RIN PartD 2011-11

Marine Division
Marine Website: http://www.veristar.com

Email: veristarinfo@bureauveritas.com
Rules for the Classification of

Inland Navigation Vessels
PART D Additional Requirements for

Notations
Chapters 1 2 3
EN ISO/IEC 17020
C e r t N 4 4 0 - I N S P
The accreditation certificate

is available at page 93 of Part A
NR 217.D1 DNI R03 E November 2011
Inland Navigation Management

Mechelsesteenweg 128/136
B-2018 Antwerpen - Belgium
Tel: + 32 (0)3 247 94 00 / + 32 (0)3 247 94 70
Email: bvnirulesbelgium@be.bureauveritas.com
2011 Bureau Veritas - All rights reserved
MARINE DIVISON
GENERAL CONDITIONS
ARTICLE 1 5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any
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
fication (" Classification ") of any ship or vessel or structure of any type or part of it or system therein col- machinery, computer software of any sort or other comparable concepts that has been subject to any sur-
lectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whether vey by the Society.
operated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling ARTICLE 6
rigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subsea 6.1. - The Society accepts no responsibility for the use of information related to its Services which was not
or not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by the provided for the purpose by the Society or with its assistance.
Society.
6.2. - If the Services of the Society cause to the Client a damage which is proved to be the direct
The Society: and reasonably foreseeable consequence of an error or omission of the Society, its liability to-
prepares and publishes Rules for classification, Guidance Notes and other documents (Rules); wards the Client is limited to ten times the amount of fee paid for the Service having caused the
issues Certificates, Attestations and Reports following its interventions (Certificates); damage, provided however that this limit shall be subject to a minimum of eight thousand (8,000)
publishes Registers. Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and one
1.2. - The Society also participates in the application of National and International Regulations or Stand- and a half times the above mentioned fee.
ards, in particular by delegation from different Governments. Those activities are hereafter collectively re- The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss
ferred to as " Certification ". of profit, loss of production, loss relative to other contracts and indemnities for termination of oth-
1.3. - The Society can also provide services related to Classification and Certification such as ship and er agreements.
company safety management certification; ship and port security certification, training activities; all activi- 6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-
ties and duties incidental thereto such as documentation on any supporting means, software, instrumen- ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,
tation, measurements, tests and trials on board. and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-
1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or its terrupted thereafter with the same periodicity.
representative requesting the services is hereinafter referred to as the " Client ". The Services are pre- ARTICLE 7
pared and carried out on the assumption that the Clients are aware of the International Maritime 7.1. - Requests for Services are to be in writing.
and/or Offshore Industry (the "Industry") practices.
7.2. - Either the Client or the Society can terminate as of right the requested Services after giving
1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char- the other party thirty days' written notice, for convenience, and without prejudice to the provisions
tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship- in Article 8 hereunder.
builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied
obligations by the interventions of the Society. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the
date of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here above
ARTICLE 2 and Article 8 hereunder.
2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur- 7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.
veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of
a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates ARTICLE 8
and periodically transcribed in the Society's Register. 8.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the payment
2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter of fee upon receipt of the invoice and the reimbursement of the expenses incurred.
and with reference to the applicable National and International Regulations or Standards. 8.2. Overdue amounts are increased as of right by interest in accordance with the applicable leg-
2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present islation.
the Unit for surveys and to inform the Society without delay of circumstances which may affect the 8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful
given appraisement or cause to modify its scope. notification to pay.
2.4. - The Client is to give to the Society all access and information necessary for the safe and efficient ARTICLE 9
performance of the requested Services. The Client is the sole responsible for the conditions of presenta- 9.1. - The documents and data provided to or prepared by the Society for its Services, and the information
tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out. available to the Society, are treated as confidential. However:
ARTICLE 3 clients have access to the data they have provided to the Society and, during the period of classifica-
3.1. - The Rules, procedures and instructions of the Society take into account at the date of their tion of the Unit for them, to the classification file consisting of survey reports and certificates which
preparation the state of currently available and proven technical knowledge of the Industry. They have been prepared at any time by the Society for the classification of the Unit;
are not a standard or a code of construction neither a guide for maintenance, a safety handbook copy of the documents made available for the classification of the Unit and of available survey reports
or a guide of professional practices, all of which are assumed to be known in detail and carefully can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer
followed at all times by the Client. of class;
Committees consisting of personalities from the Industry contribute to the development of those docu- the data relative to the evolution of the Register, to the class suspension and to the survey status of the
ments. Units, as well as general technical information related to hull and equipment damages, are passed on
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them to IACS (International Association of Classification Societies) according to the association working
has no effect unless it involves the Society's intervention. rules;
the certificates, documents and information relative to the Units classed with the Society may be
3.3. - The Services of the Society are carried out by professional Surveyors according to the applicable
reviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-
Rules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-
tal or inter-governmental authorities or of a Court having jurisdiction.
lated to classification and certification of the Units, unless the Rules provide otherwise.
3.4. - The operations of the Society in providing its Services are exclusively conducted by way of The documents and data are subject to a file management plan.
random inspections and do not in any circumstances involve monitoring or exhaustive verifica- ARTICLE 10
tion. 10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event
ARTICLE 4 not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of
contract.
4.1. - The Society, acting by reference to its Rules:
reviews the construction arrangements of the Units as shown on the documents presented by the Cli- ARTICLE 11
ent; 11.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-
conducts surveys at the place of their construction; ciety may designate another of its surveyors at the request of the Client.
classes Units and enters their class in its Register; 11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the
surveys periodically the Units in service to note that the requirements for the maintenance of class are Society to the advice of its Marine Advisory Committee.
met. ARTICLE 12
The Client is to inform the Society without delay of circumstances which may cause the date or the 12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the
extent of the surveys to be changed. framework of the applicable agreements with the States, international Conventions and national rules.
ARTICLE 5 12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Court
5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing of Nanterre, France.
on the Society to obtain a result or as a warranty. 12.3. - Other disputes over the present General Conditions or over the Services of the Society are
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
of compliance of the Unit to its Rules or to the documents of reference for the Services provided Act 1996 or any statutory modification or re-enactment thereof. The contract between the Society
for. and the Client shall be governed by English law.
In particular, the Society does not engage in any work relating to the design, building, production ARTICLE 13
or repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv- 13.1. - These General Conditions constitute the sole contractual obligations binding together the
ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im- Society and the Client, to the exclusion of all other representation, statements, terms, conditions
plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value whether express or implied. They may be varied in writing by mutual agreement.
for sale, insurance or chartering. 13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc- lidity of the remaining provisions.
tion in conformity with its design, that being the exclusive responsibility of its owner or builder, 13.3. - The definitions herein take precedence over any definitions serving the same purpose which may
respectively. appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008
RULES FOR INLAND NAVIGATION VESSELS
Part D
Additional Requirements for Notations
Chapters 1 2 3
Chapter 1 TYPE AND SERVICE NOTATIONS

Chapter 2 ADDITIONAL CLASS NOTATIONS
Chapter 3 TRANSPORT OF DANGEROUS GOODS
November 2011
These Rules apply to inland navigation vessels for which
contracts for construction are signed on or after November 1st, 2011.
The English version of these Rules takes precedence over

editions in other languages.
2 Bureau Veritas - Inland Navigation Rules November 2011

C HAPTER 1
TYPE AND SERVICE NOTATIONS
Section 1 General Cargo Vessels

1 General 29
1.1 Application
1.2 Stability
1.3 Direct calculation
2 Single side general cargo vessels 29
2.1 General
2.2 Protection of cargo holds
2.3 Bottom structure
2.4 Transversely framed side
2.5 Longitudinally framed side
2.6 Topside structure
2.7 Hull scantlings
3 Double hull general cargo vessels 31
3.1 General
3.2 Welding
3.3 Transversely framed double side
3.4 Longitudinally framed double side
3.5 End structure
3.6 Hull scantlings
Section 2 Bulk Cargo Vessels

1 General 33
1.1 Application
1.2 Stability
1.3 Estimated still water design bending moments
2 Single side bulk cargo vessels 34
2.1 General
2.7 Hull scantlings
3 Double hull bulk cargo vessels 35
3.1 General
3.2 Welding
3.5 End structure
3.6 Hull scantlings
November 2011 Bureau Veritas - Inland Navigation Rules 3

Section 3 Tankers
1 General 38
1.1 Application
2 Vessel arrangement 38
2.1 Basic structural configuration
2.2 Minimum side tank width
3 Stability 39
3.1 Tankers carrying dangerous goods
3.2 Other tankers
4 Machinery and systems 39
4.1 Bilge system
5 Hull scantlings 40
5.1 General
5.2 Other requirements
6 Transverse rings 40
6.1 General
6.2 Floors and bottom transverses in way of rings
6.3 Web frames and side transverses in way of rings
6.4 Strong beams and deck transverses in way of rings
6.5 Pillars
6.6 Break in the deck
7 Vessel structural arrangements 41
7.1 Vessels with integrated tanks, transverse framing system
7.2 Vessels with integrated tanks, longitudinal framing system
7.3 Vessels with integrated tanks, combination system
7.4 Vessels with independent tanks
7.5 Double hull arrangements
7.6 Ends of cargo zone
8 Supports of independent tanks 42
8.1 Structural arrangement
8.2 Loads and load cases
8.3 Calculation of reaction forces in way of tank supports
8.4 Scantlings of independent tank supports and hull structures in way
9 Expansion tanks 42
9.1 Expansion tanks
10 Subdivision 42
10.1 General
10.2 Minimum thickness of bulkhead plating
10.3 Minimum net thickness of structural member web
10.4 Corrugated bulkheads
Section 4 Container Vessels

1 General 44
1.1 Application
1.2 Documentation to be submitted
1.3 Stability

2 Structure arrangements 44
2.1 Strength principles
2.3 Fixed cell guides
2.4 Fixed cargo securing devices
2.5 Hatch covers carrying containers
3 Single side vessels 45
4 Double hull vessels 46
4.2 Welding
4.5 End structure
5 Design loads 47
5.1 Design torsional torque
5.2 Forces on containers
6.1 General
6.2 Container seating
6.3 Additional requirements for single side vessels
6.4 Additional requirements for double hull vessels
7 Direct calculation 51
7.1 General
7.2 Loading conditions and load cases in service conditions
7.3 Structure checks
Section 5 RoRo Cargo Vessels

1 General 52
1.1 Application
1.3 Stability
2 Vessel arrangements 53
2.1 Sheathing
2.2 Drainage of cargo spaces, other than RoRo spaces, intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion
2.3 Hull structure
3.1 General
3.2 Hull girder normal stresses
3.3 Plating
3.4 Ordinary stiffeners subjected to wheeled loads
3.5 Primary supporting members

4 Other structures 56
4.1 Movable decks and inner ramps
4.2 External ramps
Section 6 Passenger Vessels

1 General 57
1.1 Application
1.3 Definitions
2.1 Watertight subdivision
2.2 Openings in watertight bulkheads
2.3 Bulkhead doors
3 Fire protection, detection and extinction 58
3.1 General
3.2 Fire prevention
3.3 Fire detection and alarm
3.4 Control of smoke spread
3.5 Fire containment
3.6 Fire fighting
3.7 Structural integrity
3.8 Escape
4 Machinery and systems 61
4.1 Propulsion system
4.2 Bilge system
5 Electrical installations 61
5.1 General
5.2 Generator plant
5.3 Emergency power supply
5.4 Lighting systems
6 Safety devices and equipment 62
6.1 General
6.2 Alarm and communication systems
6.3 Intercommunications
6.4 Fire door and watertight door closure indicators
7 Design loads 63
7.1 Pressure on bottom and sides
7.2 Pressure on sides and bulkheads of superstructures and deckhouses
7.3 Pressure on decks
7.4 Loads due to list and wind action
7.5 Inertial loads
7.6 Loads induced by collision
7.7 Hull girder loads
8 Scantlings 65
8.1 General
8.2 Additional requirements
8.3 Superstructures and deckhouses
8.4 Racking analysis
8.5 Scantling of window stiles

9 Buoyancy and stability 66
9.1 General
9.2 Intact stability
9.3 Damage stability
9.4 Safety clearance and freeboard
Section 7 Tugs and Pushers
1 General 70
1.1 Application
1.2 Documents to be submitted
1.3 Stability
2 Arrangement 70
2.1 Towing devices
2.2 Pushing devices
2.3 Hull protection
3.1 General
4 Other structures 71
4.1 Sternpost
5 Hull outfitting 71
5.1 Rudder
6 Machinery 71
6.1 Propelling machinery
Section 8 Pontoons
1 General 72
1.1 Application
1.2 Stability
2 Structure design principles 72
2.1 Hull structure
2.2 Lifting appliances
3 Hull girder strength 73
3.1 Yielding check
4.1 General
4.2 Hull scantlings of vessels with type and service notation pontoon - crane
4.3 Reinforcements

Section 9 Vessels for Dredging Activities
1 General 74
1.1 Application
1.3 Stability
2 Structure design principles 74
2.1 General
2.2 Longitudinal members in the area of the hopper well
2.3 Transverse members in the area of the hopper well
2.4 Arrangements relating to suction pipes
2.5 Chafing areas
2.6 Reinforcements for grounding
2.7 Bolted structures
3 Design loads 78
3.1 External pressure
3.2 Internal pressure for hopper well
3.3 Hull girder loads for dredgers, hopper dredgers and hopper barges
3.4 Hull girder loads for split hopper dredgers and split hopper barges
4 Hull girder strength of dredgers, hopper dredgers and hopper barges 80
4.1 General
4.2 Midship section modulus
5 Hull girder strength of split hopper dredgers and split hopper barges 80
5.1 General
5.2 Definitions
5.3 Hull girder stress
5.4 Checking criteria
6.1 General
6.2 Hull girder normal stress for split hopper dredgers and split hopper barges
6.3 Bottom plating
6.4 Well bulkhead and cellular keel platings
6.5 Transverse rings
7 Additional checking for hopper dredgers and hopper barges 82
7.1 hopper well structure
8 Additional checking for split hopper dredgers and split hopper barges 82
8.1 Superstructure hinges
8.2 Deck hinges, hydraulic jack connections and chocks
8.3 Hydraulic jacks and associated piping systems
9 Rudders 82
9.1 General
9.2 Additional requirements for split hopper dredgers and split hopper barges
Section 10 Launches
1 General 83
1.1 Application
1.2 Stability

2.1 General

C HAPTER 2
ADDITIONAL CLASS NOTATIONS
Section 1 Navigation in Ice

1 General 87
1.1 Application
1.2 Owners responsibility
1.3 Definitions
1.4 Draught limitations
1.6 Ice thickness
2 Hull 88
2.1 Ice strengthened area vertical extension
2.2 Ice strengthened area regions
2.3 General framing arrangement
2.4 Transverse framing arrangement
2.5 Design loads
2.6 Hull scantlings
2.7 Fore part
2.8 Aft part
2.9 Side scuttles and freeing ports
3 Hull outfitting 92
3.1 Rudders and steering arrangements
4 Propulsion 93
4.1 General
4.2 Ice torque
4.3 Propellers
4.4 Shafting
5 Miscellaneous requirements 94
5.1 River water inlets and cooling water systems of machinery
5.2 Steering gear
5.3 Transverse thrusters
Section 2 Transport of Heavy Cargoes

1 All vessels 96
1.1 Application
1.3 Design load
1.4 Hull scantlings
2 Bulk cargo vessels 96
2.1 Application
2.2 Design loads
2.3 Bottom or inner bottom plating thickness

Section 3 Equipped for Transport of Containers
1 General 97
1.1 Application
2 Structure arrangements 97
2.1 Strength principles
3 Design loads 97
4.1 General
5 Direct calculation 98
5.1 General
Section 4 Equipped for Transport of Wheeled Vehicles

1 General 100
1.1 Application
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of cargo spaces, other than RoRo spaces, intended for the carriage of
motor vehicles with fuel in their tanks for their own propulsion
3 Scantlings 100
3.1 RoRo cargo spaces
3.3 External ramps
Section 5 Ferry
1 General 101
1.1 Application
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of RoRo cargo spaces, intended for the carriage of motor vehicles with
fuel in their tanks for their own propulsion
3 Scantlings 101
3.3 External ramps

4.1 Protective measures on car decks
Section 6 Stability
1 General 103
1.1 Application
2 General cargo vessels and RoRo cargo vessels 103
3 Bulk cargo vessels 103
3.2 Stowage of bulk cargo
3.3 Calculation of heeling moment due to cargo shifting
3.4 Additional intact stability criteria
4 Container vessels 104
4.1 General
4.2 Stowage of containers
4.3 Intact stability in the case of non-secured containers
4.4 Intact stability in the case of secured containers
5 Tankers 108
5.1 General
6 Tugs 108
6.1 General
6.2 Additional intact stability
7 Pushers 109
7.1 General
8 Pontoons 109
8.1 General
8.3 Heeling moments
8.4 Calculation of the righting moments
8.6 Intact stability in the case of reduced residual freeboard
9 Dredgers 110
9.1 General
9.3 Heeling moments
9.6 Intact stability in the case of reduced residual freeboard

10 Hopper dredgers and hopper barges 112
10.1 General
10.3 Heeling moments
10.4 Calculation of the righting levers
10.5 Calculation method
Section 7 Fire
1 General 114
1.1 Application
1.3 Definitions
2 Fire integrity of bulkheads and decks 114
2.1
3 Protection of stairways and lifts in accommodation and service spaces 115
3.1 General
4 Openings in class A and B divisions 115
4.1 General
5 Fire protection materials 116
5.1 General
6 Means of escape 116
6.1 Dead-end corridors
7 Ventilation systems 116
7.1 General
Section 8 Unattended Machinery Spaces (AUT-UMS)

1 General 117
1.1 Application
1.2 Exemptions
1.3 Communication system
1.4 Monitoring and control of equipment
2 Documentation 117
3 Fire precautions 117
3.1 Fire prevention
3.2 Fire detection
3.3 Fire fighting
4 Flooding precautions 118
4.1 Protection against flooding

5 Machinery 118
5.1 General
5.2 Control of machinery
6 Alarm system 121
6.1 General
6.2 Alarm system design
6.3 Machinery alarm system
6.4 Alarm system in wheelhouse
7 Safety system 121
7.1 General
8 Testing 121
8.1 General
Section 9 Annual Survey

1 General 122
1.1 Application
1.2 Links between anniversary dates and annual surveys, intermediate surveys and
class renewal surveys
2 Annual survey 122
2.1 General
2.2 Hull - general requirement
2.3 Ballast tanks
2.4 Hatches and covers, bow, side and stern doors
2.5 General machinery installations
2.6 Boilers
2.7 Electrical machinery and equipment
2.8 Fire protection, detection and extinction
3 Intermediate survey 125
3.1 General
3.2 Hull
Section 10 Grabloading
1 General 126
1.1 Application
2 Scantlings 126
2.1 General
2.2 Inner bottom
2.3 Hold sides and bulkheads
Section 11 Pollution Prevention (Cleanvessel)

1 Scope and application 127
1.1 General
1.2 Applicable rules and regulations

2 Definitions and abbreviations 127
2.1 Definitions related to water pollution
2.2 Definitions related to air pollution
2.3 Abbreviations
3 Documents to be submitted and applicable standards 129
3.2 Modifications and additions
4 Design requirements for the additional class notation Cleanvessel 129
4.1 Waste management
4.2 Oily wastes
4.3 Wastewaters
4.4 Garbage and hazardous wastes
4.5 Hull antifouling systems
4.6 Prevention of pollution by oil spillage and leakage
4.7 Refrigeration systems
4.8 Fire-fighting systems
4.9 Emission of nitrogen oxides (NOx)
4.10 Emission of sulphur oxides (SOx)
5 Additional class notation AWT 137
5.1 Scope
5.2 Definitions and abbreviations
5.3 Design of the AWT plant
6 Additional class notation GWT 138
6.1 Scope
6.2 Design of the grey water treatment plant
7 Additional class notation NDO-x days 138
7.1 Scope
7.2 Design requirements
8 Additional class notation NOX-x% 139
8.1 Scope
9 Additional class notation OWS-x ppm 139
9.1 Scope
10 Additional class notation SOX-x% 140
10.1 Scope
11 Onboard Surveys 140
11.1 Application
11.2 Periodical tests and measurements done by the vessel Owner
11.3 Periodical surveys

C HAPTER 3
TRANSPORT OF DANGEROUS GOODS
Section 1 General
1 General 145
1.1 Application
2 Definitions 145
2.1 Accommodation
2.2 ADN
2.3 Bilge water
2.4 Bulkhead
2.5 Cargo area of tank vessels
2.6 Cargo area of dry cargo vessels
2.7 Cargo pump room
2.8 Cargo tank
2.9 Classification of zones
2.10 Cofferdam
2.11 Design pressure
2.12 Dangerous goods
2.13 Flash-point
2.14 Independent cargo tank
2.15 Limited explosion risk electrical apparatus
2.16 Machinery spaces
2.17 Pressure tank
2.18 Protected area
2.19 Residual cargo
2.20 Slops
2.21 Service space
2.22 Temperature class
2.23 Test pressure
2.24 UN Model Regulations
2.25 UN number
3 Classification 147
3.1 Classification of dangerous goods
4 Dangerous goods list - carriage special provisions 148
4.1 General
4.2 Table A: List of dangerous goods in numerical order
4.3 Table C: List of dangerous goods accepted for carriage in tank vessels in
numerical order
5 Carriage of dry cargoes 148
5.1 Mode of carriage of goods
5.2 Vessels
5.3 Pushed convoys and side-by-side formations
5.4 Materials of construction
6 Carriage of liquid cargoes 149
6.1 Carriage in cargo tanks
6.2 Permitted vessels
6.3 Pushed convoys and side-by-side formations

6.4 Types of tank vessels
6.5 Pressure cargo tanks
6.6 Blanketing of the cargo and inerting
7 Certification, inspection and testing of cargo system 151
7.1 Application
7.2 Workshop tests
7.3 On board tests
Section 2 Type G
1 General 154
1.1 Application
1.2 Applicable rule requirements
1.4 Definitions
2.1 Protection against the penetration of gases
2.2 Engine rooms
2.3 Accommodation and service spaces
2.4 Hold spaces
2.5 Ventilation
2.6 Engines
2.7 Oil fuel tanks
2.8 Exhaust pipes
2.9 Bilge pumping and ballasting arrangements
2.10 Ventilation of cargo pump rooms and gas compressor rooms
3 Cargo containment 158
3.1 Cargo area hull design
3.2 Cargo tank sizes
3.3 Carriage of liquefied gases under pressure
3.4 Carriage of liquefied gases at atmospheric pressure
3.5 Cargo tank openings
4 Cargo piping system 160
4.1 General
4.2 Arrangement of cargo piping
4.3 Control, monitoring and alarm devices
4.4 Bonding
5 Cargo pressure and temperature control 160
5.1 Regulation of cargo pressure and temperature
5.2 Refrigeration system
5.3 Water spray system
6 Pressure cargo tank venting system 162
6.1 Safety valves
6.2 Discharge capacity of safety valves
6.3 Safety valves blow-off lines

7 Environmental control 163
7.1 Inerting facility
8.1 Documents to be kept on board
8.2 General design requirements
8.3 Type and location of electrical equipment
8.4 Earthing
8.5 Electrical cables
8.6 Storage batteries
9 Fire protection and fire extinction 165
9.1 Fire and naked light
9.2 Prohibition of smoking, fire or naked light
9.3 Fire extinguishing arrangements
9.4 Portable fire extinguishers
9.5 Fire extinguishing system
9.6 Fixed fire extinguishing system
10 Safety and control installations 166
10.1 General
10.2 Cargo tank level indicators
10.3 Level alarm device
10.4 High level sensor
10.5 Cargo tank pressure monitoring
10.6 Cargo temperature monitoring
10.7 Cargo tank sampling equipment
10.8 Safety valves
10.9 Gas detection and alarm system
11.1 General
Section 3 Type C
1 General 169
1.1 Application
2.1 Protection against the penetration of gases
2.2 Engine rooms
2.4 Hold spaces
2.5 Ventilation
2.6 Engines
2.7 Oil fuel tanks
2.8 Exhaust pipes
2.10 Ventilation of cargo pump rooms
2.11 Arrangements of cofferdams

3.1 General
3.4 Cargo tank arrangements
3.5 Integrated tank scantlings
3.6 Independent cargo tank scantlings
4.1 General
4.4 Bonding
4.5 Supply of cargo tanks with washing or ballast water
4.6 Permissible loading and unloading flows
5.1 Cargo tank heating
6 Tanks and receptacles for residual products and receptacles for slops 177
6.1 General
8.4 Earthing
10.1 General
11.1 General

Section 4 Type N
1 General 183
1.1 Application
2.1 Protection against the penetration of gases - Type N closed and Type N open
with flame arrester
2.2 Engine rooms
2.4 Accommodation and service spaces - additional requirements for Type N
closed and Type N open with flame arrester
2.5 Hold spaces
2.6 Ventilation
2.7 Ventilation - additional requirements for Type N closed and Type N open with
flame arrester
2.8 Engines
2.9 Oil fuel tanks
2.10 Exhaust pipes
2.14 Arrangement of cofferdams -additional requirement for Type N closed and Type
N open with flame arrester
3.1 General
4.1 General
4.4 Bonding
4.7 Additional requirements for Type N closed and Type N open with flame arrester
6 Receptacles for residual products and receptacles for slops 191
6.1 General

8.4 Earthing
10.1 General
11.1 General
Section 5 Oil separator Vessel
1 General 197
1.1 Application
2.1 Engine rooms
2.3 Hold spaces
2.4 Ventilation
2.5 Engines
2.6 Oil fuel tanks
2.7 Exhaust pipes
3.1 General

4.1 Arrangement for cargo pumps
4.2 Arrangement of cargo piping - general
4.3 Control and monitoring
5 Cargo temperature control 201
6.1 General
7.4 Earthing
9.1 General
10.1 General
Section 6 Supply Vessel

1 General 206
1.1 Application
2.1 Engine rooms
2.3 Hold spaces
2.4 Ventilation
2.5 Engines
2.6 Oil fuel tanks
2.7 Exhaust pipes

3.1 General
4.1 Arrangement for cargo pumps
4.3 Control and monitoring
5 Cargo temperature control 210
6.1 General
7.4 Earthing
9.1 General
10.1 General
Section 7 DG
1 General 216
1.1 Application
2.2 Water ballast
2.3 Ventilation

2.4 Engines
2.5 Oil fuel tanks
2.6 Exhaust pipes
3 Cargo holds 217
3.1 General arrangements
3.2 Heating installation
3.3 Stripping installation
4.2 Electric cables
4.3 Metal wires, masts
5.5 Water fire extinguishing system
6 Additional rules applicable to double hull vessels 218
6.1 Application
6.2 Holds
6.3 Emergency exit
6.4 Buoyancy and stability
Section 8 DGL
1 General 222
1.1 Application
2.1 Materials
2.2 Protection against penetration of gases
2.3 Ventilation
2.4 Engine rooms
2.5 Superstructures
2.6 Engines
2.7 Fuel oil tanks
2.8 Exhaust pipes
4.5 Water fire extinguishing system

Section 9 DGD
1 General 225
1.1 Application
2.1 Materials
2.2 Ventilation
2.3 Superstructures
2.4 Engines
2.5 Fuel oil tanks
2.6 Exhaust pipes
3.2 Electric cables
4.3 Fire-extinguishing arrangements
Appendix 1 Alternative Constructions

1 General 227
1.1
2 Approach 227
2.1 Probability of cargo tank rupture
3 Calculation procedure 227
3.1 General
3.2 Step 1
3.3 Step 2
3.4 Step 3
3.5 Step 4
3.6 Step 5
3.7 Step 6
3.8 Step 7
3.9 Step 8
3.10 step 9
3.11 Step 10
3.12 Step 11
3.13 step 12
3.14 Step 13
4 Determination of the collision energy absorbing capacity 233
4.1 General
4.2 Creating the finite element (FE) models
4.3 Material properties
4.4 Rupture criteria
4.5 Calculation of the collision energy absorbing capacity
4.6 Definition of striking vessel and striking bow
4.7 Assumptions for collision cases
4.8 Types of bow shapes

Part D
Chapter 1
TYPE AND SERVICE NOTATIONS
SECTION 1 GENERAL CARGO VESSELS
SECTION 2 BULK CARGO VESSELS
SECTION 3 TANKERS
SECTION 4 CONTAINER VESSELS
SECTION 5 RORO CARGO VESSELS
SECTION 6 PASSENGER VESSELS
SECTION 7 TUGS AND PUSHERS
SECTION 8 PONTOONS
SECTION 9 VESSELS FOR DREDGING ACTIVITIES
SECTION 10 LAUNCHES

Pt D, Ch 1, Sec 1
SECTION 1 GENERAL CARGO VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, The following loading conditions are generally to be con-
[2.1] sidered:
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] a) Harbour
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] full cargo load in hold/vessel at the relevant draught T1
T : Draught, in m, defined in Pt B, Ch 1, Sec 2,
empty hold/vessel at the relevant draught T1
[2.4]
t : Net thickness, in mm, of plating b) Navigation
ASH : Net web sectional area, in cm2 full cargo load/vessel at the maximum draught T
w : Net section modulus, in cm3, of ordinary stiffen- lightship/vessel at the relevant draught T1.
ers or primary supporting members
1.3.3 Structure checks
s : Spacing, in m, of ordinary stiffeners
The following checks are to be carried out:
S : Spacing, in m, of primary supporting members
level of normal stresses and shear stresses, in particular
l : Stiffener span, in m
in way of holes and passage of longitudinals
k : Material factor defined in Pt B, Ch 2, Sec 3,
[2.4] and Pt B, Ch 2, Sec 3, [3.4] buckling strength of unstiffened webs
b, S : Span correction coefficients defined in Pt B, Ch 2, for double hull vessels, continuity of double bottom in
Sec 4, [5.2] side tanks.
n : Navigation coefficient defined in Pt B, Ch 3,
Sec 1, [5.2]. 2 Single side general cargo vessels
1 General 2.1 General

2.1.1 Application
1.1 Application
The requirements of this Article apply to open deck vessels
1.1.1 Vessels complying with the requirements of this Section of single side construction, with or without double bottom,
are eligible for the assignment of the type and service notation intended primarily to carry general cargoes.
General cargo vessel, as defined in Pt A, Ch 1, Sec 3, [2.1.3]. The loading/unloading may be performed in one or two runs.
1.1.2 Vessels dealt with in this Section are to comply with
the requirements stipulated in Part A, Part B and Part C of 2.2 Protection of cargo holds
the Rules, as applicable, and with the requirements of this
Section, which are specific to general cargo vessels. 2.2.1 Coating
All metallic structures are to be protected against corrosion
1.2 Stability according to Pt B, Ch 8, Sec 2.
Suitable coatings for the intended cargoes (in particular for
1.2.1 Depending on the vessel design and operating condi- the compatibility with the cargo) are to be chosen and
tions, proof of sufficient stability according to Pt B, Ch 2, applied in accordance with the manufacturers requirements.
Sec 2, [4] may be required by the Society.
2.2.2 Cargo hold ceiling
1.3 Direct calculation The cargo hold bottom is to be sheathed up to the upper
part of bilges by wooden or metallic ceiling of thickness
1.3.1 The following requirements apply for the analysis of depending on the cargo nature.
primary supporting members.
Where a side ceiling is provided, it is to be secured every 4-
Direct calculation is to be carried out in compliance with
Pt B, Ch 5, Sec 1, [5]. frame spacing to the side frames by an appropriate system.
1.3.2 Loading conditions and load cases in service 2.3 Bottom structure
conditions
The loads are to be calculated for the most severe loading 2.3.1 Single bottom vessels are to be fitted with girders in
conditions, with a view to maximising the stresses in the compliance with Pt B, Ch 5, Sec 2, [6.2] or Pt B, Ch 5, Sec 2,
primary supporting members. [7.3].

