ventilation procedures may be applied only to those sub-
9.1 Application stances having a vapour pressure greater than 5.103 Pa at 20C.
b) The ventilation equipment is to be capable of producing
9.1.1 The provisions of this Article, derived from Appendix an air jet which can reach the tank bottom. Fig 2 may be
II of the MARPOL 73/78 Convention, are related to the pre- used to evaluate the adequacy of ventilation equipment
vention of pollution by noxious liquid substances. They used for ventilating a tank of given depth.
apply as follows:
c) The ventilation equipment is to be placed in the tank
a) Where the ship is granted only the service notation FLS opening closest to the tank sump or suction point.
tanker or FLS tanker, flash point > 60C, these provi-
sions replace those of [5] related to the prevention of d) When practicable, the ventilation equipment is to be
pollution by cargo oil. positioned so that the air jet is directed at the tank sump
or suction point and impingement of the air jet on tank
b) Where the ship is granted both service notations oil structural members is to be avoided as far as possible.
tanker-FLS tanker, or oil tanker-FLS tanker, flash point >
60C, these provisions are additional to those of [5]. Figure 2 : Minimum flow rate as a function
of jet penetration depth
9.2 Design requirements
9.2.1 General 600

The requirements of [9.2] apply to ships carrying category Z
substances (see Ch 7, App 3, Tab 2).
MINIMUM FLOW RATE FOR EACH TANK INLET (m3/min)
9.2.2 Underwater discharge 500
The underwater discharge outlet arrangement is to be such

that the residue/water mixture discharged into the sea will
not pass through the ships boundary layer. To this end, inlet diameter = 61 cm
400
when the discharge is made normal to the ships shell plat-
ing, the minimum diameter of the discharge outlet is gov-
erned by the following equation:
300
Q
D = -------D
5L
46 cm
where:
200
D : Minimum diameter of the discharge outlet, in m
L : Distance from the forward perpendicular to the
discharge outlet, in m 30 cm
100
QD : the maximum rate selected at which the ship
23 cm
may discharge a residue/water mixture through
the outlet, in m3/h. 15 cm
When the discharge is directed at an angle to the ships 10 20 30 38,1

shell plating, the above relationship is to be modified by
substituting for QD the component of QD which is normal to INLET JET PENETRATION DEPTH (m)
the ships shell plating. Jet penetration depth is to be compared against tank height.

Pt D, Ch 7, Sec 5
1 General tion to earth, provided the current in the hull is limited

to not more than 5 A in both normal and fault condi-
tions, or
1.1 Application
c) limited and locally earthed systems, such as power dis-
1.1.1 The requirements in this Section apply, in addition to tribution systems in galleys and laundries to be fed
those contained in Part C, Chapter 2 to ships with the ser- through isolating transformers with the secondary wind-
vice notation oil tanker or FLS tanker. ings earthed, provided that any possible resulting hull
current does not flow directly through any hazardous
1.1.2 The design is to be in accordance with IEC publica- area, or
tion 60092-502.
d) alternating current power networks of 1,000 V root
mean square (line to line) and over, provided that any
1.2 Documentation to be submitted possible resulting current does not flow directly through
any hazardous area; to this end, if the distribution sys-
1.2.1 In addition to the documentation requested in Pt C,
tem is extended to areas remote from the machinery
Ch 2, Sec 1, Tab 1, the following are to be submitted for
space, isolating transformers or other adequate means
approval:
are to be provided.
a) plan of hazardous areas
b) document giving details of types of cables and safety 1.3.4 In insulated distribution systems, no current carrying
characteristics of the equipment installed in hazardous part is to be earthed, other than:
areas a) through an insulation level monitoring device
c) diagrams of tank level indicator systems, high level b) through components used for the suppression of inter-
alarm systems and overflow control systems where ference in radio circuits.
requested.
1.4 Earth detection
1.3 System of supply
1.4.1 The devices intended to continuously monitor the
1.3.1 The following systems of generation and distribution insulation level of all distribution systems are also to moni-
of electrical energy are acceptable: tor all circuits, other than intrinsically safe circuits, con-
a) direct current: nected to apparatus in hazardous areas or passing through
such areas. An audible and visual alarm is to be given, at a
two-wire insulated manned position, in the event of an abnormally low level of
b) alternating current: insulation.
single-phase, two-wire insulated
three-phase, three-wire insulated. 1.5 Mechanical ventilation of hazardous
spaces
1.3.2 Earthed systems with hull return are not permitted, with
the following exceptions to the satisfaction of the Society: 1.5.1 Electric motors driving fans of the ventilating systems
a) impressed current cathodic protective systems of hazardous spaces are to be located outside the ventila-
tion ducting.
b) limited and locally earthed systems, such as starting and
ignition systems of internal combustion engines, pro- 1.5.2 At the discretion of the Society, motors driving venti-
vided that any possible resulting current does not flow lating fans may be located within the ducting provided that
directly through any hazardous area they are of a certified safe type and are arranged with an
c) insulation level monitoring devices, provided that the additional enclosure (having a degree of protection of at
circulation current of the device does not exceed 30 mA least IP 44) which prevents the impingement of the ducted
under the most unfavourable conditions. air stream upon the motor casing.
1.3.3 Earthed systems without hull return are not permitted, 1.5.3 The materials used for the fans and their housing are
with the following exceptions: to be in compliance with Ch 7, Sec 1, [1.3.10].
a) earthed intrinsically safe circuits and the following other 1.5.4 Cargo pump-rooms and other enclosed spaces which
systems to the satisfaction of the Society contain cargo-handling equipment and similar spaces in
b) power supplies, control circuits and instrumentation cir- which work is performed on the cargo should be fitted with
cuits in non-hazardous areas where technical or safety mechanical ventilation systems, capable of being controlled
reasons preclude the use of a system with no connec- from outside such spaces.

Pt D, Ch 7, Sec 5
1.5.5 Provisions are to be made to ventilate the spaces ered as non hazardous, taking into account the sources of
defined in [1.5.4] prior to entering the compartment and release inside that space and its conditions of ventilation.
operating the equipment.
2.1.4 Access door and other openings are not to be pro-
vided between an area intended to be considered as non-
1.6 Electrical installation precautions hazardous and a hazardous area or between a space
intended to be considered as zone 2 and a zone 1, except
1.6.1 Precautions against inlet of gases or vapours
where required for operational reasons.
Suitable arrangements are to be provided, to the satisfaction
of the Society, so as to prevent the possibility of gases or 2.1.5 In enclosed or semi-enclosed spaces having a direct
vapours passing from a gas-dangerous space to another opening into any hazardous space or area, electrical instal-
space through runs of cables or their conduits. lations are to comply with the requirements for the space or
area to which the opening leads.
2 Hazardous locations and types of 2.1.6 Where a space has an opening into an adjacent,
equipment more hazardous space or area, it may be made into a less
hazardous space or non-hazardous space, taking into
2.1 Special requirements for oil tankers account the type of separation and the ventilation system.
carrying flammable liquids having a flash 2.1.7 A differential pressure monitoring device or a flow
point not exceeding 60C and for oil monitoring device, or both, are to be provided for monitor-
tankers carrying flammable liquids ing the satisfactory functioning of pressurisation of spaces
having a flash point exceeding 60C having an opening into a more hazardous zone.
heated to a temperature within 15C of In the event of loss of the protection by the over-pressure or
their flash point or above their flash point loss of ventilation in spaces classified as zone 1 or zone 2,
protective measures are to be taken.
2.1.1 In order to facilitate the selection of appropriate elec-
trical apparatus and the design of suitable electrical installa- 2.2 Special requirements for oil tankers
tions, hazardous areas are divided into zone 0, 1 and 2 carrying flammable liquids having a
according to Pt C, Ch 2, Sec 1, [3.24.3]. The different
flash point exceeding 60C unheated or
spaces are to be classified according to Tab 1.
heated to a temperature below and not
The types of electrical equipment admitted, depending on
within 15C of their flash point
the zone where they are installed, are specified in Pt C, Ch
2, Sec 3, [10]. 2.2.1 For systems of supply and earth detection, the
requirements under [1.3] and [1.4] apply.
2.1.2 The explosion group and temperature class of electri-
cal equipment of a certified safe type are to be at least IIA 2.2.2 Cargo tanks, slop tanks, any pipe work of pressure-
and T3 in the case of ships arranged for the carriage of relief or other venting systems for cargo and slop tanks,
crude oil or other petroleum products. pipes and equipment containing the cargo are to be classi-
Other characteristics may be required for dangerous prod- fied as zone 2.
ucts other than those above.
2.3 Special requirements for FLS tankers
2.1.3 A space separated by a gastight boundaries from a
hazardous area may be classified as zone 0, 1, 2 or consid- 2.3.1 The requirements under Ch 8, Sec 10 apply.

Pt D, Ch 7, Sec 5
Table 1 : Space descriptions and hazardous area zones for oil tankers carrying flammable liquids
having a flash point not exceeding 60C and for oil tankers carrying flammable liquids
heated to a temperature within 15C of their flash point or above their flash point
Hazardous
N Description of spaces
area
1 The interior of cargo tanks, slop tanks, any pipework of pressure-relief or other venting systems for cargo and Zone 0
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 Zone 1
6 Enclosed or semi-enclosed spaces, immediately above cargo tanks (for example, between decks) or having Zone 1
bulkheads above and in line with cargo tank bulkheads, unless protected by a diagonal plate acceptable to
the Society
7 Spaces, other than cofferdam, adjacent to and below the top of a cargo tank (for example, trunks, Zone 1
passageways and hold)
8 Areas on open deck, or semi-enclosed spaces on open deck, within 3 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 small volumes of gas or vapour
mixtures caused by thermal variation
9 Areas on open deck, or semi-enclosed spaces on open deck above and in the vicinity of any cargo gas outlet Zone 1
intended for the passage of large volumes of gas or vapour mixture during cargo loading and ballasting or
during discharging, within a vertical cylinder of unlimited height and 6 m radius centred upon the centre of
the outlet, and within a hemisphere of 6 m radius below the outlet
10 Areas on open deck, or semi-enclosed spaces on open deck, within 1,5 m of cargo pump entrances, cargo Zone 1
pump room ventilation inlet, openings into cofferdams, or other zone 1 spaces
11 Areas on open deck within spillage coamings surrounding cargo manifold valves and 3 m beyond these, up Zone 1
to a height of 2,4 m above the deck
12 Areas on open deck over all cargo tanks (including all ballast tanks within the cargo tank area) where Zone 1
structures are restricting the natural ventilation and to the full breadth of the ship plus 3 m fore and aft of the
forward-most and aft-most cargo tank bulkhead, up to a height of 2,4 m above the deck
13 Compartments for cargo hoses Zone 1
14 Enclosed or semi-enclosed spaces in which pipes containing cargoes are located Zone 1
15 Areas of 1,5 m surrounding a space of zone 1 Zone 2
16 Spaces 4 m beyond the cylinder and 4 m beyond the sphere defined in item 9 Zone 2
17 Areas on open deck extending to the coamings fitted to keep any spills on deck and away from the Zone 2
accommodation and service area and 3 m beyond these up to a height of 2,4 m above the deck
18 Areas on open deck over all cargo tanks (including all ballast tanks within the cargo tank area) where Zone 2
unrestricted natural ventilation is guaranteed and to the full breadth of the ship plus 3 m fore and aft of the
forward-most and aft-most cargo tank bulkhead, up to a height of 2,4 m above the deck surrounding open or
semi-enclosed spaces of zone 1
19 Spaces forward of the open deck areas to which reference is made in 12 and 18, below the level of the main Zone 2
deck, and having an opening on to the main deck or at a level less than 0,5 m above the main deck, unless:
the entrances to such spaces do not face the cargo tank area and, together with all other openings to the
spaces, including ventilating system inlets and exhausts, are situated at least 5 m from the foremost cargo
tank and at least 10 m measured horizontally from any cargo tank outlet or gas or vapour outlet; and
the spaces are mechanically ventilated

Pt D, Ch 7, Sec 6
SECTION 6 FIRE PROTECTION
1 General 2 General requirements
1.1 Application 2.1 Sources of ignition
1.1.1 Unless otherwise specified, the provisions of this Sec- 2.1.1 Dangerous zones or spaces are not to contain:
tion apply to the ships having one of the following service internal combustion engines
notations:
steam turbines and steam piping with a steam tempera-
oil tanker ture in excess of 220C
oil tanker, flash point > 60C other piping systems and heat exchangers with a fluid
temperature in excess of 220C
any other source of ignition.
FLS tanker
Note 1: Dangerous zones and spaces correspond to hazardous
FLS tanker, flash point > 60C. areas defined in Pt C, Ch 2, Sec 1, [3.24].
1.2 Documents to be submitted 2.2 Electrical equipment
1.2.1 The documents listed in Ch 7, Sec 2, Tab 1 are to be 2.2.1 For the installation of electrical equipment, refer to
submitted for approval in addition to chose listed in Tab 1. Ch 7, Sec 5.

1 General arrangement drawing
2 Specification of the fire integrity of bulkheads and decks
3 Specification of the instruments for measuring oxygen and flammable vapour concentrations
4 Diagram of the pressure water system within the cargo area
5 For the foam extinguishing system within the cargo area:
diagrammatic arrangement drawing
calculation note
foam agent specification
characteristics of foam monitors and hoses
6 For the fire-extinguishing system in cargo pump rooms:
general arrangement drawing
calculation note
7 For the inert gas installation:
single-wire diagram of the installation together with the main characteristics: capacity, pressure, temperature,
oxygen content, water content,
list of the components with their characteristics: pipes, scrubber, blowers, non-return devices, valves, pumps,
protective devices for over-pressure and vacuum,
drawing of arrangement of installation on board,
diagram of instrumentation, alarm and safeguard systems,
specification of oxygen analyser, recorder and portable instrumentation,
operational manual containing instructions relative to the operation of the inert gas system and to safety.
(1) Diagrams are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems.