Pt D, Ch 1, Sec 1
2.3.2 Transversely framed single bottom 2.5 Longitudinally framed side

A single bottom transversely framed is to be fitted with
floors at every frame. 2.5.1 Side transverses
2.3.3 Longitudinally framed single bottom Side transverses are to be fitted, in general, with a spacing
not greater than 8-frame spacing, nor than 4 m.
Longitudinal stiffeners are generally to be continuous when
crossing primary members. Their scantling is to be performed according to [2.7.2].
The section modulus of longitudinals located in way of the The side transverses are generally directly welded to the
web frames of transverse bulkheads is to be increased by shell plating.
10%.
Longitudinals are to be supported by transverses whose In the case of a double bottom, the side transverses are to
spacing is to be neither greater than 8-frame spacing, nor be bracketed to the bottom transverses.
than 4 m, whichever is less.
2.5.2 Side longitudinals
2.4 Transversely framed side Longitudinal ordinary stiffeners are generally to be continu-
ous when crossing primary supporting members.
2.4.1 Connection of frames with floors
In the case the longitudinals are interrupted by a primary
The frames are to be connected to the floors in compliance
supporting member, brackets on both sides of the primary
with Pt B, Ch 5, Sec 3, [6.1].
supporting member are to be fitted in perfect alignment.
2.4.2 Connection with deck structure
At the upper end of the frames, connecting brackets are to 2.6 Topside structure
be provided, in compliance with Pt B, Ch 5, Sec 3, [10].
Such brackets are to extend to the hatch coaming. 2.6.1 Strength continuity
2.4.3 Web frames At the ends of the cargo hold space, the members taking
part in the overall strength are to be correctly staggered.
Web frames are to be fitted with a spacing not exceeding 5 m.
Their scantling is to be performed according to [2.7.2]. Arrangements are to be made to ensure strength continuity
of the topside structure at the end of the hatchways. As far
2.4.4 Connection of frames to bottom longitudinals as practicable, it is recommended to extend the part of the
In the case of a longitudinally framed single bottom, the hatch coaming which is located above deck and to connect
side frames are to be connected to the bottom longitudinal it to the side bulkheads of the accommodation spaces.
the most at side, either directly, or by means of a bracket.
Similarly, at the frame upper part, connecting brackets are 2.7 Hull scantlings
to be provided, extending up to the deck longitudinal the
most at side and, even, to: 2.7.1 General
the hatch coaming, in general The hull scantlings are to be as specified in Part B, Chapter 5,
the side trunk bulkhead, in case of a trunk vessel. unless otherwise specified.
Table 1 : Net scantling of transverse rings
Primary supporting member w (cm3) ASh (cm2)

Floors p 2 3 p
w = b ---------------------------- aB 10 A sh = 10 S ----------------- aB
Bottom transverses m ( 226 k ) 226 k
l 2 3 l
if l0 l w = 26 b ---------------------------- S l 0 10 A sh = 68 S ----------------- S l 0
m ( 226 k ) 226 k
Side webs and side transverses (1):
p 2 3 p
if l0 > l w = 4, 4 b b ---------------------------- S l 10 A sh = 10 S ----------------- S l
m ( 226 k ) 226 k
Strong box beams see Pt B, Ch 5, Sec 4, [5.4.4]
Note 1:
p : Design load, in kN/m2, defined in Pt B, Ch3, Sec 4
l0 : Span parameter, in m: l0 = pd / 9,81
pd : Total pressure, in kN/m2, at the lower end of the stiffener
a : Structural member spacing: a = s for floors, a = S for bottom transverses
m : Boundary coefficient, to be taken equal to 8.
(1) Scantlings of web frames and side transverses at the lower end are to be the same as those of floors or bottom transverses con-
nected to them.

Pt D, Ch 1, Sec 1
2.7.2 Transverse rings 3 Double hull general cargo vessels

Where necessary, transverse rings are to be fitted to provide
additional supports of the stringer plate. 3.1 General
The ring component scantlings are not to be less than the 3.1.1 Application
values given in Tab 1.
of double hull construction, intended primarily to carry
2.7.3 Transverse hold bulkhead structure general cargoes.
The number and location of transverse bulkheads are The loading/unloading may be performed in one or two
defined in Pt B, Ch 5, Sec 5. runs.
Where necessary, additional bulkheads are to be fitted to
3.1.2 Protection of cargo holds
provide for sufficient transverse strength of the vessel.
The scantlings of transverse hold bulkheads are not to be according to Pt B, Ch 8, Sec 2.
less than the values required in Pt B, Ch 5, Sec 5. Suitable coatings for the intended cargoes (in particular for
a) Vertically framed plate bulkhead the compatibility with the cargo) are to be chosen and
applied in accordance with the manufacturers require-
The upper end of the vertical stiffeners is to be con- ments.
nected either to a strong deck box beam or to a stringer
located at the stringer plate level or above. 3.2 Welding
As far as practicable, the bottom of the box beam or the
bulkhead end stringer is to be located in the same plane 3.2.1 General
as the stringer plate. Welding is to comply with the requirements of Pt B, Ch 8,
Sec 1.
Where this is not the case, the bulkhead plating or the
box beam sides are to be fitted with an efficient hori- 3.2.2 Arrangements applying to the shell plating
zontal framing at that level. and the double hull
Transverse butts are to be butt welded. Double bottom butts
b) Horizontally framed bulkhead
may be welded in way of floor face plate which then acts as
The upper part of horizontally framed bulkheads are to a support.
be specially considered by the Society. The longitudinal joints are to be obtained either by butt
c) Plate bulkhead end stringer welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick-
The net scantlings of the plate bulkhead end stringer is ness of 0,5 t, whereas the inner line of welding may be dis-
to be determined, using the following formula: continuous with a ratio p/d < 4 and a throat thickness of
0,5 t; however, for spaces which are not accessible after
p 2 3
w = b ---------------------------------------- S l 10 construction, the inner weld is to be carried out with a con-
m ( 226 k A )
tinuous line welding.
where:
3.2.3 Arrangements applying to the topside plating
p : Bulkhead end stringer design load, in Butt weldings are to be carried out on the transverse butts of
kN/m2, to be determined using the applica- the sheerstrake, stringer plate and coaming.
ble formulae given in Pt B, Ch 3, Sec 4, [3]
3.2.4 Connection of inner bottom with floors
S : Bulkhead stringer spacing, in m
Where the floors cannot be welded to the inner bottom by
A : Bulkhead end stringer axial stress, in N/mm2: means of fillet welds, the connection may be obtained by
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In
10qD
A = -----------------1 that case, the floors are to be fitted with flange of adequate
A
width.
A : Bulkhead end stringer sectional area, in cm2
q : Distributed transverse load acting on the
stringer plate, in kN/m, to be determined as 3.3.1 Structural arrangement
stated in Pt B, Ch 5, Sec 4, [5.4.1]
Where the inner side does not extend down to the outer
D1 : Unsupported stringer plate length, in m, bottom, it is to be held in position by means of brackets or
defined in Pt B, Ch 5, Sec 4, [5.4.2]. vertical stiffeners fitted to the floors.
In way of hold end bulkheads, D1 is to be Adequate continuity strength is to be ensured in way of

substituted by 0,5 D1 changes in width of the double side. In particular, scarfing
of the inner side is to be ensured beyond the cargo hold
m : Boundary coefficient, to be taken equal to 8. region.

Pt D, Ch 1, Sec 1
3.3.2 Side and inner side frames 3.5 End structure

At their upper end, side and inner side frames are to be con-
nected by means of a bracket. This bracket can be a section 3.5.1 Arrangements for self-propelled vessels
or a flanged plate with a section modulus at least equal to At the ends of the cargo hold space, the strength continuity
the one of the side web frames. of members taking part in the overall strength is to be ade-
quately ensured.
Where the outer and inner side frames are connected by
means of struts located at mid-span, their section modulus In particular, arrangements are to be made to ensure
may be reduced by 30%. strength continuity of the top structure at the end of the
hatchways. As far as practicable, it is recommended to
The strut sectional area is to be not less than those of the
extend the part of the hatch coaming located above deck
connected frames.
and to connect it to the side bulkheads of the accommoda-
At their lower end, the frames are to be adequately con- tion spaces.
nected to the floors or top tank.
The longitudinal boundaries of the engine room side bun-
kers are to be located, as far as practicable, in the extension
3.3.3 Side and inner side web frames
of the double hull sides.
It is recommended to provide side web frames, fitted every
3 m and, in general, not more than 6-frame spacings apart. 3.5.2 Arrangements for pushed vessels
At their upper end, side and inner side web frames are to be Where the compartments outside the cargo hold space are
connected by means of a bracket. This bracket can be a sec- of small size, the strength continuity is to be ensured by
tion or a flanged plate with a section modulus at least equal scarfing of strength members.
to the one of the side web frames. An attached plating strip, The double hull sides are to be extended, in the shape of
where applicable, may be taken into account. brackets, outside the cargo hold space over a distance equal
The web frames are to be connected at their mid-span by to twice the stringer plate width.
means of struts, the cross sectional area of which is not to Strength continuity of the inner bottom is to be ensured by
be less than those of the connected web frames. means of brackets, one of which is to be along the vessel
At their lower end, the web frames are to be adequately centreline. Where the vessel ends are built on the longitudi-
connected to the floors or top tank. nal system, the brackets are to be connected to the bottom
longitudinals; otherwise, they are to be connected to keel-
3.3.4 Plate webs sons.
Plate webs may be fitted in addition or instead of web Pushing transoms, if any, are to be designed in compliance
frames. with Pt B, Ch 7, Sec 6, [2.2].
Plate webs are to be fitted with horizontal stiffeners, the
spacing of which is not to be greater than 1 m. 3.6 Hull scantlings
The scantling of plate webs with large openings is to be
3.6.1 General
examined by the Society on a case by case basis.
The hull scantlings and arrangements are to be determined
according to Part B, Chapter 5, unless otherwise specified.
3.6.2 General arrangements of double bottom
3.4.1 Inner side plating structure
The requirements of [3.3.1] also apply to longitudinally Where the inner side plating does not extend down to the
framed double side, with the transverses instead of web bottom plating, the floors of vessels built in the transverse
frames. system are to be stiffened, at each frame, in way of the inner
side plating, by means of a section, the net sectional area of
3.4.2 Side and inner side longitudinals which, in cm2, is not to be less than:
Where the outer and inner side longitudinals are connected
A = 0,01 b tF
by means of struts located at mid-span, their section modu-
lus may be reduced by 30%. where:
The strut sectional area is to be not less than those of the tF : Net thickness of floor web, in mm
connected longitudinals. b : Section height, in mm:
3.4.3 Side transverses b = 100 HD

The requirements of [3.3.3] also apply to longitudinally HD : Double bottom height, in m.
framed double side, with the transverses instead of web As a rule, manholes are not to be provided into the centre-
frames. line girder.
3.4.4 Plate webs 3.6.3 Transverse hold bulkhead structure

The requirements of [3.3.4] also apply to longitudinally Arrangements and scantlings of transverse hold bulkheads
framed double side. are to be in compliance with Pt B, Ch 5, Sec 5.

Pt D, Ch 1, Sec 2
SECTION 2 BULK CARGO VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.3 Estimated still water design bending
[2.1] moments
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2]
1.3.1 Estimated still water design bending moments are to
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] be determined in compliance with Pt B, Ch 3, Sec 2. If
parameters XAV and XAR are not known, they are not to be
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, taken less than:
[2.4]
pS
X 3 = ----------------------------------
t : Net thickness, in mm, of plating 19, 6 B tan B
where:
ASH : Net web sectional area, in cm2
pS : Bottom or inner bottom still water design pres-
w : Net section modulus, in cm3, of ordinary stiffen- sure, in kN/m2, defined in Pt B, Ch 3, Sec 4,
ers or primary supporting members [3.2.3]
s : Spacing, in m, of ordinary stiffeners B, B : Dry bulk cargo density, in t/m3, and angle of
repose, in degree.
l : Stiffener span, in m 1.4 Direct calculation

k : Material factor defined in Pt B, Ch 2, Sec 3, 1.4.1 The following requirements apply to the analysis of
[2.4] and Pt B, Ch 2, Sec 3, [3.4] primary supporting members.
b, S : Span correction coefficients defined in Pt B, Ch 2, Direct calculation is to be carried out in compliance with
Sec 4, [5.2] Pt B, Ch 5, Sec 1, [5].
n : Navigation coefficient defined in Pt B, Ch 3, 1.4.2 Loading conditions and load cases in service
Sec 1, [5.2]. conditions
The loads are to be calculated for the most severe loading
conditions, with a view to maximising the stresses in the
1 General primary supporting members.
The following loading conditions are generally to be con-
1.1 Application sidered:
a) Harbour
1.1.1 Vessels complying with the requirements of this Sec-
full cargo load in hold/vessel at the relevant draught T1
tion are eligible for the assignment of the type and service
notation Bulk cargo vessel, as defined in Pt A, Ch 1, Sec 3, empty hold/vessel at the relevant draught T1
[2.1.1]. b) Navigation
full cargo load/vessel at the maximum draught T
the requirements stipulated in Part A, Part B and Part C of lightship/vessel at the relevant draught T1.
Section, which are specific to bulk cargo vessels. 1.4.3 Structure checks
1.2 Stability level of normal stresses and shear stresses, in particular

1.2.1 Depending on the vessel design and operating condi- buckling strength of unstiffened webs
tions, proof of sufficient stability according to Pt B, Ch 2, for double hull vessels, continuity of double bottom in
Sec 2, [4] may be required by the Society. side tanks.

Pt D, Ch 1, Sec 2
2 Single side bulk cargo vessels 2.4.3 Web frames

Web frames are to be fitted with a spacing not exceeding
2.1 General 5 m.
Their scantling is to be performed according to [2.7.2].
2.1.1 Application
The requirements of this Article apply to open deck vessels 2.4.4 Connection of frames to bottom longitudinals
of single side construction, with or without double bottom, In the case of a longitudinally framed single bottom, the
intended primarily to carry bulk dry cargoes. side frames are to be connected to the bottom longitudinal
The loading/unloading may be performed in one or two the most at side, either directly or by means of a bracket.
runs. Similarly, at the frame upper part, connecting brackets are
to be provided, extending up to the deck longitudinal the
2.2 Protection of cargo holds most at side and, even, to:
the hatch coaming, in general
2.2.1 Coating
the side trunk bulkhead, in case of a trunk vessel.
according to Pt B, Ch 8, Sec 2.
the compatibility with the cargo) are to be chosen and 2.5.1 Side transverses
applied in accordance with the manufacturers requirements.
Side transverses are to be fitted, in general, with a spacing
not greater than 8-frame spacing, nor than 4 m.
2.2.2 Cargo hold ceiling
The cargo hold bottom is to be sheathed up to the upper Their scantling is to be performed according to [2.7.2].
part of bilges by wooden or metallic ceiling of thickness The side transverses are generally directly welded to the
depending on the cargo nature. shell plating.
Where a side ceiling is provided, it is to be secured every 4- In the case of a double bottom, the side transverses are to
frame spacing to the side frames by an appropriate system. be bracketed to the bottom transverses.
2.3 Bottom structure 2.5.2 Side longitudinals

Longitudinal ordinary stiffeners are generally to be continu-
2.3.1 Single bottom vessels are to be fitted with girders in ous when crossing primary supporting members.
compliance with Pt B, Ch 5, Sec 2, [6.2] or Pt B, Ch 5, Sec
2, [7.3]. In the case the longitudinals are interrupted by a primary
supporting member, brackets on both sides of the primary
2.3.2 Transversely framed single bottom supporting member are to be fitted in perfect alignment.
A single bottom transversely framed is to be fitted with
floors at every frame. 2.6 Topside structure
2.3.3 Longitudinally framed single bottom 2.6.1 Strength continuity

Longitudinal stiffeners are generally to be continuous when At the ends of the cargo hold space, the members taking
crossing primary members. part in the overall strength are to be correctly staggered.
The section modulus of longitudinals located in way of the Arrangements are to be made to ensure strength continuity
web frames of transverse bulkheads is to be increased by of the topside structure at the end of the hatchways. As far
10%. as practicable, it is recommended to extend the part of the
hatch coaming which is located above deck and to connect
Longitudinals are to be supported by transverses whose
it to the side bulkheads of the accommodation spaces.
spacing is to be not greater than 8-frame spacing, nor than
4 m, whichever is less.
2.7 Hull scantlings
2.4 Transversely framed side 2.7.1 General
2.4.1 Connection of frames with floors The hull scantlings are to be as specified in Part B, Chapter
5, unless otherwise specified.
2.7.2 Transverse rings
2.4.2 Connection with deck structure Where necessary, transverse rings are to be fitted to provide
additional supports of the stringer plate.
At the upper end of frames, connecting brackets are to be
provided, in compliance with Pt B, Ch 5, Sec 3, [10]. Such The ring component scantlings are not to be less than the
brackets are to extend to the hatch coaming. values given in Tab 1.

Pt D, Ch 1, Sec 2

Floors p 2 3 p
w = b ---------------------------- aB 10 A sh = 10 S ----------------- aB
l 2 3 l
if l0 l w = 26 b ---------------------------- S l 0 10 A sh = 68 S ----------------- S l 0
m ( 226 k ) 226 k
Side webs and side transverses (1)
p 2 3 p
m ( 226 k ) 226 k
nected to them.
Note 1:
p : Design load, in kN/m2, defined in Pt B, Ch3, Sec 4
l0 : Span parameter, in m:
l0 = pd / 9,81
a : Structural member spacing
a = s for floors
a = S for bottom transverses
2.7.3 Transverse hold bulkhead structure A : Bulkhead end stringer sectional area, in cm2
The number and location of transverse bulkheads are q : Distributed transverse load acting on the
defined in Pt B, Ch 5, Sec 5. stringer plate, in kN/m, to be determined as
Where necessary, additional bulkheads are to be fitted to stated in Pt B, Ch 5, Sec 4, [5.4.1]
provide for sufficient transverse strength of the vessel. D1 : Unsupported stringer plate length, in m,
The scantlings of transverse hold bulkheads are not to be defined in Pt B, Ch 5, Sec 4, [5.4.2].
less than the values required in Pt B, Ch 5, Sec 5.
In way of hold end bulkheads, D1 is to be
a) Vertically framed plate bulkhead substituted by 0,5 D1
The upper end of the vertical stiffeners is to be con-
nected either to a strong deck box beam or to a stringer
located at the stringer plate level or above.
2.7.4 Strengthening of cargo hold structures
As far as practicable, the bottom of the box beam or the
In case of grab loading/unloading, the scantlings of struc-
bulkhead end stringer is to be located in the same plane
tural elements within the cargo hold are to be increased
as the stringer plate.
according to Ch 2, Sec 10, [2].
Where this is not the case, the bulkhead plating or the
box beam sides are to be fitted with an efficient hori-
zontal framing at that level. 3 Double hull bulk cargo vessels
b) Horizontally framed bulkhead
The upper part of horizontally framed bulkheads are to 3.1 General
be specially considered by the Society.
3.1.1 Application
c) Plate bulkhead end stringer
The net scantlings of the plate bulkhead end stringer is
of double hull construction, intended primarily to carry
to be determined using the following formula:
bulk dry cargoes.
p 2 3
w = b ---------------------------------------- S l 10 The loading/unloading may be performed in one or two
m ( 226 k A )
runs.
where:
p : Bulkhead end stringer design load, in 3.1.2 Protection of cargo holds
kN/m2, to be determined using applicable All metallic structures are to be protected against corrosion
formulae given in Pt B, Ch 3, Sec 4, [3] according to Pt B, Ch 8, Sec 2.
S : Bulkhead stringer spacing, in m
A : Bulkhead end stringer axial stress, in N/mm2: the compatibility with the cargo) are to be chosen and
10qD applied in accordance with the manufacturers require-
A = -----------------1
A ments.

Pt D, Ch 1, Sec 2
3.2 Welding 3.3.3 Side and inner side web frames

It is recommended to provide side web frames, fitted every
3.2.1 General 3 m and, in general, not more than 6-frame spacings apart.
Welding is to comply with the requirements of Pt B, Ch 8, At their upper end, side and inner side web frames are to be
Sec 1. connected by means of a bracket. This bracket can be a sec-
tion or a flanged plate with a section modulus at least equal
to the one of the side web frames. An attached plating strip,
3.2.2 Arrangements applying to the shell plating
where applicable, may be taken into account.
and the double hull
The web frames are to be connected at their mid-span by
Transverse butts are to be butt welded. Double bottom butts means of struts, the cross sectional area of which is not to
may be welded in way of floor faceplate which then acts as be less than those of the connected web frames.
a support.
At their lower end, the web frames are to be adequately
The longitudinal joints are to be obtained either by butt connected to the floors or top tank.
welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick- 3.3.4 Plate webs
ness of 0,5 t, whereas the inner line of welding may be dis- Plate webs may be fitted in addition or instead of web
continuous with a ratio p/d < 4 and a throat thickness of frames.
0,5 t; however, for spaces which are not accessible after Plate webs are to be fitted with horizontal stiffeners, the
construction, the inner weld is to be carried out with a con- spacing of which is not to be greater than 1 m.
tinuous line welding.
The scantling of plate webs with large openings is to be
examined by the Society on a case by case basis.
3.2.3 Arrangements applying to the topside plating
Butt weldings are to be carried out on the transverse butts of 3.4 Longitudinally framed double side
the sheerstrake, stringer plate and coaming.
3.4.1 Inner side plating
3.2.4 Connection of inner bottom with floors The requirements of [3.3.1] also apply to longitudinally
framed double side, with the transverses instead of web
Where the floors cannot be welded to the inner bottom by frames.
means of fillet welds, the connection may be obtained by
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In 3.4.2 Side and inner side longitudinals
that case, the floors are to be fitted with flange of adequate Where the outer and inner side longitudinals are connected
width. by means of struts located at mid-span, their section modu-
lus may be reduced by 30%.
3.3 Transversely framed double side The strut sectional area is to be not less than those of the
connected longitudinals.
3.3.1 Structural arrangement 3.4.3 Side transverses
Where the inner side does not extend down to the outer The requirements of [3.3.3] also apply to longitudinally
bottom, it is to be held in position by means of brackets or framed double side, with the transverses instead of web
vertical stiffeners fitted to the floors. frames.
Adequate continuity strength is to be ensured in way of 3.4.4 Plate webs

changes in width of the double side. In particular, scarfing The requirements of [3.3.4] also apply to longitudinally
of the inner side is to be ensured beyond the cargo hold framed double side.
region.
3.5 End structure
3.3.2 Side and inner side frames
3.5.1 Arrangements for self-propelled vessels
At the ends of the cargo hold space, the strength continuity
nected by means of a bracket. This bracket can be a section
of members taking part in the overall strength is to be ade-
or a flanged plate with a section modulus at least equal to
quately ensured.
the one of the side web frames.
In particular, arrangements are to be made to ensure
Where the outer and inner side frames are connected by strength continuity of the top structure at the end of the
means of struts located at mid-span, their section modulus hatchways. As far as practicable, it is recommended to
may be reduced by 30%. extend the part of the hatch coaming located above deck
and to connect it to the side bulkheads of the accommoda-
The strut sectional area is to be not less than those of the tion spaces.
connected frames.
The longitudinal boundaries of the engine room side bun-
At their lower end, the frames are to be adequately con- kers are to be located, as far as practicable, in the extension
nected to the floors or top tank. of the double hull sides.

Pt D, Ch 1, Sec 2
3.5.2 Arrangements for pushed vessels 3.6.2 General arrangements of double bottom
structure
Where the compartments outside the cargo hold space are
Where the inner side plating does not extend down to the
of small size, the strength continuity is to be ensured by
bottom plating, the floors of vessels built in the transverse
scarfing of strength members.
system are to be stiffened, at each frame, in way of the inner
The double hull sides are to be extended, in the shape of side plating, by means of a section, the net sectional area of
brackets, outside the cargo hold space over a distance equal which, in cm2, is not to be less than:
to twice the stringer plate width. A = 0,01 b tF
where:
Strength continuity of the inner bottom is to be ensured by
means of brackets, one of which is to be along the vessel tF : Net thickness of floor web, in mm
centreline. Where the vessel ends are built on the longitudi- b : Section height, in mm:
nal system, the brackets are to be connected to the bottom b = 100 HD
longitudinals; otherwise, they are to be connected to keel- HD : Double bottom height, in m.
sons.
As a rule, manholes are not to be provided into the centre-
Pushing transoms, if any, are to be designed in compliance line girder.
3.6.3 Transverse hold bulkhead structure
Arrangements and scantlings of transverse hold bulkheads
3.6 Hull scantlings are to be in compliance with Pt B, Ch 5, Sec 5.
3.6.4 Strengthening of cargo hold structure

3.6.1 General
In case of grab loading/unloading, the scantlings of struc-
The hull scantlings and arrangements are to be determined tural elements within the cargo hold are to be increased
according to Part B, Chapter 5, unless otherwise specifies. according to Ch 2, Sec 10, [2].

Pt D, Ch 1, Sec 3
SECTION 3 TANKERS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Vessel arrangement

[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 2.1 Basic structural configuration

D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] 2.1.1 Single hull tankers
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] In a single hull tanker (see Fig 1), the cargo tanks are
bounded by the vessel outer shell, which means the bottom,
t : Net thickness, in mm, of plating the sides of the shell plating and the decks simultaneously
s : Spacing of ordinary stiffeners, in m act as tank walls.
k : Material factor defined in Pt B, Ch 2, Sec 3, 2.1.2 Double hull tankers

[2.4] and Pt B, Ch 2, Sec 3, [3.4]. As it is the case for a single hull tanker, the cargo tanks form
part of the vessel structure. However, the bottom and side
plating does not function simultaneously as tank walls (see
1 General Fig 2). For certain products, minimum distances between
tank boundaries and bottom or side plating are to be
1.1 Application observed. Accessibility is, however, to be guaranteed in
every case.
2.1.3 Tankers with inserted cargo tanks
notation Tanker, as defined in Pt A, Ch 1, Sec 3, [3.1.1]. In this type of vessel, the cargo tanks are independent of the
vessel structure but are permanently installed (see Fig 3).
the requirements stated in Part A, Part B and Part C of the 2.2 Minimum side tank width
Rules, as applicable, and with the requirements of this Sec-
tion, which are specific to tankers. 2.2.1 The side tank width is to be not less than 600 mm.
Figure 1 : Single hull tankers
a b

Pt D, Ch 1, Sec 3
Figure 2 : Double hull tankers
a b
Figure 3 : Inserted cargo tank
a
b
c d
3 Stability 4 Machinery and systems
4.1 Bilge system

3.1 Tankers carrying dangerous goods
4.1.1 Size of bilge pipes
3.1.1 For vessels carrying dangerous goods, see Part D, The inside diameter of the bilge lines shall not be taken less
Chapter 3. than 50 mm nor than the values derived from the following
formulae:
main pipe:
3.2 Other tankers
d 1 = 3, 0 ( B + D ) l 1 + 35
3.2.1 Where the tank breadth exceeds 0,7 B, cargo tanks branch pipe:
are normally to be provided with centre longitudinal bulk- d 2 = 2, 0 ( B + D ) l + 25
heads. Where the tank breadth is greater than the figure
mentioned and centre longitudinal bulkheads are not fitted, where:
proof of sufficient stability according to Pt B, Ch 2, Sec 2, l1 : Total length, in m, of spaces between cofferdam
[4] may be required by the Society. or cargo bulkhead and stern tube bulkhead

Pt D, Ch 1, Sec 3
d1 : Inside diameter of main bilge pipe, in mm 6.1.2 Loading conditions and load cases
d2 : Inside diameter of branch bilge pipe, in mm The loads are to be calculated for the most severe loading
conditions, with a view to maximising the stresses in the
l : Length of the watertight compartment, in m.
5 Hull scantlings sidered:
a) Harbour
5.1 General
full cargo load in tank/vessel at the relevant draught T1
5.1.1 The hull scantlings are to be determined as specified empty cargo tank/vessel at the relevant draught T1
in Part B, Chapter 5, using the adequate design loads, unless b) Navigation
otherwise specified in this Article.
In the cargo tank area, including cofferdams, the net thick-
lightship/vessel at the relevant draught T1
ness of plates and structural members in spaces intended to
contain liquids are not to be less than 4,4 mm. c) Testing conditions
fully loaded cargo tank subjected to test pressure
5.1.2 Independent tanks (see Pt B, Ch 3, Sec 4, [5]).
Scantlings of independent tanks are to be determined in
compliance with Part B, Chapter 5, where the hull girder 6.2 Floors and bottom transverses in way of
stresses may be taken equal to zero. rings
5.1.3 Thermal stresses 6.2.1 The following checks are to be carried out:
Where heated liquids are intended to be carried in tanks, a
level of shear stresses, in particular in way of holes and
calculation of thermal stresses is required, if the carriage
passage of longitudinals
temperature of the liquid exceeds 90C.
buckling strength of unstiffened webs
The calculations are to be carried out for both temperatures,
continuity of double bottom in the side tanks.
the actual carriage temperature and the limit temperature
specified hereabove.
6.3 Web frames and side transverses in way
The calculations are to give the resultant stresses in the hull
of rings
structure based on a water temperature of 0C and an air
temperature of 5C. 6.3.1 For side primary supporting members, the level of
Constructional measures and/or strengthenings will be normal stresses and shear stresses in way of holes and pas-
required on the basis of the results of the calculation for sage of longitudinals is to be checked.
both temperatures.
6.4 Strong beams and deck transverses in
5.2 Other requirements way of rings
5.2.1 Minimum net thickness of web plating 6.4.1 The following checks are to be carried out:
The net thickness, in mm, of the web plating of ordinary level of normal stresses and shear stresses, in particular,
stiffeners is to be not less than: in way of holes and passage of longitudinals
for L < 120 m: buckling strength of unstiffened web
t = 1,63 + 0,004 L k0,5 + 4,5 s continuity of structure and lateral support of deck trans-
verses, notably, when the flange of the deck transverse is
for L 120 m:
a round bar.
t = 3,9 k0,5 + s
The net thickness, in mm, of plating which forms the web of 6.5 Pillars
primary supporting members is to be not less than the value
obtained from the following formula: 6.5.1 Strong beams and deck transverses in way of rings are
to be supported by pillars. The pillar scantlings are to be
t = 1,14 L1/3 k0,5 determined according to Pt B, Ch 5, Sec 4, [11], where the
deck pressure is not to be taken less than 5 kN/m2. The pil-
6 Transverse rings lars and their attachments are also to be examined for trac-
tion resulting from the relevant test pressure related to the
6.1 General respective vessel type.
6.5.2 Tubular pillars are to be avoided in the cargo tanks as

6.1.1 The strength check of the transverse rings is to be per-
far as possible. For tank vessels intended to carry flammable
formed by direct calculation according to Pt B, Ch 5, Sec 1,
liquids or chemicals, tubular pillars are not permitted.
[5].
In particular, the requirements of [6.2] to [6.4], are to be 6.5.3 The pillars are to be attached to the girders as well as
complied with. to the floor plates located below by means of welding.

Pt D, Ch 1, Sec 3
6.6 Break in the deck 7.4 Vessels with independent tanks
6.6.1 A reinforced deck transverse, pillars or a transverse 7.4.1 General

bulkhead is to be fitted in way of the deck break.
Vessels with independent tanks are to be built on the trans-
verse framing system. When a longitudinal framing system
7 Vessel structural arrangements is applied, it is to be specially considered by the Society.
7.1 Vessels with integrated tanks, 7.4.2 Stiffening

transverse framing system The side stiffeners may be inside or outside the tank.
7.1.1 Beams When tank longitudinal sides are framed vertically, stiffeners
are to form continuous frames with the top and bottom stiff-
Beams are to be fitted at every frame. They are to be discon-
eners, whether the frames are connected or not by brackets.
tinuous in way of longitudinal bulkheads, to which they are
connected with brackets. Deck beams are not to be discon- The vertical or horizontal stiffeners of transverse sides are to
tinuous in way of expansion tanks, unless efficient compen- be welded on to the perpendicular tank sides, either
sations are provided. directly or by means of brackets extending up to the first
stiffener of previous sides.
7.1.2 Strong beams
To ensure proper contact between tank plates and vessel
As a rule, strong beams are to have the same scantlings as
bottom, the bottom structure is to be adequately stiffened.
side web frames to which they are connected by brackets or
any other equivalent arrangement, so as to ensure strength
continuity. 7.4.3 Floors
In way of floors not in contact with tanks, for instance floors
7.1.3 Web frames located between tanks and floors at hold ends, at least two
The web frames are to be spaced not more than 4 m apart, keelsons with intercostal plating are to be provided. The
considering the frames are supported at mid-span by a keelsons are to be fitted approximately at one-third of the
stringer. width and extending at least over three frame spaces
beyond tank end bulkheads.
7.1.4 Floors
Floors are to be fitted at every frame. They are to be discon- 7.5 Double hull arrangements
tinuous in way of bulkheads to which they are connected
by means of brackets or other equivalent arrangement 7.5.1 General
ensuring strength continuity.
All parts of the cargo zone are to be well ventilated and
An adequate number of limbers is to be cut out in floors, accessible to ensure surveys and maintenance.
longitudinals and transverses to ensure the draining of cargo
to the pump suctions. 7.5.2 Floor reinforcement
Where the inner side plating does not extend down to the
7.2 Vessels with integrated tanks, bottom plating, the floors of vessels built in the transverse
longitudinal framing system system are to be stiffened, at each frame, in way of the dou-
ble hull shell plating, by means of a section, the net sec-
7.2.1 Side transverses tional area of which, in cm2, is not to be less than:
The side transverses are to be spaced not more than 3 m
apart. A = 0,01 b tF
The span of side shell strength transverses is to be taken where:

equal to the vertical distance between bottom and deck.
b : Section height, in mm, equal to:
7.2.2 Deck longitudinals b = 100 HD
The deck longitudinals are to be continuous through expan-
where HD is the double bottom height, in m
sion tanks, unless efficient compensations are fitted.
tF : Net thickness of floor web, in mm.
7.3 Vessels with integrated tanks,
combination system 7.6 Ends of cargo zone
7.3.1 Web frames 7.6.1 The inner longitudinal side is to be extended inside
It is recommended to provide side shell and longitudinal the cofferdam. Moreover, when possible, it is to be
bulkhead web frames in way of bottom and deck trans- extended in the fore and aft ends of the vessel by means of
verses. brackets.

Pt D, Ch 1, Sec 3
8 Supports of independent tanks c) In the fore-and-aft direction:

the design of the tank seatings in the fore-and-aft
8.1 Structural arrangement direction is to be based on a force equal to 0,30 P
where:
8.1.1 General P : Weight of tank including contents.
The reaction forces in way of tank supports are to be trans-
mitted as directly as possible to the hull primary supporting
8.3 Calculation of reaction forces in way of
members, minimising stress concentrations.
tank supports
Where the reaction forces are not in the plane of primary
members, web plates and brackets are to be provided in 8.3.1 The reaction forces in way of tank supports are to be
order to transmit these loads through shear stresses. obtained from the structural analysis of the tank, consider-
Stress concentrations in the tank walls are to be avoided, ing the loads specified in [8.2].
and care is to be taken to ensure that the tank seatings do If the tank supports are not able to react in tension, the final
not impede the contraction of the tank when cooled down distribution of the reaction forces at the supports may not
to the transport temperature. show any tensile forces.
8.1.2 Chocking of tanks

8.4 Scantlings of independent tank
The tank seatings are to be constructed in such a way as to supports and hull structures in way
make it impossible for the tanks to move in relation to the
vessel structure. 8.4.1 Scantlings
The tanks are to be supported by floors or bottom longitudi- The net scantlings of plating, ordinary stiffeners and primary
nals. supporting members of tank supports and hull structures in
When the stringer plate is chocked against tanks in way of way are to be not less than those obtained by applying the
some web frames or side shell transverses, chocking may criteria in Part B, Chapter 5, taking into account the hull
consist in a bolted assembly. In case of applying wedges in girder loads and the lateral pressure calculated according to
hard wood or synthetic material capable of transmitting the Part B, Chapter 3 as well as the reaction forces determined
chocking stress, arrangements are to be provided to avoid according to [8.3].
an accidental shifting during navigation.
9 Expansion tanks
8.1.3 Anti-flotation arrangements
Anti-flotation arrangements are to be provided for indepen-
9.1 Expansion tanks
dent tanks. The anti-flotation arrangements are to be suit-
able to withstand an upward force caused by an empty tank 9.1.1 Each tank is to be provided at about mid-length with
in a hold space flooded to the damage draught of the vessel, an expansion tank whose height above tank top is not to be
without plastic deformation likely to endanger the hull less than 0,5 m.
structure.
9.1.2 Scantlings of expansion tank covers are to be spe-
8.1.4 Openings cially examined by the Society.
In primary supporting members and hull structures in way
of tank supports, openings are to be avoided and local
strengthening may be necessary.
10 Subdivision
8.2 Loads and load cases 10.1 General

10.1.1 Bulkheads adjacent to tanks, cofferdams and hold
8.2.1 The design of the tank supports is to be based on the
are to be welded or assembled by means of an equivalent
following assumed forces.
approved process. They are to have no openings.
Relaxation of the following may be granted by the Society
on a case by case basis. 10.1.2 The bulkhead scantlings are to be determined in
a) In the vertical direction: compliance with Pt B, Ch 5, Sec 5, [4] and Pt B, Ch 5, Sec
5, [5], taking into account additional requirements stated
the weight of the filled tanks acting downwards
under [10.2] and [10.3].
the buoyancy of the empty tanks assuming the vessel
is in the damaged condition, acting upwards
10.2 Minimum thickness of bulkhead plating
the weight of the filled tanks assuming the vessel is
capsized 10.2.1 Minimum plating thickness
b) Athwartships and in the capsized conditions: The net thickness, in mm, of liquid cargo tank bulkheads is
to be not less than the value obtained from the following
the tank seatings in the athwartship direction are to
formula:
be designed for the total heeling range up to the
completely capsized condition t1 = 1,36 + 0,011 L k0,5 + 3,6 s

Pt D, Ch 1, Sec 3
10.3 Minimum net thickness of structural 10.4 Corrugated bulkheads

member web
10.4.1 General
In place of plane bulkheads provided with stiffeners, corru-
10.3.1 Ordinary stiffeners gated bulkheads, determined according to Pt B, Ch 5, Sec 5,
The minimum net thickness, in mm, of the web plate of may be built in.
ordinary stiffeners is to be obtained from the following for- 10.4.2 Direct calculation
mula: The relevant service and test pressure related to the vessel
type are to be considered.
t = 0,61 L1/3 k0,5 + 3,6 s
10.3.2 Primary supporting members section modulus of beam
section modulus of welds
The minimum net thickness, in mm, of the web plate of pri- buckling of face plate
mary supporting members is to be obtained using the fol-
section modulus of welds when there is no continuity of
lowing formula: web in double bottom.
t = 1,14 L1/3 k0,5 For the allowable stresses, see Pt B, Ch 2, Sec 5.

Pt D, Ch 1, Sec 4
SECTION 4 CONTAINER VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.3 Stability

[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 1.3.1 Depending on the vessel design and operating condi-
tions, proof of sufficient stability according to Pt B, Ch 2,
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3]
T : Draught, in m, defined in Pt B, Ch 1, Sec 2,
[2.4]
t : Net thickness, in mm, of plating
2 Structure arrangements
[2.4] and Pt B, Ch 2, Sec 3, [3.4] 2.1 Strength principles
b, S : Span correction coefficients defined in Pt B, Ch 2.1.1 Local reinforcements
2, Sec 4, [5.2] Local reinforcements of the hull structure are to be provided
z : Z co-ordinate, in m, of the calculation point under container corners and in way of fixed cargo securing
IY : Net moment of inertia, in cm4, of the hull trans- devices and cell guides, if fitted.
verse section around its horizontal neutral axis, The forces applying on the fixed cargo securing devices are
to be calculated according to Pt B, Ch 4, Sec 1 to be indicated by the designer.
MTH : Total vertical bending moment in hogging con-
dition, in kN.m, to be determined according to 2.2 Bottom structure
Pt B, Ch 3, Sec 2, [4]
MTS : Total vertical bending moment in sagging con- 2.2.1 Floor and girder spacing
dition, in kN.m, to be determined according to As a recommendation, the floor spacing is to be such that
Pt B, Ch 3, Sec 2, [4] floors are located in way of the container corners. Floors are
N : Z co-ordinate, in m, of the centre of gravity of also to be fitted in way of watertight bulkheads.
the hull transverse section. Girders are generally to be fitted in way of the container
corners.
1 General
2.2.2 Strength continuity
Adequate strength continuity of floors and bottom trans-
1.1 Application
verses is to be ensured in way of the side tank by means of
1.1.1 The type and service notation Container vessel is brackets.
assigned, in accordance with Pt A, Ch 1, Sec 3, [2.1.2], to
vessels intended to carry dry unit cargoes. 2.2.3 Reinforcements in way of cell guides
The structures of the bottom and inner bottom on which cell
1.1.2 Vessels dealt with in this Section are to comply with guides rest are to be adequately stiffened with doublers,
the requirements stated in Part A, Part B and Part C of the brackets or equivalent reinforcements.
Rules, as applicable, and with the requirements of this Sec-
tion, which are specific to container vessels. 2.3 Fixed cell guides
1.2 Documentation to be submitted 2.3.1 General

Containers may be secured within fixed cell guides, perma-
1.2.1 In addition to the documentation required in Pt B, Ch nently connected by welding to the hull structure, which
1, Sec 3, the following information is to be submitted to the prevent horizontal sliding and tipping.
Society:
container arrangement in holds, on decks and on hatch 2.3.2 Arrangement of fixed cell guides
covers, indicating size and gross mass of containers Vertical guides generally consist of sections with equal
container lashing arrangement indicating securing and sides, not less than 12 mm in thickness, extended for a
load bearings arrangements height sufficient to give uniform support to containers.
drawings of load bearing structures and cell guides, Guides are to be connected to each other and to the sup-
indicating the design loads and including the connec- porting structures of the hull by means of cross-ties and lon-
tions to the hull structures and the associated structural gitudinal members such as to prevent deformation due to
reinforcements. the action of forces transmitted by containers.

Pt D, Ch 1, Sec 4
In general, the spacing between cross-ties connecting the 3 Single side vessels
guides may not exceed 5 metres, and their position is to
coincide as nearly as possible with the one of the container
corners (see Fig 1).
Cross-ties are to be longitudinally restrained at one or more 3.1.1 Coating
points so that their elastic deformation due to the action of All metallic structures are to be protected against corrosion
the longitudinal thrust of containers does not exceed according to Pt B, Ch 8, Sec 2.
20 mm at any point.
In stowing containers within the guides, the maximal clear- 3.2 Bottom structure
ance between container and guide is not to exceed 25 mm
in the transverse direction and 38 mm in the longitudinal 3.2.1 Single bottom vessels are to be fitted with girders in
direction. compliance with Pt B, Ch 5, Sec 2, [6.2] or Pt B, Ch 5, Sec
2, [7.3].
The upper end of the guides is to be fitted with a block to
facilitate entry of the containers. Such appliance is to be of 3.2.2 Transversely framed single bottom
robust construction so as to withstand impact and chafing. A single bottom transversely framed is to be fitted with
floors at every frame.
Figure 1 : Typical structure of cell guides
3.2.3 Longitudinally framed single bottom
Cell guides Longitudinal stiffeners are generally to be continuous when
crossing primary members.
The section modulus of longitudinals located in way of the
web frames of transverse bulkheads is to be increased by
10%.
Longitudinals are to be supported by transverses whose
Maximum 5 m
Brackets
Cross ties spacing is to be not greater than 8-frame spacing, nor than
4 m, whichever is less.
A A 3.3 Transversely framed side

3.3.1 Connection of frames with floors
3.3.2 Connection with deck structure

At the upper end of frames, connecting brackets are to be
provided, in compliance with Pt B, Ch 5, Sec 3, [10]. Such
brackets are to extend to the hatch coaming.
Section A A
3.3.3 Web frames
Web frames are to be fitted with a spacing not exceeding
2.4 Fixed cargo securing devices 5 m.
Their scantling is to be performed according to [6.3.1].
2.4.1 Where containers are carried, in particular on the
hatch covers and on deck, container supporting members of 3.3.4 Connection of frames to bottom longitudinals
adequate scantlings are to be fitted. In the case of a longitudinally framed single bottom, the
side frames are to be connected to the bottom longitudinal
2.5 Hatch covers carrying containers the most at side, either directly or by means of a bracket.
Similarly, at the frame upper part, connecting brackets are
2.5.1 Efficient retaining arrangements are to be provided to to be provided, extending up to the deck longitudinal the
prevent translation of the hatch cover under the action of most at side and, even, to:
the longitudinal and transverse forces exerted by the stacks
the hatch coaming, in general
of containers on the cover. These retaining arrangements
are to be located in way of the hatch coaming side brackets. the side trunk bulkhead, in case of a trunk vessel.
Solid fittings are to be welded on the hatch cover where the
corners of the containers are resting. These parts are 3.4 Longitudinally framed side
intended to transmit the loads of the container stacks onto
3.4.1 Side transverses
the hatch cover on which they are resting and also to pre-
vent horizontal translation of the stacks by means of special Side transverses are to be fitted, in general, with a spacing
intermediate parts arranged between the supports of the not greater than 8-frame spacing, nor than 4 m.
corners and the container corners. Their scantling is to be performed according to [6.3.1].

Pt D, Ch 1, Sec 4
The side transverses are generally directly welded to the 4.3 Transversely framed double side
shell plating.
In the case of a double bottom, the side transverses are to 4.3.1 Structural arrangement
be bracketed to the bottom transverses.
Where the inner side does not extend down to the outer
3.4.2 Side longitudinals bottom, it is to be held in position by means of brackets or
vertical stiffeners fitted to the floors.
Longitudinal ordinary stiffeners are generally to be continu-
ous when crossing primary supporting members. Adequate continuity strength is to be ensured in way of
In the case the longitudinals are interrupted by a primary changes in width of the double side. In particular, scarfing
supporting member, brackets on both sides of the primary of the inner side is to be ensured beyond the cargo hold
supporting member are to be fitted in perfect alignment. region.
3.5 Topside structure 4.3.2 Side and inner side frames

3.5.1 Strength continuity nected by means of a bracket. This bracket can be a section
At the ends of the cargo hold space, the members taking or a flanged plate with a section modulus at least equal to
part in the hull girder strength are to be correctly staggered. the one of the side web frames.
Arrangements are to be made to ensure strength continuity
Where the outer and inner side frames are connected by
of the topside structure at the end of the hatchways. As far
means of struts located at mid-span, their section modulus
as practicable, it is recommended to extend the part of the
may be reduced by 30%.
hatch coaming which is located above deck and to connect
it to the side bulkheads of the accommodation spaces. The strut sectional area is to be not less than those of the
connected frames.
4 Double hull vessels
At their lower end, the frames are to be adequately con-
nected to the floors or top tank.
4.3.3 Side and inner side web frames
4.1.1 All metallic structures are to be protected against cor-
rosion according to Pt B, Ch 8, Sec 2. It is recommended to provide side web frames, fitted every
3 m and, in general, not more than 6-frame spacings apart.
4.2 Welding At their upper end, side and inner side web frames are to be
4.2.1 General connected by means of a bracket. This bracket can be a sec-
tion or a flanged plate with a section modulus at least equal
Welding is to comply with the requirements of Pt B, Ch 8,
to the one of the side web frames. An attached plating strip,
Sec 1.
where applicable, may be taken into account.
4.2.2 Arrangements applying to the shell plating The web frames are to be connected at their mid-span by
and the double hull means of struts, the cross sectional area of which is not to
Transverse butts are to be butt welded. Double bottom butts be less than those of the connected web frames.
may be welded in way of floor faceplate which then acts as
a support. At their lower end, the web frames are to be adequately
connected to the floors or top tank.
The longitudinal joints are to be obtained either by butt
welding or by overlap welding. In the second case, the
outer line welding is to be continuous with a throat thick- 4.3.4 Plate webs
ness of 0,5 t, whereas the inner line of welding may be dis- Plate webs may be fitted in addition or instead of web
continuous with a ratio p/d < 4 and a throat thickness of frames.
0,5 t; however, for spaces which are not accessible after
construction, the inner weld is to be carried out with a con- Plate webs are to be fitted with horizontal stiffeners, the
tinuous line welding. spacing of which is not to be greater than 1 m.
4.2.3 Arrangements applying to the topside plating The scantling of plate webs with large openings is to be
Butt weldings are to be carried out on the transverse butts of examined by the Society on a case by case basis.
the sheerstrake, stringer plate and coaming.
4.2.4 Connection of inner bottom with floors
Where the floors cannot be welded to the inner bottom by
4.4.1 Inner side plating
means of fillet welds, the connection may be obtained by
slot welds, in compliance with Pt B, Ch 8, Sec 1, [2.7]. In The requirements of [4.3.1] also apply to longitudinally
that case, the floors are to be fitted with flange of adequate framed double side, with the transverses instead of web
width. frames.

Pt D, Ch 1, Sec 4
4.4.2 Side and inner side longitudinals MT = 31,4 nS nT B

Where the outer and inner side longitudinals are connected
where:
by means of struts located at mid-span, their section modu-
lus may be reduced by 30%. nS : Number of container stacks over the breadth B
The strut sectional area is to be not less than those of the
nT : Number of container tiers in cargo hold amid-
connected longitudinals.
ships (including containers on hatch covers).
4.4.3 Side transverses
The requirements of [4.3.3] also apply to longitudinally 5.2 Forces on containers
framed double side, with the transverses instead of web
frames. 5.2.1 Still water and inertial forces
4.4.4 Plate webs The force Fi applied to one container located at the level
The requirements of [4.3.4] also apply to longitudinally i, as defined in Fig 2, is to be determined in compliance
framed double side. with Pt B, Ch 3, Sec 4, [3.4].
The mass of the containers is to be defined by the Designer.

4.5 End structure
Where the mass of loaded containers is not known, the fol-
4.5.1 Arrangements for self-propelled vessels lowing values may be used:
At the ends of the cargo hold space, the strength continuity
for 40-feet containers: mi = 27 t
of members taking part in the hull girder strength is to be
adequately ensured. for 20-feet containers: mi = 17 t
In particular, arrangements are to be made to ensure
strength continuity of the top structure at the end of the Where empty containers are stowed at the top of a stack,
hatchways. As far as practicable, it is recommended to the following values may be used:
extend the part of the hatch coaming located above deck
and to connect it to the side bulkheads of the accommoda- 0,14 times the weight of a loaded container, in case of
tion spaces. empty steel containers
The longitudinal boundaries of the engine room side bun- 0,08 times the weight of a loaded container, in case of
kers are to be located, as far as practicable, in the extension empty aluminium containers.
of the double hull sides.
Figure 2 : Containers level in a stack
4.5.2 Arrangements for pushed vessels
Where the compartments outside the cargo hold space are
of small size, the strength continuity is to be ensured by Lashing at level 4
scarfing of strength members.
The double hull sides are to be extended, in the shape of Level 4
brackets, outside the cargo hold space over a distance equal container
to twice the stringer plate width.
Lashing at level 3
Strength continuity of the inner bottom is to be ensured by
means of brackets, one of which is to be along the vessels
centreline. Where the vessel ends are built on the longitudi-
nal system, the brackets are to be connected to the bottom Level 3
container
longitudinals; otherwise, they are to be connected to keel-
sons.
Lashing at level 2
Pushing transoms, if any, are to be designed in compliance
Level 2
container
5 Design loads
Lashing at level 1
5.1.1 Where no specific data are provided by the Designer, Level 1

the design still water torsional torque induced by the non- container
uniform distribution of cargo, consumable liquids and bal-
last is to be obtained at the midship section, in kN.m, from
the following formula:

Pt D, Ch 1, Sec 4
5.2.2 Wind forces applied to one container In the case of juxtaposed and connected stacks of different
The forces due to the effect of the wind, applied to one con- heights, the wind forces are to be distributed taking into
tainer stowed above deck at level i, are to be obtained, in account the number of stacks at the level considered (see
kN, from the following formulae: example in Fig 3).
in x direction:
Figure 3 : Distribution of wind forces in the case of
FX, WD, i = pWD hC bC
stacks of different heights
in y direction:
FY, WD, i = pWD hC lC F distributed over 3 stacks
y, wind
where: F distributed over 4 stacks

y, wind
hC : Height, in m, of a container
F distributed over 5 stacks
lC, bC : Dimensions, in m, of the container stack in the y, wind
vessel longitudinal and transverse directions, F distributed over 5 stacks

y, wind
respectively
pWD : Specific wind pressure, in kN/m2, defined in Tab 1.
These forces are only acting on the stack exposed to wind.
5.2.3 Stacks of containers
In the case of M juxtaposed and connected stacks of the
same height, the wind forces are to be distributed over the The still water, inertial and wind forces to be considered as
M stacks. being applied at the centre of gravity of the stack, and those
transmitted at the corners of such stack is to be obtained, in
Table 1 : Specific wind pressure kN, as specified in Tab 2.
Range of navigation pWD, in kN/m2 5.2.4 Securing load

IN(1,2 x 2) 0,3 n0,5
The scantling load of securing devices is to be determined
IN(0,6), IN(0) 0,25 assuming an angle of list of 12.
Table 2 : Containers - Still water, inertial and wind forces
Still water force FS, in kN, and Vertical still water force RS, in kN, and
Vessel condition inertial and wind force FW, in kN, inertial and wind force RW, in kN,
acting on each container stack transmitted at the corners of each container stack
N
F
Still water condition FS = F S ,i R S = ----S
4
i=1
in x direction:
N
Upright condition
F W ,X = (F W ,X ,i + F X ,WD ,i )
F W, Z N C h C F W, X
R W ,1 = ---------
- + ------------------------
i=1 4 4 lC
(see Fig 4)
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
in y direction:
N
Inclined condition
F W ,Y = (F W ,Y ,i + F Y ,WD ,i )
F W, Z N C h C F W, Y
R W ,1 = ---------
- + ------------------------
i=1 4 4bC
(negative roll angle)
in z direction: F W, Z N C h C F W, Y
(see Fig 5) R W ,2 = ---------
- ------------------------
N 4 4b C
F W ,Z = F W ,Z ,i
i=1
Note 1:
NC : Number of containers per stack
lC , b C : Dimensions, in m, of the container stack in the ship longitudinal and transverse directions, respectively.

Pt D, Ch 1, Sec 4
Figure 4 : Inertial and wind forces 6.2 Container seating

Upright vessel condition
6.2.1 The hull girder normal stress to be considered for the
FW,Z
Z strength check of container seating plating is to be deter-
mined using the formula:
5 max ( M T H ;M T S )
X1 = 10 ---------------------------------------- (z N)
FW,X IY
6.2.2 The net thickness, in mm, of container seating, if fit-

ted, is to be not less than the thickness of the adjacent inner
bottom plating nor than the thickness obtained from the fol-
lowing formula:
kn C R
t CS = 0, 8C CS ------------
-
Y
where:
RW,2 RW,1
RW,2
R : Force, in kN, transmitted at the corner of each
stack of containers, to be determined according
X
to Tab 2
CCS : Coefficient to be taken equal to:
Figure 5 : Inertial and wind forces
Inclined vessel condition 0, 05 l l 0, 5
C CS = 2, 15 ---------------- + 0, 02 4 - 1, 75
0, 25
s s
Z
FW,Z
where l/s is to be taken not greater than 3
FW,Y
nC A
= ------------C
ls
AC : Area of a stack of container corner, in m2

In the case of several container corners on the
same plate panel, AC is the area corresponding
to the group of corners
nC : Number of stacks of container corners on the
seating
Y
l = MAX (a, b)
RW,1 RW,2
RW,2
s = MIN (a, b)
a, b : Spacings, in m, of container supporting mem-
X
bers
: Coefficient taken equal to:
6 Hull scantlings for longitudinally framed plating:
5 3
6.1 General L = 1 1 ,78 10 x1
2
10 x1
for transversely framed plating:

6.1.1 In general, the hull scantlings and arrangements are
to be in compliance with Part B, Chapter 5. T = 1 0, 0038 x1
6.1.2 Scantlings of structural members subjected to con-

centrated loads are to be determined by direct calculation 6.3 Additional requirements for single side
according to Pt B, Ch 5, Sec 1, [5]. In particular, the require- vessels
ments of [7] are to be complied with.
6.3.1 Transverse rings
6.1.3 Where the operating conditions (loading/unloading Where necessary, transverse rings are to be fitted to provide
sequence as well as consumable and ballast distribution) additional supports of the stringer plate.
are likely to induce excessive torsional torque, the torsional
strength is to be checked, using the design torsional torque The ring component scantlings are not to be less than
derived from [5.1.1]. required in Tab 3.

Pt D, Ch 1, Sec 4

Floors p 2 3 p
w = b ---------------------------- aB 10 A sh = 10 S ----------------- aB
Side webs and side transverses (1)
l 2 3 l
if l0 l w = 26 b ---------------------------- S l 0 10 A sh = 68 S ----------------- S l 0
m ( 226 k ) 226 k
p 2 3 p
m ( 226 k ) 226 k
nected to them.
Note 1:
p : Design load, in kN/m2, defined in Pt B, Ch 3, Sec 4
l0 : Span parameter, in m:
l0 = pd / 9,81
a : Structural member spacing:
a = s for floors
a = S for bottom transverses
6.3.2 Transverse hold bulkhead structure A : Bulkhead end stringer axial stress, in N/mm2:
The number and location of transverse bulkheads are 10qD
defined in Pt B, Ch 5, Sec 5. A = -----------------1
A
Where necessary, additional bulkheads are to be fitted to A : Bulkhead end stringer sectional area, in cm2
provide for sufficient transverse strength of the vessel.
q : Distributed transverse load acting on the
The scantlings of transverse hold bulkheads are to be not stringer plate, in kN/m, to be determined as
less than the values required in Pt B, Ch 5, Sec 5. stated in Pt B, Ch 5, Sec 4, [5.4.1]
a) Vertically framed plate bulkhead D1 : Unsupported stringer plate length, in m,
The upper end of the vertical stiffeners is to be con- defined in Pt B, Ch 5, Sec 4, [5.4.2].
nected either to a strong deck box beam or to a stringer In way of hold end bulkheads, D1 is to be
located at the stringer plate level or above. substituted by 0,5 D1
As far as practicable, the bottom of the box beam or the m : Boundary coefficient to be taken equal to 8.
bulkhead end stringer is to be located in the same plane
as the stringer plate.
6.4 Additional requirements for double hull
Where this is not the case, the bulkhead plating or the vessels
box beam sides are to be fitted with an efficient hori-
zontal framing at that level. 6.4.1 Double bottom arrangement
b) Horizontally framed bulkhead Where the inner side plating does not extend down to the
The upper part of horizontally framed bulkheads are to bottom plating, the floors of vessels built in the transverse
be specially considered by the Society. system are to be stiffened, at each frame, in way of the inner
side plating, by means of a section, the net sectional area of
c) Plate bulkhead end stringer which, in cm2, is not to be less than:
The net scantlings of the plate bulkhead end stringer is
A = 0,01 b tF
to be determined, using the formula:
where:
p 2 3
w = b ---------------------------------------- S l 10 tF : Net thickness of floor web, in mm
m ( 226 k A )
where: b : Section height, in mm:
p : Bulkhead end stringer design load, in b = 100 HD

kN/m2, to be determined using the applica- HD : Double bottom height, in m.
ble formulae given in Pt B, Ch 3, Sec 4, [3] As a rule, manholes are not to be provided into the centre-
S : Bulkhead stringer spacing, in m line girder.

Pt D, Ch 1, Sec 4
7 Direct calculation a) Harbour

7.1 General
b) Navigation
7.1.1 The following requirements apply for the grillage full cargo load/vessel at the maximum draught T
analysis of primary supporting members subjected to con- lightship/vessel at the relevant draught T1.
centrated loads.
7.2.2 Deck structure
Direct calculation is to be carried out in compliance with Pt B,
Where containers are intended to be loaded on the deck,
Ch 5, Sec 1, [5].
the analysis of the deck structure is to be carried out taking
into account a full container load, considering the naviga-
7.2 Loading conditions and load cases in tion case.
service conditions
7.3 Structure checks
7.2.1 Bottom and side structures
7.3.1 The following checks are to be carried out:
The loads are to be calculated for the most severe loading level of bending stresses and shear stresses, in particular
conditions, with a view to maximising the stresses in the in way of holes and passage of longitudinals
primary supporting members. buckling strength of unstiffened webs
The following loading conditions are generally to be con- continuity of double bottom in the side tanks, for bot-
sidered: tom structure.

Pt D, Ch 1, Sec 5
SECTION 5 RORO CARGO VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, MTS : Total vertical bending moment in sagging con-
[2.1] dition, in kN.m, to be determined according to
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] Pt B, Ch 3, Sec 2, [4]
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] N : Z co-ordinate, in m, of the centre of gravity of
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, the hull transverse section
[2.4]
F : Wheeled force, in kN, defined in Pt B, Ch 3, Sec
4, [3.5].
W : Coefficient taking into account the number of
wheels and wheels per axle considered as act-
l : Span, in m, of ordinary stiffeners or primary ing on the stiffener, defined in Tab 1
supporting members
w : Net section modulus, in cm3, of ordinary stiffen- KS, KT : Coefficients taking into account the number of
ers or primary supporting members axles considered as acting on the stiffener,
Ash : Net web shear sectional area, in cm2 defined in Tab 2.

[2.4] and Pt B, Ch 2, Sec 3, [3.4] 1 General
b, S : Span correction coefficients defined in Pt B, Ch
2, Sec 4, [5.2]
1.1 Application
b, s : Coefficients for pressure distribution correction
defined in Pt B, Ch 2, Sec 4, [5.3] 1.1.1 The type and service notation RoRo cargo vessel is
z : Z co-ordinate, in m, of the calculation point assigned, in accordance with Pt A, Ch 1, Sec 3, [2.1.4], to
IY : Net moment of inertia, in cm4, of the hull trans- vessels intended to carry wheeled vehicles.
verse section around its horizontal neutral axis,
to be calculated according to Pt B, Ch 4, Sec 1 1.1.2 Vessels dealt with in this Section are to comply with
MTH : Total vertical bending moment in hogging con- the requirements stated in Part A, Part B and Part C of the
dition, in kN.m, to be determined according to Rules, as applicable, and with the requirements of this Sec-
Pt B, Ch 3, Sec 2, [4] tion, which are specific to RoRo cargo vessels.
Table 1 : Wheeled loads - Coefficients W
Single wheel Double wheels Triple wheels
Configuration
y y
W 1 2 1 --- 3 2 ---
s s
Note 1:
y : Distance, in m, from the external wheel of a group of wheels to the stiffener under consideration, to be taken equal to the dis-
tance from the external wheel to the centre of the group of wheels.

Pt D, Ch 1, Sec 5
Table 2 : Wheeled loads - Coefficients KS and KT 1.3 Stability

Coefficients Single axle Double axle 1.3.1 Depending on the vessel design and operating condi-
KS 1 if d < 0,58 l tions, proof of sufficient stability according to Pt B, Ch 2,
2 4
173 4d d d
---------- ------- ----2- + ----4-
81 3 l l l
if d 0,58 l
2 3 1.4.1 The following requirements apply for the analysis of
4 4d- d 8d
--- ------ + 3 ----2- --------3- primary supporting members.
3 3l l 3l
Direct calculation is to be carried out in compliance with Pt B,
KT 1 d 3d d
2 3
Ch 5, Sec 1, [5].
2 ------ --------2- + ----3-
2l 2l l
1.4.2 Loading conditions and load cases in service
Note 1: conditions
d : Distance, in m, between two axles (see Fig 1).
The loads are to be calculated for the most severe loading
Figure 1 : Wheeled load on stiffeners - Double axles conditions, with a view to maximising the stresses in the
sidered:
a) Harbour
b) Navigation
l
lightship/vessel at the relevant draught T1.
1.2 Documentation to be submitted 1.4.3 Structure checks

1.2.1 In addition to the documentation required in Pt B, Ch 1,
Sec 3, the following information is to be submitted: level of normal stresses and shear stresses, in particular
a) Plans of ramps, elevators for cargo handling and mov-
able decks, if any, including: buckling strength of unstiffened webs
structural arrangements of ramps, elevators and for double hull vessels, continuity of double bottom in
movable decks with their masses the side tanks.
arrangements of securing and locking devices
connection of ramps, lifting and/or hoisting appli- 2 Vessel arrangements
ances to the hull structures, with indication of
design loads (amplitude and direction) 2.1 Sheathing
wire ropes and hoisting devices in working and
stowed position 2.1.1 Wood sheathing is recommended for caterpillar
trucks and unusual vehicles.
hydraulic jacks
It is recommended that a piece of wood of suitable thick-
loose gear (blocks, shackles, etc.) indicating the safe
ness should be provided under each crutch in order to dis-
working loads and the testing loads
tribute the mass over the plate and the nearest stiffeners.
test conditions
b) Plan of arrangement of motor vehicles, railway cars 2.2 Drainage of cargo spaces, other than
and/or other types of vehicles which are intended to be RoRo spaces, intended for the carriage
carried and indicating securing and load bearing
of motor vehicles with fuel in their tanks
arrangements
for their own propulsion
c) Characteristics of motor vehicles, railways cars and/or
other types of vehicles which are intended to be carried: 2.2.1 Scupper draining
(as applicable) axle load, axle spacing, number of Scuppers from cargo spaces, other than RoRo spaces,
wheels per axle, wheel spacing, size of tyre print intended for the carriage of motor vehicles with fuel in their
d) Plan of dangerous areas, in the case of vessels intended tanks for their own propulsion are not to be led to machin-
for the carriage of motor vehicles with petrol in their ery or other places where sources of ignition may be
tanks. present.