Pt D, Ch 7, Sec 6
3 Fixed deck foam system d) Foam from the fixed foam system is to be supplied by
means of monitors and foam applicators.
3.1 Application Note 2: On tankers of less than 4000 tonnes deadweight, the Soci-
ety may not require installation of monitors but only applica-
3.1.1 Service notation oil tanker tors.
Ships having the service notation oil tanker are to be pro- e) Applicators are to be provided to ensure flexibility of
vided with a fixed deck foam system complying with the action during fire-fighting operations and to cover areas
provisions of [3.2] and [3.3] or with an equivalent fixed screened from the monitors.
installation.
Note 1: To be considered equivalent, the system proposed in lieu 3.2.2 Foam solution - Foam concentrate
of the deck foam system is to:
a) The rate of supply of foam solution is not to be less than
be capable of extinguishing spill fires and also preclude ignition the greatest of the following:
of spilled oil not yet ignited, and
be capable of combating fires in ruptured tanks. 1) 0,6 l/min per square metre of cargo tanks deck area,
where cargo tanks deck area means the maximum
3.1.2 Service notation FLS tanker breadth of the ship multiplied by the total longitudi-
Ships having the service notation FLS tanker are to be pro- nal extent of the cargo tank spaces,
vided with a fixed deck foam system complying with [11.3] 2) 6 l/min per square metre of the horizontal sectional
of the IBC Code. The type of foam to be used is specified in area of the single tank having the largest such area,
Ch 7, App 4, Tab 1. Where ordinary foam is considered or
suitable, foam fire-extinguishing systems complying with
the provisions of [3.2] and [3.3] are acceptable. 3) 3 l/min per square metre of the area protected by
the largest monitor, such area being entirely forward
3.1.3 Service notations oil tanker, flash point > 60C of the monitor, but not less than 1250 l/min.
or oil tanker, asphalt carrier b) Sufficient foam concentrate is to be supplied to ensure
Ships having the service notations oil tanker, flash at least 20 minutes of foam generation in tankers fitted
point > 60C or oil tanker, asphalt carrier are to be pro- with an inert gas installation or 30 minutes of foam gen-
vided with a fixed deck foam system complying with com- eration in tankers not fitted with an inert gas installation
plying with the provisions of [3.2] and [3.3] or with an when using solution rates stipulated in item 1 above,
equivalent fixed installation. However, such a system is not whichever is the greatest. The foam expansion ratio (i.e.
required in the case of ships of less than 2000 gross ton- the ratio of the volume of foam produced to the volume
nage. of the mixture of water and foam-making concentrate
Note 1: For the definition of equivalent installation, refer to supplied) is not generally to exceed 12 to 1. Where sys-
[3.1.1]. tems essentially produce low expansion foam but at an
expansion ratio slightly in excess of 12 to 1 the quantity
of foam solution available is to be calculated as for 12 to
3.2 System design 1 expansion ratio systems. When medium expansion
ratio foam (between 50 to 1 and 150 to 1 expansion
3.2.1 Principles
ratio) is employed, the application rate of the foam and
a) The arrangements for providing foam are to be capable the capacity of a monitor installation is to be to the satis-
of delivering foam to the entire cargo tank deck area as faction of the Society.
well as into any cargo tank the deck of which has been
ruptured. 3.2.3 Monitors and foam applicators
b) The deck foam system is to be capable of simple and a) At least 50 per cent of the foam solution supply rate
rapid operation. required in paragraphs a) 1) and a) 2) of [3.2.2] is to be
c) Operation of a deck foam system at its required output delivered from each monitor.
is to permit the simultaneous use of the minimum
b) The capacity of any monitor is to be at least 3 l/minute
required number of jets of water at the required pres-
of foam solution per square metre of deck area pro-
sure from the fire main.
tected by that monitor, such area being entirely forward
Note 1: A common line for fire main and deck foam line can only of the monitor. Such capacity is to be not less than 1250
be accepted if it can be demonstrated that the hose nozzles can l/minute.
be effectively controlled by one person when supplied from the
common line at a pressure needed for operation of the moni- c) The capacity of any applicator is to be not less than 400
tors. Additional foam concentrate is to be provided for opera- l/min and the applicator throw in still air conditions is to
tion of 2 nozzles for the same period of time required for the be not less than 15 m.
foam system.
Note 1: Where, in pursuance of [3.2.1], the installation of monitors
The simultaneous use of the minimum required jets of water is
is not required on tankers of less 4000 tonnes deadweight, the
to be possible on deck over the full length of the ship, in the
accommodation spaces, service spaces, control stations and capacity of each applicator is to be at least 25 per cent of the
machinery spaces. foam solution supply rate required in paragraphs a) 1) and a)
2) of [3.2.2].

Pt D, Ch 7, Sec 6
3.3 Arrangement and installation 4.1.2 Attention is drawn to the provisions of paragraph c) of
[3.2.1].
3.3.1 Monitors
a) The number and position of monitors are to be such as 4.2 Fire-extinguishing systems for cargo
to comply with paragraph a) of [3.2.1]. pump rooms
b) The distance from the monitor to the farthest extremity
of the protected area forward of that monitor is not to 4.2.1 Application
be more than 75 per cent of the monitor throw in still air a) Cargo pump rooms of ships having the service notations
conditions. oil tanker or FLS tanker are to be provided with a fixed
c) A monitor and hose connection for a foam applicator fire-extinguishing system complying with [4.2.2].
are to be situated both port and starboard at the front of
the poop or accommodation spaces facing the cargo b) Cargo pump rooms of ships having the service notations
tank deck. oil tanker, flash point > 60C or oil tanker, asphalt car-
rier are to be provided with a fixed fire-extinguishing
Note 1: On tankers of less than 4000 tonnes deadweight a hose
connection for a foam applicator is to be situated both port and system complying with [4.2.2], except where the cargo
starboard at the front of the poop or accommodation spaces is carried at a temperature below and not within 15C of
facing the cargo tank deck. the flash point.
3.3.2 Applicators 4.2.2 Design and arrangement of the fire-

a) The number of foam applicators provided is to be not extinguishing system
less than four. The number and disposition of foam main a) Where required by [4.2.1], each cargo pump-room is to
outlets are to be such that foam from at least two appli- be provided with one of the following fixed fire-extin-
cators can be directed on to any part of the cargo tank guishing systems operated from a readily accessible
deck area. position outside the pump-room. Cargo pump-rooms
b) Where the ship is provided with a stern or aft cargo are to be provided with a system suitable for machinery
loading or unloading arrangement, the deck foam sys- spaces of category A.
tem is to be so arranged as to permit the protection of
1) Either a carbon dioxide or a halogenated hydrocar-
the shore connection by at least two foam applicators.
bon system complying with the provisions of Pt C,
Ch 4, Sec 14, [4] and with the following:
3.3.3 Isolation valves
Valves are be provided in the foam main, and in the fire the alarms giving audible warning of the release
main when this is an integral part of the deck foam system, of fire-extinguishing medium are to be safe for
immediately forward of any monitor position to isolate dam- use in a flammable cargo vapour/air mixture,
aged sections of those mains. a notice is to be exhibited at the controls stating
that due to the electrostatic ignition hazard, the
3.3.4 Main control station system is to be used only for fire extinguishing
The main control station for the system is to be suitably and not for inerting purposes.
located outside the cargo area, adjacent to the accommo-
2) A high-expansion foam system complying with the
dation spaces and readily accessible and operable in the
provisions of Pt C, Ch 4, Sec 14, [5.1.2], provided
event of fire in the areas protected.
that the foam concentrate supply is suitable for
extinguishing fires involving the cargoes carried.
4 Fire-extinguishing systems except
3) A fixed pressure water-spraying system complying
deck foam system with the provisions of Pt C, Ch 4, Sec 14, [6.1.1].
b) Where the extinguishing medium used in the cargo
4.1 Pressure water fire-extinguishing sys-
pump-room system is also used in systems serving other
tems spaces, the quantity of medium provided or its delivery
rate need not be more than the maximum required for
4.1.1 The pressure water fire-fighting systems provided on
the largest compartment.
ships having the service notations oil tanker, oil tanker,
flash point>60C, oil tanker, asphalt carrier, FLS tanker or
FLS tanker, flash point > 60C are subject to the provisions 5 Inert gas systems
of Pt C, Ch 4, Sec 6, [1], except that:
a) The capacity of the fire pumps is to be calculated with- 5.1 Application
out taking into account the reduction permitted in Ch 7,
Sec 4, [2.2.2]. 5.1.1 Ships where an inert gas system is required
b) Isolation valves are to be fitted in the fire main at poop a) Ships having the service notations oil tanker or FLS
tanker and of 20000 tonnes deadweight and upwards
front in a protected position and on the tank deck at
are to be fitted with an inert gas system complying with
intervals of not more than 40 m to preserve the integrity
of the fire main system in the event of fire or explosion. the provisions of this Article or with an equivalent fixed
installation.

Pt D, Ch 7, Sec 6
Note 1: To be considered equivalent, the system proposed in lieu 5.3.2 The system is to be capable of:
of the fixed inert gas system is to:
a) inerting empty cargo tanks by reducing the oxygen con-
be capable of preventing dangerous accumulation of
tent of the atmosphere in each tank to a level at which
explosive mixtures in intact cargo tanks during normal serv-
ice throughout the ballast voyage and necessary in-tank
combustion cannot be supported
operations, and
b) maintaining the atmosphere in any part of any cargo
be so designed as to minimize the risk of ignition from the tank with an oxygen content not exceeding 8 per cent
generation of static electricity by the system itself. by volume and at a positive pressure at all times in port
and at sea except when it is necessary for such a tank to
b) All tankers operating with a cargo tank cleaning proce-
be gas-free
dure using crude oil washing are to be fitted with an
inert gas system complying with the requirements of this c) eliminating the need for air to enter a tank during nor-
Article. mal operations except when it is necessary for such a
Such system is to be provided in every cargo tank and tank to be gas-free
slop tank. d) purging empty cargo tanks of hydrocarbon gas, so that
subsequent gas-freeing operations will at no time create
5.1.2 Ships where an inert gas system is fitted but a flammable atmosphere within the tank.
not required
5.3.3 The system is to be capable of delivering inert gas to
Inert gas systems provided on ships where such systems are
the cargo tanks at a rate of at least 125 per cent of the max-
not required by [5.1.1] are to comply with the provisions of
imum rate of discharge capacity of the ship expressed as a
[5.5.2] .
volume.
5.2 General 5.3.4 The system is to be capable of delivering inert gas

with an oxygen content of not more than 5 per cent by vol-
5.2.1 The inert gas system referred to in [5.1] is to be ume in the inert gas supply main to the cargo tanks at any
designed, constructed and tested to the satisfaction of the required rate of flow.
Society.
5.3.5 The inert gas supply may be treated flue gas from
5.2.2 Throughout this Article, the term cargo tank main or auxiliary boilers. The Society may accept systems
includes also slop tanks. using flue gases from one or more separate gas generators
or other sources or any combination thereof, provided that
5.2.3 Detailed instruction manuals are to be provided on an equivalent standard of safety is achieved. Such systems
board, covering the operations, safety and maintenance are, as far as practicable, to comply with the requirements
requirements and occupational health hazards relevant to of this Article. Systems using stored carbon dioxide are not
the inert gas system and its application to the cargo tank permitted unless the Society is satisfied that the risk of igni-
system. The manuals are to include guidance on procedures tion from generation of static electricity by the system itself
to be followed in the event of a fault or failure of the inert is minimized.
gas system.
Note 1: Refer to the Revised guidelines for inert gas systems 5.3.6 The inert gas system is to be so designed that the
adopted by the IMO Maritime Safety Committee at its forty-eight maximum pressure which it can exert on any cargo tank will
session in June 1983 (MSC/Circ.353). not exceed the test pressure of any cargo tank.
5.3 Principles 5.3.7 Arrangements are to be provided to enable the func-

tioning of the inert gas plant to be stabilized before com-
mencing cargo discharge.
5.3.1 The inert gas system referred to in this Chapter is to
be so designed and operated as to render and maintain the
atmosphere of the cargo tanks non-flammable at all times, 5.3.8 An automatic control capable of producing suitable
except when such tanks are required to be gas-free. In the inert gas under all service conditions is to be fitted.
event that the inert gas system is unable to meet the opera-
tional requirement set out above and it has been assessed 5.4 Design and arrangement of the system
that it is impractical to effect a repair, then cargo discharge,
deballasting and necessary tank cleaning are only to be
5.4.1 Materials
resumed when the emergency conditions laid down in
the Guidelines for Inert Gas Systems are complied with. Those parts of scrubbers, blowers, non-return devices,
Note 1: Refer to the Guidelines for Inert Gas Systems approved
scrubber effluent and other drain pipes which may be sub-
by the IMO Maritime Safety Committee at its 42nd session, and subjected to corrosive action of the gases and/or liquids are to
sequent amendments thereto, approved by the same Committee at be either constructed of corrosion resistant material or lined
its 48th and 50th sessions, which have been circulated through with rubber, glass fibre epoxy resin or other equivalent coat-
IMO Circulars MSC/Circ. 282, 353 and 387 respectively. ing material.