Pt D, Ch 1, Sec 5
2.3 Hull structure 3.2.3 The hull girder normal stresses to be considered for
the yielding check of primary supporting members sub-
2.3.1 Framing jected to wheeled loads and contributing to hull girder
In general, the strength deck and the bottom are to be longi- strength are given in Tab 5.
tudinally framed.
Table 4 : Hull girder normal stresses
Where a transverse framing system is adopted for such
Ordinary stiffeners subjected to wheeled loads
structures, it is to be considered by the Society on a case-
by-case basis.
Condition X1, in N/mm2
3 Hull scantlings 5 M TH
Hogging 10 ---------- (z N )
IY
3.1 General 5 M TS
(z N)
Sagging 10 ---------
IY
3.1.1 The hull scantlings and arrangements are to be in
compliance with Part B, Chapter 5.
Table 5 : Hull girder normal stresses
3.1.2 In addition, scantlings of plating and structural mem- Primary supporting members
bers subjected to wheeled loads are to be in compliance subjected to wheeled loads
with [3.3] to [3.5].
Condition X1, in N/mm2
3.1.3 Tyre print area
Tyre print area AT, in m, is to be defined by the designer. In 5 M TH
zN 10 ---------- (z N )
the case of double or triple wheels, the area is the one cor- IY
responding to the group of wheels. 5 M TS
z<N 10 --------- (z N)
When the tyre print area is not known, it may be taken IY
equal to:
np QA 3.3 Plating
A T = 9, 81 ------------
-
nw p T
3.3.1 The net thickness of plate panels subjected to
where: wheeled loads is to be not less than the value obtained from
QA : Axle load, in t the formula:
nW : Number of wheels for the axle considered
kn p F
pT : Tyre pressure, in kN/m. When the tyre pressure t WL = 0, 8C WL -----------
-

is not indicated by the Designer, it may be taken
as defined in Tab 3. where:
CWL : Coefficient to be taken equal to:
Table 3 : Tyre pressure pT for vehicles
0, 05 l l 0, 5
C WL = 2, 15 ---------------- + 0, 02 4 - 1, 75
0, 25
Tyre pressure pT, in kN/m s s
Vehicle
pneumatic tyres solid rubber tyres
where l/s is to be taken not greater than 3
Private cars 250 NA
A
Vans and fork lift trucks 600 NA = ------T
ls
Trucks and trailers 800 NA
AT : Tyre print area, in m2, defined in
Handling machines 1100 1600 [3.1.3]
Note 1: NA = not applicable. np : Number of wheels on the plate panel, taken
equal to:
3.2 Hull girder normal stresses
1 in case of a single wheel
3.2.1 The hull girder normal stress to be considered for the the number of wheels in a group of wheels,
strength check of plating subjected to wheeled loads is to be in the case of double or triple wheels
determined, using the formula:
: Coefficient taken equal to:
5 max ( M T H ;M T S )
X1 = 10 ---------------------------------------- (z N) for longitudinally framed plating:
IY
5 3
3.2.2 The hull girder normal stresses to be considered for L = 1 1 ,78 10 x1
2
10 x1
the yielding check of ordinary stiffeners subjected to for transversely framed plating:
wheeled loads and contributing to hull girder strength are
given in Tab 4. T = 1 0, 0038 x1

Pt D, Ch 1, Sec 5
3.3.2 For vehicles with the four wheels of the axle located L < 40 m:
on a plate panel as shown in Fig 2, the net thickness of the
plating is to be not less than the greater of the values F 3
w = W K S ---------------------------------------------------------------- l 10
obtained, in mm, from the following formulae: m ( 226 k ) ( 1 0, 18K MZ )
tWL = t1 where:
tWL = t2 [k (1 + 2 + 3 + 4)]0,5 X1 : Hull girder normal stress, in N/mm2, to be deter-
mined according to [3.2.1]
where:
m : Boundary coefficient to be taken equal to 6
t1 : Net thickness obtained, in mm, from [3.3.1] for
np = 2, considering one group of two wheels KMZ : Coefficient defined in Pt B, Ch 5, Sec 6.
located on the plate panel
3.4.2 Net shear sectional area
t2 : Net thickness obtained, in mm, from [3.3.1] for
nP = 1, considering one wheel located on the The net shear sectional area ASh, in cm2, of ordinary stiffen-
plate panel ers subjected to wheeled loads are to be obtained from fol-
lowing formula:
2, 3, 4: Coefficients obtained from the following for-
mula, replacing i by 2, 3 and 4, respectively W KT F
A sh = 20 ----------------
-
(see Fig 2): 226 k
for xi / b < 2:
i = 0,8 (1,2 2,02 i + 1,17 i2 0,23 i3)

3.5 Primary supporting members
for xi / b 2: 3.5.1 Wheeled loads

i = 0 The scantlings of primary supporting members subjected to
wheeled loads are to be determined according to Tab 6
xi : Distance, in m, from the wheel considered to
considering uniform pressures equivalent to the distribution
the reference wheel (see Fig 2) of vertical concentrated forces, when such forces are
b : Dimension, in m, of the plate panel side per- closely located.
pendicular to the axle
For the determination of the equivalent uniform pressures,
x the most unfavorable case, i.e. where the maximum number
i = ----i of axles is located on the same primary supporting member
b
according to Fig 3 to Fig 5, is to be considered.
Figure 2 : Four wheel axle located on a plate panel The equivalent pressure may be determined using the for-
mula:
nV Q
p eq = 10 -------------A- E Q
lS
where:
nV : Maximum number of vehicles possible located
on the primary supporting member
QA : Maximum axle load, in t
EQ : Coefficient defined as:
X1 + X 2
E Q = 3 -----------------
-
S
3.4 Ordinary stiffeners subjected to wheeled
and 1 EQ 3
loads
X1 : Minimum distance, in m, between two consec-
3.4.1 Net section modulus utive axles (see Fig 4 and Fig 5)
The net section modulus w, cm3 of ordinary stiffeners sub- X2 : Minimum distance, in m, between axles of two
jected to wheeled loads are to be obtained from the follow- consecutive vehicles (see Fig 5).
ing formulae:
L 40 m: 3.5.2 For arrangements different from those shown in Fig 3
to Fig 5, the scantlings of primary supporting members are
F 3 to be determined by direct calculation, in compliance with
w = W K S ----------------------------------------- l 10
m ( 226 k X1 ) Pt B, Ch 2, Sec 5.

Pt D, Ch 1, Sec 5
Table 6 : Net scantlings of primary supporting members
Item w (cm3) ASh (cm2)
p 2 3
Transverse primary supporting members w = b ---------------------------- S l 10
m ( 226 k ) p
A sh = 10 S ----------------- S l
p 2 3
226 k
Deck girders w = b ------------------------------------------ S l 10
m ( 226 k X1 )
p 2 3 p
Double bottom girders w = b ------------------------------------------ S l 10 A sh = 10 S ----------------- S l
m ( 200 k X1 ) 200 k
p 2 3 p
Vertical primary supporting members w = b b ---------------------------------------- S l 10 A sh = 10 S S ----------------- S l
m ( 226 k A ) 226 k
Note 1:
p : Design load, in kN/m2
p = pS + p W
pS : Still water pressure, in kN/m2
pS = peq
pW : Inertial pressure, in kN/m2
a Z1
p W = p eq ------------
-
9, 81
where:
aZ1 : Reference value of the vertical acceleration to be determined in compliance with Pt B, Ch 3, Sec 3, [2.3.3]
X1 : Hull girder normal stress, in N/mm2, to be determined according to [3.2.2]
A : Axial stress, to be obtained, in N/mm2, from the following formula:
F
A = 10 ----A-
A
FA : Axial load transmitted to the vertical primary supporting members by the structures above
A : Net sectional area, in cm2, of the vertical primary supporting members with attached plating of width bP
Figure 3 : Wheeled loads - Distribution of vehicles Figure 5 : Wheeled loads

on a primary supporting member Distance between axles of two consecutive vehicles
X1 X2
b 4 Other structures
Figure 4 : Wheeled loads
Distance between two consecutive axles 4.1 Movable decks and inner ramps
4.1.1 The requirements applicable to movable decks and

inner ramps are defined in Pt B, Ch 6, Sec 6, [1].
4.2 External ramps
4.2.1 The requirements applicable to external ramps are

S X1
defined in Pt B, Ch 6, Sec 6, [2].

Pt D, Ch 1, Sec 6
SECTION 6 PASSENGER VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.2 Documentation to be submitted
[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 1.2.1 In addition to the documents required in other parts
of these Rules, the following drawings and documents are
to be submitted where applicable, at least in triplicate for
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] review/ approval:
LWL : Length of waterline, in m, defined in Pt B, Ch 1,
ventilation plan
Sec 2, [2.6]
safety plan (with escape way)
: Displacement, in tons, at draught T
CB : Block coefficient, defined in Pt B, Ch 1, Sec 2, [2] fire divisions
v : Maximum speed of the vessel in relation to the vessel arrangement plan
water, in km/h details of fire protection, detection and extinction
KG : Height, in m, of the centre of gravity above base details of emergency electrical systems
line
details of safety devices and equipment
n : Navigation coefficient defined in Pt B, Ch 3, intact stability calculations
Sec 1, [5.2] damage stability calculations.
z : Z co-ordinate, in m, of the calculation point.
: Superstructure efficiency defined in Pt B, Ch 4, 1.3 Definitions
Sec 1, [3.2].
1.3.1 Day trip vessel
1 General A day trip vessel is a passenger vessel without overnight
passenger cabins.
1.1 Application 1.3.2 Cabin vessel
1.1.1 Vessels complying with the requirements of this Section A cabin vessel is a passenger vessel with overnight passen-
are eligible for the assignment of the type and service notation ger cabins.
Passenger vessel, as defined in Pt A, Ch 1, Sec 3, [4.1.1].
1.3.3 Margin line
1.1.2 Vessels dealt with in this Section are to comply with Margin line is an imaginary line drawn on the side plating
the requirements stated under Part A, Part B and Part C of not less than 10 cm below the bulkhead deck and not less
the Rules, as applicable, and with the requirements of this than 10 cm below the lowest non watertight point of the
Section, which are specific to passenger vessels. vessel side. If there is no bulkhead deck, a line drawn not
less than 10 cm below the lowest line up to which the outer
1.1.3 Various requirements of this Section are to be applied
plating is watertight shall be used.
for safety of passengers and crew according to Tab 1.
Where available, statutory Rules (dealing with safety) in the 1.3.4 Non-combustible material
operating area of the vessel (e.g. European directive) are to Definition of a non-combustible material is given in Pt C,
take precedence over these requirements. Ch 3, Sec 1, [2.12].
Table 1 : Requirements applicable
1.3.5 A-class divisions
for safety of passengers and crew
A-class divisions are defined in Pt C, Ch 3, Sec 1, [2.2]
Applicable
Item
requirements 1.3.6 B-class divisions
Vessel arrangement [2] B-class divisions are defined in Pt C, Ch 3, Sec 1, [2.3].
Fire protection, detection and extinction [3]
1.3.7 Main fire zones
Machinery and systems [4]
Main fire zones are those sections into which the hull,
Electrical installations [5]
superstructures and deckhouses are divided by divisions of
Safety devices and equipment [6] adequate fire integrity, the mean length and width of which
Buoyancy and stability [9] on any deck does not, in general, exceed 40 m.

Pt D, Ch 1, Sec 6
1.3.8 Safe area Bulkhead doors without remote control are permitted only
Safe area is the area which is externally bounded by a verti- outside the passenger area. They are to be kept closed and
cal surface running at a distance of BWL/5 parallel to the may only be briefly opened to allow passageway.
course of the hull in the line of maximum draught. Bulkhead doors and their systems must be situated within
the safe area defined in [1.3.8].
2 Vessel arrangement
3 Fire protection, detection and
2.1 Watertight subdivision
extinction
2.1.1 In addition to the bulkheads called for in Pt B, Ch 2,
Sec 1, [1], the vessel is to be subdivided by further water- 3.1 General
tight transverse bulkheads in such a way that the require-
ments of Article [9] are met. All these bulkheads are to be
3.1.1 The requirements of this Article apply in addition to
extended upwards to the bulkhead deck.
general requirements for fire protection, detection and
The stepping of bulkheads is permitted only if this is located extinction developed in Part C, Chapter 3.
outside the penetration depths stated in [9.3.5].
3.1.2 Passenger vessels assigned additional class notation
2.1.2 The first compartment aft of the collision bulkhead
Fire are to comply also with the additional rule require-
may be shorter than the length of damage stated in [9.3.5] if
ments of Ch 2, Sec 7.
the total length of the two foremost compartments measured
in the plane of maximum draught is not less than this value.
3.2 Fire prevention
2.1.3 Passenger spaces are to be separated by gastight bulk-
heads from machinery and boiler spaces.
3.2.1 Sounding pipes
2.2 Openings in watertight bulkheads Sounding pipes of fuel tanks may not terminate in accom-
modation or passenger spaces.
2.2.1 The number of openings in watertight bulkheads shall
be as small as is compatible with the construction and 3.3 Fire detection and alarm
proper operation of the vessel.
2.2.2 Open piping systems and ventilation ducts are to be 3.3.1 All day rooms normally accessible to passengers and
routed in such a way that no further flooding can take place crew as well as galleys and machinery spaces are to be
in any considered damaged condition. monitored by a type tested, automatic fire detection and
alarm system.
Pipelines running within the safe area (see [1.3.8] for defini-
tion) and more than 0,5 m above the base line are to be
3.3.2 Detectors are to be grouped into separate sections,
regarded as undamaged.
each of which shall not comprise more than one main fire
Bulkhead openings below the margin line are to be made zone or one watertight division and not more than two ver-
watertight. tically adjacent decks.
If the fire detection system is designed for remote and indi-

2.3 Bulkhead doors vidual identification of detectors, several decks in one main
fire zone respectively one watertight division may be moni-
2.3.1 Bulkhead doors are not permitted in the bulkheads tored by the same detector loop. The detector loop shall be
between passenger and machinery spaces. so arranged, that in the event of a damage (wire break, short
circuit, etc.) only a part of the loop becomes faulty.
2.3.2 Bulkhead doors which are normally in the OPEN
position must be locally operable from both sides of the Smoke detectors shall be used in passage ways, stairways
bulkhead, must be capable of being closed from an accessi- and escape routes. Heat detectors shall be used in cabins in
ble location above the bulkhead deck and must meet the the accommodation area. Flame detectors shall only be
following conditions: used in addition to the other detectors.
the closing time is not to be less than 30 s nor more than
60 s 3.3.3 The blowout of a fire and the area concerned are to
be signalled automatically to a permanently manned sta-
at the remote control position, indicator lights are to be
tion.
mounted showing whether the door is open or closed
during the closing operation, a local audible alarm is to 3.3.4 Requirements [3.3.2] and [3.3.3] are deemed to be
sound automatically met in the case of spaces protected by an automatic pres-
the door drive and signalling systems are also to be able sure water-spraying system designed in accordance with Pt
to operate independently of the vessel mains. C, Ch 3, Sec 4, [3].

Pt D, Ch 1, Sec 6
3.3.5 Manually operated call points are to be provided in The vertical divisions shall be smoke-tight under normal
addition to the automatic system: operating conditions and shall be continuous from deck to
deck.
in passageways, enclosed stairways and at lifts
The doors shall be of self-closing type or shall be capable of
in saloons, day rooms and dining rooms remote release from the bridge and individually from both
sides of the door. Status of each fire door (open/ closed posi-
in machinery spaces, galleys and spaces with a similar
tion) shall be indicated on the bridge.
fire hazard.
3.5.2 Galleys and control stations shall be separated from
The manually operated call points shall be spaced not more adjacent spaces by class A divisions. Machinery spaces are
than 10 m apart, however at least one call point shall be to be separated from accommodation areas by class A divi-
available in every watertight compartment. sions. Doors fitted therein shall have the same fire resis-
tance and shall be self-closing and reasonable gastight.
3.3.6 The alarm set off by a manual call point shall be
transmitted only to the rooms of the vessel's officers and 3.5.3 Hollows above ceilings, beneath floors and behind
crew and must be capable of being cancelled by the ves- wall claddings shall be separated at intervals of not more
sel's officers. Manual call points are to be safeguarded than 14 m by non-combustible draught stops which, even
against unintended operation. in the event of fire, provide an effective fireproof seal.
3.4 Control of smoke spread 3.6 Fire fighting

3.6.1 General water fire extinguishing system
3.4.1 Control stations, stairways and internal assembly sta-
Passenger vessels over 40 m LWL and passenger vessels with
tions shall be provided with a natural or a mechanical
cabins for passengers over 25 m LWL are, in addition to
smoke extraction system.
applicable requirements of Pt C, Ch 3, Sec 4, subject to the
Smoke extraction systems shall comply with [3.4.2] to following requirements:
[3.4.8] a) It must be possible to project at least two jets of water
simultaneously on any part of the vessel from two differ-
3.4.2 They shall provide sufficient capacity and reliability. ent hydrants using for each a single length of hose not
more than 20 m long. The length of throw must be at
3.4.3 They shall consider the operating conditions of pas- least 12 m with a nozzle diameter of 12 mm.
senger vessels.
b) The minimum capacity of the fire pump is to be
20 m3/h.
3.4.4 When the normal ventilation system is used for this
purpose, it shall be designed that its function will not be c) If the fire pump is located in the engine room, a second
impaired by smoke. power-driven fire pump must be provided outside the
engine room. The pump drive must be independent of
the engine room, and the pump capacity must conform
3.4.5 They shall be provided with manual actuation.
to the preceding items a) and b).
3.4.6 It shall be possible to operate mechanical smoke Connections in the piping system with the engine room
extraction systems from a position permanently occupied must be capable of being shut off from outside at the
by crew. point of entry into the engine room.
A portable pump may be accepted, provided that a per-
3.4.7 Natural smoke extraction systems shall be provided manently installed pump is available in the engine room.
with an opening mechanism, operated either manually or d) Two fire hoses with dual-purpose nozzles are to be
by a power source inside the ventilator. located in hose boxes in both fore ship and aft ship. Fur-
ther fire hoses may be required depending on the size
3.4.8 Manually operated actuators and opening mecha- and structural features of the vessel.
nism shall be accessible from inside and outside of the pro-
tected space. 3.6.2 Portable fire extinguishers
a) One additional fire extinguisher is to be provided for:
3.5 Fire containment each unit of 120 m2, or part thereof, of the gross
floor area in passenger areas
3.5.1 The following passenger areas shall be divided by each group of 10 cabins, or part thereof.
vertical divisions complying with [3.7]: b) Galleys and shops shall, depending on their size and
contents, be provided with additional fire extinguishers.
a) passenger areas with a total surface area of more than
800 m2 c) These additional fire extinguishers are to be installed
and distributed on the vessel so that, in the event of fire
b) passenger areas in which there are cabins, at intervals of starting at any point and at any time, a fire extinguisher
not more than 40 m. can be reached immediately.

Pt D, Ch 1, Sec 6
3.6.3 Fixed gas fire extinguishing systems Where their section exceeds 0,02 m2, fire dampers are to be
so designed that they can be operated locally from both
Machinery spaces containing internal combustion engines,
sides of the division.
pump rooms and oil fired boilers shall be provided with a
fixed gas fire extinguishing system in compliance with Pt C, Note 1: Reference is made to the Fire Test Procedure Code, Annex
Ch 3, Sec 4, [4]. 1, Part 5, adopted by IMO by Resolution MSC.61(67).
Where installed, automatic pressure water spraying systems

for the passenger area must be ready for operation at all 3.8 Escape
times when passengers are on board. No additional mea-
sures on the part of the crew must be needed to actuate the
3.8.1 Means of escape
system.
The number and width of the exits of passenger rooms shall
comply with the following requirements:
3.7 Structural integrity
a) Rooms or group of rooms designed or arranged for 30 or
3.7.1 General more passengers or including berths for 12 or more pas-
sengers shall have at least two exits. On board of day
All insulation materials, bulkheads, linings, ceilings and
trip vessels rooms and groups of rooms that have only
draught stops shall be of at least approved non-combustible
one exit, shall have at least one emergency exit.
material.
Primary deck coverings and surface materials shall be of an b) If rooms are located below the bulkhead deck, one of
approved type. the exits can be a watertight bulkhead door leading into
an adjacent compartment from which the upper deck
can be reached directly. The other exit shall lead
3.7.2 Integrity of bulkheads and decks
directly or, if permitted in accordance with (a), as an
Bulkheads shall be of: emergency exit into the open air, or to the bulkhead
deck. This requirement does not apply to individual
approved type B-0, between cabins cabins.
approved type B-15, to corridors.
c) Exits according to (a) and (b) shall be suitably arranged
and shall have a clear width of at least 0,80 m and also
Where a sprinkler system is fitted, the corridor bulkheads
a clear height of at least 2,00 m. For doors of passenger
may be reduced to approved type B-0.
cabins and other small rooms, the clear width can be
Corridor bulkheads shall extend from deck to deck unless a reduced to 0,70 m.
continuous B-class ceiling is fitted on both sides of the bulk-
head in which case the corridor bulkhead may terminate at d) In the case of rooms or groups of rooms intended for
the continuous ceiling. more than 80 passengers, the sum of the widths of all
exits intended for passengers and which shall be used
All stairways are to be of steel frame or other non-combusti- by them in an emergency shall be at least 0,01 m per
ble construction. passenger.
Stairways connecting more than two decks are to be e) If the total width of the exits is determined by the num-
enclosed by at least class B bulkheads. Stairways connect- ber of passengers, the width of each exit shall be at least
ing only two decks need to be protected at least at one deck 0,005 m per passenger.
level by class B bulkheads. Doors shall have the same fire
resistance as the bulkheads in which they are fitted. f) Emergency exits shall have a shortest side at least
0,60 m long or a minimum diameter of 0,70 m. They
Where class A and B divisions are penetrated for the pas- shall open in the direction of escape and be marked on
sage of cables, pipes, trunks, ducts etc. or for the fitting of both sides.
ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ensure that the fire resis- 3.8.2 Doors of passenger rooms
tance is not impaired.
Doors of passenger rooms shall comply with the following
3.7.3 Ventilation system requirements:
All parts of the system shall be made of non-combustible a) with the exception of doors leading to connecting corri-
material, except that short ducts applied at the end of the dors, they shall be capable of being opened outwards or
ventilation device may be made of a material which has be constructed as sliding doors
low-flame spread characteristics (see [3.7.3], Note 1).
b) cabin doors shall be made in such a way that they can
Ventilation ducts are to be subdivided by approved fire also be unlocked from the outside at any time
dampers analogously to the requirements of [3.5.1]. Pene-
trations through stairway boundaries are also to be provided c) powered doors shall open easily in the event of failure
with approved fire dampers. of the power supply to this mechanism.

Pt D, Ch 1, Sec 6
3.8.3 Stairs 4.2 Bilge system

Stairs and their landings in the passenger areas shall comply
with the following requirements: 4.2.1 General
a) they shall be constructed in accordance with recognized Each watertight compartment shall be fitted with a bilge
standards (EN 13056:2000 or equivalent standards) level alarm.
b) they shall have a clear width of at least 0,80 m or, if they 4.2.2 Number and capacity of bilge pumps
lead to connecting corridors or areas used by more than
A bilge pumping system with permanently installed pipe
80 passengers, at least 0,01 m per passenger
work shall be available.
c) they shall have a clear width of at least 1,00 m if they
The number and capacity of bilge pumps are to be in com-
provide the only means of access to a room intended for
pliance with Pt C, Ch 1, Sec 10, [6.7].
passengers
d) where there is not at least one staircase on each side of the Further bilge pumps may be required according to size and
vessel in the same room, they shall lie in the safe area. propulsion power.
3.8.4 Escape routes 5 Electrical installations

Escape routes shall comply with the following require-
ments:
5.1 General
a) Stairways, exits and emergency exits shall be so dis-
posed that, in the event of a fire in any given area, the 5.1.1 Application
other areas may be evacuated safely. Cabin vessels and day trip vessels (LWL 25 m) are required
b) The escape routes shall lead by the shortest route to to comply with this Article in addition to the requirements
muster areas. stated in Part C, Chapter 2.
c) Escape routes shall not lead through engine rooms or Relaxations of these requirements may be allowed for fer-
galleys. This requirement item does not apply to vessels ries and day trip vessels, at the Societys discretion.
with LWL not exceeding 25 m, as long as a second
escape route is available. 5.2 Generator plant
d) There shall be no rungs, ladders or the like installed at
any point along the escape routes. 5.2.1 At least two separate independent main generator
e) Doors to escape routes shall be constructed in such a way plants are to be provided for the supply to the electrical
as not to reduce the minimum width of the escape route. equipment. The prime mover system and the generator out-
put shall be such that, if any generator set fails or is taken
f) Escape routes and emergency exits shall be clearly signed. out of service, the remaining capacity is sufficient to meet
The signs shall be lit by the emergency lighting system. the requirements of running service and manoeuvring.
3.8.5 Escape routes and emergency exits shall be provided
with a suitable safety guidance system. 5.3 Emergency power supply
3.8.6 Bulwark and railing 5.3.1 General

Parts of the deck intended for passengers, and which are not An emergency source of electrical power independent of
enclosed, shall comply with the following requirements: the main power supply is to be provided which is capable
a) they shall be surrounded by a fixed bulwark or guard of feeding the electrical systems and consumers essential to
rail in compliance with Pt B, Ch 7, Sec 2 the safety of passengers and crew. The feeding time
depends on the purpose of the vessel and should be agreed
b) openings and equipment for embarking or disembarking
with the national Authority, but shall not be less than half an
and also openings for loading or unloading shall be
hour. The power supply to the following systems is espe-
such that they can be secured.
cially relevant to the safety of passengers and crew:
a) navigation and signalling lights
4 Machinery and systems
b) sound devices such as tyfon
4.1 Propulsion system c) emergency lighting
d) radio installations
4.1.1 In addition to the main propulsion system, vessels with
LWL exceeding 25 m shall be equipped with a second inde- e) alarm systems for vessel safety
pendent propulsion system so as to ensure that, in the event of f) public address system (general alarm)
a breakdown affecting the main propulsion system, the vessel
can continue to make steerageway under its own power. g) telecommunication systems essential to safety and the
operation of the vessel
4.1.2 The second independent propulsion system shall be h) emergency searchlights
placed in a separate engine room. If both engine rooms
have common partitions, they shall comply with class divi- i) fire detection system
sion A-60. j) sprinkler systems and other safety installations.

Pt D, Ch 1, Sec 6
5.3.2 Emergency source of electrical power The emergency lighting system shall be cut in automati-
The following are admissible for use as an emergency cally following a failure of the main power supply. Local
power source: switches are to be provided only where it may be neces-
sary to switch off the emergency lighting (e.g. in the
a) auxiliary generator sets with their own independent fuel wheelhouse).
supply and independent cooling system which, in the
Emergency lights must be marked as such for ease of
event of a power failure, turn on and take over the sup-
identification.
ply of power within 30 seconds automatically or, if they
are located in the immediate vicinity of the wheelhouse b) Extent
or any other location permanently manned by crew Adequate emergency lighting must be provided in the
members, can be turned on manually, or following areas:
b) storage batteries, which, in the event of a power failure, positions at which collective life-saving appliances are
turn on automatically or, if they are located in the stored and at which they are normally prepared for use
immediate vicinity of the wheelhouse or any other loca- escapes, exits, connecting passageways, lifts and
tion permanently manned by crew members, can be stairways in the accommodation area
turned on manually. They shall be capable of powering marking indicating escapes and exits
the above mentioned power consumers throughout the machinery spaces and their exits
prescribed period without recharging and without an
wheelhouse
unacceptable voltage reduction.
space of the emergency power source
5.3.3 Installation locations of fire extinguishers and fire pumps
Emergency generator sets, emergency storage batteries and rooms in which passengers and crew assemble in an
the relevant switchgear are to be installed outside the emergency.
machinery space, the machinery casings and the main gen- c) If a vessel is divided into main fire zones, at least two cir-
erator room. They are to be separated from these spaces by cuits are to be provided for the lighting of each main fire
fire retardant and watertight bulkheads so that the emer- zone, and each of these must have its own power supply
gency power supply will not be impaired in the event of a line. One circuit shall be supplied from the emergency
fire or other accident in the machinery space. power source. The supply lines are to be so located that,
The emergency power supply must remain fully serviceable in the event of a fire in one main fire zone, the lighting in
with a permanent list of 22,5 and/or a trim of 10. the other zones is as far as practicable maintained.
Facilities are to be provided for the periodical operational 5.4.3 Final subcircuits
testing of all items of equipment serving the emergency In the important spaces mentioned below the lighting shall
power supply system including especially the automatic be supplied by at least two different circuits:
switchgear and starting equipment. Such tests must be pos-
passageways
sible without interference with other aspects of the vessel
operation. stairways leading to the boat deck, and public spaces
and day rooms for passengers and crew
large galleys.
5.4 Lighting systems
The lamps are to be so arranged that adequate lighting is
5.4.1 Construction and extent of the main lighting maintained even if one of the circuits fails.
system
There is to be a main lighting system supplied by the main
source of electrical power and illuminating all parts of the
6 Safety devices and equipment
vessel normally accessible to the passengers and crew. This
system is to be installed in accordance with Pt C, Ch 2, Sec 6.1 General
10.
6.1.1 Application
5.4.2 Construction and extent of the emergency The requirements of this Article apply to cabin vessels and
lighting system day trip vessels with length LWL exceeding 25 m.
a) Construction Relaxations of these requirements may be allowed for fer-
ries and day trip vessels, at the Societys discretion.
An emergency lighting system is to be installed, the
extent of which shall conform to item b).
6.2 Alarm and communication systems
The power supply and the duration of the supply shall
conform to [5.3]. 6.2.1 Passenger alarm system
As far as practicable the emergency lighting system shall Passenger vessels with cabins must be equipped with a pas-
be installed in a manner, that it will not be rendered senger alarm system. This must be capable of being actu-
unserviceable by a fire or other incident in rooms in ated from the wheelhouse and a permanently manned
which the main source of electrical power, any associ- station. The alarm must be clearly perceptible in all rooms
ated transformers, the main switchboard and the main accessible to passengers. The alarm actuator has to be safe-
lighting distribution panel are installed. guarded against unintended operation.

Pt D, Ch 1, Sec 6
6.2.2 Crew alarm system 7.2 Pressure on sides and bulkheads of

Passenger vessels with cabins must be equipped with a superstructures and deckhouses
crew alarm system in each cabin, in alleyways, lifts and
stairwells, such that the distance to the next actuator is not 7.2.1 The lateral pressure to be used for the determination
more than 10 m, but at least one actuator every watertight of scantlings of structure of sides and bulkheads of super-
compartment; in crew mess rooms, engine rooms, kitchens structures and deckhouses is to be obtained, in kN/m2, from
and similar fire hazard rooms. the following formula:
p = 2 + pWD
6.2.3 Engineers alarm
where, pWD is the specific wind pressure, in kN/m2, defined
An engineer's alarm is to be provided enabling the machin- in Tab 3.
ery personnel to be summoned in their quarters from the
engine room should this be rendered necessary by the 7.3 Pressure on decks
arrangement of the machinery space in relation to the engi-
neers' accommodation. 7.3.1 The pressure due to loads carried on decks is to be
defined by the designer and, in general, may not be taken
6.3 Intercommunications less than the values given in Tab 2.
Table 2 : Pressure on decks

6.3.1 Intercommunications from the bridge
Where no direct means of communication exist between Item p, in kN/m2
the bridge and the: Weather deck 3,75 (n + 0,8)
crew's day rooms Exposed deck of superstructure or deckhouse:
service spaces first tier (non public) 2,0
engine room (control platform) upper tiers (non public) 1,5
foreship and aftship, public 4,0

Accommodation compartments:
a suitable intercommunications system is to be provided.
large spaces, such as: 4,0
The general telephone system can be approved for this pur- restaurants, halls, cinemas, lounges,
pose provided it is guaranteed that the bridge/engine link kitchen, service spaces, games and
always has priority and that existing calls on this line hobbies rooms, hospitals
between other parties can be interrupted. cabins 3,0
Where a telephone system is used, the engineer's alarm other compartments 2,5
may be dispensed with provided that two-way communica-
tion is possible between the machinery space and the engi- Table 3 : Specific wind pressure pWD
neers' accommodation.
Range of navigation pWD, in kN/m2
6.3.2 Public address systems IN(1,2 x 2) 0,3 n0,5
Vessels with a length LWL greater than or equal to 40 m and
IN(0), IN(0,6) 0,25
vessels intended for more than 75 passengers must be
equipped with loudspeakers capable of reaching all the
7.4 Loads due to list and wind action
passengers.
7.4.1 General
6.4 Fire door and watertight door closure The loads inducing the racking in vessel superstructures
indicators above deck 1 (see Fig 1) are as follows:
structural horizontal load PS
6.4.1 The door release panel on the bridge or in the perma- non structural horizontal load PC
nently manned safety station shall be equipped with indica-
tors signalling the closure and the opening of fire doors or wind load PW.
watertight doors.
7.4.2 Definitions
The following parameters are used for the determination of
7 Design loads loads inducing racking:
: Angle of list up to which no non-watertight
7.1 Pressure on bottom and sides opening to a non-flooded compartment reaches
the water level, to be derived from damage sta-
7.1.1 The design lateral pressure at any point of the hull bility calculation.
bottom and sides is to be determined in compliance with Pt Where this value is not known, is to be taken
B, Ch 3, Sec 4, [2], taking into account adequate load case. equal to 12

Pt D, Ch 1, Sec 6
pWD : Specific wind pressure, in kN/m2, defined in Tab 3 7.5.2 Definitions

hi : Height, in m, of tier i of superstructure (see Fig 1) The following parameters are used for the determination of
bi : Width, in m, of tier i of superstructure. inertial loads inducing racking:
hi : Height, in m, of tier i of superstructure (see Fig 1)
Figure 1 : Height and location of tier i bi : Width, in m, of tier i of superstructure
zi : Height, in m, of deck i above base line (see Fig 1)
zG : Height, in m, of rolling centre above base line.
zG may be considered as the vertical centre of
gravity when no information is available
TR : Motion period, in s:
deck i 0, 77B
tier i T R = -----------------
zi GM
hi
GM : Distance, in m, from the vessel centre of gravity
to the transverse metacentre, for the loading
considered; when GM is not known, its value
may be determined using the following formula:
deck 1
GM = 0,07 B
z1
aR : Motion acceleration, in m/s2:
40 ( z i z G )
a R = -------------------------------
2
-
T R
7.4.3 Structural horizontal load : Angle of list, in radian, defined in [7.4.2].
The structural horizontal load, in kN, between successive
gantries or transverse bulkheads, acting on deck i is given 7.5.3 Structural horizontal inertial load
by the formula: The structural horizontal inertial load, in kN, between suc-
PSi = 9,81 mSi sin cessive gantries or transverse bulkheads, acting on deck i is
given by the formula:
where:
mSi : Structural mass, in t, of tier i of superstructure, PSRi = mSi aR
between successive gantries or bulkheads. where:
The following indicated value may be adopted: mSi : Structural mass, in t, defined in [7.4.3].
mSi = 0,08 S hi bi
7.5.4 Non structural horizontal inertial load
7.4.4 Non structural horizontal load The non structural horizontal inertial load, in kN, between
The non structural horizontal load, in kN, between succes- successive gantries or transverse bulkheads, acting on deck
sive gantries or transverse bulkheads, acting on deck i is i is given by the formula:
given by the formula: p i Sb i a R
P CRi = ------------------
-
PCi = pi S bi sin 9, 81
where: where:
pi : Design pressure on deck i, in kN/m2, defined in pi : Design pressure on deck i, in kN/m2, defined in
Tab 2. Tab 2.
See also Pt B, Ch 3, Sec 4, [3.5.4].
7.4.5 Wind load
The wind load, in kN, between successive gantries or trans-
7.6 Loads induced by collision
verse bulkheads, acting on deck i is given by the formula:
PW = pWD S (hi + hi+1) / 2 7.6.1 In the case of sensitive superstructures, the Society
may require the structure to be checked against collision
7.5 Inertial loads induced loads.The values of the longitudinal and transverse
accelerations, in m/s2, are to be taken not less than:
7.5.1 General longitudinal acceleration: a = 3,0 m/s2
The following inertial loads inducing racking in vessel
transverse acceleration: a = 1,5 m/s2
superstructures above deck 1 (see Fig 1) are to be taken into
account:
7.7 Hull girder loads
structural horizontal load, PSR, induced by roll accelera-
tion 7.7.1 The design bending moments in hogging and sagging
non structural horizontal load, PCR, induced by roll conditions and the vertical design shear force are to be
acceleration. determined according to Part B, Chapter 4.