Pt D, Ch 7, Sec 6
5.4.2 Inert gas supply Note 1: When two blowers are provided, the total required capac-
ity of the inert gas system is preferably to be divided equally
a) Two fuel oil pumps are to be fitted to the inert gas gener- between them, and in no case is one blower to have a capacity
ator. The Society may permit only one fuel oil pump on less than 1/3 of the total capacity required.
condition that sufficient spares for the fuel oil pump and
its prime mover are carried on board to enable any fail- b) Suitable shuttoff arrangements are to be provided on the
ure of the fuel oil pump and its prime mover to be recti- suction and discharge connections of each blower.
fied by the ships crew.
c) If the blowers are to be used for gas-freeing, their inlets
b) Flue gas isolating valves are to be fitted in the inert gas are to be provided with blanking arrangements.
supply mains between the boiler uptakes and the gas
scrubber. These valves are to be provided with indica- d) The blowers are be located aft of all cargo tanks, cargo
tors to show whether they are open or shut, and precau- pump rooms and cofferdams separating these spaces
tions are to be taken to maintain them gas-tight and from machinery spaces of category A.
keep the seatings clear of soot. Arrangements are be
made to ensure that boiler soot blowers cannot be oper- 5.4.5 Means for preventing flue gas leakages
ated when the corresponding flue gas valve is open.
a) Special consideration is to be given to the design and
c) A gas regulating valve is to be fitted in the inert gas sup- location of scrubber and blowers with relevant piping
ply main. This valve is to be automatically controlled to and fittings in order to prevent flue gas leakages into
close as required in paragraphs a) and b) of [5.4.11]. It enclosed spaces.
is also to be capable of automatically regulating the flow
of inert gas to the cargo tanks unless means are pro- b) To permit safe maintenance, an additional water seal or
vided to automatically control the speed of the inert gas other effective means of preventing flue gas leakage is to
blowers required in [5.4.4]. be fitted between the flue gas isolating valves and scrub-
ber or incorporated in the gas entry to the scrubber.
The valve referred to in the above paragraph is to be
located at the forward bulkhead of the forward most
5.4.6 Means for preventing the return of
gas-safe space through which the inert gas supply main hydrocarbons
passes.
a) At least two non return devices, one of which is to be a
Note 1: A gas-safe space is a space in which the entry of hydrocar-
bon gases would produce hazards with regard to flammability water seal, are to be fitted in the inert gas supply main,
or toxicity. in order to prevent the return of hydrocarbon vapour to
the machinery space uptakes or to any gas-safe spaces
5.4.3 Flue gas scrubber under all normal conditions of trim, list and motion of
the ship. They are to be located between the automatic
a) A flue gas scrubber is to be fitted which will effectively valve required by paragraph c) of [5.4.2] and the after-
cool the volume of gas specified in [5.3.3] and [5.3.4] most connection to any cargo tank or cargo pipeline.
and remove solids and sulphur combustion products.
b) The devices referred to in paragraph a) above are to be
b) The cooling water arrangements are to be that an ade- located in the cargo area on deck.
quate supply of water will always be available without
interfering with any essential services of the ship. provi- c) The water seal referred to in paragraph a) above is to be
sion is to be made for an alternative supply of cooling capable of being supplied by two separate pumps, each
water. of which is to be capable of maintaining an adequate
supply at all times.
c) Filters or equivalent devices are to be fitted to minimize
the amount of water carried over to the inert gas blowers. d) The arrangement of the seal and its associated fittings is
to be such that it will prevent backflow of hydrocarbon
d) The scrubber is to be located aft of all cargo tanks, vapours and will ensure the proper functioning of the
cargo pump-rooms and cofferdams separating these seal under operating conditions.
spaces from machinery spaces of category A.
e) Provisions are to be made to ensure that the water seal
5.4.4 Blowers is protected against freezing, in such a way that the
integrity of seal is not impaired by overheating.
a) At least two blowers are to be fitted which together are
to be capable of delivering to the cargo tanks the vol- f) A water loop or other approved arrangement is also to
ume of gas required by [5.3.3] and [5.3.4]. In the system be fitted to each associated water supply and drain pipe
with gas generator, the Society may permit only one and each venting or pressure-sensing pipe leading to gas
blower if that system is capable of delivering the total safe spaces. Means are to be provided to prevent such
volume of gas required by [5.3.3] and [5.3.4] to the pro- loops from being emptied by vacuum.
tected cargo tanks, provided that sufficient spares for
the blower and its prime mover are carried on board to g) The deck water seal and all loop arrangements are to be
enable any failure of the blower and its prime mover to capable of preventing return of hydrocarbon vapours at
be rectified by the ships crew. a pressure equal to the test pressure of the cargo tanks.

Pt D, Ch 7, Sec 6
h) The second device is to be a non-return valve or equiva- 5.4.8 Connection of the double hull spaces to the
lent capable of preventing the return of vapours or liq- inert gas distribution system
uids and fitted forward of the deck water seal required On tankers required to be fitted with inert gas systems:
in paragraph a) above. It is to be provided with positive a) double hull spaces are to be fitted with suitable connec-
means of closure. As an alternative to positive means of tions for the supply of inert gas,
closure, an additional valve having such means of clo-
b) where hull spaces are connected to a permanently fitted
sure may be provided forward of the non-return valve to inert gas distribution system, means are to be provided
isolate the deck water seal from the inert gas main to the to prevent hydrocarbon gases from the cargo tanks
cargo tanks. entering the double hull spaces through the system,
i) As an additional safeguard against the possible leakage c) where such spaces are not permanently connected to
of hydrocarbon liquids or vapours back from the deck an inert gas distribution system, appropriate means are
to be provided to allow connection to the inert gas
main, means are to be provided to permit this section of
main.
the line between the valve having positive means of clo-
sure referred to in paragraph h) above and the valve 5.4.9 Instrumentation
referred to in paragraph c) of [5.4.2] to be vented in a
a) Indication devices
safe manner when the first of these valves is closed.
Means are to be provided for continuously indicating
the temperature and pressure of the inert gas at the dis-
5.4.7 Inert gas piping system charge side of the gas blowers, whenever the gas blow-
a) The inert gas main may be divided into two or more ers are operating.
branches forward of the non-return devices required by b) Indicating and recording devices
[5.4.6]. 1) Instrumentation are to be fitted for continuously
indicating and permanently recording, when the
b) The inert gas supply main is to be fitted with branch pip-
inert gas is being supplied:
ing leading to each cargo tank. Branch piping for inert
gas is to be fitted with either stop valves or equivalent the pressure of the inert gas supply mains for-
ward of the non-return devices required by para-
means of control for isolating each tank. Where stop
graph a) of [5.4.6] and
valves are fitted, they are to be provided with locking
arrangements, which are to be under the control of a the oxygen content of the inert gas in the inert
gas supply mains on the discharge side of the gas
responsible ships officer. The control system operated is
blowers.
to provide positive indication of the operational status of
such valves. 2) The devices referred to in 1) above are to be placed
in the cargo control room where provided. But
c) Piping systems are to be so designed as to prevent the where no cargo control room is provided, they are
accumulation of cargo or water in the pipelines under to be placed in a position easily accessible to the
all normal conditions. officer in charge of cargo operations.
3) In addition, meters are to be fitted:
d) Suitable arrangements are to be provided to enable the
in the navigating bridge to indicate at all times
inert gas main to be connected to an external supply of
the pressure referred to in the first paragraph of
inert gas.
1) above and the pressure in the slop tanks of
e) The inert gas supply main may be used for the venting of combination carriers, whenever those tanks are
isolated from the inert gas supply main, and
the vapours displaced from the cargo tanks during load-
ing and ballasting. in the machinery control room or in the machin-
ery space to indicate the oxygen content referred
See also Ch 7, Sec 4, [4.2]. to in the second paragraph of 1) above.
f) If a connection is fitted between the inert gas supply c) Portable instruments

mains and the cargo piping system, arrangements are to Portable instruments for measuring oxygen and flamma-
be made to ensure an effective isolation having regard ble vapour concentration are to be provided. In addi-
to the large pressure difference which may exist tion, suitable arrangement are to be made on each
cargo tank such that the condition of the tank atmos-
between the systems. This is to consist of two shutoff
phere can be determined using these portable instru-
valves with an arrangement to vent the space between ments.
the valves in a safe manner or an arrangement consisting
of a spool-piece with associated blanks. d) Means for instrument calibration
Suitable means are to be provided for the zero and span
The valve separating the inert gas supply main from the calibration of both fixed and portable gas concentration
cargo main and which is on the cargo main side is to be measurement instruments, referred to in paragraphs b)
a non-return valve with a positive means of closure. and c) above.

Pt D, Ch 7, Sec 6
5.4.10 Alarms b) Automatic shutdown of the gas regulating valve is to be

arranged in respect of:
a) For inert gas systems of both the flue gas type and the
inert gas generator type, audible and visual alarms are to a failure of the inert gas blowers referred to in
be provided to indicate: [5.4.4],
1) low water pressure or low water flow rate to the flue
the power supply to the oil fired inert gas generators.
gas scrubber as referred to in [5.4.3]
2) high water level in the flue gas scrubber as referred c) In respect of paragraph a)5) above, when the oxygen
to in [5.4.3] content of the inert gas exceeds 8% by volume, immedi-
ate action is to be taken to iumprove the gas quality.
3) high gas temperature as referred to in paragraph a) Unless the quality of the gas improves, all cargo tank
of [5.4.9] operations are to be suspended so as to avoid air being
4) failure of the inert gas blowers referred to in [5.4.4] drawn into the tanks and the isolation valve referred to
in paragraph h) of [5.4.6] is to be closed.
5) oxygen content in excess of 8 per cent by volume as
referred to in paragraph b) 1) of [5.4.9] d) Arrangements are to be made to vent the inert gas from
oil fired inert gas generators to the atmosphere when the
6) failure of the power supply to the automatic control
inert gas produced is off-specification, e.g. during start-
system for the gas regulating valve and to the indi-
ing-up or in the event of equipment failure.
cating devices as referred to in paragraphs c) of
[5.4.2] and b) 1) of [5.4.9] e) Automatic shut-down of the oil fuel supply to inert gas
7) low water level in the water seal as referred to in par- generators is to be arranged on predetermined limits
agraph a) of [5.4.6] being reached with respect to low water pressure or
mow water flow rate to the cooling and scrubbing
8) gas pressure less than 100 mm water gauge as arrangement and with respect to high gas temperature.
referred to in paragraph b) 1) of [5.4.9], and
9) high gas pressure as referred to in paragraph b) 1) of
[5.4.9].
b) For inert gas systems of the inert gas generator type, 5.5.1 Nitrogen generator systems
additional audible and visual alarms are to be provided
to indicate: a) The following requirements are specific only to the gas
generator system and apply where inert gas is produced
1) insufficient fuel oil supply
by separating air into its component gases by passing
2) failure of the power supply to the generator compressed air through a bundle of hollow fibres, semi-
permeable membranes or adsorber materials.
3) failure of the power supply to the automatic control
systems for the generator. b) Where such systems are provided in place of the boiler
c) The alarms required in paragraphs a)5), a)6) and a)8) flue gas or oil fired inert gas generators, the previous
above are to be fitted in the machinery space and cargo requirements for inert gas systems applicable to piping
control room, where provided, but in each case in such arrangements, alarms and instrumentation downstream
a position that they are immediately received by respon- of the generator are to be complied with, as far as appli-
sible members of the crew. cable.
d) In respect of paragraph a)7) above, the Society is to be c) A nitrogen generator consists of a feed air treatment sys-
satified as to the maintenance of an adequate reserve of tem and any number of membrane or adsorber modules
water at all times and the integrity of the arrangements in parallel necessary to meet the required capacity
to permit the automatic formation of the water seal which is to be at least 125% of the maximum discharge
when the gas flow ceases. The audible and visual alarm capacity of the ship expressed as a volume.
on the low level of water in the water seal is to operate
when the inert gas is not being supplied. d) The air compressor and the nitrogen generator may be
installed in the engine room or in a separate compart-
e) An audible alarm system independent of that required in
ment. A separate compartment is to be treated as one of
paragraph a)8) above or automatic shutdown of cargo
the "Other machinery spaces" with respect to fire pro-
pumps is to be be provided to operate on predeter-
tection.
mined limits of low pressure in the inert gas mains being
reached. e) Where a separate compartment is provided, it is to be
positioned outside the cargo area and is to be fitted with
5.4.11 Safeguards an independent mechanical extraction ventilation sys-
a) Automatic shutdown of the inert gas blowers and gas tem providing 6 air changes per hour. A low oxygen
regulating valve is to be arranged on predetermined lim- alarm is to be fitted as well. The compartment is to have
its being reached in respect of paragraphs a) 1), a) 2) no direct access to accommodation spaces, service
and a) 3) of [5.4.10]. spaces and control stations.

Pt D, Ch 7, Sec 6
f) The nitrogen generator is to be capable of delivering But where no cargo control room is provided, they shall
high purity nitrogen with O2 content not exceeding 5% be placed in a position easily accessible to the officer in
by volume. The system is to be fitted with automatic charge of the cargo operations.
means to discharge off-specification gas to the atmos-
phere during start-up and abnormal operation. p) Audible and visual alarms are to be provided to indi-
cate:
g) The system is to be provided with two air compressors.
The total required capacity of the system is preferably to 1) low feed-air pressure from compressor as referred to
be divided equally between the two compressors, and in m)1) above
in no case is one compressor to have a capacity less
than 1/3 of the total capacity required. Only one air 2) high air temperature as referred to in m)1) above
compressor may be accepted provided that sufficient
3) high condensate level at automatic drain of water
spares for the air compressor and its prime mover are
separator as referred to in item h) above
carried on board to enable their failure to be rectified by
the ship's crew. 4) failure of electrical heater, if fitted
h) A feed air treatment system is to be fitted to remove free
5) oxygen content in excess of that required in item f)
water, particles and traces of oil from the compressed
above
air, and to preserve the specification temperature.
i) Where fitted, a nitrogen receiver/buffer tank may be 6) failure of power supply to the instrumentation as
installed in a dedicated compartment or in the separate referred to in item n) above.
compartment containing the air compressor and the
q) Automatic shutdown of the system is to be arranged
generator or may be located in the cargo area. Where
upon alarm conditions as required by items p) 1) to 5)
the nitrogen receiver/buffer tank is installed in an
above.
enclosed space, the access is to be arranged only from
the open deck and the access door is to open outwards. r) The alarms required by items p) 1) to 6) above are to be
Permanent ventilation and alarm are to be fitted as fitted in the machinery space and cargo control room,
required by e) above. where provided, but in each case in such a position that
j) The oxygen-enriched air from the nitrogen generator they are immediately received by responsible members
and the nitrogen-product enriched gas from the protec- of the crew.
tive devices of the nitrogen receiver are to be discharged
to a safe location on the open deck. 5.5.2 Nitrogen/inert gas systems fitted on oil tankers
of less than 20 000 tonnes deadweight and for
k) In order to permit maintenance, means of isolation are which an inert gas system is not required
to be fitted between the generator and the receiver.
Nitrogen/inert gas systems fitted on oil tankers of less than
l) At least two non-return devices are to be fitted in the 20 000 tonnes deadweight and for which an inert gas sys-
inert gas supply main, one of which is to be of the dou- tem is not required by [5.1.1] are to comply with the follow-
ble block and bleed arrangement. The second non- ing:
return device is to be equipped with positive means of
closure. a) The provisions of [5.5.1] apply except paragraphs a) to
c) and g).
Note 1: A block and bleed arrangement consisting of two shut-off
valves in series with a venting valve in between may be
b) Where the connections to the cargo tanks, to the hold
accepted provided:
spaces or to cargo piping are not permanent, the non-
the operation of the valve is automatically executed. Sig- return devices required by item l) of [5.5.1] may be
nal-s) for opening/closing is (are) to be taken from the proc- replaced by two non-return valves.
ess directly, e.g. inert gas flow or differential pressure,
alarm for faulty operation of the valves is provided, e.g. the
operation status of Blower stop and supply valve(s) 6 Equipment for measuring oxygen
open is an alarm condition. and flammable vapours
m) Instrumentation is to be provided for continuously indi- concentration
cating the temperature and pressure of air:
1) at the discharge side of the compressor, 6.1 Provisions applicable to all ships
2) at the entrance side of the nitrogen generator.
6.1.1 All ships are to be provided with at least two portable
n) Instrumentation is to be fitted for continuously indicat- gas detectors capable of measuring flammable vapour con-
ing and permanently recording the oxygen content of centrations in air and at least two portable oxygen analys-
the inert gas downstream of the nitrogen generator ers.
when inert gas is being supplied.
o) The instrumentation referred to in the preceding item is 6.1.2 The gas detectors required in [6.1.1] are to be of a
to be placed in the cargo control room where provided. type approved by the Society.