Pt D, Ch 1, Sec 6
8 Scantlings 8.4 Racking analysis
8.4.1 General
8.1 General
The racking analysis is performed for checking strength of
8.1.1 The hull scantlings are to be as specified in Part B, structure against lateral horizontal loads due to list and
Chapter 5. wind action defined in [7.4] and, eventually, to inertial
loads induced by vessel motion.
A thicker sheerstrake may be waived if an efficient fender is
fitted in way of the main deck.
8.4.2 Analysis methodology
The following methodology is to be followed for checking
the strength of structure above the lowest deck (so called
deck 1 in Fig 1):
8.2.1 Hull girder section modulus
The hull girder section modulus to be used for the scantling a) Calculation of transverse forces
of hull and contributing superstructures / deckhouses, is to determination of structural horizontal load on each
be determined in compliance with Pt B, Ch 4, Sec 1, taking deck, above deck 1, according to [7.4.3] and, even-
into account the strength deck or the contributing deck up tually, [7.5.3]
to which the considered superstructure/deckhouse extends.
determination of non structural horizontal load on
8.2.2 Primary supporting members each deck, above deck 1, according to [7.4.4] and,
eventually, [7.5.4]
The design pressure of bottom primary supporting members
is to be determined using = 1 for the draught coefficient. determination of wind load on each deck above
deck 1 according to [7.4.5]
8.2.3 Catamarans
b) Distribution of transverse forces
Scantlings of primary structural members contributing to the
transverse bending strength and torsional strength are to be distribution of these loads on vertical structural
supported by direct calculations carried out according to Pt members efficiently acting against racking
B, Ch 5, Sec 1, [5].
c) Analysis of transverse structures.
Special attention is to be paid to the staggering of resistant
members in the two hulls. 8.4.3 Checking criteria
A method for the determination of scantlings of deck beams It is to be checked that the normal stress , the shear stress
connecting the hulls of a catamaran subject to torsional and the equivalent stress VM are in compliance with the
moment is given in Pt B, Ch 5, App 3. following formulae:
Any other agreed method of calculation may be accepted
0, 98R eH
by the Society. ----------------------
R
0, 49R eH
----------------------
8.3 Superstructures and deckhouses R
0, 98R eH
---------------------- VM
8.3.1 The arrangement and scantlings of superstructures R
and deckhouses are to be in compliance with Pt B, Ch 6,
Sec 4. where:
Contributing superstructures and deckhouses are also to be ReH : Minimum yield stress, in N/mm2, of the material
in compliance with applicable requirements of Part B,
Chapter 5. R : Partial safety factor covering uncertainties
regarding resistance, to be taken equal to 1,20.
8.3.2 Transverse strength
The existing constructive dispositions must ensure an effec- 8.5 Scantling of window stiles
tive transverse strength of the superstructures and deck-
houses notably the end bulkheads, the partial or complete 8.5.1 General
intermediate bulkheads and the greatest possible number of
continuous and complete gantries. The geometric characteristics of the hull girder to be used
for the scantling of window stiles are to be determined in
Scantlings of primary structural members contributing to the compliance with Pt B, Ch 4, Sec 1, assuming that the hull
transverse strength of superstructures are to be supported by girder extends up to the uppermost contributing superstruc-
direct calculation, according to guidance defined in [8.4]. ture/deckhouse deck.

Pt D, Ch 1, Sec 6
8.5.2 Forces in the window stile For all standard load conditions, the ballast tanks shall be
considered as either empty or full in accordance with nor-
a) Local shear force, in kN:
mal operational conditions.

F = ---------- t l As a precondition for changing the ballast whilst under way,
2
the requirement of [9.2.3], item d), shall be proven for the
b) Maximum local bending moment, in kN.m: following load condition:
Fh 100% passengers, 50% fuel and fresh water, 50% waste
M B = ----------
2 water, all other liquid (including ballast) tanks are con-
sidered filled to 50%.
where:
: Shear stress, in N/mm2, in way of the window 9.2.3 Intact stability criteria
t : Mean net thickness of the hull girder web, in The proof of adequate intact stability by means of a calcula-
mm, in way of the window tion shall be produced using the following intact stability
criteria, for the standard load conditions mentioned in
h : Window height, in m [9.2.2], items a) to d):
l : Distance, in m, between centres of two succes- a) The maximum righting lever arm hmax shall occur at a
sive windows.
list angle of max (mom + 3) and must not be less than
0,20 m. However, in case f < max the righting lever
8.5.3 Checking criteria
arm at the downflooding angle f must not be less than
It is to be checked that the stresses in the window stile are in 0,20 m.
compliance with [8.4.3].
b) The downflooding angle f must not be less than
mom + 3.
9 Buoyancy and stability
c) The area A under the curve of the righting lever arm
shall, depending on the position of f and max , reach at
9.1 General least the values given in Tab 4, where:
9.1.1 General requirements of Pt B, Ch 2, Sec 2 are to be : List angle

complied with. f : List angle, at which openings in the hull, in
the superstructure or deck houses which
9.2 Intact stability cannot be closed so as to be weathertight,
submerge
9.2.1 General max : List angle at which the maximum righting
Proof of appropriate intact stability of the vessel shall be fur- lever arm occurs
nished. All calculations shall be carried out free to trim and mom : Maximum list angle defined under item e)
sinkage.
A : Area beneath the curve of the righting lever
The lightship data taken into account for the stability calcu- arms.
lation shall be determined by means of an inclining test.
d) The metacentric height at the start, GM0, corrected by
9.2.2 Standard load conditions the effect of the free surfaces in liquid tanks, shall not be
less than 0,15 m.
The intact stability shall be proven for the following stan-
dard load conditions: e) In each of the following two cases, the list angle mom
shall not be in excess of the value of 12:
a) at the start of the voyage:
in application of the heeling moment due to persons
100% passengers, 98% fuel and fresh water, 10% waste
and wind according to [9.2.4] and [9.2.5]
water
in application of the heeling moment due to persons
b) during the voyage:
and turning according to [9.2.4] and [9.2.6].
f) For a heeling moment resulting from moments due to
water
persons, wind and turning according to [9.2.4], [9.2.5]
c) at the end of the voyage: and [9.2.6], the residual freeboard shall be not less than
200 mm.
water g) For vessels with windows or other openings in the hull
located below the bulkhead decks and not closed
d) unladen vessel:
watertight, the residual safety clearance shall be at least
no passengers, 10% fuel and fresh water, no waste 100 mm on the application of the heeling moments
water. resulting from item f).

Pt D, Ch 1, Sec 6
Table 4 : Values of area A under the curve of righting lever arm
Case A, in m.rad
1 max 15 or f 15 0,05 up to MIN(max , f)
2 15 < max < 30 max f 0,035 + 0,001 (30 max) up to angle max
3 15 < f < 30 max > f 0,035 + 0,001 (30 f) up to angle f
4 max 30 and f 30 0,035 to angle = 30
9.2.4 Moment due to crowding of persons 9.2.5 Moment due to lateral wind pressure
The heeling moment MP, in kN.m, due to one-sided accu- The moment MW, in kN.m, due to lateral wind pressure is to
mulation of persons is to be calculated according to the fol- be determined by the following formula:
lowing formula:
MW = pWD AW (lW + T / 2)
M P = 9, 81Py = 9, 81 P yi i
where:
where:
P : Total weight of persons on board, in t, calcu- pWD : Specific wind pressure, in kN/m2, defined in Tab 3
lated by adding up the maximum permitted AW : Lateral area above water, in m2
number of passengers and the maximum num-
ber of shipboard personnel and crew under nor- lW : Distance, in m, of the centre of gravity of area
mal operating conditions, assuming an average AW, from the draught mark.
weight per person of 0,075 t
y : Lateral distance, in m, of center of gravity of 9.2.6 Turning circle moment
total weight of persons P from center line The moment Mdr , in kN.m, due to centrifugal force caused
Pi : Weight of persons accumulated on area Ai, in t: by the turning circle, is to be determined by the following
Pi = 0,075 ni Ai formula:
where: 2
0, 0347C B v
Ai : Area, in m2, occupied by persons - KG T
M dr = ----------------------------------- ---
L WL 2
ni : Number of persons per square meter
for free deck areas and deck areas If not known, the block coefficient CB is to be taken as 1,0.
with movable furniture: ni = 3,75
For passenger vessels with special propulsion systems (rud-
for deck areas with fixed seating fur- der-propeller, water-jet, cycloidal-propeller and bow-
niture such as benches, ni shall be thruster), Mdr shall be derived from full-scale or model tests
calculated by assuming an area of or else from corresponding calculations.
0,50 m in width and 0,75 m in seat
depth per person
yi : Lateral distance, in m, of geometrical center of 9.3 Damage stability
area Ai from center line.
9.3.1 Proof of appropriate damage stability of the vessel
The calculation shall be carried out for an accumulation of
shall be furnished by means of a calculation based on the
persons both to starboard and to port.
method of lost buoyancy. All calculations shall be carried
The distribution of persons shall correspond to the most out free to trim and sinkage.
unfavorable one from the point of view of stability. Cabins
shall be assumed unoccupied for the calculation of the per- Relaxations of these requirements may be allowed for fer-
son moment. ries and day trip vessels, at the Societys discretion.
For calculation of the loading cases, the centre of gravity of
9.3.2 Buoyancy of the vessel in the event of flooding shall
a person should be taken as 1 m above the lowest point of
be proven for the standard load conditions specified in
the deck at 1/2 LWL, ignoring any deck curvature and assum-
[9.2.2]. Accordingly, mathematical proof of sufficient stabil-
ing a weight of 0,075 t per person.
ity shall be determined for the three intermediate stages of
A detailed calculation of deck areas which are occupied by flooding (25%, 50% and 75% of flood build-up) and for the
persons may be dispensed with if the following values are final stage of flooding.
used:
y=B/2 9.3.3 Passenger vessels shall comply with the one-compart-
P = 1,1 nmax 0,075 for day trip vessels ment status and the two-compartment status.
P = 1,5 nmax 0,075 for cabin vessels
9.3.4 However, passenger vessels not exceeding 45 m in
where: length and authorized to carry up to a maximum of 250
nmax : Maximum permitted number of persons. passengers do not need to have two-compartment status.

Pt D, Ch 1, Sec 6
Table 5 : Extent of damage, in m
Dimension of the damage 1-compartment status 2-compartment status

Side damage longitudinal l 0,1 LWL 4 0,05 LWL 2,25
transverse b B/5 0,59
vertical h from vessel bottom to top without delimitation
Bottom damage longitudinal l 0,1 LWL 4 0,05 LWL 2,25
transverse b B/5
vertical h 0,59; pipework shall be deemed intact (1)
(1) Where a pipework system has no open outlet in a compartment, the pipework shall be regarded as intact in the event of this
compartment being damaged, if it runs within the safe area and is more than 0,50 m off the bottom of the vessel.
9.3.5 Assumptions 9.3.6 Damage stability criteria

In the event of flooding, assumptions concerning the extent a) For all intermediate stages of flooding referred to in
of damage given in Tab 5 shall be taken into account. [9.3.2], the following criteria shall be met:
the angle of heel at the equilibrium position of the
a) For 1-compartment status, the bulkheads can be intermediate stage in question shall not exceed 15
assumed to be intact if the distance between two adja-
beyond the inclination in the equilibrium position of
cent bulkheads is greater than the damage length. Lon-
the intermediate stage in question, the positive part
gitudinal bulkheads at a distance of less than B / 3
of the righting lever arm curve shall display a right-
measured rectangular to centre line from the shell plat-
ing lever arm value of GZ 0,02 m before the first
ing at the maximum draught plane shall not be taken
unprotected opening becomes immersed or in any
into account for calculation purposes.
case before reaching an angle of heel of 25
b) For 2-compartment status, each bulkhead within the non-watertight openings shall not be immersed
extent of damage will be assumed to be damaged. This before the inclination in the equilibrium position of
means that the position of the bulkheads shall be the intermediate stage in question has been reached
selected in such a way as to ensure that the passenger the calculation of the free surface effect in all inter-
vessel remains buoyant after flooding of two or more mediate stages of flooding shall be based on the
adjacent compartments in the longitudinal direction. gross surface area of the damaged compartments.
c) The lowest point of every non-watertight opening (e.g. b) During the final stage of flooding, the following criteria
doors, windows, access hatchways) shall lie at least shall be met (see Fig 2) taking into account the heeling
0,10 m above the damage waterline. The bulkhead deck moment due to persons in accordance with [9.2.4]:
shall not be immersed in the final stage of flooding. the angle of heel E shall not exceed 10
d) Permeability is assumed to be 95%. If it is proven by a beyond the equilibrium position the positive part of
calculation that the average permeability of any com- the righting lever arm curve shall display a righting
partment is less than 95%, the calculated value can be lever arm value of GZR 0,02 m with an area
used instead. A 0,0025 mrad. These minimum values for stabil-
ity shall be met until the immersion of the first
The values to be adopted shall not be less than those
unprotected opening or in any case before reaching
given in Tab 6.
an angle of heel m 25
e) If damage of a smaller dimension than specified above non-watertight openings shall not be immersed
produces more detrimental effects with respect to listing before the trimmed position has been reached; if
or loss of metacentric height, such damage shall be such openings are immersed before this point, the
taken into account for calculation purposes. rooms affording access are deemed to be flooded for
damage stability calculation purposes.
Table 6 : Permeability values, in %
9.3.7 The shut-off devices which shall be able to be closed
Spaces watertight shall be marked accordingly.
Lounges 95 9.3.8 If cross-flood openings to reduce asymmetrical flood-

Engine and boiler rooms 85 ing are provided, they shall meet the following conditions:
a) for the calculation of cross-flooding, IMO Resolution
Luggage and store rooms 75
A.266 (VIII) shall be applied
Double bottoms, fuel bunkers and other tanks,
b) they shall be self-acting
depending on whether, according to their
intended purpose, they are to be assumed to be 0 or 95% c) they shall not be equipped with shut-off devices
full or empty for the vessel floating at the plane d) the total time allowed for compensation shall not
of maximum draught exceed 15 minutes.

Pt D, Ch 1, Sec 6
Figure 2 : Proof of damage stability (final stage of flooding)
Lever GZ [m]
E 10
A 0,0025 m.rad
GZR 0,02m
GZK (Level due to

persons induced moment)
0 Angle of heel []
First unprotected opening
in the water, but m 25
Equilibrium in
flooded Equilibrium in flooded
condition condition due to
persons induced moment
9.3.9 As an alternative to the requirements set out in a) the additional lateral immersion, which, measured on
[9.3.1] to [9.3.8], proof of adequate stability after damage the outside plating, is produced by the permissible angle
of passenger vessels authorised to carry up to a maximum of of heel according to [9.2.3], item e), and
50 passengers and with a length LWL not exceeding 25 m, b) the residual safety clearance according to [9.2.3], item g).
may be furnished by the compliance with the following cri-
For vessels without a bulkhead deck, the safety clearance
teria after symmetrical flooding:
shall be at least 500 mm.
a) the immersion of the vessel shall not exceed the margin
line, and 9.4.3 Freeboard
The freeboard shall correspond to at least the sum of:
b) the metacentric height GMR shall not be less than
0,10 m. a) the additional lateral immersion, which, measured on
the outside plating, is produced by the angle of heel
according to [9.2.3], item e), and
9.4 Safety clearance and freeboard
b) the residual freeboard according to [9.2.3], item f).
9.4.1 General The freeboard shall be at least 300 mm.
The requirements of this sub-article do not apply to vessels
9.4.4 The plane of maximum draught is to be set so as to
authorised to carry up to a maximum of 50 passengers and
ensure compliance with the safety clearance according to
with a length LWL not exceeding 25 m.
[9.4.2], and the freeboard according to [9.4.3].
9.4.2 Safety clearance 9.4.5 For safety reasons, the Society may stipulate a greater
The safety clearance shall be at least equal to the sum of: safety clearance or a greater freeboard.

Pt D, Ch 1, Sec 7
SECTION 7 TUGS AND PUSHERS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, On tugs using a broadside tow, the towing bitts are to be
[2] secured to stools adequately supported by web frames or
bulkheads, the latter being located on either side of the
bitts.
[2.4] and Pt B, Ch 2, Sec 3, [3.4].
2.2 Pushing devices
1 General 2.2.1 Transom plate

Pushers are to be arranged with an efficient flat transom plate
1.1 Application or any other equivalent device at the fore end of the vessel
the structure of which is to be in compliance with Pt B, Ch 7,
1.1.1 Vessels complying with the requirements of this Sec- Sec 6.
notation Tug or Pusher, as defined in Pt A, Ch 1, Sec 3,
2.3 Hull protection
[6.1.4] or Pt A, Ch 1, Sec 3, [6.1.3].
2.3.1 Fenders
the requirements stated in Part A, Part B and Part C, as appli- A strong fender for the protection of the tugs sides is to be
cable, and with the requirements of this Section, which are fitted at deck level.
specific to tugs and pushers.
Alternatively, loose side fenders may be fitted, provided that
In particular, when pushed convoy or side-by-side forma- they are supported by vertical ordinary stiffeners extending
tion comprises a vessel carrying dangerous goods, vessels from the lightship waterline to the fenders themselves.
used for propulsion shall meet the requirements of Ch 3,
Sec 8, [2] and Ch 3, Sec 9, [2], as applicable.
3 Hull scantlings
3.1 General
1.2.1 In addition to the documentation requested in Pt B,
Ch 1, Sec 3, a drawing showing the towing/pushing devices 3.1.1 The scantlings of the hull structure are to be deter-
and their installation is to be submitted for review/approval mined in compliance with Part B, Chapter 5, taking into
to the Society. The maximum towing/pushing force contem- account additional requirements defined in [3.2].
plated is to be mentioned on that drawing.

1.3 Stability
3.2.1 Minimum net thickness of plating
1.3.1 Depending on the vessels design and operating con-
ditions, proof of sufficient stability according to Pt B, Ch 2, The minimum thickness of the shell plating and deck plating
Sec 2, [4] may be required by the Society. are to be obtained from Tab 1.
Table 1 : Minimum net thickness t of plating

2 Arrangement
Plating t, in mm
2.1 Towing devices Decks, sides, bottom, bulkheads, t = 3,3 + 0,048 L k0,5
web of primary supporting mem-
2.1.1 Connection with hull structures bers, web of ordinary stiffeners
and other structures
On tugs towing astern, the connection of the towing hook
to the hull structure is to be strengthened by means of suffi- Keel plate t = thickness of adjacent
cient framing. bottom plating

Pt D, Ch 1, Sec 7
3.2.2 Topside structure 5 Hull outfitting

The topside structure scantlings are to be determined
according to Pt B, Ch 5, Sec 4, [6], where the minimum net
5.1 Rudder
thickness is to be taken equal to 5 mm.
3.2.3 Primary supporting members 5.1.1 Irrespective of the range of navigation assigned to the
vessel, the rudder scantlings are not to be less than those
The design pressure of bottom primary supporting members
determined according to the requirements applicable to
is to be determined using = 1 for the draught coefficient.
range of navigation IN(1,2).
4 Other structures
6 Machinery
4.1 Sternpost
6.1 Propelling machinery
4.1.1 Irrespective of the range of navigation assigned to the
vessel, the scantlings of the sternpost are not to be less than 6.1.1 Propulsion systems under the bottom of the vessel are
those determined according to requirements applicable to to be protected against damage by an effective structure
range of navigation IN(1,2). around the propulsion system.

Pt D, Ch 1, Sec 8
SECTION 8 PONTOONS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.3 Documents to be submitted

[2]
1.3.1 In addition to the documentation requested in Pt B,
t : Net thickness, in mm, of plating Ch 1, Sec 3, the following documents are to be submitted to
the Society:
[2.4] and Pt B, Ch 2, Sec 3, [3.4]. cargo load and distribution on the deck
equipment weight and distribution.
1 General 1.3.2 Where wheeled vehicles are intended to be carried, a

wheeled load arrangement plan including the following
details:
1.1 Application type of vehicles
axle load
configuration and number of wheels per axle
tion are eligible for the assignment of one of the type and
service notations Pontoon and Pontoon - crane as defined distance between axles
in Pt A, Ch 1, Sec 3, [6.1.2]. distance between wheels
tyre print area
Specific requirements which apply only to vessels with the
type and service notation Pontoon or vessels with the type is also to be submitted to the Society.
and service notation Pontoon - crane are indicated.
2 Structure design principles
the requirements stated under Part A, Part B and Part C of
2.1 Hull structure
Section, which are specific to type and service notations 2.1.1 Framing
Pontoon and Pontoon - crane.
In general, vessels with one of the service notations
Pontoon and Pontoon - crane are to be longitudinally
1.1.3 Main characteristics of considered units framed. Longitudinal stiffening members are to be sup-
The requirements of this Section are based on the following ported by transverses arranged to form ring systems.
assumptions: 2.1.2 Supports for docking
considered units are of normal structural configuration Adequate supports are to be fitted on the longitudinal cen-
and proportions treline in order to carry loads acting on the structure when
the pontoons are in dry dock.
cargo is homogeneously distributed.
2.1.3 Truss arrangement supporting deck loads
The scantlings of units with unusual shapes and dimen- Where truss arrangements may be used as supports of the
sional proportions or carrying cargoes which are not homo- deck loads, including top and bottom girders in association
geneously distributed, such as containers or heavy loads with pillars and diagonal bracing, the diagonal members
concentrated in limited areas, are to be considered by the are generally to have angles of inclination with respect to
Society on a case-by-case basis, taking into account the the horizontal of about 45 and cross-sectional area of
results of direct calculations, to be carried out according to about 50% that of the adjacent pillars.
Pt B, Ch 5, Sec 1, [5].
2.2 Lifting appliances
1.2 Stability 2.2.1 Crane or derrick position during navigation
For vessels with the type and service notation Pontoon -
1.2.1 Depending on the vessel design and operating condi- crane, it is to be possible to lower the crane boom or the
tions, proof of sufficient stability according to Pt B, Ch 2, derrick structure and to secure them to the pontoon during
Sec 2, [4] may be required by the Society. the voyage.

Pt D, Ch 1, Sec 8
3 Hull girder strength Table 1 : Minimum net thickness t of plating
Plating t, in mm
3.1 Yielding check Decks, sides, bottom, bulkheads, for L 40 m:
web of primary supporting mem- t = 3,3 + 0,048 L k0,5
3.1.1 Vessels less than 40 m lifted by crane bers, web of ordinary stiffeners for L > 40 m:
and other structures t = 4,8 + 0,019 L k0,5
For vessels less than 40 m in length intended to be lifted on
board ships by crane, the hull girder strength is to be Keel plate t = thickness of adjacent
bottom plating
checked, in the condition of fully-loaded vessel lifted by
crane, through criteria to be agreed upon with the Society 4.1.3 Plating and stiffeners subjected to wheeled loads are
on a case-by-case basis. to comply with Ch 1, Sec 5.
3.1.2 Vessels with type and service notation 4.1.4 Primary supporting members
pontoon carrying special cargoes In the case of primary supporting members forming a gril-
lage, the scantlings are to be determined by direct calcula-
For vessels with the type and service notation Pontoon tion as specified in Ch 1, Sec 4, [7].
intended for the carriage of special cargoes, such as con-
tainers or heavy loads concentrated in limited areas, the 4.2 Hull scantlings of vessels with type and
hull girder strength is to be checked through criteria to be service notation pontoon - crane
agreed upon with the Society on a case-by-case basis.
4.2.1 Loads transmitted by the lifting appliances
3.1.3 Vessels with type and service notation The forces and moments transmitted by the lifting appli-
pontoon - crane ances to the vessel structures, during both lifting service and
navigation, are to be obtained by means of criteria to be
For vessels with the type and service notation Pontoon - considered by the Society on a case-by-case basis.
crane having a length greater than or equal to 40 m, the hull
4.2.2 Vessel structures
girder strength is to be checked when the lifting appliance,
The vessel structures, subjected to the forces transmitted by
such as a crane or derrick, is operated, taking into account
the lifting appliances, are to be reinforced to the Societys
the various loading conditions considered, through criteria
satisfaction.
to be agreed upon with the Society on a case-by-case basis.
4.2.3 Lifting appliances
The check of the behaviour of the lifting appliances during
4 Hull scantlings operation is outside the scope of the classification and is
under the responsibility of the Designer. However, where
the requirements in [2.2.1] may not be complied with (i.e.
4.1 General
sailing with boom or derrick up) or where, exceptionally,
trips with suspended load are envisaged, the Designer is to
4.1.1 The scantlings of the hull structure are to be deter- submit the check of the lifting appliances during navigation
mined in compliance with Part B, Chapter 5, taking into to the Society for information.
account the following additional requirements.
4.3 Reinforcements
4.3.1 Reinforcements are to be provided at places where
The minimum thickness of the shell plating and deck plating the hull is heavily stressed, as the securing points of the
are to be obtained from Tab 1. towing ropes.

Pt D, Ch 1, Sec 9
SECTION 9 VESSELS FOR DREDGING ACTIVITIES
Symbols
TD : Maximum draught in working conditions, in m 1.1.3 Dredging equipment and installations are not cov-
C : Wave parameter defined in Pt B, Ch 3, Sec 2 ered by these Rules.
n : Navigation coefficient defined in Pt B, Ch 3, Sec
1, [5.1].
: Density of the mixture of water and spoil, taken 1.2.1 In addition to the documentation requested in Pt B,
equal to: Ch 1, Sec 3, the plans and documents listed in Tab 1 are to
PD be submitted to the Society.
= ------
VD
PD : Maximum mass, in t, of the spoil contained in 1.3 Stability
the hopper space 1.3.1 Depending on the vessel design and operating condi-
VD : Volume of the hopper space, in m3, limited to tions, proof of sufficient stability according to Pt B, Ch 2,
the highest weir level Sec 2, [4] may be required by the Society.
lp : Maximum length, in m, of the hopper well
a : Distance from the bottom to the sealing joint 2 Structure design principles
located at the lower part of the hopper well, in m
2.1 General
h0 : Distance, in m, from spoil level to base line in
working conditions (see Fig 7) 2.1.1 The attention of Designers is drawn to the fact that
h4 : Distance, in m, from the lowest weir level to the structural arrangement of vessels for dredging activities
base line involves discontinuities and that particular care is to be
T4 : Navigation draught, in m, with well filled with taken to avoid cracks or fractures.
water up to the lowest weir level. 2.1.2 Where dredgers are likely to work in association with
hopper barges, the sheerstrake is to be protected, slightly
1 General below the deck, by a fender efficiently secured to the shell
plating and extending over at least two thirds of the vessel
1.1 Application
length. Compensation is to be provided in way of the gang-
1.1.1 Vessels complying with the requirements of this Sec- way port in raised deck, if fitted.
tion are eligible for the assignment of one of the following
2.1.3 Where dredgers are likely to work in association with
type and service notations, as defined in Pt A, Ch 1, Sec 3,
hopper barges, the shell plating is to be protected by a
[5.1.1] to Pt A, Ch 1, Sec 3, [5.1.5]: fender extending from the load waterline to the lowest
Dredger waterline.
Hopper dredger Additional structural reinforcements are to be provided in
Hopper barge way of fenders and submitted to the Society for approval.
Split hopper barge
2.1.4 On bucket dredgers, in order to prevent dangerous
Split hopper dredger.
flooding in the event of damage to the shell plating by metal
1.1.2 Vessels dealt with in this Section are to comply with debris (e.g. anchors), a watertight compartment is to be pro-
the requirements stated in Part A, Part B and Part C of the vided at the lower part of the caissons on either side of the
Rules, as applicable, and with the requirements of this Sec- bucket well in the area of the buckets. The compartment is
tion, which are specific to vessels for dredging activities. to be of adequate size to allow surveys to be carried out.

Pt D, Ch 1, Sec 9
Table 1 : Plans and documents to be submitted depending on type and service notations
Service notations Plans or documents

Dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Structural arrangement of hoppers and supporting structures
Closing arrangements, if any
Connection of dredging machinery with the hull structure
Hopper dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Hopper barge Structural arrangement of hoppers and supporting structures including:
location, mass, fore and aft extent of the movable dredging equipment, for each loading condition
calculations of the horizontal forces acting on the suction pipe and on the gallows
Split hopper dredger Transverse sections through hoppers, wells, pump rooms and dredging machinery spaces
Split hopper barge Structural arrangement of hoppers and supporting structures, including:
location, mass, fore and aft extent of the movable dredging equipment, for each loading condition
calculations of the horizontal forces acting on the suction pipe and on the gallows
Superstructure hinges and connections to the vessel structure, including mass and location of the superstruc-
ture centre of gravity
Structure of hydraulic jack spaces
Deck hinges, including location of centre of buoyancy and of centre of gravity of each half-hull, mass of
equipped half-hull, half mass of spoil or water, supplies for each half-hull and mass of superstructures sup-
ported by each half-hull
Hydraulic jacks and connections to vessel structure including operating pressure and maximum
pressure of the hydraulic jacks (cylinder and rod sides) and corresponding forces
Longitudinal chocks of bottom and deck
Transverse chocks
Hydraulic installation of jacks, with explanatory note
2.1.5 Reinforcements are to be provided at locations where 2.2 Longitudinal members in the area of the
the hull is heavily stressed, such as: hopper well
beneath the suction pipe gallows 2.2.1 The scantlings of the midship region are generally to
in way of the gallow frame on bucket dredgers be kept over the full length of the hopper well.
at the points where tow ropes are secured 2.2.2 Attention is to be paid to the structural continuity of
at connections of piles, etc. longitudinal members, especially coaming and hopper well
bulkheads.
2.1.6 The strengthening of the flat bottom at the ends is to
2.2.3 The upper deck stringer plate is to extend to the inner
be examined by the Society on a case-by-case basis.
side over the full length of the hopper well.
2.1.7 Weirs are to be provided in the hopper spaces. Their 2.2.4 The fore and aft ends of the inner side of the hopper
sectional area is to be large enough, taking into account the spaces are to be extended by large brackets generally hav-
density of the water-spoil mixture to be drained off. ing a length and a width equal to D/4. It is recommended
that a swept shape should be provided for these brackets
The disposition and location of the weirs are to be such (see Fig 1).
that: The upper bracket is to be welded to the deck and extended
they prevent the maximum authorised draught from by a longitudinal deck girder.
being exceeded during loading The lower bracket, which is generally oblique, is to be
welded to the bottom or to the tank top. In the latter case,
draining off is made without any overflowing on the
the lower bracket is to be extended inside the double bot-
decks. tom by means of a solid keelson extending at least over
three frame spaces beyond the end of the bracket.
2.1.8 The corners of the cut-outs in the bottom plating are
to be rounded and the radius is to be as large as possible, 2.2.5 The fore and aft ends of the centreline cellular keel
are to be extended by means of brackets having a length at
especially near the bottom doors.
least equal to the depth of this keel.
The shape and the radius of cut-out corners are to be in In areas where a double bottom is provided, the brackets
accordance with Pt B, Ch 6, Sec 7. may be arranged in accordance with Fig 2.