Pt D, Ch 7, Sec 6
6.2 Additional provisions for ships having 6.4 Provisions for installation of gas analys-
the service notation oil tanker or FLS ing units
tanker
6.4.1 The following provisions apply to gas analysing units
6.2.1 Ships having the service notation oil tanker or FLS
of the sampling type located outside gas dangerous zones.
tanker are to comply with the following provisions:
a) They are to be equipped with at least one portable
6.4.2 Gas analysing units with non-explosion proof meas-
instrument for measuring flammable vapour concentra-
uring equipment may be located in areas outside cargo
tion, together with a sufficient set of spares. Suitable
areas, e.g. in cargo control room, navigation bridge or
means are to be provided for the calibration of such
engine room when mounted on the forward bulkhead pro-
instruments.
vided the following requirements are observed:
Note 1: The above requirement is considered as being satisfied
when a minimum of two instruments are provided on board. a) Sampling lines are not to run through gas safe spaces,
b) Suitable portable instruments for measuring oxygen and except where permitted under e).
flammable vapours concentration in double hull spaces
are to be provided. In selecting these instruments, due b) The gas sampling pipes are to be equipped with flame
attention is to be given to their use in combination with arresters. Sample gas is to be led to the atmosphere with
the fixed gas sampling line systems referred to in para- outlets arranged in a safe location.
graph c).
c) Bulkhead penetrations of sample pipes between safe
c) Where the atmosphere in double hull spaces cannot be
and dangerous areas are to be of approved type and
reliably measured using flexible gas sampling hoses,
have same fire integrity as the division penetrated. A
such spaces are to be fitted with permanent gas sam-
manual isolating valve is to be fitted in each of the sam-
pling lines. The configuration of such line systems are to
pling lines at the bulkhead on the gas safe side.
be adapted to the design of such spaces.
d) The materials of construction and the dimensions of gas d) The gas detection equipment including sample piping,
sampling lines are to be such as to prevent restriction. sample pumps, solenoids, analysing units etc. is to be
Where plastic materials are used, they are to be electri- located in a reasonably gas tight (e.g. a fully enclosed
cally conductive. steel cabinet with a gasketed door) which is to be moni-
tored by its own sampling point. At gas concentrations
6.3 Additional provisions for ships fitted above 30% LFL inside the steel cabinet the entire gas
with an inert gas system analysing unit is to be automatically shut down.
6.3.1 In addition to the provisions of [6.1], for ships fitted e) Where the cabinet cannot be arranged directly on the
with inert gas systems, at least two portable gas detectors bulkhead, sample pipes are to be of steel or other equiv-
are to be capable of measuring concentrations of flammable alent material and without detachable connections,
vapours in inerted atmosphere. except for the connection points for isolating valves at
Note 1: Gas detectors are to be capable of measuring any gas con- the bulkhead and analysing units, and are to be routed
tent from 0 to 100% in volume. on their shortest ways.

Pt D, Ch 7, App 1
APPENDIX 1 DEVICES TO PREVENT THE PASSAGE OF FLAME

INTO THE CARGO TANKS
1.1.7 This Appendix does not include consideration of

sources of ignition such as lightning discharges, since insuf-
1 General ficient information is available to formulate equipment rec-
ommendations. All cargo handling, tank cleaning and
1.1 Application ballasting operations are to be suspended on the approach
of an electrical storm.
1.1.1 This Appendix reproduces the text of MSC Circ. 677.
It is intended to cover the design, testing, location and 1.1.8 This Appendix is not intended to deal with the possi-
maintenance of "devices to prevent the passage of flame bility of the passage of flame from one cargo tank to another
into cargo tanks" (hereafter called "devices") of ships having on tankers with common venting systems.
the service notations oil tanker or combination carrier car-
rying crude oil, petroleum products having a flash point of 1.1.9 When outlet openings of gas-freeing systems on tank-
60C (closed cup test) or less and a Reid vapour pressure ers not fitted with inert gas systems are required to be pro-
below atmospheric pressure, and other liquids with similar tected with devices, they are to comply with this Appendix
fire hazard. It also applies to ships having the service nota- except that the tests specified in [4.2.3] and [4.3.3] are not
tion FLS tanker carrying flammable products having such a required.
flash point.
1.1.10 Certain of the tests prescribed in [4] of this Appen-
1.1.2 Ships having the service notations oil tanker, combi- dix are potentially hazardous, but no attempt is made in this
nation carrier or FLS tanker and fitted with an inert gas sys- Appendix to specify safety requirements for these tests.
tem in accordance with Ch 7, Sec 6, [5] are to be fitted with
devices which comply with this Appendix, except that the
1.2 Definitions
tests specified in [4.2.3] and [4.3.3] are not required. Such
devices are only to be fitted at openings unless they are
1.2.1 Premise
tested in accordance with [4.4].
For the purpose of this Appendix, the definitions given in
1.1.3 This Appendix is intended for devices protecting the following paragraphs are applicable.
cargo tanks containing crude oil, petroleum products and
flammable chemicals. In the case of the carriage of chemi- 1.2.2 Flame arrester
cals, the test media referred to in [4] can be used. However, A flame arrester is a device to prevent the passage of flame
devices for chemical tankers dedicated to the carriage of in accordance with a specified performance standard. Its
products with MESG less than 0,9 mm are to be tested with flame arresting element is based on the principle of quench-
appropriate media. ing.
Note 1: For MESG (Maximum Experimental Safe Gap) reference
should be made to IEC - publication 79-1. 1.2.3 Flame screen
A flame screen is a device utilising wire mesh to prevent the
1.1.4 Devices are to be tested and located in accordance passage of unconfined flames in accordance with a speci-
with this Appendix. fied performance standard.
1.1.5 Devices are installed to protect: 1.2.4 Flame speed
a) openings designed to relieve pressure or vacuum The flame speed is the speed at which a flame propagates
caused by thermal variations (see Ch 7, Sec 4, [4.2.2], along a pipe or other system.
item a));
b) openings designed to relieve pressure or vacuum during 1.2.5 Flashback
cargo loading, ballasting or discharging (see Ch 7, Sec Flashback is the transmission of a flame through a device.
4, [4.2.2], item b));
c) outlets designed for gas-freeing (see Ch 7, Sec 4, 1.2.6 High velocity vent
[4.3.3]). A high velocity vent is a device to prevent the passage of
flame consisting of a mechanical valve which adjusts the
1.1.6 Devices are not to be capable of being bypassed or opening available for flow in accordance with the pressure
blocked open unless they are tested in the bypassed or at the inlet of the valve in such a way that the efflux velocity
blocked open position in accordance with [4]. cannot be less than 30 m/s.

Pt D, Ch 7, App 1
1.2.7 Pressure/vacuum valve 2.2 Mechanical design

A pressure/vacuum valve is a device designed to maintain
pressure and vacuum in a closed container within preset 2.2.1 The casing or housing of devices is to meet similar
limits. standards of strength, heat resistance and corrosion resist-
Note 1: Pressure/vacuum valves are devices to prevent the passage
ance as the pipe to which it is attached.
of flame when designed and tested in accordance with this Appen-
dix. 2.2.2 The design of devices is to allow for ease of inspec-
tion and removal of internal elements for replacement,
cleaning or repair.
1.3 Instruction manual
2.2.3 All flat joints of the housing are to be machined true
1.3.1 The manufacturer is to supply a copy of the instruc-
and are to provide an adequate metal-to-metal contact.
tion manual, which is to be kept on board the tanker and
which is to include:
2.2.4 Flame arrester elements are to fit in the housing in
a) installation instructions such a way that flame cannot pass between the element and
b) operating instructions the housing.
c) maintenance requirements, including cleaning (see 2.2.5 Resilient seals may be installed only if their design is
[2.3.3]) such that if the seals are partially or completely damaged or
d) a copy of the laboratory report referred to in [4.6] burned, the device is still capable of effectively preventing
the passage of flame.
e) flow test data, including flow rates under both positive
and negative pressures, operating sensitivity, flow resist- 2.2.6 Devices are to allow for efficient drainage of moisture
ance and velocity. without impairing their efficiency to prevent the passage of
flame.
2 Design of the devices
2.2.7 The casing, flame arrester element and gasket materi-
als are to be capable of withstanding the highest pressure
2.1 Principles
and temperature to which the device may be exposed under
both normal and specified fire test conditions.
2.1.1 Depending on their service and location, devices are
required to protect against the propagation of:
2.2.8 End-of-line devices are to be so constructed as to
a) moving flames, and/or direct the efflux vertically upwards.
b) stationary flames from pre-mixed gases after ignition of
gases resulting from any cause. 2.2.9 Fastenings essential to the operation of the device,
i.e. screws, etc., are to be protected against loosening.
2.1.2 When flammable gases from outlets ignite, the fol-
lowing four situations may occur: 2.2.10 Means are to be provided to check that any valve
lifts easily without remaining in the open position.
a) at low gas velocities the flame may:
1) flashback, or 2.2.11 Devices in which the flame arresting effect is
achieved by the valve function and which are not equipped
2) stabilise itself as if the outlet were a burner.
with flame arrester elements (e.g. high velocity valves) are
b) at high gas velocities, the flame may: to have a width of the contact area of the valve seat of at
1) burn at a distance above the outlet, or least 5 mm.
2) be blown out. 2.2.12 Devices are to be resistant to corrosion in accord-

ance with [4.5.1].
2.1.3 In order to prevent the passage of flame into a cargo
tank, devices are to be capable of performing one or more 2.2.13 Elements, gaskets and seals are to be of material
of the following functions: resistant to both seawater and the cargoes carried.
a) permitting the gas to pass through passages without
flashback and without ignition of the gases on the pro- 2.2.14 The casing of the housing is to be capable of passing
tected side when the device is subjected to heating for a a hydrostatic pressure test, as required in [4.5.2].
specified period
2.2.15 In-line devices are to be able to withstand without
b) maintaining an efflux velocity in excess of the flame
damage or permanent deformation the internal pressure
speed for the gas irrespective of the geometric configu-
resulting from detonation when tested in accordance with
ration of the device and without the ignition of gases on
[4.4].
the protected side, when the device is subjected to heat-
ing for a specified period; and
2.2.16 A flame arrester element is to be designed to ensure
c) preventing an influx of flame when conditions of vac- quality control of manufacture to meet the characteristics of
uum occur within the cargo tanks. the prototype tested, in accordance with this Appendix.

Pt D, Ch 7, App 1
2.3 Performance 2.5 Marking of devices

2.3.1 Devices are to be tested in accordance with [4.5] and 2.5.1 Each device is to be permanently marked, or have a
thereafter shown to meet the test requirements of [4.2] to permanently fixed tag made of stainless steel or other corro-
[4.4], as appropriate. sion-resistant material, to indicate:
Note 1: End-of-line devices which are intended for exclusive use a) the manufacturers name or trade mark
at openings of inerted cargo tanks need not be tested against endur- b) the style, type, model or other manufacturers designa-
ance burning as specified in [4.2.3].
tion for the device
Note 2: Where end-of-line devices are fitted with cowls, weather
c) the size of the outlet for which the device is approved
hoods and deflectors, etc., these attachments are to be fitted for the
tests described in [4.2]. d) the approved location for installation, including maxi-
Note 3: When venting to atmosphere is not performed through an mum or minimum length of pipe, if any, between the
end-of-line device according to Note 2, or a detonation flame device and the atmosphere
arrester according to [3.2.2], the in-line device is to be specifically e) the direction of flow through the device
tested with the inclusion of all pipes, tees, bends, cowls, weather
hoods, etc., which may be fitted between the device and atmos-
f) the test laboratory and report number, and
phere. The testing is to consist of the flashback test in [4.2.2] and, if g) compliance with the requirements of this Appendix.
for the given installation it is possible for a stationary flame to rest
on the device, the testing is also to include the endurance burning
test in [4.2.3].
3 Sizing, location and installation of
devices
2.3.2 Performance characteristics such as the flow rates
under both positive and negative pressure, operating sensi- 3.1 Sizing of devices
tivity, flow resistance and velocity are to be demonstrated
by appropriate tests. 3.1.1 To determine the size of devices to avoid inadmissi-
ble pressure or vacuum in cargo tanks during loading or dis-
2.3.3 Devices are to be designed and constructed to mini- charging, calculations of pressure losses are to be carried
mise the effect of fouling under normal operating condi- out.
tions. Instructions on how to determine when cleaning is The following parameters are to be taken into account:
required and the method of cleaning are to be provided for
each device in the manufacturers instruction manual. a) loading/discharge rates
b) gas evolution
2.3.4 Devices are to be capable of operating in freezing c) pressure loss through devices, taking into account the
conditions and if any device is provided with heating resistance coefficient
arrangements so that its surface temperature exceeds 85C,
then it is to be tested at the highest operating temperature. d) pressure loss in the vent piping system
e) pressure at which the vent opens if a high velocity valve
2.3.5 Devices based upon maintaining a minimum velocity is used
are to be capable of opening in such a way that a velocity of f) density of the saturated vapour/air mixture
30 m/s is immediately initiated, maintaining an efflux veloc-
ity of at least 30 m/s at all flow rates and, when the gas flow g) possible fouling of a flame arrester; 70% of its rated per-
is interrupted, closing in such a way that this minimum formance is to be used in the pressure drop calculation
velocity is maintained until the valve is fully closed. of the installation.
2.3.6 In the case of high velocity vents, the possibility of inad- 3.2 Location and installation of devices
vertent detrimental hammering leading to damage and/or fail-
ure is to be considered, with a view to eliminating it. 3.2.1 General
Note 1: Hammering is intended to mean a rapid full stroke opening/ a) Devices are to be located at the vent outlets to atmos-
closing, not foreseen by the manufacturer during normal operations. phere unless tested and approved for in-line installation.
b) Devices for in-line installation may not be fitted at the
2.4 Flame screens outlets to atmosphere unless they have also been tested
and approved for that position.
2.4.1 Flame screens are to be:
3.2.2 Detonation flame arresters
a) designed in such a manner that they cannot be inserted Where detonation flame arresters are installed as in-line
improperly in the opening devices venting to atmosphere, they are be located at a suf-
b) securely fitted in openings so that flames cannot cir- ficient distance from the open end of the pipeline so as to
cumvent the screen preclude the possibility of a stationary flame resting on the
arrester.
c) able to meet the requirements of this Appendix. For
flame screens fitted at vacuum inlets through which 3.2.3 Access to the devices
vapours cannot be vented, the test specified in [4.2.3] Means are to be provided to enable personnel to reach
need not be complied with devices situated more than 2 m above deck to facilitate
d) protected against mechanical damage. maintenance, repair and inspection.