Pt D, Ch 1, Sec 9
Figure 1 : Brackets at fore and aft ends of 2.3 Transverse members in the area of the
longitudinal bulkheads of the hopper spaces hopper well
2.3.1 Transverse primary supporting rings

Within the hopper well area, transverse primary supporting
bracket
rings are to be provided and are to involve:
deep floors inside hopper spaces
hopper space shell
side vertical primary supporting members
hopper well vertical primary supporting members
in the same plane strong beams inside hopper spaces, at deck or trunk level
where necessary, cross-ties connecting either the side
knuckle vertical primary supporting members to the hopper well
vertical primary supporting members or the floor to the
hopper well vertical primary supporting members.
inclined bulkhead
The spacing of the transverse rings is generally to be taken
not greater than five frame spaces.
2.3.2 The cellular keel is to be rigidly connected to the

transverse rings required in [2.3.1].
in the same plane 2.3.3 The upper part of the cellular keel may be connected
to the deck or trunk structure by means of axial or inclined
pillars in association with strong beams, or by a centreline
Figure 2 : Brackets at fore and aft ends of cellular keel wash bulkhead.
strengthening flat
2.3.4 The connection of hopper space floors with the longi-
tudinal bulkheads and the cellular keel is to be arranged
fold
in the vertical such that the continuity of the strength is ensured.
plane
Where the floor is made of a box with sloping sides, partic-
bracket ular attention is to be paid to the continuity of the lower
flange. Fig 3 shows an example of possible connection.
knuckle cellular keel 2.3.5 The connection between the flanges of the strong
beams and the adjacent structure is generally to be made by
means of brackets having the thickness of these flanges and
extending inside the adjacent structure.
in the same plane Figure 3 : Example of connection with floor

made of box with sloping sides
2.2.6 The vertical sides of the trunks are to be extended

pillar
beyond the end of the hopper spaces over a distance of at
longitudinal bulkhead
least 1,5 times their height.
2.2.7 The Society may, on a case-by-case basis, require that

cellular keel
longitudinal members of the double bottom structure are
extended, by means of brackets, inside the side compart-
ments bounding the hopper spaces.
2.2.8 Arrangements other than those described in [2.2.4] to

[2.2.7] are to be considered by the Society on a case-by-
floor
case basis.

Pt D, Ch 1, Sec 9
2.4 Arrangements relating to suction pipes 2.4.4 The suction pipes are generally to be fitted with:
auxiliary devices able to lift the suction pipe, in addition
2.4.1 Where a cut-out is necessary in the side shell plating to the suction pipe davits
to fit the suction pipe guides, continuity of members is to be a sufficient number of attachment points on the suction
restored, for example by means of knuckled plates as thick pipe itself, to facilitate handling
as the side shell plating and with a knuckle angle as small a load limiting device to avoid any overload, if the suc-
as possible. tion pipe is equipped with cutting teeth
accessories fitted onto the suction pipe built in several
The knuckles are to be stiffened by reinforced vertical pri-
parts to facilitate partial replacements in case of damage.
mary supporting members and intercostal girders of the
same web height (see Fig 4 and Fig 5). 2.5 Chafing areas
Figure 4 : Transversely framed side 2.5.1 Some parts of the structure subjected to heavy wear,
Cut-out reinforced by means of knuckled plate such as inner sides of hopper spaces, may be protected or
reinforced to avoid frequent replacement.
2.5.2 If protection is provided by means of removable

plates, called chafing plates, attention is to be paid to avoid
corrosion between the facing sides of these plates and the
hopper space plating.
Figure 5 : Longitudinally framed side
2.5.3 If reinforcement is made by increasing the thickness,
Cut-out reinforced by means of knuckled plate the section moduli may be determined taking into account
the extra thickness, provided that the chafing limits, beyond
which the plates are to be replaced, are determined accord-
ing to the extra thickness values.
If this extra thickness is disregarded in the section moduli
calculation, this is to be clearly indicated on the midship
The fillet welding between the web of vertical primary sup- section drawing.
porting members and the knuckled plates is not to be made
onto the knuckles, but about 50 mm apart. 2.6 Reinforcements for grounding
2.4.2 The suction pipe guides are to be fitted as far as pos- 2.6.1 If grounding is considered for normal operation of the
vessel, the bottom plating and the bottom structure are to be
sible from the hopper space ends or from any cut-out in the
reinforced as indicated in [2.6.2] to [2.6.5].
bottom or deck plating.
A 60% reinforced deck plate, not exceeding 38 mm, is to be 2.6.2 Along the full length of the vessel, in the area of flat
bottoms, the bottom net thickness obtained according to Pt
provided in way of the cut-out of the guides. This plate is to B, Ch 5, Sec 2, as applicable, is to be increased by 2,5 mm.
extend over at least one frame space forward and aft of the
vertical primary supporting members provided for in [2.4.1]. 2.6.3 Where the vessel has a transversely framed double
bottom, floors are to be fitted at each frame space and asso-
2.4.3 In areas where, during suction pipe operations, the ciated with intercostal longitudinal girders, the mean spac-
ing of which is to be not greater than 2,10 m.
drag head and the joint may run against the hull, one or
Moreover, intercostal longitudinal ordinary stiffeners
several of the following arrangements are generally to be
located at mid-spacing of bottom girders are to be provided.
provided:
thickness plating in excess of thickness obtained 2.6.4 Where the vessel has a longitudinally framed double
bottom, the floor spacing may not exceed three frame
according to Pt B, Ch 5, Sec 2 and Pt B, Ch 5, Sec 3 for spaces and the bottom girder spacing may not exceed three
bilge and side shell longitudinal ordinary stiffener spaces.
reinforcement of the structure by means of vertical pri- Intercostal transverse stiffeners are to be provided at mid-
mary supporting members, girders, intermediate frames span of longitudinal ordinary stiffeners.
or longitudinals, depending on the construction type Floors are to be stiffened by vertical stiffeners having the
same spacing as the longitudinal ordinary stiffeners.
fenders to be provided outside the hull; these fenders
together with the bilge shape are not to impede the suc- 2.6.5 Where the vessel is built with open hopper spaces
tion pipe operation (bottom doors provided on the bottom), reinforcements as
required in [2.6.3] or [2.6.4] are to be provided within the
cofferdam to be provided to limit the possible flooding side compartments, the cellular keel and, in general, within
of side compartments. the limits of the flat bottom area.

Pt D, Ch 1, Sec 9
2.7 Bolted structures W2 : Partial safety factor covering uncertainties

regarding wave pressure:
2.7.1 Where the dredger is made of several independent
W2 = 1,0 for n < 1,02
members connected by bolting, the connection is to be
W2 = 1,2 for n 1,02
examined by the Society on a case-by-case basis.
3.3 Hull girder loads for dredgers, hopper
3 Design loads dredgers and hopper barges
3.1 External pressure 3.3.1 The total vertical bending moments MTH and MTS to
be applied in navigation and working conditions are to be
3.1.1 Still water pressure determined as specified in Tab 3, where MH , MS , MW and
The river still water pressure to be used in connection with W are defined in Pt B, Ch 3, Sec 2.
the wave pressure is to be determined in compliance with
Table 3 : Total vertical bending moments (in kN.m)
Pt B, Ch 3, Sec 4, [2.1.3], using values of coefficient given
in Tab 2. Condition Hull girder yielding Other limit states
Hogging MTH = MH + MW MTH = MH + W MW
Table 2 : Values of coefficient
Sagging MTS = MS + MW MTS = MS + W MW
Loading River counter River design
Load case
condition pressure pressure 3.4 Hull girder loads for split hopper
Working 1R and dredgers and split hopper barges
= 0,150 = 1,000
Nonhomload
3.4.1 Application
2R = 0,575 = 0,575
The provisions in [3.4.2] to [3.4.6] apply.
Navigation Full load = 1,000 = 1,000
Lightship = 0,150 = 0,150 3.4.2 General
Horizontal bending moments are to be calculated assuming
3.1.2 River wave pressure that the hopper well is simply supported at each end.
The river wave pressure is to be obtained from Pt B, Ch 3, The clearance between the two half-hulls is to be large
Sec 4, [2.1.4]. enough not to be suppressed when the hopper well is full
up.
3.2 Internal pressure for hopper well However, the calculation of the horizontal moments is car-
ried out assuming that both ends of the hopper well are
3.2.1 Still water pressure for hopper well
partly clamped, on condition that at deck and bottom level
The still water pressure pS to be used in connection with the
chocks are provided forward and aft of the well so that:
inertial pressure is to be obtained, in kN/m2, from the fol-
the clearance between the two half-hulls is nil
lowing formula: the chocks are long enough to withstand the end
pS = Max (11; 9,81 (zW z)) moments due to the horizontal forces developed along
where: the hopper well.
zW : Z co-ordinate of the highest point of the weir, in 3.4.3 The total vertical bending moments MTH and MTS to
m be applied on one half-hull in navigation and working con-
z : Z co-ordinate of the calculation point, in m. ditions are to be determined as specified in Tab 4, where
MH , MS , MW and W are defined in Pt B, Ch 3, Sec 2.
3.2.2 Inertial pressure for hopper well
The inertial pressure pW is to be obtained, in kN/m2, from Table 4 : Total vertical bending moments
(in kN.m) applied on half-hulls
the following formula:
a Z1 W2 p S Condition Hull girder yielding Other limit states
p W = ---------------------
-
9, 81
MH + MW MH + W M W
Hogging M TH = -----------------------
- M TH = ------------------------------
-
where: 2 2
aZ1 : Reference value of the acceleration in Z direc- MS + MW MS + W M W
Sagging M TS = ----------------------
- M TS = -----------------------------
-
tion, defined in Pt B, Ch 3, Sec 3, [2.2] 2 2

Pt D, Ch 1, Sec 9
3.4.4 Horizontal still water bending moments Figure 7 : Definitions of distances for calculation
The horizontal still water bending moment MSHH to be of the load applied along the hopper well
applied on one half-hull in navigation and working condi-
tions are to be obtained, in kN.m, from the formulae given
in Tab 5, assuming that the hopper well is simply supported
at each end.
If the hopper well may not be considered as simply sup-
ported at each end, the horizontal still water bending
ho
moments to be applied on one half-hull in navigation and
TD
working conditions are to be determined on a case-by-case
basis. a
Table 5 : Horizontal still water bending moment

3.4.5 Horizontal wave bending moments
Hopper well mid-section Hopper well ends
The horizontal wave bending moment MWHH to be applied
1 c 1- 2 on one half-hull in navigation and working conditions are
M SHH = --- + ------- p lp MSHH = 0
8 2 l p
to be obtained, in kN.m, from the formulae given in Tab 7,
Note 1: Between hopper well mid-section and ends, the assuming that the hopper well is simply supported at each
values of the horizontal still water bending moment are to be end.
obtained by linear interpolation.
Table 7 : Horizontal wave bending moment
Note 2:
p : Load per metre, in kN/m, applied along the hop-
per well, defined in Tab 6 depending on the
Hopper
loading condition Hopper well mid-section
well ends
c1 : Distance, in m, from deck hinges to ends of
hopper well (see Fig 6). l MW
M WHH = T D + 0, 015Cn 2 -----D 1 ( C B + 0, 7 ) --------
- MWHH = 0
L B
Table 6 : Load per metre applied along the hopper Note 1: Between hopper well mid-section and ends, the
well values of the horizontal wave bending moment is to be
obtained by linear interpolation.
Loading condition Load per metre, in kN/m Note 2:
Maximum loading at 2 2 CB : Block coefficient, defined in Pt B, Ch 1, Sec 2, [2]
p = 4, 9 [ ( h 0 a ) ( T D a ) ]
working draught MW : Vertical wave bending moment, in kN.m, defined
Service condition with in Pt B, Ch 3, Sec 2, [3].
well filled with water up p=0
to the waterline If the hopper well may not be considered as simply sup-
ported at each end, the horizontal still water bending
Service condition with
well filled with water up 2 2
p = ( 4, 9 ) [ ( h 4 a ) ( T 4 a ) ]
moments to be applied on one half-hull in navigation and
to the lowest weir level working conditions are to be determined on a case by case
basis.
Note 1:
h4 : Distance, in m, from the lowest weir level to 3.4.6 Total horizontal bending moment
base line The total horizontal bending moment MHH applied on half-
T4 : Navigation draught, in m, with well filled with hull at hopper well mid-section and at hopper well ends, in
water up to the lowest weir level
navigation and working conditions, is to be obtained, in
h0 , T D : Parameters, in m, defined in Fig 7.
kN.m, from the following formulae:
for hull girder yielding check:
Figure 6 : Definitions of dimensions in
hopper well area MHH = MSHH + MWHH
hinges for other limit states:
MHH = MSHH + W MWHH
where:
MSHH : Horizontal still water bending moment, defined in
hopper well
[3.4.4] at hopper well mid-section and at hopper
well ends, in navigation and working conditions
MWHH : Horizontal wave bending moment, defined in
C1 p C1 [3.4.5] at hopper well mid-section and at hopper
D well ends, in navigation and working conditions
W : Coefficient defined in Pt B, Ch 3, Sec 2.

Pt D, Ch 1, Sec 9
4 Hull girder strength of dredgers, GZ : Vertical axis, parallel to Z defined in Pt B, Ch 1,

hopper dredgers and hopper barges Sec 2, [3.1.1] and crossing through G
Gy, Gz : Main axes of the transverse section, defined in
4.1 General [5.2.2].
4.1.1 The hull girder strength is to be checked for the navi- Figure 8 : Half-hull co-ordinate system
gation and working conditions according to the criteria of
Pt B, Ch 4, Sec 2. Z
z
4.2 Midship section modulus
4.2.1 In the determination of the midship section modulus y

according to Pt B, Ch 4, Sec 1, account is to be taken of:
85% of the sectional area of the cellular keel

60% of the sectional area of deck girders in way of the
G Y
hopper spaces
60% of the centreline wash plate, provided that its con-
nection to the deck has a length equal to at least 1,5
times its depth.
4.2.2 Where cut-outs in the side shell are needed to fit the 5.2.2 Main axes
suction pipe guides, a section modulus calculation not tak- The main axes Gy and Gz are obtained from the axes GY
ing account of the side shell plating may be required by the and GZ by a rotation around the centre of gravity G of an
Society on a case-by-case basis, if the structural continuity
angle obtained from the following formula:
is not correctly achieved.
1 2I YZ
= --- atan -------------
-
2 I Z I Y
5 Hull girder strength of split hopper
dredgers and split hopper barges where:
IY : Moment of inertia, in cm4, of the transverse sec-
5.1 General tion around the axis GY
5.1.1 The yielding check is to be carried out for the naviga- IZ : Moment of inertia, in cm4, of the transverse sec-
tion and working conditions according to [5.2] to [5.4], tion around the axis GZ
considering: IYZ : Inertia product, in cm4, of the transverse sec-
each half-hull as being subjected to independent bending tion, in the reference (G, GY, GZ).
the deck hinges and the hydraulic jacks acting as sup-
ports at the ends of the hopper well. 5.2.3 Bending moments
The bending moments My and Mz in relation to the main
Both the vertical bending moment and horizontal bending
moment acting within the well area are to be taken into axes Gy and Gz, respectively, are to be obtained, in kN.m,
account. from the following formulae:
My = MV cos + MHH sin
5.1.2 The hull section modulus, considered with the two
half-hulls connected, is to be checked for the navigation and Mz = MV sin + MHH cos
working conditions according to the criteria of Pt B, Ch 4,
where:
Sec 2.
MV : Vertical bending moment defined in [3.4.3], in
See also [4.2] for the determination of the midship section
modulus. kN.m, to be considered in hogging (MTH) and
sagging (MTS) conditions, for the navigation and
5.2 Definitions working conditions
MHH : Horizontal bending moment defined in [3.4.6],
5.2.1 Co-ordinate system
in kN.m, to be considered for the navigation
The hull girder strength is defined with reference to the fol-
lowing co-ordinate system, as shown in Fig 8. and working conditions
G : Centre of gravity of the transverse section : Angle defined in [5.2.2].
GY : Transverse axis, parallel to Y defined in Pt B, Ch 1, As the main inertia axes of each half-hull are oblique, the
Sec 2, [3.1.1] and crossing through G bending of each half-hull is a deviated bending.

Pt D, Ch 1, Sec 9
5.3 Hull girder stress members analysed through an isolated beam structural
model is to be obtained, in N/mm2, from Tab 8, (see [5.2]
5.3.1 At any point of the transverse section of each half- for the definitions).
hull, the hull girder normal stresses are to be obtained, in
N/mm2, from the following formula: Table 8 : Hull girder normal stress for hull scantlings
z M M of split hopper dredgers and split hopper barges
y -------z 10
5
X1 = -------y
I yM I zM
Structural element Normal stress, in N/mm2
where:
My, Mz : Bending moments, in kN.m, in hogging and Plating and structural members
M M
X1 = z -------y y -------z 10
5
contributing to the hull girder
sagging conditions, for the navigation and work- I yM I zM
longitudinal strength
ing conditions, defined in [5.2.3]
IyM, IzM : Moments of inertia, in cm4, of the transverse Plating and structural members
not contributing to the hull girder X1 = 0
section around its main axes
longitudinal strength
y, z : Coordinates, in m, of the calculation point with
respect to the main axes Gy and Gz.
6.2.2 Buckling check of plating, ordinary stiffeners
5.3.2 In the case of partly clamped ends of the hopper well and primary supporting members
(see [3.4.2]), the hull girder normal stresses are to be calcu- The hull girder normal stress X1 to be considered for the
lated in the hopper well mid-section and at hopper well buckling check of plating, for the buckling check of ordi-
ends. nary stiffeners and for the buckling check of plate panels
In this case, the stresses are also to be calculated in the mid- constituting primary supporting members is to be taken as
ship area assuming the ends supported as regards the hori- the maximum compressive stress obtained according to
zontal moment. This calculation relates to the beginning of [6.2.1].
the hopper well drainage by opening of the two half-hulls.
5.3.3 In the case of supports at hopper well ends, the cal- 6.3 Bottom plating
culation of the hull girder normal stress is to be carried out
in the hopper well mid-section. 6.3.1 Where the bottom is longitudinally framed and the
bilge is made of a transversely framed sloped plate, the bot-
5.3.4 For each section of calculation, the most unfavour-
tom is to be assumed as being transversely framed when
able combination of moments is to be considered.
calculating the plating thickness.
5.4 Checking criteria 6.3.2 The net thickness of the bottom strake, to which the
longitudinal bulkheads of the hopper space are connected,
5.4.1 It is to be checked that the normal stresses calculated
according to [5.3.1] are in compliance with the criteria of is to be not less than the greater of the following thick-
Pt B, Ch 4, Sec 2. nesses:
bottom plating thickness increased by 15%
6 Hull scantlings keel thickness.
6.1 General 6.4 Well bulkhead and cellular keel platings

6.1.1 Hull scantlings are to be checked according to the
6.4.1 The net thickness of hopper well bulkhead plating
applicable requirements of Ch 1, Sec 2 or Ch 1, Sec 8, as
and cellular keel plating is to be not less than the net thick-
applicable, for the following two conditions:
ness obtained:
navigation condition
working condition. in the working condition, considering the internal pres-
sures defined in [3.2]
For vessels with one of the type and service notations split
in the navigation condition, where the hopper well
hopper dredger or split hopper barge, the hull girder nor-
mal stresses to be used are defined in [6.2]. bulkheads limit tank compartments, considering the
internal pressures defined in Pt B, Ch 3, Sec 4.
6.2 Hull girder normal stress for split hopper 6.4.2 The net thickness of the longitudinal bulkhead above
dredgers and split hopper barges the deck or within 0,1 D below the deck is to be not less
6.2.1 Strength check of plating and yielding check than the net thickness of the strength deck abreast of the
of ordinary stiffeners and primary supporting hatchways.
members
The hull girder normal stress X1 to be considered for the 6.4.3 The net thickness of the transverse and longitudinal
strength check of plating, for the yielding check of ordinary bulkhead of a dredge pipe well is to be determined as for
stiffeners and for the yielding check of primary supporting the side shell net thickness.

Pt D, Ch 1, Sec 9
6.5 Transverse rings 8.2 Deck hinges, hydraulic jack connections

and chocks
6.5.1 The scantlings of transverse rings are to be obtained
from a direct calculation, according to Pt B, Ch 2, Sec 5, 8.2.1 Arrangements and scantlings of the deck hinges and
taking into account the following: the hydraulic jack attachments connecting the two half-
floors or bottom transverses are simply supported at hulls are to be in compliance with applicable Societys
ends Rules.
local discontinuities in strength, due to the presence of
wells, are to be considered. 8.3 Hydraulic jacks and associated piping
systems
6.5.2 The gusset stays for coamings are to have a section
modulus at the lower end level not less than the one of the 8.3.1 Arrangements and checks of hydraulic jacks and
web frames or side transverses. associated piping systems are to be in compliance with
applicable Societys Rules.
7 Additional checking for hopper

9 Rudders
dredgers and hopper barges
9.1 General
7.1 hopper well structure
9.1.1 The rudder stock diameter obtained from Pt B, Ch 7,
7.1.1 The check of hopper well structure of hopper dredg- Sec 1 is to be increased by 5%.
ers and hopper barges is to be carried out according to
applicable Societys Rules. 9.2 Additional requirements for split hopper
dredgers and split hopper barges
8 Additional checking for split hopper
9.2.1 Each half-hull of vessels with one of the type and ser-
dredgers and split hopper barges vice notations split hopper barge or split hopper dredger is
to be fitted with a rudder complying with the requirements
8.1 Superstructure hinges of Pt B, Ch 7, Sec 1.
8.1.1 The check of superstructure hinges is to be carried 9.2.2 An automatic system for synchronising the movement
out according to applicable Societys Rules. of both rudders is to be fitted.

Pt D, Ch 1, Sec 10
SECTION 10 LAUNCHES
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Hull scantlings
[2]
t : Net thickness, in mm, of plating 2.1 General
[2.4] and Pt B, Ch 2, Sec 3, [3.4]. 2.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Part B, Chapter 5, taking into
1 General account additional requirements defined in [2.2].
1.1 Application 2.2 Additional requirements

tion are eligible for the assignment of the type and service The minimum thickness of the shell plating and deck plating
notation Launch, as defined in Pt A, Ch 1, Sec 3, [6.1.1]. are to be obtained from Tab 1.
1.1.2 Vessels dealt with in this Section are to comply with 2.2.2 Topside structure
the requirements stated under Part A, Part B and Part C of The topside structure scantlings are to be determined
the Rules, as applicable, and with the requirements of this according to Pt B, Ch 5, Sec 4, [6], where the minimum
Section, which are specific to launches. thickness is to be taken equal to 5 mm.
2.2.3 Primary supporting members

1.2 Stability The design pressure of bottom primary supporting members
1.2.1 Depending on the vessels design and operating con- is to be determined using = 1 for the loading coefficient.
ditions, proof of sufficient stability according to Pt B, Ch 2, Table 1 : Minimum net thickness t of plating
Plating t, in mm
Decks, sides, bottom, bulkheads, t = 3,3 + 0,048 L k0,5
web of primary supporting mem-
bers, web of ordinary stiffeners
and other structures
Keel plate t = thickness of adjacent
bottom plating

Pt D, Ch 1, Sec 10

Part D
Chapter 2
ADDITIONAL CLASS NOTATIONS
SECTION 1 NAVIGATION IN ICE
SECTION 2 TRANSPORT OF HEAVY CARGOES
SECTION 3 EQUIPPED FOR TRANSPORT OF CONTAINERS
SECTION 4 EQUIPPED FOR TRANSPORT OF WHEELED VEHICLES
SECTION 5 FERRY
SECTION 6 STABILITY
SECTION 7 FIRE
SECTION 8 UNATTENDED MACHINERY SPACES (AUT-UMS)
SECTION 9 ANNUAL SURVEY
SECTION 10 GRABLOADING
SECTION 11 POLLUTION PREVENTION

Pt D, Ch 2, Sec 1
SECTION 1 NAVIGATION IN ICE
Symbols
UWL : Upper waterline, defined in [1.3.1] For vessels intended to operate under more severe ice condi-
tions, the Societys Rules for navigation in ice for seagoing ves-
LWL : Lower waterline, defined in [1.3.2]
sels must be applied for the corresponding/required ice class.
s : Spacing, in m, of ordinary stiffeners These Rules are not applicable to vessels intended for ice
S : Spacing, in m, of primary supporting members breaking.
l : Span, in m, of ordinary stiffeners or primary

1.3 Definitions
supporting members, as applicable
ReH : Minimum yield stress, in N/mm2, of the material 1.3.1 Upper waterline
as defined in Pt B, Ch 2, Sec 3, [2] The upper waterline (UWL) is the highest waterline at
which the vessel is intended to operate in ice. The line may
p : Design ice pressure, in N/mm2, defined in
be a broken line.
[2.5.5]
h : Height, in m, of load area defined in [2.5.4] 1.3.2 Lower waterline
The lower waterline (LWL) is the lowest waterline at which
the vessel is intended to operate in ice.
1 General
1.3.3 Ice belt
1.1 Application The ice belt is that portion of the side shell which is to be
strengthened. Its vertical extension is equal to the required
1.1.1 The following additional class notations are assigned, extension of strengthenings.
in accordance with Pt A, Ch 1, Sec 3, [9.18] to vessels
strengthened for navigation in ice and complying with the 1.4 Draught limitations
relevant requirements of this Section:
Ice 1.4.1 Maximum draught
The draught and trim limited by the UWL are not to be
Ice-30
exceeded when the vessel is navigating in ice.
Ice-40
1.4.2 Minimum draught
Ice-40+
The vessel is always to be loaded down to at least the LWL
when navigating in ice. Any ballast tank situated above the
1.1.2 The ice strengthening requirements for Ice-40+ in LWL and needed to load down the vessel to this water line
this Section are equivalent to those corresponding to ICE is to be equipped with devices to prevent the water from
CLASS IC in the Finnish-Swedish Ice Class Rules 1985 as freezing.
amended.
1.4.3 Minimum forward draught
1.1.3 The ice strengthening requirements for Ice-40 are
In determining the LWL, due regard is to be paid to the
those of the fore region, rudder and steering arrangements
need to ensure a reasonable degree of ice going capability
of the additional class notation Ice-40+.
in ballast condition. The propeller is to be fully submerged,
if possible entirely below the ice.
1.1.4 The ice strengthening requirements for the additional
class notations Ice and Ice-30 cover vessels operated in drift
ice of thickness not exceeding the values defined in Tab 1. 1.5 Documentation to be submitted
1.5.1 The plans relevant to the shell expansion and fore

1.2 Owners responsibility and aft part structures are to define, at midship, fore and aft
ends, the upper waterline (UWL) and the lower waterline
1.2.1 It is the responsibility of the Owner to decide which (LWL). The borderlines of fore, midship and aft regions,
ice class notation is the most suitable in relation to the according to [2.2], are also to be defined on the shell
expected service conditions of the vessel. expansion plans.

Pt D, Ch 2, Sec 1
1.6 Ice thickness 2.2.4 Aft region
1.6.1 The aft region is the region from the aft boundary of the
midship region to the stern.
a) An ice strengthened vessel is assumed to operate in con-
ditions corresponding to an ice level with a thickness
not exceeding the value hG. 2.3 General framing arrangement
b) The design height of the area actually under ice pressure
at any time is, however, assumed to be only a fraction h, 2.3.1 The frame spacings and spans in this Section are nor-
of the ice thickness hG. mally assumed to be measured along the plate and perpen-
c) The values for hG and h, in m, are given in Tab 1. dicular to the axis of the stiffener for plates, along the flange
for members with a flange, and along the free edge for flat
Table 1 : Ice thickness hG and fraction h bar stiffeners. For curved members the span (or spacing) is
defined as the chord length between span (or spacing)
Ice class notation hG (m) h (m) points. The span points are defined by the intersection
between the flange or upper edge of the member and the
Ice 0,2 0,075
supporting structural element (stringer, web frame, deck or
Ice-30 0,3 0,10 bulkhead).
Ice-40
0,4 0,22
Ice-40+ 2.3.2 Within the ice strengthened area defined in [2.1.1],
all ordinary stiffeners are to be attached to the supporting
2 Hull structure by means of brackets.
Ordinary stiffeners are to be connected to primary support-

2.1 Ice strengthened area vertical extension ing members structure on both sides (i.e. a free edge of a
scallop is to be connected to the ordinary stiffener by collar
2.1.1 The ice strengthened area extends:
plates, as shown in Fig 1).
as defined in Tab 2 for plating
from the deck down to the bilge turn, for ordinary stiff-
Figure 1 : End connection of ordinary stiffener
eners and primary supporting members.
Two collar plates
Table 2 : Vertical extension of ice strengthened area
for plating
Vertical extension of ice

Notation strengthened area, in m
above UWL below LWL
Ice
0,3 0,3
Ice-30
Ice-40
0,4 0,5 2.3.3 For the fore region of ice strengthened area of vessels
Ice-40+
with additional class notations Ice-40 and Ice-40+, the fol-
2.2 Ice strengthened area regions lowing requirements are to be complied with:
2.2.1 General frames that are not normal to the plating or the profile is
unsymmetrical, and the span exceeds 4.0 m, are to be
The ice strengthened area defined in [2.1.1] is divided into
three regions defined in [2.2.2], [2.2.3] and [2.2.4]. supported against tripping by brackets, intercostals,
stringers or similar at a distance not exceeding 1.3 m. If
2.2.2 Fore region the span is less than 4.0 m, the supports against tripping
The fore region is the region from the stem to a line parallel are required for unsymmetrical profiles and stiffeners
to and 0,04L aft of the forward borderline of the part of the the web of which is not normal to plating.
hull where the waterlines run parallel to the centreline.
ordinary stiffeners are to be attached to the shell by dou-
The overlap with the borderline need not exceed 5 m. ble continuous welds; no scalloping is allowed (except
when crossing shell plate butts)
2.2.3 Midship region
The midship region is the region from the aft boundary of the web thickness of the ordinary stiffeners are to be at
the fore region to a line parallel to and 0,04L aft of the aft least half that of the shell plating; where there is a deck,
borderline of the part of the hull where the waterlines run tank top or bulkhead in lieu of an ordinary stiffener the
parallel to the centreline. plate thickness is to be complied with, to a depth corre-
The overlap with the borderline need not exceed 5 m. sponding to the height of adjacent ordinary stiffeners.

Pt D, Ch 2, Sec 1
2.4 Transverse framing arrangement a, b : Coefficients defined in Tab 4

f : Coefficient to be obtained from the following
2.4.1 Upper end of transverse framing
formula:
The upper end of the strengthened part of a main ordinary
stiffener and intermediate ice ordinary stiffener is to be P
f = -------------
attached to a deck or an ice side girder as required in 1000
[2.6.6].
: Displacement, in t, at the maximum draught
Where an intermediate ordinary stiffener terminates above
a deck or an ice side girder which is situated at or above the P : Actual continuous output of propulsion
upper limit of the ice strengthened area, the part above the machinery, in kW
deck or side girder may have the scantlings required for an c1 : Coefficient taking account of the probability of
unstrengthened vessel and the upper end may be connected the design ice pressure occurring in a particular
to the adjacent main ordinary stiffeners by an horizontal region of the hull for the additional class nota-
member of the same scantlings as the main ordinary stiff- tion considered, defined in Tab 5
ener.
ca : Coefficient taking account of the probability
2.4.2 Lower end of transverse framing that the full length of the area under consider-
The lower end of the strengthened part of a main ordinary ation will be under pressure at the same time, to
stiffener and intermediate ice ordinary stiffener is to be be obtained from the following formula:
attached to a tank top or an ice side girder as required in 47 5 l
[2.6.6]. c a = ---------------------a
44
Where an intermediate ordinary stiffener terminates below without being taken less than 0,6 nor greater
a tank top or an ice side girder which is situated at or below than 1,0
the lower limit of the ice strengthened area, the lower end
may be connected to the adjacent main ordinary stiffeners la : Distance, in m, defined in Tab 6
by an horizontal member of the same scantlings as the ordi- p0 : Nominal ice pressure, in N/mm2, to be taken
nary stiffeners. equal to 5,6.
2.5 Design loads Figure 2 : Ice load distribution on vessel side
2.5.1 Because of the different flexural stiffness of plating, p

ordinary stiffeners and primary supporting members, the ice
load distribution is to be assumed to be as shown in Fig 2. p
0.75 p
2.5.2 The formulae and values given in this Section may be
substituted by direct analysis if they are deemed by the
Society to be invalid or inapplicable for a given structural
arrangement or detail. Otherwise, direct analysis is not to Table 3 : Height of load area
be utilized as an alternative to the analytical procedures
prescribed by explicit requirements.
Notation h, in m
2.5.3 If scantlings obtained from the requirements of this Ice 0,075
Article are less than those required for the unstrengthened Ice-30 0,10
vessel, the latter are to be used.
Ice-40
0,22
2.5.4 Height of load area Ice-40+
The height of the area under ice pressure at any particular
point of time is to be obtained, in m, from Tab 3 depending Table 4 : Coefficients a, b
on the additional class notation assigned to the vessel.
Region a b
2.5.5 Design ice pressure
Fore region 30 230
The value of the design ice pressure p, in N/mm2, to be con-
sidered for the scantlings check, is obtained from the fol- Midship and aft regions 8 214
lowing formula:
Table 5 : Coefficient C1
p = cd c1 ca po
where: Region Notation
cd : Coefficient taking account of the influence of Ice, Ice-30, Ice-40 Ice-40+
the size and engine output of the vessel, to be
Fore region 1,0 1,0
obtained from the following formula:
Midship region NA 0,50
a f+b
c d = ----------------
1000 Aft region NA 0,25

Pt D, Ch 2, Sec 1
Table 6 : Distance la 2.6.3 Ordinary stiffeners scantling - general

Ordinary stiffeners are to be strengthened according to
[2.6.4] and [2.6.5] within the strengthened area for ordinary
Structure Type of framing la
stiffeners defined in [2.1.1].
Shell plating Transverse Spacing of ordinary
stiffeners 2.6.4 Scantlings of transverse ordinary stiffeners
Longitudinal 1,7 spacings of ordi- The gross section modulus w, in cm3 and the gross effective
nary stiffeners shear area Ash, in cm2, of transverse ordinary stiffeners are to
Ordinary stiffen- Transverse Spacing of ordinary be not less than the values obtained from the following for-
ers stiffeners mulae:
Longitudinal Span of ordinary 7 5(h l) l
w = --------------------------- psh
6
stiffeners ------------- 10
7m 0 R eH
Vertical primary Two spacings of ver-
supporting mem- tical primary sup- 3F 3 phs- 4
A sh = ---------------------- 10
bers porting members 2R eH
Ice side girders Span of side girders where:
F3 : Coefficient which takes into account the maxi-
2.6 Hull scantlings mum shear force versus the load location and
the shear stress distribution and to be taken
2.6.1 Plating scantling - general
equal to 1,20
The plating thickness is to be strengthened according to
[2.6.2] within the strengthened area for plating defined in m0 : Coefficient defined in Tab 7.
[2.1.1].
Table 7 : Coefficient m0
2.6.2 Plating thickness in the ice strengthened area
The gross thickness of the shell plating is to be not less than Boundary condition Example m0
the value obtained, in mm, from the following formula:
Type 1 Ordinary stiffeners 6,0
for transverse framing: extending from the
tank top to a single
F 1 p PL deck
t = 667s ------------
- + tc
R eH
h
for longitudinal framing:
p PL
t = 667s -------------
- + tc
F 2 R eH Type 2 Continuous ordinary 5,7
stiffeners between
where: several decks or side
pPL : Ice pressure on the shell plating to be obtained, girders
in N/mm2, from the following formula: h
p PL = 0 ,75p
F1 : Coefficient to be obtained from the following
formula:
4 ,2
F 1 = 1 ,3 --------------------------2 Type 3 Ordinary stiffeners 5,0
h extending between
--- + 1 ,8
s two decks only
without being taken greater than1,0
F2 : Coefficient to be obtained from the following
formula: h
s
F 2 = 0 ,6 + 0 ,4 ---
h
tC : Abrasion and corrosion addition, in mm, to be Note 1: The boundary conditions are those for the intermedi-
taken equal to 2 mm; where a special surface ate ordinary stiffeners. Possible different conditions for main
coating, by experience shown capable to with- ordinary stiffeners are assumed to be taken care of by inter-
stand the abrasion of ice, is applied, a lower action between the ordinary stiffeners and this is included in
value may be accepted by the Society on a case the m0 values.
by case basis. Note 2: Load is applied at mid-span.