Pt D, Ch 7, App 1
4 Type test procedures 4.1.6 The following characteristics are to be recorded, as

appropriate, throughout the tests:
4.1 Principles a) concentration of fuel in the gas mixture
4.1.1 Tests are to be conducted by a laboratory acceptable b) temperature of the test gas mixture at inflow of the
to the Society. device, and
4.1.2 Each size of each model is to be submitted for type c) flow rates of the test gas mixtures when applicable.
testing. However, for flame arresters, testing may be limited
to the smallest and the largest sizes and one additional size
4.1.7 Flame passage is to be observed by recording, e.g.
in between to be chosen by the Society. Devices are to have
temperature, pressure, or light emission, by suitable sensors
the same dimensions and most unfavourable clearances
on the protected side of the device; alternatively, flame pas-
expected in the production model. If a test device is modi-
sage may be recorded on video tape.
fied during the test program, the testing is to be restarted.
4.1.3 Tests described in this Article using gasoline vapours 4.2 Test procedure for flame arresters
(a non-leaded petroleum distillate consisting essentially of
aliphatic hydrocarbon compounds with a boiling range
located at openings to the atmosphere
approximating 65C 75C), technical hexane vapours or
technical propane, as appropriate, are suitable for all 4.2.1 Test rig
devices protecting tanks containing a flammable atmos- The test rig is to consist of an apparatus producing an explo-
phere of the cargoes referred to in Ch 7, Sec 1, [1.1.4]. This sive mixture, a small tank with a diaphragm, a flanged pro-
does not preclude the use of gasoline vapours or technical totype of the flame arrester, a plastic bag and a firing source
hexane vapours for all tests referred to in this Article. in three positions (see Fig 1). Other test rigs may be used,
4.1.4 After the relevant tests, the device is not to show provided the tests referred to in this Article are carried out
mechanical damage that affects its original performance. to the satisfaction of the Society.
Note 1: The dimensions of the plastic bag are dependent on those
4.1.5 Before the tests the following equipment, as appropri- of the flame arrester, but for flame arresters normally used on tank-
ate, is to be properly calibrated: ers the plastic bag may have a circumference of 2 m, a length of 2,5
a) gas concentration meters m and a wall thickness of 0,05 mm.
b) thermometers Note 2: In order to avoid remnants of the plastic bag from falling
c) flow meters back on to the device being tested after ignition of the fuel/air mix-
ture, it may be useful to mount a coarse wire frame across the
d) pressure meters, and device within the plastic bag. The frame is to be so constructed as
e) time recording devices. not to interfere with the test result.
Figure 1 : Test rig for flashback test
1
2
(1): Plastic bursting diaphragm

(2): Explosive mixture inlet
(3): Tank
(4): Flame arresting device
(5): Plastic bag
(6): Ignition source

Pt D, Ch 7, App 1
4.2.2 Flashback test b) If a flashback occurs, the tank diaphragm will burst and
A flashback test is to be carried out as follows: this will be audible and visible to the operator by the
emission of a flame. Flame, heat and pressure sensors
a) The tank, flame arrester assembly and the plastic bag
may be used as an alternative to a bursting diaphragm.
(see [4.2.1]) enveloping the prototype flame arrester are
to be filled so that this volume contains the most easily
ignitable propane/air mixture (see IEC Publication 79/1). 4.2.3 Endurance burning test
The concentration of the mixture is to be verified by An endurance burning test is to be carried out, in addition
appropriate testing of the gas composition in the plastic to the flashback test, for flame arresters at outlets where
bag. Where devices referred to in [2.3.1], Note 3 are flows of explosive vapour are foreseeable:
tested, the plastic bag is to be fitted at the outlet to
atmosphere. Three ignition sources are to be installed a) The test rig as referred to in [4.2.1] may be used, with-
along the axis of the bag, one close to the flame arrester, out the plastic bag. The flame arrester is to be so
another as far away as possible therefrom, and the third installed that the mixture emission is vertical. In this
at the mid-point between these two. These three sources position the mixture is to be ignited. Where devices
are to be fired in succession, twice in each of the three referred to in [2.3.1] Note 3, are tested, the flame
positions. The temperature of the test gas is to be within arrester is to be so installed as to reflect its final orienta-
the range of 15C to 40C. tion.
Figure 2 : Schematic plan of the test plant for high velocity valves (endurance burning test only)
M 1
11
12
AIR vapour/air MIXTURE 10
13 2 9
15 13
VAPOURS 3
5 4
8
7
14
N2
STEAM
6 CONDENSATE
(1): Fan with variable speed

(2): Volume rate indicator
(3): Pipe (diameter=500 mm, length=30 m)
(4): Heated vapour pipe
(5): Air bypass
(6): Evaporator and gasoline storage tank
(7): Vapour/air mixture bypass
(8): Extinguishing agents
(9): Automatic control and quick action stop valve
(10): Explosion arresting crimped ribbon with temperature sensors for the safety of the test rig
(11): High velocity valve to be tested
(12): Flame detector
(13): Bursting diaphragm
(14): Concentration indicator
(15): Tank

Pt D, Ch 7, App 1
b) Endurance burning is to be achieved by using the most sor is to be affixed at the unprotected side of the arrester
easily ignitable gasoline vapour/air mixture or the most in a position near to the stabilised flame.
easily ignitable technical hexane vapour/air mixture If difficulties arise in establishing stationary temperature
with the aid of a continuously operated pilot flame or a conditions (at elevated temperatures), the following cri-
continuously operated spark igniter at the outlet. The teria is to apply: using the flow rate which produced the
test gas is be introduced upstream of the tank shown in maximum temperature during the foregoing test
Fig 1. Maintaining the concentration of the mixture as sequence, endurance burning is to be continued for a
specified above, by varying the flow rate, the flame period of two hours from the time the above-mentioned
arrester is to be heated until the highest obtainable tem- flow rate has been established. After that period the flow
perature on the cargo tank side of the arrester is is to be stopped and the conditions observed. Flashback
reached. Temperatures are to be measured, for example, is not to occur during this test.
at the protected side of the flame quenching matrix of
the arrester (or at the seat of the valve in the case of test- 4.2.4 Pressure/vacuum valve integrated to a flame
ing high velocity vents according to [4.3]). The highest arresting device
obtainable temperature may be considered to have been When a pressure/vacuum valve is integrated to a flame
reached when the rate of rise of temperature does not arresting device, the flashback test is to be performed with
exceed 0,5C per minute over a ten-minute period. This the pressure/ vacuum valve blocked open. If there are no
temperature is to be maintained for a period of ten min- additional flame quenching elements integrated in a pres-
utes, after which the flow is to be stopped and the con- sure valve, this valve is to be considered and tested as a
ditions observed. The temperature of the test gas is to be high velocity vent valve according to [4.3].
within the range of 15C to 40C.
If no temperature rise occurs at all, the arrester is to be 4.3 Test procedures for high velocity vents
inspected for a more adequate position of the tempera-
ture sensor, taking account of the visually registered 4.3.1 Test rig
position of the stabilised flame during the first test The test rig is to be capable of producing the required vol-
sequence. Positions which require the drilling of small ume flow rate. In Fig 2 and Fig 3 drawings of suitable test
holes into fixed parts of the arrester are to be taken into rigs are shown. Other test rigs may be used provided the
account. If all this is not successful, the temperature sen- tests are performed to the satisfaction of the Society.
Figure 3 : Test rig for high velocity vents
1 13
6
2 12
11
10
3
8
4
7
5
9
(1): Primary igniter
(2): Secondary igniter
(3): Cocks
(4): Explosion door
(5): Gas supply
(6): Flashback detector
(7): Chart recorder
(8): Flow meter
(9): Fan
(10): Spade blank and bypass line for low rates
(11): Pressure gauge
(12): Gas analyser
(13): High velocity vent to be tested

Pt D, Ch 7, App 1
4.3.2 Flow condition test vent closes and the flame is extinguished, and each is to
A flow condition test is to be carried out with high velocity be carried out at least 50 times. The vacuum side of
vents using compressed air or gas at agreed flow rates. The combined valves is to be tested in accordance with
following are to be recorded: [4.2.2] with the vacuum valve maintained in the open
a) the flow rate; where air or a gas other than vapours of position for the duration of this test, in order to verify the
cargoes with which the vent is to be used is employed in efficiency of the device which is to be fitted.
the test, the flow rates achieved are to be corrected to b) An endurance burning test, as described in [4.2.3], is to
reflect the vapour density of such cargoes be carried out. Following this test, the main flame is to be
b) the pressure before the vent opens; the pressure in the extinguished and then, with the pilot flame burning or
test tank on which the device is located is not to rise at a the spark igniter discharging, small quantities of the most
rate greater than 0,01 N/mm2/min easily ignitable mixture are to be allowed to escape for a
period of ten minutes maintaining a pressure below the
c) the pressure at which the vent opens valve of 90% of the valve opening setting, during which
d) the pressure at which the vent closes time flashback is not to occur. For the purpose of this test
e) the efflux velocity at the outlet which is not to be less the soft seals or seats are to be removed.
than 30 m/s at any time when the valve is open.
4.4 Test rig and test procedures for detona-
4.3.3 Fire safety tests
tion flame arresters located in-line
The following fire safety tests are to be conducted while
adhering to [2.3.6] using a mixture of gasoline vapour and 4.4.1 A flame arrester is to be installed at one end of a pipe
air or technical hexane vapour and air, which produces the of suitable length and of the same diameter as the flange of
most easily ignitable mixture at the point of ignition. This the flame arrester. On the opposed flange a pipe of a length
mixture is to be ignited with the aid of a permanent pilot corresponding to 10 pipe diameters is to be affixed and
flame or a spark igniter at the outlet. closed by a plastic bag or diaphragm. The pipe is to be filled
a) Flashback tests in which propane may be used instead with the most easily ignitable mixture of propane and air,
of gasoline or hexane are to be carried out with the vent which is then to be ignited. The velocity of the flame near
in the upright position and then inclined at 10 from the the flame arrester is to be measured and is to have the same
vertical. For some vent designs further tests with the vent value as that for stable detonations.
inclined in more than one direction may be necessary. Note 1: The dimensions of the plastic bag are to be at least 4 m cir-
In each of these tests the flow is to be reduced until the cumference, 4 m length and a material wall thickness of 0,05 mm.
Figure 4 : Test rig for arresters located in-line
6 4
5.2
3 2
0.1 0.1 d
5 5.1 7 1
SECTION A-A
(1): Explosive mixture inlet
(2): Ignition source; ignition within non-streaming mixture
(3): Tank
(4): Measuring system for flame speed of a stable detonation
(5): Flame arrester located in-line; (5.1): Flame arrester element; (5.2): Shock wave absorber
(6): Platic bag
(7): l/d = 100

Pt D, Ch 7, App 1
4.4.2 Three detonation tests are to be conducted, no flash- 4.5.2 Hydraulic pressure test
back is to occur through the device and no part of the flame A hydraulic pressure test is to be carried out in the casing or
arrester is to be damaged or show permanent deformation. housing of a sample device, in accordance with [2.2.15].
4.4.3 Other test rigs may be used provided the tests are car-
4.6 Laboratory report
ried out to the satisfaction of the Society. A drawing of the
test rig is shown in Fig 4. 4.6.1 The laboratory report is to include:
a) detailed drawings of the device
4.5 Operational test procedure
b) types of tests conducted; where in-line devices are
4.5.1 Corrosion test tested, this information is to include the maximum pres-
sures and velocities observed in the test
A corrosion test is to be carried out. In this test a complete
device, including a section of the pipe to which it is fitted, is c) specific advice on approved attachments
to be exposed to a 5% sodium chloride solution spray at a d) types of cargo for which the device is approved
temperature of 25C for a period of 240 hours, and allowed e) drawings of the test rig
to dry for 48 hours. An equivalent test may be conducted to
the satisfaction of the Society. Following this test, all mova- f) in the case of high velocity vents, the pressures at which
ble parts are to operate properly and there are to be no cor- the device opens and closes and the efflux velocity, and
rosion deposits which cannot be washed off. g) all the information marked on the device in [2.5].