Pt D, Ch 2, Sec 1
2.6.5 Scantlings of longitudinal ordinary stiffeners F6 : Factor which takes account of the distribution of
load to the transverse frames, to be taken equal to:
The gross section modulus w, in cm3 and the gross effective
shear area ASh, in cm2, of longitudinal ordinary stiffeners for ice stringers within the ice strengthened
with or without brackets are to be not less than the values area, F6 = 0,90
obtained from the following formulae: for ice stringers outside the ice strengthened
area, F6 = 0,80 (1 hS / lS)
2
F 4 ph l
- 10 6
w = ----------------- F7 : Factor that takes into the design point of girders
m 1 R eH
to be taken equal to 1,8
3F 4 F 5 ph l 4 F8 : Factor that takes into account the maximum
A Sh = ----------------------------
- 10
2R eH shear force versus load location and the shear
stress distribution to be taken equal to 1,20
where:
hS : Distance to the ice strengthened area, in m
F4 : Coefficient, taking account of the load distribu-
lS : Distance to the adjacent ice stringer, in m
tion on adjacent ordinary stiffeners, to be
obtained from the following formula: 2.6.7 Vertical primary supporting member checked
through simplified model
h
F 4 = 1 0 ,2 --- For vertical primary supporting members which may be
s
represented by the structure model represented in Fig 3, the
F5 : Coefficient which takes into account the pres- gross section modulus w, in cm3, and the gross effective
sure definition and maximum shear force versus shear area ASh, in cm2, are to be not less than the values
load location and also shear stress distribution obtained from the following formulae:
and to be taken equal to 2,16 1
---
M 1 2
w = -------- ---------------------------------------2- 10
6
m1 : Boundary condition coefficient for the ordinary R eH 1 ( A Sh 1 A a )
stiffener considered, to be taken equal to 13,3
3F 9 Q 4
for a continuous beam; where the boundary A Sh = ---------------------- 10
R eH
conditions deviate significantly from those of a
continuous beam, e.g. in an end field, a smaller where:
boundary condition coefficient may be F : Load transferred to a vertical primary supporting
required. In such a case, for ordinary stiffeners member from a stringer or from longitudinal
without brackets, a value of m = 11,0 is to be ordinary stiffeners, to be obtained, in kN, from
used. the following formula:
Note 1: In calculating the actual shear area of longitudinal ordinary F = F10 p h s 103
stiffeners, the area of the brackets is not to be taken into account.
F10 : Factor that takes into the design point of girders
to be taken equal to:
2.6.6 Ice stringers
for vertical primary supporting members
The section modulus w, in cm3 and the effective section within the ice belt, F10 = 1,80
area ASh , in cm2, of a stringer located within the ice for vertical primary supporting members
strengthened area defined in [2.1.1] are to be not less than outside the ice belt,
the values obtained from the following formulae:
F10 = 1,80 (1 hS / lS), where hS and lS are to
F 6 F 7 ph l
2 be taken as defined in [2.6.6]
- 10 6
w = ----------------------
m S R eH F9 : Factor that takes into account the shear force
3F 6 F 7 F 8 ph l 4 distribution to be taken equal to 1,1
A Sh = ----------------------------------
- 10
2R eH Q : Maximum calculated shear force under the ice
load F
where: M : Maximum calculated shear force under the ice
h : Height, in m, of load area defined in [2.5.4], load to be taken equal to M = 0,193 Fl
without the product ph being taken less than : Coefficient defined in Tab 8
0,15 : Coefficient defined in Tab 8
mS : Boundary condition coefficient for the ordinary p : Design ice pressure, in N/mm2, defined in
stiffener considered, to be taken equal to 13,3 [2.5.5], where the value of ca is to be calculated
for a continuous beam; where the boundary assuming la equal to 2S
conditions deviate significantly from those of a
S : Distance between web frames, in m
continuous beam, e.g. in an end field, a smaller
boundary condition coefficient may be h : Height, in m, of load area defined in [2.5.4],
required. In such a case, for girders without without the product ph being taken less than 0,15
brackets, a value of m = 11,0 is to be used. ASh1 : Required shear area, in cm2

Pt D, Ch 2, Sec 1
Aa : Actual cross-sectional area, in cm2 of the verti- 2.7.2 Bar stem

cal primary supporting member, to be taken The gross sectional area, in cm2, of the bar stem, where fit-
equal to AF + AW ted, is to be not less than:
Figure 3 : Reference structure model A = 1,6 f (0,006 L2 + 12)

where:
f = 1,0 for IN(1,2 x 2)
f = 0,9 for IN(0,6)
f = 0,8 for IN(0)
F The gross thickness, in mm, is not to be less than:
F t = 1,25 (0,33 L + 10)
2.8 Aft part
Table 8 : Coefficients , 2.8.1 An extremely narrow clearance between the propel-

ler blade tip and the sternframe is to be avoided so as not to
AF/AW generate very high loads on the blade tip.
0,20 1,23 0,44 2.8.2 Shafting and stern tubes of side propellers, in general,
0,40 1,16 0,62 are to be enclosed within plated bossings. If detached struts
are used, their design, strength and attachment to the hull
0,60 1,11 0,71
are to be examined by the Society on a case by case basis.
0,80 1,09 0,76
1,00 1,07 0,80 2.8.3 Stern frame
1,20 1,06 0,83 The section modulus of the stern sole piece is not to be less
than 1,25 times the rule value laid down in Pt B, Ch 7, Sec
1,40 1,05 0,85
1, [7.2].
1,60 1,05 0,87
1,80 1,04 0,88 2.9 Side scuttles and freeing ports
2,00 1,04 0,89
2.9.1 Sidescuttles are to be not located in the ice strength-
Note 1:
ened area.
AF : Cross-sectional area of the face plate,
AW : Cross-sectional area of the web. Special consideration is to be given to the design of the
freeing ports.
2.7 Fore part
3 Hull outfitting
2.7.1 Stem
The stem may be made of rolled, cast or forged steel or of
shaped steel plates. 3.1 Rudders and steering arrangements
A sharp edged stem improves the manoeuvrability of the
3.1.1 The scantlings of rudder post, rudder stock, pintles,
vessel in ice.
steering gear, etc. as well as the capacity of the steering
The plate thickness of a shaped plate stem, is to be not less gear are to be determined according to Pt B, Ch 7, Sec 1,
than that calculated in [2.6.2] assuming that: taking the coefficient r2, defined in Pt B, Ch 7, Sec 1,
s is the spacing of elements supporting the plate, in m [2.1.2], equal to 1,10 independently of the rudder profile
pPL, in N/mm2, is to be taken equal to p, defined in type.
[2.5.5], with la being the spacing of vertical supporting The maximum ahead service speed of the vessel, to be used
elements, in m. in these calculations, however, is to be not taken less than
that stated in Tab 9.
The horizontal diaphragms foreseen in Pt B, Ch 6, Sec 1,
[7.2.3] are to have a reduced spacing not exceeding 0,5m. Where the actual maximum ahead service speed of the ves-
Their thickness is not to be less than 2/3 of the stem plate sel is higher than that stated in Tab 9, the higher speed is to
thickness. be used.
A centreline web is to be provided from the forefoot to a Within the ice strengthened zone, the thickness of rudder
horizontal diaphragm located at least 0,5m above the load plating and diaphragms is to not less than that required for
waterline. Its thickness and depth are not to be respectively the shell plating of the aft region, i.e., according to [2.6],
less than 0,67 t and 10 t, t being the stem plate thickness. with C1=0.25.

Pt D, Ch 2, Sec 1
Table 9 : Maximum ahead service speed 4.3 Propellers

4.3.1 Material
Maximum ahead service
Notation The elongation after fracture, measured with a proportional
speed (km/h)
type tensile specimen, of the material used for propellers, is not
Ice 20 to be less than 19%. Materials other than copper alloys are to
be Charpy V-notch impact tested at a temperature of 10C
Ice-30 22
with a minimum average energy not less than 21 J, unless oth-
Ice-40 erwise specified in NR216 Materials and Welding.
26
Ice-40+ 4.3.2 Scantlings
The width l and the maximum thickness t of the cylindrical
4 Propulsion sections of the propeller blades are to be such as to satisfy
the conditions stated in a), b) and c) below.
4.1 General a) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,125D,
for fixed pitch propellers:
4.1.1 Application 26 ,5 2 ,85M
l t ------------------------------------------------- -------------------T + 2 ,24M G
2
The requirements developed in [4.2] to [4.4] apply to the 0 ,7 z

R m 0 ,65 + --------
propulsion machinery of vessels assigned one of the follow-
ing additional class notations:
b) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,175D,
Ice for controllable pitch propellers:
Ice-30 21 ,1 2 ,85M
l t ------------------------------------------------- -------------------T + 2 ,35M G
2
Ice-40. 0 , 7 z
R m 0 ,65 + --------

4.1.2 Propulsion machinery requirements for
vessels with notation Ice-40+ c) CYLINDRICAL SECTIONS AT THE RADIUS OF 0,3D,
both for fixed and controllable pitch propellers:
Regarding the propulsion machinery, vessels assigned the
additional class notation Ice-40+, are to comply with the 9 ,3 2 ,85M
l t ------------------------------------------------- -------------------T + 2 ,83M G
2
applicable ice class IC requirements of NR467, Pt E, Ch 8, 0 , 7 z

R m 0 ,65 + --------
Sec 3, [1].
where:
4.2 Ice torque l : Width of the expanded cylindrical section of
the blade at the radius in question, in cm
4.2.1 For the scantlings of propellers, shafting and reverse
t : Corresponding maximum blade thickness, in cm
and/or reduction gearing, the effect of the impact of the pro-
peller blades against ice is also to be taken into account. : D/H
D : Propeller diameter, in m
The ensuing torque, hereinafter defined as ice torque, shall
be taken equal to the value MG, in N m, calculated by the H : Blade pitch of propeller, in m, to be taken equal
to:
following formula:
the pitch at the radius considered, for fixed
2
M G = mD pitch propellers
where: 70% of the nominal pitch, for controllable
pitch propellers
m : Coefficient whose value is given in Tab 10,
P : Maximum continuous power of propulsion
depending upon the class notation requested
machinery for which the classification has been
D : Propeller diameter, in m requested, in kW
In the cases of propellers with nozzles or of considerably n : Speed of rotation of propeller, in rev/min, corre-
submerged propellers, the value of the ice torque may be sponding to the power P
taken equal to that corresponding to the ice class notation MT : Value, in Nm, of torque corresponding to the
next lower than that requested for the vessel, at the discre- above power P and speed n, calculated as fol-
tion of the Society. lows:
P
Table 10 : Variables m and x M T = 9550 ---
n
Ice class nota- z : Number of propeller blades

Ice Ice-30 Ice-40
tion MG : Value, in Nm, of the ice torque, calculated
m 1500 2500 10000
according to the formula given in [4.2]
Rm : Value, in N/mm2, of the minimum tensile
x 12 13 15 strength of the blade material.

Pt D, Ch 2, Sec 1
4.3.3 Minimum thickness of blades Rm : Value, in N/mm2, of the minimum tensile

When the blade thicknesses, calculated by the formulae strength of the blade material
given in Pt C, Ch 1, Sec 8, [2.2.1] and Pt C, Ch 1, Sec 8, RS,MIN : Value, in N/mm2, of the minimum yield
[2.3.1], are higher than those calculated on the basis of the strength (ReH) or 0,2% proof stress (Rp 0,2) of
formulae given in [4.3.2], the higher values are to be taken the propeller shaft material.
as rule blade thickness.
b) Where the diameter of the propeller shaft, as calculated
4.3.4 Minimum thickness at top of blade by the formula given in Pt C, Ch 1, Sec 7, [2.2], is
The maximum thickness of the cylindrical blade section at greater than that calculated according to the formula
the radius 0,475 D is not to be less than the value t1, in mm, given in a) above, the former value is to be adopted.
obtained by the following formula: c) Where a cone-shaped length is provided in the propeller
490 0 ,5 shaft, it is to be designed and arranged in accordance
t 1 = ( x + 2D ) ---------- with the applicable requirements of Pt C, Ch 1, Sec 7.
Rm
d) Propeller shafts are to be in steel having impact strength

where:
as specified in NR216 Materials and Welding.
x : Variable defined in Tab 10.
4.3.5 Blade thickness at intermediate sections 5 Miscellaneous requirements

The thickness of the other sections of the blade shall be
determined by means of a smooth curve connecting the 5.1 River water inlets and cooling water sys-
points defined by the blade thicknesses calculated by the tems of machinery
formulae given in [4.3.2] and [4.3.4].
5.1.1
4.3.6 Thickness of blade edge
The thickness of the whole blade edge, measured at a dis- a) The cooling water system is to be designed to ensure the
tance from the edge itself equal to 1,25 t1 (t1 being the blade supply of cooling water also when navigating in ice.
thickness as calculated by the formula given in [4.3.4]), is to b) For this purpose, at least one river water inlet chest is to
be not less than 0,5 t1. be arranged and constructed as indicated hereafter:
For controllable pitch propellers, this requirement is appli- 1) The river water inlet is to be situated near the centre-
cable to the leading edge only. line of the vessel and as aft as possible.
4.3.7 Controllable pitch propellers actuating 2) The chest is to be sufficiently high to allow ice to
mechanism accumulate above the inlet pipe.
The strength of the blade-actuating mechanism located 3) A pipe for discharging the cooling water, having the
inside the controllable pitch propeller hub is to be not less same diameter of the main overboard discharge
than x.10-1 times that of the blade when a force is applied at line, is to be connected to the inlet chest.
the radius 0,45 D in the weakest direction of the blade,
4) The area of the strum holes is to be not less than 4
where x is a variable defined in [4.3.4].
times the inlet pipe sectional area.
4.4 Shafting c) Where there are difficulties in satisfying the require-

ments of b.3) above, two smaller chests may be
4.4.1 Propeller shaft accepted, alternatively, provided that they are located
and arranged as stated in the other provisions above.
a) The diameter of the propeller shaft at its aft bearing is
not to be less than the value dP, in mm, calculated by d) Heating coils may be installed in the upper part of the
the following formula: chests.
1
--- e) Arrangements for using ballast water for cooling pur-
WR 3
d P = K E ----------------m- poses may be accepted as a reserve in ballast conditions
R S ,M IN
but are not acceptable as a substitute for the river inlet
where: chests as described above.
KE : KE = 10,8 for propellers having hub diame-
ter not greater than 0,25 D 5.2 Steering gear
KE = 11,5 for propellers having hub diame-
5.2.1
ter greater than 0,25 D
W : Value, in cm3, equal to lt2, proposed for the a) Effective relief valves shall be provided to protect the
section at the radius: steering gear against hydraulic overpressure.
0,125 D for propellers having the hub b) The scantlings of steering gear components are to be such
diameter not greater than 0,25 D as to withstand the yield torque of the rudder stock.
0,175 D for propellers having the hub c) Where possible, rudder stoppers working on the blade
diameter greater than 0,25 D or rudder head are to be fitted.

Pt D, Ch 2, Sec 1
5.3 Transverse thrusters

5.3.1 The tunnels of transverse thrusters are to be fitted
with grids for protection against ice impacts.

Pt D, Ch 2, Sec 2
SECTION 2 TRANSPORT OF HEAVY CARGOES
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 1.4.2 Primary supporting members
[2]
Strength check of primary supporting members is to be carried
t : Net thickness, in mm, of plating out by direct calculation, in compliance with Ch 1, Sec 4, [7].
l : Span, in m, of ordinary stiffeners or primary
supporting members
2 Bulk cargo vessels
[2.4] and Pt B, Ch 2, Sec 3, [3.4] 2.1 Application
1 All vessels 2.1.1 The additional class notation Heavycargo, is

assigned, in accordance with Pt A, Ch 1, Sec 3, [9.16.1] to
1.1 Application vessels with type and service notation Bulk cargo vessel
intended to carry heavy bulk dry cargoes.
1.1.1 The additional class notation Heavycargo (AREAi, xi
kN/m2), is assigned, in accordance with Pt A, Ch 1, Sec 3, 2.1.2 Unless otherwise mentioned, these vessels are to
[9.16.1] to vessels intended to carry heavy unit cargoes. comply, as applicable, with the requirements stated under
Part A, Part B, Part C and Ch 1, Sec 2.
1.1.2 Unless otherwise mentioned, these vessels are to
comply, as applicable, with the requirements stated under
Part A, Part B, Part C and Ch 1, Sec 1. 2.2 Design loads
1.2 Documentation to be submitted 2.2.1 The still water bending moment and internal local
loads are to be determined according to Pt B, Ch 3, Sec 2,
1.2.1 In addition to the documentation required in Pt B, Ch [2.4] and Pt B, Ch 3, Sec 4, [3.2], respectively, where the
1, Sec 3, the following information is to be submitted to the cargo properties are not to be taken less than:
Society:
Cargo density, in t/m3
Unit cargo arrangement in holds, on decks and on hatch
covers, indicating size and gross mass of cargoes B 2,5
Drawings of load bearing structures indicating the Angle of repose of the bulk cargo
design loads and including the connections to the hull
structures and the associated structural reinforcements. B 35
1.3 Design load 2.3 Bottom or inner bottom plating thickness

2
1.3.1 The value of design pressure pS, in kN/m , is to be
2.3.1 The net thickness of bottom or inner bottom plating
specified by the designer for each areai, according to
subjected to heavy bulk dry cargo, is to be determined
[1.1.1], and introduced as xi values.
according to Pt D, Ch 1, Sec 2, taking into account the
additional requirement stated under [2.2.1].
1.4 Hull scantlings
This thickness, in mm, is not to be less than the value
1.4.1 General derived from the following formula:
In general, the hull scantlings are to be not less than
13 0, 5
required in Part B, Chapter 5. t 1 = 2L k + 3, 6s

Pt D, Ch 2, Sec 3
SECTION 3 EQUIPPED FOR TRANSPORT OF CONTAINERS
1 General 2.2.3 Reinforcements in way of cell guides

The structures of the bottom and inner bottom on which cell
1.1 Application guides rest are to be adequately stiffened with doublers,
brackets or other equivalent reinforcements.
tion are eligible for the assignment of the additional class
notation Equipped for transport of containers, as defined in
Pt A, Ch 1, Sec 3, [9.5.1].
2.3.1 Efficient retaining arrangements are to be provided to
1.1.2 These vessels are to comply with the requirements prevent translation of the hatch cover under the action of
stated under Part A, Part B, Part C and Ch 1, Sec 1, as far as the longitudinal and transverse forces exerted by the stacks
applicable. of containers on the cover. These retaining arrangements
are to be located in way of the hatch coaming side brackets.
1.2 Documentation to be submitted Solid fittings are to be welded on the hatch cover where the
corners of the containers are resting. These parts are
1.2.1 In addition to the documentation required in Pt B, Ch intended to transmit the loads of the container stacks onto
1, Sec 3, the following information is to be submitted to the the hatch cover on which they are resting and also to pre-
Society: vent horizontal translation of the stacks by means of special
Container arrangement in holds, on decks and on hatch intermediate parts arranged between the supports of the
covers, indicating size and gross mass of containers corners and the container corners.
Drawings of load bearing structures indicating the
design loads and including the connections to the hull 3 Design loads
structures and the associated structural reinforcements.
2 Structure arrangements 3.1 Design torsional torque
3.1.1 Where no specific data are provided by the Designer,

2.1 Strength principles the design still water torsional torque induced by the non-
uniform distribution of cargo, consumable liquids and bal-
2.1.1 Local reinforcements
last is to be obtained at the midship section, in kN.m, from
Local reinforcements of the hull structure are to be provided the following formula:
under container corners and in way of fixed cargo securing
devices and cell guides, if fitted. MT = 31,4 nS nT B
The forces applied on the fixed cargo securing devices are where:
to be indicated by the Designer.
nS : Number of container stacks over the breadth B
2.1.2 Structural continuity nT : Number of container tiers in cargo hold amid-
For double hull vessels, the inner side is to extend as far aft ships (including containers on hatch covers).
as possible and be tapered at the ends.

2.2.1 Floor and girder spacing 3.2.1 Still water and inertial forces
As a recommendation, the floor spacing is to be such that The force Fi applied to one container located at the level
floors are located in way of the container corners. Floors are i, as defined in Fig 2, is to be determined in compliance
also to be fitted in way of watertight bulkheads. with Pt B, Ch 3, Sec 4, [3.4].
Girders are generally to be fitted in way of the container The mass of the containers is to be defined by the Designer.
corners.
Where the mass of loaded containers is not known, the fol-
2.2.2 Strength continuity lowing values may be used:
Adequate strength continuity of floors and bottom trans- for 40 feet containers: mi = 27 t
verses is to be ensured in way of the side tank by means of
brackets. for 20 feet containers: mi = 17 t

Pt D, Ch 2, Sec 3
Where empty containers are stowed at the top of a stack, Figure 1 : Containers level in a stack
the following values may be used:
Lashing at level 4
0,14 times the weight of a loaded container, in case of
empty steel containers
Level 4
0,08 times the weight of a loaded container, in case of container
empty aluminium containers. Lashing at level 3
3.2.2 Wind forces applied to one container
The forces due to the effect of the wind, applied to one con- Level 3
container
tainer stowed above deck at level i (see Fig 1), are to be
obtained, in kN, from the following formulae: Lashing at level 2
In x direction
FX, WD, i = pWDhCbC Level 2

container
In y direction
Lashing at level 1
FY, WD, i = pWDhClC
where: Level 1
container
lC, bC : Dimension, in m, of the container stack in the

vessel longitudinal and transverse direction,
respectively
pWD : Specific wind pressure, in kN/m2, defined in Tab 1 4 Hull scantlings

These forces are only acting on the stack exposed to wind.
4.1 General
In the case of M juxtaposed and connected stacks of the
same height, the wind forces are to be distributed over the 4.1.1 In general, the hull scantlings are to be not less than
M stacks. required in Part B, Chapter 5.
In the case of juxtaposed and connected stacks of different
heights, the wind forces are to be distributed taking into 4.1.2 Scantlings of structural members subjected to con-
account the number of stacks at the level considered (see centrated loads are to be determined by direct calculation
example in Fig 4. according to Pt B, Ch 5, Sec 1, [5]. In particular, the require-
ments of [5] are to be complied with.
Table 1 : Specific wind pressure
4.1.3 Where the operating conditions (loading / unloading
sequence as well as consumable and ballast distribution)
Navigation notation pWD, in kN/m2 are likely to induce excessive torsional torque, the torsional
IN(1,2 x 2) 0,3 n0,5 strength is to be checked, using the design torsional torque
derived from [3.1.1].
IN(0,6), IN(0) 0,25
3.2.3 Stacks of containers 5 Direct calculation

The still water, inertial and wind forces to be considered as
being applied at the centre of gravity of the stack, and those 5.1 General
transmitted at the corners of such stack is to be obtained, in
kN, as specified in Tab 2. 5.1.1 These requirements apply to the grillage analysis of
primary supporting members subjected to concentrated
3.2.4 Securing load loads.
The scantling load of securing devices is to be determined Direct calculation is to be carried out in compliance with Pt B,
assuming an angle of list of 12. Ch 5, Sec 1, [5].

Pt D, Ch 2, Sec 3
Table 2 : Containers - Still water, inertial and wind forces
Still water force FS and inertial and wind force Vertical still water force RS and inertial and wind force RW,
Ship condition
FW, in kN, acting on each container stack in kN, transmitted at the corners of each container stack
Still water condition N
F
FS = F S ,i R S = ----S
4
i=1
Upright condition in x direction

N
(see Fig 2)
F W ,X = (F W ,X ,i + F X ,WD ,i ) F W, Z N C h C F W, X
R W ,1 = ---------
- + ------------------------
i=1 4 4lC
in z direction F W, Z N C h C F W, X
R W ,2 = ---------
- ------------------------
N 4 4 lC
F W ,Z = F W ,Z ,i
i=1
Inclined condition in y direction

N
(negative roll angle)
(see Fig 3) F W ,Y = (F W ,Y ,i + F Y ,WD ,i ) F W, Z N C h C F W, Y
R W ,1 = ---------
- + ------------------------
i=1 4 4b C
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:
NC : Number of containers per stack
lC , bC : Dimension, in m, of the container stack in the ship longitudinal and transverse direction, respectively.
Figure 2 : Inertial and wind forces Figure 3 : Inertial and wind forces
Upright vessel condition Inclined vessel condition
Z
FW,Z Z
FW,Z
FW,Y
FW,X
Y
Y
RW,2 RW,1
RW,1 RW,2
RW,2
RW,2
X
X
Figure 4 : Distribution of wind forces in the case of stacks of different heights

y, wind

y, wind

y, wind

y, wind

Pt D, Ch 2, Sec 4
SECTION 4 EQUIPPED FOR TRANSPORT OF WHEELED VEHICLES
1 General 2.2 Hull structure

2.2.1 Framing
1.1 Application In general, RoRo cargo decks or platforms are to be longitu-
dinally framed.
Where a transverse framing system is adopted, it is to be
tion are eligible for the assignment of the additional class
considered by the Society on a case by case basis.
notation Equipped for transport of wheeled vehicles, as
defined in Pt A, Ch 1, Sec 3, [9.6.1].
2.3 Drainage of cargo spaces, other than
1.1.2 These vessels are to comply with the requirements RoRo spaces, intended for the carriage of
stated under Part A, Part B, Part C and Ch 1, Sec 1, as far as motor vehicles with fuel in their tanks for
applicable. their own propulsion
2.3.1 Scupper draining
Scuppers from cargo spaces, other than RoRo spaces,
1.2.1 In addition to the documentation required in Pt B, Ch intended for the carriage of motor vehicles with fuel in their
1, Sec 3, a wheeled vehicle arrangement plan including the tanks for their own propulsion are not to be led to machin-
following details: ery or other places where sources of ignition may be
present.
type of vehicles
axle load 3 Scantlings
configuration and number of wheels per axle
distance between axles
distance between wheels 3.1.1 Design loads
The wheeled loads induced by vehicles are defined in Pt B,
tyre print area
Ch 3, Sec 4, [3.5].
is to be submitted to the Society.
3.1.2 The scantlings of RoRo cargo spaces are to be in
compliance with Ch 1, Sec 5, [3].
2 Vessel arrangements
2.1 Sheathing 3.2.1 The requirements applicable to movable decks and
2.1.1 Wood sheathing is recommended for caterpillar
trucks and unusual vehicles.
3.3 External ramps
It is recommended that a piece of wood of suitable thick-
ness should be provided under each crutch in order to dis- 3.3.1 The requirements applicable to external ramps are
tribute the mass over the plate and the nearest stiffeners. defined in Pt B, Ch 6, Sec 6, [2].

Pt D, Ch 2, Sec 5
SECTION 5 FERRY
1 General 2.2 Hull structure
1.1 Application 2.2.1 Framing

In general, car decks or platforms are to be longitudinally
1.1.1 Passenger vessels complying with the requirements of framed.
this Section are eligible for the assignment of the additional
class notation Ferry, as defined in Pt A, Ch 1, Sec 3, [9.7]. Where a transverse framing system is adopted, it is to be
considered by the Society on a case-by-case basis.
1.1.2 These vessels are to comply with the requirements
stated under Part A, Part B, Part C and Ch 1, Sec 6, as far as 2.3 Drainage of RoRo cargo spaces, intended
applicable.
for the carriage of motor vehicles with
fuel in their tanks for their own propulsion
2.3.1 Scupper draining
1.2.1 In addition to the documentation required in Pt B, Ch 1,
Sec 3, the following information is to be submitted: Scuppers from cargo spaces intended for the carriage of
motor vehicles with fuel in their tanks for their own propul-
a) Plans of ramps, elevators for cargo handling and mov-
sion are not to be led to machinery or other places where
able decks, if any, including:
sources of ignition may be present.
structural arrangements of ramps, elevators and
movable decks with their masses
arrangements of securing and locking devices 3 Scantlings
connection of ramps, lifting and/or hoisting appli-
ances to the hull structures, with indication of 3.1 RoRo cargo spaces
design loads (amplitude and direction)
wire ropes and hoisting devices in working and 3.1.1 Design loads
stowed position The wheeled loads induced by vehicles are defined in Pt B,
hydraulic jacks Ch 3, Sec 4, [3.5].
loose gear (blocks, shackles, etc.) indicating the safe
3.1.2 The scantlings of RoRo cargo spaces are to be in
working loads and the testing loads
compliance with Ch 1, Sec 5, [3].
test conditions
b) Plan of arrangement of motor vehicles, railway cars
and/or other types of vehicles which are intended to be
carried and indicating securing and load bearing
3.2.1 The requirements applicable to movable decks and
arrangements
c) Characteristics of motor vehicles, railways cars and/or
other types of vehicles which are intended to be carried:
(as applicable) axle load, axle spacing, number of
3.3 External ramps
wheels per axle, wheel spacing, size of tyre print
3.3.1 The requirements applicable to external ramps are
d) Plan of dangerous areas, in the case of vessels intended defined in Pt B, Ch 6, Sec 6, [2].
for the carriage of motor vehicles with petrol in their
tanks
4 Electrical installations
4.1 Protective measures on car decks
2.1 Sheathing
4.1.1 Special category spaces: definition
2.1.1 Wood sheathing is recommended for caterpillar Special category spaces are those enclosed vehicle spaces
trucks and unusual vehicles. above and below the bulkhead deck, into and from which
It is recommended that a piece of wood of suitable thick- vehicles can be driven and to which passengers have
ness should be provided under each crutch in order to dis- access. Special category spaces may be accommodated on
tribute the mass over the plate and the nearest stiffeners. more than one deck.

Pt D, Ch 2, Sec 5
4.1.2 Installations in special category spaces Ch 2, Sec 1, [4.4.6] and to have the minimum explosion
situated above the bulkhead deck group IIA and temperature class T3.
Electrical equipment is to be as stated in Pt C, Ch 2, Sec 1,
On any deck or platform, if fitted, on which vehicles are
[4.4.7].
carried and on which explosive vapours might be expected
to accumulate, except for platforms with openings of suffi- 4.1.3 Installations in special category spaces
cient size permitting penetration of petrol gases down- situated below the bulkhead deck
wards, electrical equipment and cables are to be installed at An electrical equipment installed is to be as stated in Pt C,
Ch 2, Sec 1, [4.4.6] and to have the minimum explosion
least 450 mm above the deck or platform.
group IIA and temperature class T3.
Where the installation of electrical equipment and cables at 4.1.4 Ventilation
less than 450 mm above the deck or platform is deemed Electrical equipment and cables in exhaust ventilation ducts
necessary for the safe operation of the vessel, the electrical are to be as stated in Pt C, Ch 2, Sec 1, [4.4.6] and to have
equipment is to be of a certified safe type as stated in Pt C, the minimum explosion group IIA and temperature class T3.