Pt D, Ch 7, App 2
APPENDIX 2 DESIGN OF CRUDE OIL WASHING SYSTEMS
2.1.2 The crude oil washing system is to consist of perma-

1 General nent pipework and is to be independent of the fire mains
and of any system other than for tank washing except that
sections of the ships cargo system may be incorporated into
1.1 Application the crude oil washing system provided that they meet the
1.1.1 This Appendix reproduces the text of IMO Resolution requirements applicable to crude oil pipework. Notwith-
A.446. It applies to ships having the notation oil tanker in standing the above requirements, in combination carriers
the conditions stated in Ch 7, Sec 4, [4.6.1]. the following arrangements may be allowed:
a) the removal of the equipment, if necessary, when carry-
1.2 Definitions ing cargoes other than crude oil, provided that, when
reinstated, the system is as originally fitted and tested for
1.2.1 Arrival ballast oil-tightness
For the purpose of this Appendix, arrival ballast means b) the use of flexible hose pipes to connect the crude oil
clean ballast as defined in Ch 7, Sec 1, [1.3.4]. washing system to tank washing machines if it is neces-
sary to locate these machines in a cargo tank hatch
1.2.2 Departure ballast cover. Such flexible hose pipes are to be provided with
For the purpose of this Appendix, departure ballast means flanged connections, manufactured and tested in
ballast other than arrival ballast. accordance with standards acceptable to the Society,
and consistent with the duties the hoses are required to
1.3 Operations and Equipment Manual perform. The length of these hoses is not to be greater
than necessary to connect the tank washing machines to
1.3.1 The Operations and Equipment Manual of the crude an adjacent point just outside the hatch coaming. The
oil washing system is to be submitted to the Society for hoses are to be removed to a suitably prepared and pro-
information. It is to contain at least the following informa- tected stowage location when not in use.
tion:
a) line drawing of the crude oil washing system showing 2.1.3 Provisions are to be made to prevent overpressure in
the respective position of pumps, lines and washing the tank washing supply piping. Any relief device fitted to
machines which relate to the crude oil washing system prevent overpressure is to discharge into the suction side of
the supply pump. Alternative methods to the satisfaction of
b) a description of the system and a listing of procedures the Society may be accepted provided an equivalent degree
for checking that equipment is working properly during of safety and environmental protection is provided.
crude oil washing operations. This is to include a listing
Note 1: Where the system is served only by centrifugal pumps so
of the system and equipment parameters to be moni-
designed that the pressure derived cannot exceed that for which the
tored, such as line pressure, oxygen level, machine rev- piping is designed, a temperature sensing device located in the
olutions, duration of cycles, etc. The established values pump casing is required to stop the pump in the case of overheat-
for these parameters are to be included. The results of ing.
the tests carried out in accordance with [3.3] and the
values of all parameters monitored during such tests are 2.1.4 Where hydrant valves are fitted for water washing
also to be included. purposes on tank washing lines, all such valves are to be of
c) other information referred to in [2.1.8], [2.2.2], [2.3.2], adequate strength and provisions are to be made for such
[2.3.5], [2.4.3] and [3.3.1]. connections to be blanked off by blank flanges when wash-
ing lines may contain crude oil. Alternatively, hydrant
valves are to be isolated from the crude oil washing system
2 Design and installation by spade blanks.
2.1 Piping 2.1.5 All connections for pressure gauges or other instru-
mentation are to be provided with isolating valves adjacent
2.1.1 The crude oil washing pipes and all valves incorpo- to the lines unless the fitting is of the sealed type.
rated in the supply piping system are to be of steel or other
equivalent material, of adequate strength having regard to 2.1.6 No part of the crude oil washing system is to enter
the pressure to which they may be subjected, and properly machinery spaces. Where the tank washing system is fitted
jointed and supported. with a steam heater for use when water washing, the heater
Note 1: Grey cast iron may be permitted in the supply system for is to be located outside machinery spaces and effectively
crude oil washing systems when complying with nationally isolated during crude oil washing by double shut-off valves
approved standards. or by clearly identifiable blanks.

Pt D, Ch 7, App 2
2.1.7 Where combined crude oil-water washing supply 2.2.5 The number and location of tank washing machines
piping is provided, the piping is to be so designed that it can are to be to the satisfaction of the Society.
be drained so far as practicable of crude oil, before water
washing is commenced, into designated spaces. These 2.2.6 The location of the machines is dependent upon the
spaces may be the slop tank or other cargo spaces. characteristics detailed in [2.2.2] and upon the configura-
tion of the internal structure of the tank.
2.1.8 The piping system is to be of such diameter that the
greatest number of tank cleaning machines required, as 2.2.7 The number and location of the machines in each
specified in the Operations and Equipment Manual, can be cargo tank are to be such that all horizontal and vertical
operated simultaneously at the designed pressure and areas are washed by direct impingement or effectively by
throughput. The arrangement of the piping is to be such that deflection or splashing of the impinging jet. In assessing an
the required number of tank cleaning machines for each acceptable degree of jet deflection and splashing, particular
cargo compartment as specified in the Operations and attention is to be paid to the washing of upward facing hori-
Equipment Manual can be operated simultaneously. zontal areas and the following parameters are to be used:
a) For horizontal areas of a tank bottom and the upper sur-
2.1.9 The crude oil washing supply piping is to be faces of a tanks stringers and other large primary struc-
anchored (firmly attached) to the ships structure at appro- tural members, the total area shielded from direct
priate locations, and means are to be provided to permit impingement by deck or bottom transverses, main gird-
freedom of movement elsewhere to accommodate thermal ers, stringers or similar large primary structural members
expansion and flexing of the ship. The anchoring is to be is not to exceed 10 per cent of the horizontal area of the
such that any hydraulic shock can be absorbed without tank bottom, the upper surface of stringers, and other
undue movement of the supply piping. The anchors are nor- large primary structural members.
mally to be situated at the ends furthest from the entry of the
crude oil supply to the supply piping. If tank washing b) For vertical areas of the sides of a tank, the total area of
machines are used to anchor the ends of branch pipes then the tanks sides shielded from direct impingement by
special arrangements are necessary to anchor these sections deck or bottom transverses, main girders, stringers or
when the machines are removed for any reason. similar large primary structural members is not to
exceed 15 per cent of the total area of the tanks sides.
2.2 Tank washing machines In some installations, it may be necessary to consider the fit-
ting of more than one type of tank washing machine in
2.2.1 Tank washing machines for crude oil washing are to order to effect adequate coverage.
be permanently mounted and of a design acceptable to the Note 1: With regard to the application of this requirement, a slop
Society. tank is considered as a cargo tank.
2.2.2 The performance characteristic of a tank washing

machine is governed by nozzle diameter, working pressure 2.2.8 At the design stage the following minimum proce-
and the movement pattern and timing. Each tank cleaning dures are to be used to determine the area of the tank sur-
machine fitted is to have a characteristic such that the sec- face covered by direct impingement:
tions of the cargo tank covered by that machine will be a) Using suitable structural plans, lines are set out from the
effectively cleaned within the time specified in the Opera- tips of each machine to those parts of the tank within
tions and Equipment Manual. the range of the jets.
2.2.3 Tank washing machines are to be mounted in each b) Where the configuration of the tanks is considered by
cargo tank and the method of support is to be to the satis- the Society to be complicated, a pinpoint of light simu-
faction of the Society. Where a machine is positioned well lating the tip of the tank washing machine in a scale
below the deck level to cater for protuberances in the tank, model of the tank is to be used.
consideration may need to be given to additional support
for the machine and its supply piping. 2.2.9 The design of the deck mounted tank washing
machines is to be such that means are provided external to
cargo tanks which, when crude oil washing is in progress,
2.2.4 Each machine is to be capable of being isolated by
would indicate the rotation and arc of the movement of the
means of stop valves in the supply line. If a deck mounted
machine. Where the deck mounted machine is of the non-
tank washing machine is removed for any reason, provision
programmable, dual nozzle type, alternative methods to the
is to be made to blank off the oil supply line to the machine
satisfaction of the Society may be accepted provided an
for the period the machine is removed. Similarly, provision
equivalent degree of verification is attained.
is to be made to close the tank opening with a plate or
equivalent means.
2.2.10 Where submerged machines are required, they are
Note 1: Where more than one submerged machine is connected to to be non-programmable and, in order to comply with the
the same supply line, a single isolating stop valve in the supply line requirements of [2.2.7], it is to be possible to verify their
may be acceptable provided the rotation of the submerged
rotation by one of the following methods:
machine can be verified in accordance with [2.2.10]
a) by indicators external to the tanks

Pt D, Ch 7, App 2
b) by checking the characteristic sound pattern of the 2.4.4 Means such as level gauges, hand dipping and strip-
machine, in which case the operation of the machine is ping system performance gauges as referred to in [2.4.8]
to be verified towards the end of each wash cycle. are to be provided for checking that the bottom of every
Where two or more submerged machines are installed cargo tank is dry after crude oil washing. Suitable arrange-
on the same supply line, valves are to be provided and ments for hand dipping are to be provided at the aftermost
arranged so that the operation of each machine can be portion of a cargo tank and in three other suitable locations
verified independently of other machines on the same unless other approved means are fitted for efficiently ascer-
supply line. taining that the bottom of every cargo tank is dry. For the
c) by gas freeing the tank and checking the operation of purpose of this paragraph, the cargo tank bottom is to be
the machine with water during ballast voyages. considered dry if there is no more than a small quantity of
oil near the stripping suction with no accumulation of oil
2.3 Pumps elsewhere in the tank.
2.3.1 Pumps supplying crude oil to tank cleaning machines

2.4.5 Means are to be provided to drain all cargo pumps
are to be either the cargo pumps or pumps specifically pro-
and lines at the completion of cargo discharge, where nec-
vided for the purpose.
essary, by connection to a stripping device. The line and
2.3.2 The capacity of the pumps is to be sufficient to pro- pump draining is to be capable of being discharged both to
vide the necessary throughput at the required pressure for a cargo tank and ashore. For discharge ashore, a special
the maximum number of tank cleaning machines required small diameter line is to be provided for this purpose and
to be operated simultaneously as specified in the Opera- connected outboard of the ships manifold valve. The cross-
tions and Equipment Manual. In addition to the above sectional area of this line is not to exceed 10 per cent of that
requirement, if an eductor system is fitted for tank stripping, of a main cargo discharge line.
the pumps are to be capable of supplying the eductor driv-
ing fluid to meet the provisions of [2.4.2]. Note 1: In crude oil tankers having individual cargo pumps in each
tank, each pump having an individual piping system, dispensation
2.3.3 The capacity of the pumps is to be such that the from the required special small diameter line may be granted in
requirements of [2.3.2] can be met with any one pump cases where the combined amount of oil left in the tank after strip-
inoperative. The pumping and piping arrangements are to ping and the volume of oil in the piping system from the manifold
be such that the crude oil washing system can be effectively to the tank is less than 0,00085 times the volume of the cargo tank.
operated with any one pump out of use. The above consideration is also to apply if a deepwell cargo pump
system is provided with an evacuating system for retained oil.
2.3.4 The carriage of more than one grade of cargo is not to
prevent crude oil washing of tanks.
2.4.6 The means for stripping oil from cargo tanks are to be
2.3.5 To permit crude oil washing to be effectively carried a positive displacement pump, self-priming centrifugal
out where the back pressure presented by the shore termi- pump or eductor or other methods to the satisfaction of the
nal is below the pressure required for crude oil washing,
Society. Where a stripping line is connected to a number of
provision is to be made such that an adequate pressure to
tanks, means are to be provided for isolating each tank not
the washing machines can be maintained in accordance
being stripped at that particular time.
with [2.3.2]. This requirement is to be met with any one
cargo pump out of action. The minimum supply pressure
required for crude oil washing is to be specified in the 2.4.7 The carriage of more than one grade of cargo is not to
Operations and Equipment Manual. Should this minimum prevent crude oil washing of tanks.
supply pressure not be obtainable, crude oil washing opera-
tions are not to be carried out. 2.4.8 Equipment is to be provided for monitoring the effi-
ciency of the stripping system. All such equipment is to
2.4 Stripping system have remote read out facilities in the cargo control room or
in some other safe and convenient place easily accessible to
2.4.1 The design of the system for stripping crude oil from the officer in charge of cargo and crude oil washing opera-
the bottom of every cargo tank is to be to the satisfaction of tions. Where a stripping pump is provided, the monitoring
the Society.
equipment is to include either a flow indicator, or a stroke
2.4.2 The design and capacity of the tank stripping system counter or revolution counter as appropriate, and pressure
are to be such that the bottom of the tank being cleaned is gauges at the inlet and discharge connections of the pump
kept free of accumulations of oil and sediment towards or equivalent. Where eductors are provided, the monitoring
completion of the tank washing process. equipment is to include pressure gauges at the driving fluid
intake and at the discharge and a pressure/vacuum gauge at
2.4.3 The stripping system is to be at least 1,25 times the the suction intake.
total throughput of all the tank cleaning machines to be
operated simultaneously when washing the bottom of the
2.4.9 The internal structure of the tank is to be such that
cargo tanks as described in the ships Operations and Equip-
drainage of oil to the tank suctions of the stripping system is
ment Manual.
adequate to meet the requirements of [2.4.2] and [2.4.4].

Pt D, Ch 7, App 2
2.5 Ballast lines water rinse which may be specified in the Operations and
Equipment Manual. The bottom of the tank to be inspected
2.5.1 Where a separate ballast water system for ballasting may, however, be flushed with water and stripped in order
cargo tanks is not provided, the arrangement is to be such to remove any wedge of liquid crude oil remaining on the
that the cargo pump, manifolds and pipes used for ballast- tank bottom before gas freeing for entry. This inspection is
ing can be safely and effectively drained of oil before bal- to ensure that the tank is essentially free of oil clingage and
lasting. deposits. If the flushing procedure is adopted, a similar but
unflushed tank is to be used for the test specified in [3.3.2].
3 Inspection and testing
3.3.2 To verify the effectiveness of the stripping and drain-
age arrangements, a measurement is to be made of the
3.1 Initial survey
amount of oil floating on top of the departure ballast. The
3.1.1 The initial survey required in Ch 7, Sec 4, [6.3.2] is to ratio of the volume of oil on top of the departure ballast
include a complete inspection of the crude oil washing water to the volume of tanks that contain this water is not to
equipment and arrangements and, except for the cases exceed 0,00085. This test is to be carried out after crude oil
specified in [3.3.3], an examination of the tanks after they washing and stripping in a tank similar in all relevant
have been crude oil washed and the additional checks respects to the tank examined in accordance with [3.3.1]
specified in [3.3.1] and [3.3.2] to ensure that the washing above, which has not been subjected to a water rinse or to
system efficiency is in accordance with this Appendix. the intervening water flushing permissible in [3.3.1] above.
3.3.3 When the Society is satisfied that ships are similar in

3.2 Piping all relevant respects, the provisions of [3.3.1] and [3.3.2]
3.2.1 The piping system is to be tested to one and a half need only be applied to one such ship. Furthermore, where
times the working pressure after it has been installed on the a ship has a series of tanks that are similar in all relevant
ship. respects then, for that series of tanks, the requirements of
[3.3.1] need only be applied to one tank of that series.
3.3.1 To confirm the cleanliness of the tank and to verify
the design in respect of the number and location of the tank 3.4.1 Care is to be taken that both longitudinal and trans-
washing machines, a visual inspection is to be made by verse drainage are satisfactory. Drainage is to be verified
entry to the tanks after a crude oil wash but prior to any during the inspection required by [3.3].

Pt D, Ch 7, App 3
APPENDIX 3 LISTS OF OILS
1 Application Table 1 : List of oils
Asphalt solutions
1.1 Scope of the lists of oils
Blending stocks
1.1.1 The lists set out in this Appendix include the oils the Roofers flux
carriage in bulk of which is covered by the service notations Straight run residue
oil tanker or oil tanker, flash point > 60C or oil tanker, Oils
asphalt carrier, under the provisions of Ch 7, Sec 1, [1.1.4]. Clarified
Crude oil
2 Lists of products Mixtures containing crude oil
Diesel oil
2.1 List of oils Fuel oil n 4
Fuel oil n 5
2.1.1 The list given in Tab 1 is reproduced from Appendix 1 Fuel oil n 6
of the MARPOL 73/78 Convention, except that naphtha sol- Residual fuel oil
vent is, in the opinion of the Society, to be considered as a Road oil
chemical to which Part D, Chapter 8 applies. This list is not Transformer oil
necessarily comprehensive. Aromatic oil (excluding vegetable oil)
Lubricating oils and blending stocks
Mineral oil
Spindle oil
Turbine oil
Distillates
Straight run
Flashed feed stocks
Gas oil
Cracked
Gasoline blending stock
Alkylates - fuel
Reformates
Polymer - fuel
Gasolines
Casinghead (natural)
Automotive
Aviation
Straight run
Fuel oil n 1 (kerosene)
Fuel oil n 1-D
Fuel oil n 2
Fuel oil n 2-D
Jet fuels
JP-1 (kerosene)
JP-3
JP-4
JP-5 (kerosene, heavy)
Turbo fuel
Kerosene
Mineral spirit
Naphtha
Petroleum
Heartcut distillate oil

Pt D, Ch 7, App 4
APPENDIX 4 LIST OF CHEMICALS FOR WHICH PART D,

CHAPTER 8 AND IBC CODE DO NOT APPLY
1 Application c) Some chemicals are identified as falling into pollution

category Z and, therefore, subject to certain operational
requirements of Annex II of MARPOL 73/78.
1.1 Scope of the list
d) Liquid mixtures which are provisionally assessed under
1.1.1 The list set out in this Appendix includes all chemical Regulation 6(4) of Annex II of MARPOL 73/78 as falling
products to which Part D, Chapter 8 and IBC Code do not into pollution category Z, and which do not present
apply. Such products are allowed to be carried by ships hav- safety hazards, may be carried under the entry for "nox-
ing the service notation FLS tanker or, where their flash ious liquid, not otherwise specified" in this Chapter.
point is above 60 C, also by ships having the service nota- Similarly, those mixtures provisionally assessed as falling
tion FLS tanker flash point > 60 C. outside pollution category X, Y or Z, and which do not
present safety hazards, may be carried under the entry
Where indicated in the list, some products are also allowed for "non-noxious liquid not otherwise specified" in this
to be carried by ships having the service notation tanker. Appendix.
e) The substances identified as falling into pollution cate-
1.2 Safety and pollution hazards gory OS are not subject to any requirements of Annex II
of MARPOL 73/78 in particular in respect of:
1.2.1 the discharge of bilge or ballast water or other resi-
a) The following are chemicals which have been reviewed dues or mixtures containing only such substances
for their safety and pollution hazards and determined the discharge into the sea of clean ballast or segre-
not to present hazards to such an extent as to warrant gated ballast.
application of the IBC Code and Part D, Chapter 8. This
may be used as a guide in considering bulk carriage of
chemicals whose hazards have not yet been evaluated.
2 List of chemicals for which Part D,
Chapter 8 and IBC Code do not apply
b) Although the chemicals listed in this Chapter fall outside
the scope of the IBC Code and Part D, Chapter 8, the 2.1
attention is drawn to the fact that some safety precau-
tions are needed for their safe transportation. Relevant 2.1.1 The list of chemicals for which Part D, Chapter 8 and
requirements are summarized in Tab 1. IBC Code do not apply is given in Tab 1. The relevant sym-
bols and notations used in Tab 1 are given in Tab 2.

Table 1 : List of easy chemicals
202
Elec. eqpt Elec. eqpt Vapour Fire High Melting
Pollution Tank Flash-point Gau- Chem. Density Service
Product name temp. apparatus detec- protec- level point
category vents (C) ging family (t/m3) notation
class group tion tion alarm (C)
(a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n)
Pt D, Ch 7, App 4
Acetone Z Cont T1 IIA -18 R F A Y 18 0,79 - FLS

Alcoholic beverages, not otherwise
Z Cont - - 20 to 60 (1) R F A Y - 1,00 - FLS
specified.
Apple juice OS Open - - NF O - - N - 1,00 - T
n-Butyl alcohol Z Cont T2 IIA 29 R F A Y 20 0,81 - FLS
sec-Butyl alcohol Z Cont T2 IIA 24 R F A Y 20 0,81 - FLS
Calcium nitrate solutions 50% or less) Z Open - - NF O - - N - 1,50 - T
Clay slurry OS Open - - NF O - - N - 1,50 - T
Coal slurry OS Open - - NF O - A, B N - 1,50 - T
Diethylene glycol Z Open T3 IIB >60 O - - N 40 1,12 - FLS>60
Ethyl alcohol Z Cont T2 IIA 13 R F A Y 20 0,79 - FLS
Ethylene carbonate Z Open T2 - >60 O - - N - 1,32 36 FLS>60
Glucose solution OS Open - - NF O - - N - 1,50 - T
Bureau Veritas
Glycerine Z Open T2 IIA >60 O - - N 20 1,26 18 FLS>60
Hexamethylenetetramine solutions Z Open - - NF O - - N 7 1,50 - T
Hexylene glycol Z Open T2 IIA >60 O - B, C N 20 0,92 - FLS>60
Hydrogenated starch hydrolysate OS Open - - NF O - - - - 1,025 - T
Isopropyl alcohol Z Cont 22 R F A Y 20 0,78 - FLS
Kaolin slurry OS Open NF O - - N 43 1,50 - T
Lecithin OS Open NF O - - N - 1,75 - T
Magnesium hydroxide slurry Z Open - - NF O - - N - 1,23 - T
Maltitol solution OS Open - - NF O - - N - 1,025 - T
Methyl propyl ketone Z Cont - - <60 R F A Y 18 0,82 - FLS
Molasses OS Open - - >60 O - - N 20 1,45 - FLS>60
Noxious liquid (11), not otherwise
Z Cont - - <60 R F A Y - 1,00 - FLS
specified, Cat. Z
Non-noxious liquid (12), not otherwise
OS Cont - - <60 R F A Y - 1,00 - FLS
specified, Cat. OS
January 2013
Elec. eqpt Elec. eqpt Vapour Fire High Melting
Pollution Tank Flash-point Gau- Chem. Density Service
Product name temp. apparatus detec- protec- level point
category vents (C) ging family (t/m3) notation
class group tion tion alarm (C)
January 2013
(a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n)
Polyaluminium chloride solution Z Open - - NF O - - N - 1,25 - T
Polyglycerin, sodium salt solution (con-
Z Open - - >60 O - - N - 1,27 - FLS>60
taining less than 3% sodium hydroxide)
Potassium formate solution Z Open - - NF O - - N - 1,025 - FLS>60
Propylene glycol Z Open T2 IIA >60 O - - N 20 1,03 - FLS>60
Propylene carbonate Z Open - - NF O - - N - 1,025 - FLS>60
Sodium acetate solutions Z Open - - NF O - - N - 1,45 - T
Sodium sulphate solutions Z Open - - NF O - - N - 1,45 - T
Sorbitol solution OS Open - - >60 O - - N 20 1,50 - FLS>60
Sulphonated polyacrylate solution Z Open - - NF O - - N - 1,025 - FLS>60
Tetraethys silicate monoma/oligoma
Z Open - - NF O - - N - 1,025 - FLS>60
(20% in ethanol
Triethylene glycol Z Open T2 IIA >60 O - - N 40 1,12 - FLS>60
Vegetable protein solution (hydrolysed) OS Open - - NF O - - N - 1,20 - T
Bureau Veritas
Water OS Open - - NF O - - N - 1,00 - T
(1) Composition dependent
203
Pt D, Ch 7, App 4
Pt D, Ch 7, App 4
Table 2 : Symbols and notations used in the list of easy chemicals
Items Column Comments

Product name (a) Gives the alphabetical name of the products.
Pollution category (b) The letter Z refers to the pollution category Z as defined in Annex II of MARPOL
73/78.
The symbol OS means that the product was evaluated and found to fall outside the
pollution categories X, Y and Z defined in Annex II of MARPOL 73/78.
Tank vents (c)
Electrical equipment (d) The symbols T1 to T6 refer to the electrical equipment temperature classes defined in
temperature class IEC Publication 79-0.
Electrical equipment (e) The symbols IIA and IIB refer to the electrical equipment apparatus groups defined in
apparatus group IEC Publication 79-0.
Flash point (f)
Gauging (g)
Vapour detection (h)
Fire protection (i) The letters A, B, C and D refer to the following fire-extinguishing media determined
to be effective for certain products:
A : Alcohol-resistant foam (or multi-purpose foam)
B : Regular foam, encompasses all foams that are not of an alcohol-resistant
type, including fluoro-protein and aqueous-film-forming foam (AFFF)
C : Water spray
D : Dry chemical (powder).
High level alarm (j)
Chemical family (k)
Density (l)
Melting point (m)
Service notation (n) The symbols FLS, FLS>60 and T are defined as follows:
FLS : Means that the product is allowed to be carried by a ship having the
service notation FLS tanker
FLS>60 : Means that the product is allowed to be carried by a ship having the
service notation FLS tanker, flash point > 60C
T : Means that the product is allowed to be carried by a ship having the
service notation tanker.

Pt D, Ch 7, App 5
APPENDIX 5 ACCIDENTAL OIL OUTFLOW PERFORMANCE
Symbols
ds : Load line draught, equal to the vertical distance, 2 Accidental oil outflow performance
in m, from the moulded baseline at mid-length
to the waterline corresponding to the summer
freeboard to be assigned to the ship. Calcula-
2.1 Mean oil outflow parameter
tions pertaining to this regulation are to be
based on draught dS, notwithstanding assigned 2.1.1 To provide adequate protection against oil pollution
in the event of collision or stranding the following is to be
draughts that may exceed dS, such as the tropi-
complied with
cal loadline
a) for oil tankers of 5000 tonnes deadweight (DWT) and
dB : Vertical distance, in metres, from the moulded above, the mean oil outflow parameter is to be as fol-
baseline at mid-length to the waterline corre- lows:
sponding to 30% of the depth DS
- for C = 200000 m3 OM = 0,015
BS : Greatest moulded breadth of the ship, in
- for 200000 m3 < C < 400000 m3
metres, at or below the deepest load line dS
OM = 0,012 + (0,003/200000) (400000 C)
BB : Greatest moulded breadth of the ship, in
metres, at or below the waterline dB - for C = 400000 m3 OM = 0,012
DS : Moulded depth, in metres, measured at mid- for combination carriers between 5000 tonnes dead-
length to the upper deck at side weight (DWT) and 200000 m3 capacity, the mean oil
outflow parameter may be applied, provided calcula-
s : Density of sea water, to be taken as 1025 kg/m3 tions are submitted to the satisfaction of the Society,
demonstrating that after accounting for its increased
n : Nominal density of cargo oil, in kg/m3, to be structural strength, the combination carrier has at least
taken equal to: equivalent oil out flow performance to a standard dou-
ble hull tanker of the same size having a OM = 0,015.
n = 1000 (DWT)/C
- for C = 100000 m3 OM = 0,021
C : Total volume of cargo oil, in m3, at 98% tank
filling - for 100000 m3 < C < 200000 m3
OM = 0,015 + (0,006/100000) (200000 C)
1 General where:
OM : Oil outflow parameter
1.1 Purpose
b) for oil tankers of less than 5000 tonnes deadweight
1.1.1 The purpose of the present Appendix is to provide a (DWT):
method for the calculation of the accidental oil outflow per- The length of each cargo tank is not to exceed 10 m or
formance referred to in Ch 7, Sec 2, [3.4.1]. one of the following values, whichever is the greater:
- where no longitudinal bulkhead is provided inside
1.2 Application the cargo tanks:
(0,5 bi/B + 0,1) L but not to exceed 0,2L
1.2.1 The requirements of the present Appendix apply only
to ships having one of the following notations: - where centreline longitudinal bulkhead is provided
inside the cargo tanks:
oil tanker
(0,25 bi/B + 0,15) L
- where two or more longitudinal bulkheads are pro-
oil tanker, asphalt carrier. vided inside the cargo tanks as defined in Tab 1

Pt D, Ch 7, App 5
Table 1 : Length of each cargo tank for oil tankers of less than 5000 tonnes deadweight (DWT)
Wing cargo tanks Centre cargo tanks

0,2 L bi/B 0.2 L bi/B < 0,2 L
0,2 L no centreline longitudinal bulkhead is provided a centreline longitudinal bulkhead is provided
(0,5 bi/B + 0,1) L (0.25 bi/B +0.15) L
bi : Minimum distance from the ship's side to the outer longitudinal bulkhead of the tank in question measured inboard
at right angles to the centreline at the level corresponding to the assigned summer freeboard.
2.2 Calculation n : Total number of cargo tanks

PS(i) : Probability of penetrating cargo tank i from
2.2.1 Assumptions
side damage, calculated in accordance with
The cargo block length extends between the forward and aft [2.2.4]
extremities of all tanks arranged for the carriage of cargo oil,
OS(i) : Outflow, in m3, from side damage to cargo
including slop tanks.
tank i, which is assumed equal to the total
Where this regulation refers to cargo tanks, it is to be under- volume in cargo tank i at 98% filling
stood to include all cargo tanks, slop tanks and fuel tanks
C3 : 0.77 for ships having two longitudinal bulk-
located within the cargo block length.
heads inside the cargo tanks, provided these
The ship is to be assumed loaded to the load line draught dS bulkheads are continuous over the cargo
without trim or heel. block and PS(i) is developed in accordance
All cargo oil tanks is to be assumed loaded to 98% of their with this regulation.
volumetric capacity. C3 equals 1,0 for all other ships.
For the purposes of these outflow calculations, the permea- b) The mean outflow for bottom damage is to be calcu-
bility of each space within the cargo block, including cargo lated for each tidal condition as follows:
tanks, ballast tanks and other non-oil spaces is to be taken
as 0,99, unless proven otherwise. OMB(0) = (PB(i) OB(i) CDB(i))
Suction wells may be neglected in the determination of tank where:

location provided that such wells are as small as practicable i : Represents each cargo tank under con-
and the distance between the well bottom and bottom shell sideration
plating is not less than 0,5h, where h is equal to B/15 or n : Total number of cargo tanks
2,0 m, whichever is the lesser, without being taken less than PB(i) : Probability of penetrating cargo tank i
1,0 m. from bottom damage calculated in
2.2.2 Combination of oil outflow parameters accordance with [2.2.5]
The mean oil outflow is to be calculated independently for OB(i) : Outflow from cargo tank i, in m3 as
side damage and for bottom damage and then combined into defined in c)
the non-dimensional oil outflow parameter OM, as follows: CDB(i) : Factor to account for oil capture as
OM = (0,4 OMS + 0,6 OMB)/C defined in d)
where: OMB(2,5) = (PB(i) OB(i) CDB(i))
OMS : Outflow for side damage, in m3 where:
OMB : Outflow for bottom damage, in m3. OB(i) : Outflow from cargo tank i, in m3, after
For bottom damage, independent calculations for mean tidal change.
outflow is to be done for 0 m and minus 2,5 m tide condi- c) The oil outflow OB(i) for each cargo oil tank is to be cal-
tions, and then combined as follows: culated based on pressure-balance principles, in
OMB = 0,7 OMB(0) + 0,3 OMB(2,5) accordance with the following assumptions:
where: The ship is to be assumed stranded with zero trim
and heel, with the stranded draught prior to tidal
OMB(0) : Outflow for 0 m tide condition
change equal to the load line draught ds.
OMB(2,5) : Outflow for minus 2,5 m tide condition, in m3.
The cargo level after damage is to be calculated as
2.2.3 Mean outflow follows:
a) The mean outflow, in m3, for side damage OMS is to be hc = ((ds + tc - Zl) s - (1000 p) / g )/ n
calculated as follows: where:
OMS = C3 (PS(i) Os(i)) hc : Height of the cargo oil above Zl, in m
where: tc : Tidal change, in metres. Reductions in
i : Represents each cargo tank under consider- tide shall be expressed as negative val-
ation ues

Pt D, Ch 7, App 5
Zl : Height of the lowest point in the cargo PSy is not to be taken greater than 1.
tank above baseline, in m Compartment boundaries Xa, Xf, Zl, Zu and y is to be devel-
p : If an inert gas system is fitted, the normal oped as follows:
overpressure, in kPa, to be taken as not
Xa : Longitudinal distance from the aft terminal of L
less than 5 kPa ; if an inert gas system is
to the aftmost point on the compartment being
not fitted, the overpressure may be taken
considered, in m
as 0
Xf : Longitudinal distance from the aft terminal of L
For cargo tanks bounded by the bottom shell, unless
proven otherwise, oil outflow OB(i) is to be taken not to the foremost point on the compartment being
considered, in m
less than 1% of the total volume of cargo oil loaded
in cargo tank i, to account for initial exchange losses ZI : Vertical distance from the moulded baseline to
and dynamic effects due to current and waves. the lowest point on the compartment being
considered, in m
d) In the case of bottom damage, a portion from the out-
flow from a cargo tank may be captured by non-oil Zu : Vertical distance from the moulded baseline to
compartments. This effect is approximated by applica- the highest point on the compartment being
tion of the factor CDB(i) for each tank, which is to be considered, in m
taken as follows: Zu is not to be taken greater than Ds
CDB(i) : 0,6 for cargo tanks bounded from below by
y : Minimum horizontal distance measured at right
non-oil compartments angles to the centreline between the compart-
CDB(i) : 1,0 for cargo tanks bounded by the bottom ment under consideration and the side shell in
shell. m.
Note 1: For symmetrical tank arrangements, damages are con-
2.2.4 Probability of breaching a compartment from
sidered for one side of the ship only, in which case all
side damage "y" dimensions are to be measured from that same
The probability PS of breaching a compartment from side side.
damage is to be calculated as follows: For asymmetrical arrangements refer to the Explana-
PS = PSL PSV PST tory Notes on matters related to the accidental oil out-
flow performance, adopted by the IMO by resolution
where: MEPC.122(52).
PSL : Probability the damage extends into the longitu-
dinal zone bounded by Xa and Xf 2.2.5 Probability of breaching a compartment from
bottom damage
PSL = 1 PSf PSa
The probability PB of breaching a compartment from bottom
PSV : Probability the damage extends into the vertical damage is to be calculated as follows:
zone bounded by Zl and Zu
PB = PBL PBT PBV
PSV = 1 PSu PS1
where:
PST : Probability the damage extends transversely
PBL : Probability the damage extends into the longitu-
beyond the boundary defined by y
dinal zone bounded by Xa and Xf
PST = 1 PSy
PBL = 1 PBf PBa
PSa, PSf, PSl and PSu is to be determined by linear interpola-
tion from the Tab 2 of probabilities for side damage pro- PBT : Probability the damage extends into the trans-
vided in Tab 2 where: verse zone bounded by Yp and Ys
PSa : Probability the damage lies entirely aft of loca- PBT = 1 PBp PBs
tion Xa/L PBV : Probability the damage extends vertically above
PSf : Probability the damage lies entirely forward of the boundary defined by z
location Xf/L PBV = 1 PBz
PSI : Probability the damage lies entirely below the PBa, PBf, PBp and PBs is to be determined by linear interpola-
tank tion from the Tab 3 of probabilities for bottom damage
PSu : Probability the damage lies entirely above the where:
tank PBa : Probability the damage lies entirely aft of loca-
PSy, the probability the damage lies entirely outboard of the tion Xa/L
tank, is to be determined follows: PBf : Probability the damage lies entirely forward of
for y/BS = 0,05 PSy = (24,96 199,6 y/BS) (y/BS) location Xf/L
PBp : Probability the damage lies entirely to port of
for 0,05 < y/Bs < 0,1
the tank
PSy = 0,749 + (5 44,4 (y/BS 0,05)) (y/BS 0,05)
PBs : Probability the damage lies entirely to starboard
for y/BS = 0,1 PSy = 0,888 + 0,56 (y/BS 0,1) of the tank

Pt D, Ch 7, App 5
PBz, the probability the damage lies entirely below the tank, Table 3 : Probabilities for bottom damage
is to be determined as follows:
Xa/L PBa Xf/L PBf Yp/BB PBp Ys/BB PBs
for z/DS 0,1 PBz = (14,5 67 z/DS) (z/DS)
for z/DS > 0,1 PBz = 0,78 + 1,1 (z/DS 0,1) 0,00 0,000 0,00 0,969 0,00 0,844 0,00 0,000
0,05 0,002 0,05 0,953 0,05 0,794 0,05 0,009
PBz is not to be taken greater than 1. 0,10 0,008 0,10 0,936 0,10 0,744 0,10 0,032
Compartment boundaries Xa, Xf, Yp, Ys, and z is to be devel- 0,15 0,017 0,15 0,916 0,15 0,694 0,15 0,063
oped as follows: 0,20 0,029 0,20 0,894 0,20 0,644 0,20 0,097
Xa and Xf: As defined in [2.2.4] 0,25 0,042 0,25 0,870 0,25 0,594 0,25 0,133
0,30 0,058 0,30 0,842 0,30 0,544 0,30 0,171
Yp : Transverse distance from the port-most point on
0,35 0,076 0,35 0,810 0,35 0,494 0,35 0,211
the compartment located at or below the water-
line dB, to a vertical plane located BB/2 to star- 0,40 0,096 0,40 0,775 0,40 0,444 0,40 0,253
0,45 0,119 0,45 0,734 0,45 0,394 0,45 0,297
board of the ship's centreline, in m
0,50 0,143 0,50 0,687 0,50 0,344 0,50 0,344
Ys : Transverse distance from the starboard-most
0,55 0,171 0,55 0,630 0,55 0,297 0,55 0,394
point on the compartment located at or below
0,60 0,203 0,60 0,563 0,60 0,253 0,60 0,444
the waterline dB, to a vertical plane located BB/2
0,65 0,242 0,65 0,489 0,65 0,211 0,65 0,494
to starboard of the ship's centreline, in m
0,70 0,289 0,70 0,413 0,70 0,171 0,70 0,544
z : Minimum value of z over the length of the com- 0,75 0,344 0,75 0,333 0,75 0,133 0,75 0,594
partment, where, at any given longitudinal loca-
0,80 0,409 0,80 0,252 0,80 0,097 0,80 0,644
tion, z is the vertical distance from the lower
0,85 0,482 0,85 0,170 0,85 0,063 0,85 0,694
point of the bottom shell at that longitudinal
0,90 0,565 0,90 0,089 0,90 0,032 0,90 0,744
location to the lower point of the compartment
0,95 0,658 0,95 0,026 0,95 0,009 0,95 0,794
at that longitudinal location, in m.
1,00 0,761 1,00 0,000 1,00 0,000 1,00 0,844
Table 2 : Probabilities for side damage
3 Piping arrangements
Xa/L PSa Xf/L PSf ZI/DS PSI Zu/DS PSu
0,00 0,000 0,00 0,967 0,00 0,000 0,00 0,968 3.1 Provision regarding piping arrange-
0,05 0,023 0,05 0,917 0,05 0,000 0,05 0,952 ments
0,10 0,068 0,10 0,867 0,10 0,001 0,10 0,931
0,15 0,117 0,15 0,817 0,15 0,003 0,15 0,905 3.1.1 Lines of piping that run through cargo tanks in a posi-
0,20 0,167 0,20 0,767 0,20 0,007 0,20 0,873 tion less than 0,30BS from the ships side or less than 0,30DS
0,25 0,217 0,25 0,717 0,25 0,013 0,25 0,836 from the ships bottom is to be fitted with valves or similar
0,30 0,267 0,30 0,667 0,30 0,021 0,30 0,789 closing devices at the point at which they open into any
0,35 0,317 0,35 0,617 0,35 0,034 0,35 0,733 cargo tank. These valves is to be kept closed at sea at any
0,40 0,367 0,40 0,567 0,40 0,055 0,40 0,670 time when the tanks contain cargo oil, except that they may
0,45 0,417 0,45 0,517 0,45 0,085 0,45 0,599 be opened only for cargo transfer needed for essential cargo
operations.
0,50 0,467 0,50 0,467 0,50 0,123 0,50 0,525
0,55 0,517 0,55 0,417 0,55 0,172 0,55 0,452 Credit for reducing oil outflow through the use of an emer-
0,60 0,567 0,60 0,367 0,60 0,226 0,60 0,383 gency rapid cargo transfer system or other system arranged
0,65 0,617 0,65 0,317 0,65 0,285 0,65 0,317 to mitigate oil outflow in the event of an accident may be
taken into account only after the effectiveness and safety
0,70 0,667 0,70 0,267 0,70 0,347 0,70 0,255
aspects of the system are approved by the Society.
0,75 0,717 0,75 0,217 0,75 0,413 0,75 0,197
0,80 0,767 0,80 0,167 0,80 0,482 0,80 0,143
0,85 0,817 0,85 0,117 0,85 0,553 0,85 0,092
0,90 0,867 0,90 0,068 0,90 0,626 0,90 0,046
0,95 0,917 0,95 0,023 0,95 0,700 0,95 0,013
1,00 0,967 1,00 0,000 1,00 0,775 1,00 0,000

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Rules for the Classification of

PART D Service Notations

NR 467.D1 DT R06 E January 2013

Chapter 1 RO-RO CARGO SHIPS

2 Bureau Veritas January 2013

Section 2 Hull and Stability

Section 3 Machinery and Systems

1 Scuppers and sanitary discharges 26

January 2013 Bureau Veritas 3

4 Bureau Veritas January 2013

Section 2 Hull and Stability

January 2013 Bureau Veritas 5

6 Bureau Veritas January 2013

Section 2 Hull and Stability

Section 3 Systems Serving Livestock Spaces

Section 4 Fire-Fighting Systems in Livestock Spaces

January 2013 Bureau Veritas 7

Section 2 Ship Arrangement

Section 3 Hull and Stability

8 Bureau Veritas January 2013

Section 4 Hatch Covers

January 2013 Bureau Veritas 9

Appendix 1 Intact Stability Criteria for Grain Loading

10 Bureau Veritas January 2013

Section 2 Ship Arrangement

Section 3 Hull and Stability

January 2013 Bureau Veritas 11

12 Bureau Veritas January 2013

Section 2 Ship Arrangement

Section 3 Hull and Stability

January 2013 Bureau Veritas 13

Section 4 Machinery and Cargo Systems

14 Bureau Veritas January 2013

January 2013 Bureau Veritas 15

Section 2 Ship Arrangement

Section 3 Hull and Stability

16 Bureau Veritas January 2013

Section 4 Machinery and Cargo Systems

January 2013 Bureau Veritas 17

Section 5 Electrical Installations

Section 6 Fire Protection

18 Bureau Veritas January 2013

Appendix 2 Design of Crude Oil Washing Systems

January 2013 Bureau Veritas 19

3 Inspection and testing 199

Appendix 3 Lists of Oils

2 Lists of products 200

Appendix 4 List of Chemicals for which Part D, Chapter 8 and

2 List of chemicals for which Part D, Chapter 8 and

Appendix 5 Accidental Oil Outflow Performance

2 Accidental oil outflow performance 205

3 Piping arrangements 208

20 Bureau Veritas January 2013

RO-RO CARGO SHIPS

SECTION 2 HULL AND STABILITY

SECTION 3 MACHINERY AND SYSTEMS

SECTION 4 ELECTRICAL INSTALLATIONS

January 2013 Bureau Veritas 21

Table 1 : Applicable requirements

Item Greater than 500 GT Less than 500 GT

January 2013 Bureau Veritas 23

SECTION 2 HULL AND STABILITY

1 General 3.2 Hull structure