Pt D, Ch 2, Sec 6
SECTION 6 STABILITY
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, Table 1 : Requirements applicable to various vessel

[2.1] types
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] Vessel type Applicable requirements
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] All types Pt B, Ch 2, Sec 2
LWL : Length of waterline, in m, defined in Pt B, Ch 1, General cargo vessels
[2]
Sec 2, [2.6] RoRo cargo vessels
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, Bulk cargo vessels [3]
[2.5]
Container vessels [4]
: Displacement, in tons, at draught T
Tankers [5]
CB : Block coefficient, defined in Pt B, Ch 1, Sec 2,
[2] Tugs [6]
v : Maximum speed of the vessel in relation to the Pushers [7]

water, in km/h Pontoons [8]
KG : Height, in m, of the centre of gravity above base Dredgers [9]
line
Hopper dredgers
n : Navigation coefficient defined in Pt B, Ch 3, Sec [10]
Hopper barges
1, [5.2]
2.1.2 The stability of general cargo vessels and RoRo cargo
1 General vessels for all intended loading conditions is to comply with
the requirements in Pt B, Ch 2, Sec 2, [4].
1.1 Application
3 Bulk cargo vessels
tion are eligible for the assignment of one of the following
additional class notations, as defined in Pt A, Ch 1, Sec 3,
[9.19]: 3.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
Intact stability Pt B, Ch 2, Sec 2, [3] are to be complied with.
Damage stability.
3.1.2 The stability of bulk cargo vessels for all intended
1.1.2 Rules applicable to various vessel types loading conditions is to comply with the requirements in Pt
B, Ch 2, Sec 2, [4].
The requirements of this Section are to be applied for
assessment of various vessel stability according to Tab 1. 3.1.3 For bulk dry cargo likely to redistribute itself if the
vessel lists to an inclination greater than its angle of repose,
1.2 Documents to be submitted such as grain or cement, requirements of [3.2], [3.3] and
[3.4] are to be additionally complied with.
1.2.1 The documents to be submitted are listed in Pt B, Ch 2,
Sec 2, [2.1]. 3.2 Stowage of bulk cargo
The Society may require any other necessary guidance for
the safe operation of the vessel. 3.2.1 Trimming
All necessary and reasonable trimming is to be performed
2 General cargo vessels and RoRo to level all free cargo surfaces and minimise the effect of
cargo shifting.
cargo vessels
3.2.2 Cargo securing
2.1 Intact stability Unless account is taken of the adverse heeling effect due to
cargo shift according to these Rules, the surface of the bulk
2.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to cargo in any partially filled compartment is to be secured so
Pt B, Ch 2, Sec 2, [3] are to be complied with. as to prevent a cargo shift by overstowing.

Pt D, Ch 2, Sec 6
Figure 1 : Stability curve
Righting arm curve
1 Residual dynamic
Heeling arm curve
stability
1 2 Angle of heel
3.2.3 Longitudinal subdivisions 4 Container vessels

The proper precaution is to fit one or more temporary longi-
tudinal subdivisions in the holds or compartments to mini- 4.1 General
mise the possibility of shift of cargo.
4.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to
3.3 Calculation of heeling moment due to Pt B, Ch 2, Sec 2, [3] are to be complied with.
cargo shifting
4.2 Stowage of containers
3.3.1 The heeling moment due to cargo shifting is to be
determined in relation with the hold or compartment geom-
4.2.1 Secured containers
etry, assuming an angle to the horizontal of the resulting
cargo surface after shifting of 12. A cargo of containers shall be considered to be secured if
each individual container is firmly secured to the hull of the
vessel by means of rails or turnbuckles and its position can-
3.4 Additional intact stability criteria
not alter during the voyage.
3.4.1 The intact stability characteristics of any vessel carrying

4.2.2 In the case of vessels likely to carry either secured or
bulk dry cargo likely to redistribute itself if the vessel lists to an
non-secured containers, separate documents concerning
inclination greater than its angle of repose, such as grain or
stability are required for the carriage of each type of con-
cement, are to be shown to meet, throughout the voyage, at
tainer.
least the following criteria after taking into account the heeling
moment due to cargo shifting (see Fig 1):
4.3 Intact stability in the case of non-secured
The angle of heel 1 due to the shift of cargo is not to be
greater than 12 or the angle at which the deck edge is containers
immersed, whichever is the lesser
4.3.1 All methods of calculating a vessels stability in the
In statical stability diagram, the net or residual area case of non-secured containers shall meet the following
between the heeling arm curve and the righting arm limit conditions:
curve up to the angle of heel 2 of maximum difference
between the ordinates of the two curves, or 27 or the a) metacentric height, GM, shall not be less than 1,00 m.
angle of flooding, whichever is the lesser, is in all condi-
b) under the joint action of the wind thrust, centrifugal
tions of loading to be not less than 0,024 m.rad
force resulting from the vessels turning and the effect of
The initial metacentric height, after correction for the free surfaces induced by the hold or double bottom fill-
free surface effects of liquids in tanks, as specified in Pt ings, the angle of heel shall not exceed 5 and the edge
B, Ch 2, Sec 2, [2.3], is to be not less than 0,15 m. of the deck shall not be immersed.

Pt D, Ch 2, Sec 6
4.3.2 The heeling lever, in m, resulting from the centrifugal KM : Height of the metacentre above the base, in m.
force caused by the vessel turning shall be determined in If no curve diagram is available the value of KM
accordance with the following formula: may be determined, for example, via the follow-
v T
2 ing approximation formulae:
h KZ = 0, 00308 -------- KG ---
L WL 2 vessels in the form of a pontoon
2
4.3.3 The heeling lever, in m, resulting from the wind thrust B WL T
- + -----m-
KM = -------------------------------------
is to be determined in accordance with the following for- 12, 5 T m
2
------ T m
mula: D
A T other vessels
h KW = 0, 1p WD ------W- l W + ---
2 2
B WL T
- + -----m-
KM = -----------------------------------------------
where: 12, 7 1, 2 T m
2
------ T m
D
pWD : Specific wind pressure, in kN/m2:
for IN(0) and IN(0,6): PWD = 0,25 F : Effective freeboard at 0,5 LOA
for IN(1,2 x 2): PWD = 0,3 n 0,5 BWL : Vessel waterline breadth, in m
AW : Side surface above the waterline of the loaded Tm : Average draught, in m
vessel, in m2 ZZ : Parameter for the centrifugal force resulting
lW : Height, in m, of the centre of gravity of the side from turning:
surface AW above the waterline. v
2
Z Z = 0, 00308 --------
L WL
4.3.4 The heeling lever, in m, resulting from the free sur-
faces of rainwater and residual water within the hold or the
double bottom shall be determined in accordance with the 4.4 Intact stability in the case of secured con-
following formula: tainers
0, 015
h KFO = ----------------
[ b l ( b 0, 55 b)] 4.4.1 In the case of secured containers, all means of calcu-
lation used in order to determine vessel stability shall meet
where: the following limit conditions:
b : Width of hold or section of the hold in question, metacentric height GM shall be not to be less than
in m 0,50 m
l : Length of hold or section of the hold in ques- no hull opening shall be immersed by the combined
tion, in m. action of the centrifugal force resulting from the turning
of the vessel, wind thrust and free surfaces of liquids.
4.3.5 Half of the fuel and fresh water supply shall be taken
into account for each load condition. 4.4.2 The heeling moments resulting from the wind thrust,
centrifugal force due to vessels turning and free surfaces of
4.3.6 The stability of a vessel carrying non-secured con-
liquids, are to be determined in accordance with [4.3].
tainers shall be considered to be sufficient if the effective
KG does not exceed the KGZ determined according to Half of the supply of fuel and fresh water for each load con-
[4.3.7]. dition shall be taken into account.
4.3.7 KGZ is the maximum permissible height, in m, of the 4.4.3 The stability of a vessel carrying secured containers
loaded vessels centre of gravity above its base. shall be considered to be adequate if the effective KG does
not exceed the KGZ determined according to [4.4.4].
KGZ shall be calculated for various displacements covering
all of the possible draught variations, according to the fol- 4.4.4 KGZ is the maximum permissible height, in m, of the
lowing formulae: loaded vessels centre of gravity above its base.
B WL T m KGZ shall be calculated for various displacements covering
KM + -------- - Z ------ h KW h KFO
2F Z 2 all of the possible draught variations, according to the fol-
KG Z = -----------------------------------------------------------------------------
B WL lowing formulae:
--------- Z Z + 1
2F
KM KM 1 + KM 2
or KG Z = --------------------------------------------
-
B WL
0, 75 -------- - ZZ + 1
KGZ = KM 1 F
whichever is the lesser, or
where: KGZ = KM 0,5
BWL / 2 F > 11,5 whichever is the lesser,

Pt D, Ch 2, Sec 6
where: 4.5 Damage stability

KM1 : Parameter defined as
4.5.1 Application
Ii F In addition to the rules stated under [4.3] and [4.4], the
KM 1 = --------- 1 1, 5 ------ 0
2 F requirements of this subarticle apply to vessels exceeding
110 m in length.
BWL / F* 6,6
KM2 : Parameter defined as 4.5.2 The proof of sufficient stability after damage is to be
produced for the most unfavourable loading condition.
B WL T m
- Z Z ------ h KW h KFO
KM 2 = 0, 75 -------- The basic values for the stability calculation - the vessel's
F 2
lightweight and location of the centre of gravity - shall be
BWL / F* 6,6 determined:
either by means of an heeling experiment, or
F* : Ideal freeboard, in m:
by detailed mass and moment calculation, in which
F* = MIN (F1*, F2*) case the lightweight of the vessel shall be verified by
F1* = D* Tm checking the draught, with a tolerance limit of 5%
between the mass determined by calculation and the
aB WL
F 2 = ------------ displacement determined by the draught readings.
2b
a : Vertical distance between the lower edge of the 4.5.3 The proof of floatability after damage shall be pro-
opening that is first immersed in the event of duced for the fully loaded vessel.
heeling and the water line in the vessel's normal For this purpose, calculated proof of sufficient stability shall
position, in m be established for the critical intermediate stages of flooding
and for the final stage of flooding. Negative values of stabil-
b : Distance of the same opening as above from the
ity in intermediate stages of flooding may be accepted only
centre of the vessel, in m
if the continued range of curve of righting lever in damaged
D* : Ideal depth, in m: condition indicates adequate positive values of stability.
q
D = D + ---------------------------- 4.5.4 The following assumptions shall be taken into
0, 9 L OA B WL account for the damaged condition:
q : Sum of the volumes, in m3, of the deckhouses, a) Extent of side damage:
hatchways, trunk decks and other superstruc- longitudinal extent: at least 0,10 LOA
tures up to a height of 1,0 m above D or up to
transverse extent: 0,59 m
the lowest opening in the space under consider-
ation, the lowest value shall be taken. vertical extent: from base line upwards without limit
Parts of spaces located within the area of 0,05 b) Extent of bottom damage:
LOA from the extremities of the vessel shall not longitudinal extent: at least 0,10 LOA
be taken into account transverse extent: 3,00 m
: Displacement of the vessel at Tm , in m3 vertical extent: from base line to 0,49 m upwards,
the sump excepted
i : Transverse moment of inertia, in m4, of waterline
area parallel to the base, at height, in m: c) Any bulkhead within the damaged area shall be
assumed damaged, which means that the location of the
h = Tm + 2 F* / 3 bulkheads shall be chosen so that the vessel remains
I : Transverse moment of inertia, in m4, of water- afloat after flooding of two or more adjacent compart-
line area Tm ments in the longitudinal direction.
If there are no hydrostatic curves, the value For the main engine room only the one-compartment sta-
needed for calculating transverse moment of tus needs to be taken into account, i.e. the end bulkheads
inertia I of the waterline area may be obtained of the engine room shall be assumed as not damaged.
from the following approximation formulae: For bottom damage, adjacent athwartship compart-
ments shall also be assumed as flooded.
vessels in the form of a pontoon:
d) Permeability
2
B WL Permeability shall be assumed to be 95%.
I = -------------------------------------
-
12, 5 T -----m- T m By way of derogation from this assumption, the values
D
of permeability stated in Tab 2 may be assumed.
other vessels: If a calculation proves that the average permeability of any
2 compartment is lower, the calculated value may be used.
B WL
I = -----------------------------------------------
- e) The lower edge of any non-watertight opening (e.g.
12, 7 1, 2 T -----m- T m

doors, windows, access hatches) shall, at the final stage
D
of flooding, be not less than 100 mm above the dam-
Tm : Average draught, in m. aged waterline.

Pt D, Ch 2, Sec 6
Table 2 : Permeability values, in % watertight openings are immersed before that stage, the
corresponding spaces shall be considered flooded for
Spaces the purpose of stability calculation.
Engine and service rooms 85 c) or, for non-secured containers (see Fig 3)
Accommodation spaces 95 At the stage of equilibrium (final stage of flooding)
Double bottoms, fuel tanks, ballast tanks, etc. 0 or 95 the angle of heel shall not exceed 5. Non-water-
depending on whether, according to their tight openings shall not be immersed before reach-
function, they have to be assumed as full or ing the stage of equilibrium. If such openings are
empty for the vessel floating at the maximum immersed before that stage, the corresponding
permissible draught spaces shall be considered as flooded for the pur-
pose of stability calculation;
4.5.5 The stability after damage shall be sufficient if, on the The positive range of the righting lever curve beyond
basis of the assumptions in [4.5.4]: the position of equilibrium shall have an area under
the curve of = 0,0065 m.rad. The minimum values
a) at the final stage of flooding a safety clearance of not
of stability shall be satisfied up to immersion of the
less than 100 mm remains and the angle of heel of the
first non-weathertight opening and in any event up
vessel does not exceed 5 to an angle of heel = 10. If non-weathertight open-
b) or, for secured containers (see Fig 2) ings are immersed before that stage, the correspond-
ing spaces shall be considered as flooded for the
At the stage of equilibrium (in the final stage of purposes of stability calculation.
flooding), the angle of heel is not greater than 12.
4.5.6 When cross- or down-flooding openings are provided
Non-watertight openings shall not be flooded before
for reduction of unsymmetrical flooding, the time for equal-
reaching the stage of equilibrium.
isation shall not exceed 15 minutes, if during the intermedi-
If such openings are immersed before the stage of ate stages of flooding sufficient damaged stability has been
equilibrium, the corresponding spaces shall be con- demonstrated.
sidered flooded for the purpose of stability calcula-
tion. 4.5.7 If openings through which undamaged compartments
may additionally become flooded are capable of being
The positive range of the righting lever curve beyond the closed watertight, the closing appliances shall be marked
stage of equilibrium has a righting lever of 0,05 m in according to their operating instructions.
association with an area under the curve of 0,0065
m.rad. The minimum values of stability shall be satisfied 4.5.8 Where necessary in order to meet the requirements in
up to immersion of the first non-weathertight openings [4.5.2] or [4.5.3], the plane of maximum draught shall be
and in any event up to an angle of heel 27. If non- re-established.
Figure 2 : Proof of damage stability for container vessels carrying secured containers
Righting lever
12
A 0,0065 m.rad
0,05m
Angle of heel []
First floodable non-weathertight

opening, however 27
Equilibrium in
flooded
condition

Pt D, Ch 2, Sec 6
Righting lever Figure 3 : Proof of damage stability for container vessels carrying non-secured containers
A 0,0065 m.rad
Angle of heel []

opening, however 10
Equilibrium in
flooded
condition
5 Tankers where:
A : Area, in m.rad, contained between the righting
5.1 General lever and the heeling arm curves, measured
from the heeling angle C to the heeling angle
5.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to D
Pt B, Ch 2, Sec 2, [3] are to be complied with.
C : Heeling angle of equilibrium, corresponding to
5.1.2 The centre longitudinal bulkhead may be dispensed the first intersection between heeling and right-
with only if sufficient stability is guaranteed. ing arms
D : Heeling angle, to be taken as the lowest of:
the angle M, corresponding to the position
5.2.1 The stability of tankers for all intended loading condi- of GZMAX (see Fig 4),
tions is to comply with the requirements in Pt B, Ch 2, Sec 2,
[4]. the angle of downflooding.
6 Tugs Figure 4 : Heeling and righting arms curves
heeling and righting arm

6.1 General
Pt B, Ch 2, Sec 2, [3] are to be complied with. GZ MAX
6.1.2 The stability of tugs for all intended loading condi-

tions is to comply with the requirements in Pt B, Ch 2, Sec
2, [4].
A
6.2 Additional intact stability
6.2.1 All intended loading conditions are also to be
checked in order to investigate the vessels capability to
support the effect of the towing force in the beam direction.
A tug may be considered as having sufficient stability,
according to the effect of the towing force in the beam
direction, if the following condition is complied with:
jC jD jA heeling angles
A 0,011

Pt D, Ch 2, Sec 6
The heeling arm curve is to be calculated as follows: d) description of the operating conditions together with the
corresponding data concerning weight and centre of
THc
b H = ---------------- cos gravity, including its unladen state and the equipment
9 ,81
situation as regards transport
where: e) calculation of the heeling, trimming and righting
bH : Heeling arm, in m moments, with specification of the list and trim angles
and the corresponding residual freeboard and residual
T : Maximum towing pull, in kN safety clearances
Where this force is unknown, it can be assumed f) all of the results of the calculation with a specification
equal to: of the use and load limits.
T = 0,179 P for propellers not fitted with
nozzles 8.3 Heeling moments
T = 0,228 P for propellers fitted with nozzles
8.3.1 Load induced moment
P : Maximum continuous power, in kW, of the pro-
The load induced moment is to be defined by the Designer.
pulsion engine
H : Vertical distance, in m, between the towing 8.3.2 Asymmetric structure induced moment
hook, or equivalent fitting, and half draught cor- The asymmetric structure induced moment is to be defined
responding to by the Designer.
c : Coefficient defined as:
8.3.3 Moment due to wind pressure
c = 1,00 for vessels with azimuth propulsion
The moment caused by the wind pressure, in kN.m, shall be
c = 0,65 for vessels with non-azimuth pro- calculated in accordance with the following formula:
pulsion
MW = c PWD AW (lW + T / 2)
: Loading condition displacement, in t.
where:
c : Shape-dependent coefficient of resistance tak-
7 Pushers ing account of gusts:
for frameworks: c = 1,2
7.1 General
for solid section beam: c = 1,6
7.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to PWD : Specific wind pressure, in kN/m2:
Pt B, Ch 2, Sec 2, [3] are to be complied with. for IN(0) and IN(0,6): PWD = 0,25
7.1.2 The stability of pushers for all intended loading con- for IN(1,2 x 2): PWD = 0,3 n0,5
ditions is to comply with the requirements in Pt B, Ch 2, AW : Side surface area of the floating installation, in m2
Sec 2, [4].
lW : Distance, in m, of centre of gravity of area AW,
from waterline.
8 Pontoons
8.3.4 Cross current induced moment
8.1 General The moment resulting from the cross current must only be
taken into account for a vessel which is anchored or
8.1.1 The general requirements of Pt B, Ch 2, Sec 2, [1] to moored across the current while operating.
8.3.5 Ballast and supplies induced moment
The least favourable extent of tank filling from the point of
8.2 Documentation to be submitted view of stability shall be determined and the corresponding
moment introduced into the calculation when calculating
8.2.1 In addition to the documentation referred to in [1.2], the moments resulting from the liquid ballast and the liquid
stability confirmation shall include the following data and provisions.
documents:
a) scale drawings of the pontoon and working gear and the 8.3.6 Moment due to inertia forces
detailed data relating to these that are needed to con- The moment resulting from the inertia forces must be taken
firm stability, such as content of the tanks, openings pro- into account if the movements of the load and the working
viding access to the inside of the vessel, etc. gear are likely to affect its stability.
b) hydrostatic data or curves 8.3.7 Moment due to other mechanical equipment
c) righting lever curves for static stability to the extent The moment due to other mechanical equipment is to be
required in accordance with [8.4] defined by the Designer.

Pt D, Ch 2, Sec 6
8.4 Calculation of the righting moments c) the list angle does not exceed 10
d) the residual safety clearance value is, at least:

8.4.1 The righting moments, in kN.m, for pontoons with
vertical side walls may be calculated using the formula: 0,30 m for watertight and weathertight openings
Ma = 10 GM sin 0,40 m for non-weathertight openings
where:
e) the residual freeboard is at least 0,05 m
GM : Metacentric height, in m
f) for list angles between 0 and 30, the residual righting
: List angle. lever arm, in m, is at least:
8.4.2 The formula in [8.4.1] shall apply up to list angles of h = 0,20 0,23 n
10 or up to a list angle corresponding to immersion of the
where:
edge of the deck or emergence of the edge of the bottom. In
this instance the smallest angle shall be decisive. The for- n : List angle, in radian, from which the righting
mula may be applied to oblique side walls up to list angles lever arm curve displays negative values;
of 5. this should not be inserted into the formula
If the particular shape of the vessel does not permit such for more than 30 or 0,52 rad
simplification, the righting lever curves referred to in [8.2.1] Residual righting lever arm means the maximum differ-
item c) shall be required. ence existing between 0 and 30 list between the right-
ing lever and the heeling lever curves. If an opening
8.5 Intact stability towards the inside of the vessel is immersed at a list
angle less than the one corresponding to the maximum
8.5.1 It shall be confirmed that, when account has been difference between the lever arm curves, the lever arm
taken of the loads applied during the use and operation of corresponding to that list angle shall be taken into
the working gear, the residual freeboard and the residual account.
safety clearance are adequate, i.e.:
the residual safety clearance value is, at least: 9 Dredgers
- 0,30 m for watertight and weathertight aperture
- 0,40 m for non-weathertight openings 9.1 General
the residual freeboard value is at least 0,30 m.
For that purpose the list angle shall not exceed 10 and the Pt B, Ch 2, Sec 2, [3] are to be complied with.
base of the hull shall not emerge.
8.5.2 Stability checking shall take into account the heeling 9.2 Documentation to be submitted
moments defined in [8.3.1] to [8.3.7].
9.2.1 In addition to the documentation referred to in [1.2],
The moments which may act simultaneously shall be added stability confirmation shall include the following data and
up. documents:
8.6 Intact stability in the case of reduced a) scale drawings of the pontoon and working gear and the
detailed data relating to these that are needed to con-
residual freeboard
firm stability, such as content of the tanks, openings pro-
viding access to the inside of the vessel, etc.
8.6.1 If a reduced residual freeboard is taken into account,
it shall be checked for all operating conditions that: b) hydrostatic data or curves
a) after correction for the free surfaces of liquids, the meta- c) righting lever curves for static stability to the extent
centric height GM is not less than 0,15 m required in accordance with [8.4]
b) for list angles between 0 and 30, there is a righting
d) description of the operating conditions together with the
lever, in m, of at least:
corresponding data concerning weight and centre of
h = 0,30 0,28 n gravity, including its unladen state and the equipment
where: situation as regards transport
n : List angle, in radian, from which the righting e) calculation of the heeling, trimming and righting
lever arm curve displays negative values moments, with specification of the list and trim angles
(stability limit); it may not be less than 20 and the corresponding residual freeboard and residual
or 0,35 rad and shall not be inserted into the safety clearances
formula for more than 30 or 0,52 rad:
f) all of the results of the calculation with a specification
20 n 30 of the use and load limits.

Pt D, Ch 2, Sec 6
9.3 Heeling moments 9.3.7 Ballast and supplies induced moment

The least favourable extent of tank filling from the point of
9.3.1 Load assumptions view of stability shall be determined and the corresponding
Stability assessment is to be based at least on the following moment introduced into the calculation when calculating
load assumptions: the moments resulting from the liquid ballast and the liquid
provisions.
a) Density of dredged material:
sands and gravels: 1,5 t/m3 9.3.8 Moment due to inertia forces
very wet sands: 2,0 t/m 3
The moment resulting from the inertia forces must be taken
soil, on average: 1,8 t/m 3 into account if the movements of the load and the working
gear are likely to affect its stability.
mixture of sand and water in the ducts: 1,3 t/m3
b) Clamshell dredgers: 9.3.9 Moment due to other mechanical equipment
the values given in a) are to be increased by 15% The moment due to other mechanical equipment is to be
defined by the Designer.
c) Hydraulic dredgers:
the maximum lifting power shall be considered.
9.3.2 Load induced moment
9.4.1 The righting moments, in kN.m, for floating installa-
The load induced moment is to be defined by the Designer. tions with vertical side walls may be calculated via the for-
mula:
9.3.3 Asymmetric structure induced moment
The asymmetric structure induced moment is to be defined Ma = 10 GM sin
by the Designer. where:
9.3.4 Moment due to wind pressure GM : Metacentric height, in m

The moment caused by the wind pressure, in kN.m, shall be : List angle.
calculated in accordance with the following formula:
MW = c PWD AW (lW + T / 2) 9.4.2 The formula in [9.4.1] shall apply up to list angles of
10 or up to a list angle corresponding to immersion of the
where: edge of the deck or emergence of the edge of the bottom. In
c : Shape-dependent coefficient of resistance tak- this instance the smallest angle shall be decisive. The formula
ing account of gusts: may be applied to oblique side walls up to list angles of 5.
for frameworks: c = 1,2 If the particular shape of the vessel does not permit such
simplification the lever-effect curves referred to in [9.2.1]
for solid section beam: c = 1,6 item c) shall be required.
PWD : Specific wind pressure, in kN/m2:
for IN(0) and IN(0,6): PWD = 0,25 9.5 Intact stability
for IN(1,2 x 2): PWD = 0,3 n 0,5
9.5.1 It shall be confirmed that, when account has been

AW : Side surface area of the floating installation, in taken of the loads applied during the use and operation of
m2 the working gear, the residual freeboard and the residual
lW : Distance, in m, of centre of gravity of area AW, safety clearance are adequate, i.e.:
from waterline. the residual safety clearance value is, at least:
9.3.5 Turning circle induced moment - 0,30 m for watertight and weathertight aperture
For self-propelled vessels, the moment resulting from the - 0,40 m for non-weathertight openings
turning of the vessel in kN.m, is to be determined by the fol-
lowing formula: the residual freeboard value is at least 0,30 m.
0, 0347C B v
2
T For that purpose the list angle shall not exceed 10 and the
- KG ---
M dr = ----------------------------------- base of the hull shall not emerge.
L WL 2
9.3.6 Cross current induced moment 9.5.2 Stability checking shall take into account the heeling
moments defined in [9.3.2] to [9.3.9].
The moment resulting from the cross current must only be
taken into account for a vessel which is anchored or The moments which may act simultaneously shall be added
moored across the current while operating. up.

Pt D, Ch 2, Sec 6
9.6 Intact stability in the case of reduced b) hydrostatic data or curves

residual freeboard c) righting lever curves for static stability
9.6.1 If a reduced residual freeboard is taken into account, d) description of the situations of use together with the cor-
it shall be checked for all operating conditions that: responding data concerning weight and centre of grav-
ity, including its unladen state and the equipment
a) after correction for the free surfaces of liquids, the meta- situation as regards transport
centric height GM is not less than 0,15 m
e) calculation of the list, trim and righting moments, with
b) for list angles between 0 and 30, there is a righting statement of the list and trim angles and the correspond-
lever, in m, of at least: ing residual freeboard and residual safety clearances
h = 0,30 0,28 n f) all of the results of the calculation with a statement of
where: the use and load limits.
n : List angle, in radian, from which the righting
lever arm curve displays negative values 10.3 Heeling moments
(stability limit); it may not be less than 20
10.3.1 Load assumptions
or 0,35 rad and shall not be inserted into the
formula for more than 30 or 0,52 rad: Stability assessment is to be based at least on the following
load assumptions:
20 n 30
a) Density of dredged material for dredgers:
c) the list angle does not exceed 10
sands and gravels: 1,5 t/m3
d) the residual safety clearance value is, at least:
very wet sands: 2,0 t/m3
0,30 m for watertight and weathertight openings
soil, on average: 1,8 t/m3
0,40 m for non-weathertight openings
mixture of sand and water in the ducts: 1,3 t/m3
e) the residual freeboard is at least 0,05 m
b) Clamshell dredgers:
f) for list angles between 0 and 30, the residual righting
the values given in a) are to be increased by 15%
lever arm, in m, is at least:
c) Hydraulic dredgers:
h = 0,20 0,23 n
the maximum lifting power shall be considered.
where:
n : List angle, in radian, from which the righting 10.3.2 The moments which may act simultaneously shall
lever arm curve displays negative values; be added up.
this should not be inserted into the formula
for more than 30 or 0,52 rad 10.3.3 Load induced moment
The load induced moment is to be defined by the Designer.
Residual righting lever arm means the maximum differ-
ence existing between 0 and 30 list between the right-
10.3.4 Asymmetric structure induced moment
ing lever and the heeling lever curves. If an opening
towards the inside of the vessel is immersed at a list The asymmetric structure induced moment is to be defined
angle less than the one corresponding to the maximum by the Designer.
difference between the lever arm curves, the lever arm
10.3.5 Moment due to wind pressure
corresponding to that list angle shall be taken into
account. The moment caused by the wind pressure, in kN.m, shall be
calculated in accordance with the following formula:
10 Hopper dredgers and hopper barges MW = c PWD AW (lW + T / 2)

where:
10.1 General c : Shape-dependent coefficient of resistance tak-
ing account of gusts:
for frameworks: c = 1,2
for solid section beam: c = 1,6
10.2 Documentation to be submitted PWD : Specific wind pressure, in kN/m2:
for IN(0) and IN(0,6): PWD = 0,25
10.2.1 Stability confirmation shall include the following
for IN(1,2 x 2): PWD = 0,3 n0,5
data and documents:
AW : Side surface area of the floating installation, in
a) scale drawings of the vessel and the detailed data relat-
m2
ing to these that are needed to confirm stability, such as
content of the tanks, openings providing access to the lW : Distance, in m, of centre of gravity of area AW,
inside of the vessel, etc. from waterline.

Pt D, Ch 2, Sec 6
10.3.6 Turning circle induced moment 10.4.6 The spoil is supposed to shift at any angle of heel,
For self-propelled vessels, the moment resulting from the the shifting angle r being dependent upon the angle of heel
turning of the vessel in t.m, is to be determined by the fol- g and the specific gravity of the spoil .
lowing formula: The values to be considered are given by the following for-
2
mulae:
0, 0347C B v T
- KG ---
M dr = ----------------------------------- If 1 r = g
L WL 2
If 1 < < 3 r =0,5 g (3-)
10.3.7 Cross current induced moment
The moment resulting from the cross current must only be 10.4.7 Calculations should take account of the spilling of
taken into account for vessel which is anchored or moored the spoil and, if special conditions require it, of the entering
across the current while operating. of water over the upper edge of the hatch coaming and
though the overflows.
10.3.8 Ballast and supplies induced moment
10.4.8 The calculation of the initial metacentric height
The least favourable extent of tank filling on stability shall should include the effect of the free surface of the spoil con-
be determined and the corresponding moment introduced sidered to this purpose as a fluid.
into the calculation when calculating the moments resulting
from the liquid ballast and the liquid provisions.
10.5 Calculation method
10.3.9 Moment due to inertia forces
10.5.1 The calculation of the righting lever curves is to take
The moment resulting from the inertia forces must be taken into account:
into account if the movements of the load and the working
gear are likely to affect its stability. the change of trim due to heel
the inflow of river water or outflow of liquid cargo at the
10.3.10 Moment due to other mechanical equipment upper edge of the hopper coaming in the case of an
The moment due to other mechanical equipment is to be open hopper
defined by the Designer. the inflow of water at the lower edge of the overflow,
located at cargo level or at the lowest possible position
above cargo level, or at the lower edge of the lowest
10.4 Calculation of the righting levers
overflow ports or spillways.
10.4.1 Calculations should be done for the vessel in the
fully loaded condition, at the draught corresponding to the 10.6 Intact stability
intended working freeboard and with no trim.
10.6.1 General
10.4.2 The vertical position of the centre of gravity of the The intact stability of the vessel is to be sufficient to comply
vessel should be deduced from the vertical centre of gravity with the criteria indicated in [10.6.2] or [10.6.3], as appli-
of the lightship with full supplies and from the vertical cen- cable, for all intended operational loading conditions and
tre of gravity of the spoil in the holds. the calculation method described in [10.5].
10.4.3 The longitudinal position of the centre of gravity of 10.6.2 Vessels without bottom doors
the vessel should be deduced from the equilibrium condi-
The stability of the vessel is to comply with the require-
tion 1, irrespective of the real position of the centre of grav-
ments in Pt B, Ch 2, Sec 2, [4].
ity of the lightship.
10.6.3 Vessels with bottom doors or similar means
10.4.4 Calculations are to be carried out under each of the
following conditions: Vessels with bottom doors or similar means at port side and
at starboard side are to comply with the following criteria
a) the hold(s) fully filled with an homogeneous spoil up to considering an asymmetric discharging:
the upper edge of the hatch coamings
the angle of equilibrium is not to exceed 27
b) the hold(s) partly filled with an homogeneous spoil hav-
the righting lever GZ within the 30 range beyond the
ing a specific gravity of 2,2 t/m3
angle of equilibrium is to be at least 0,10 m
c) the hold(s) partly filled with homogeneous spoil of den- the range of stability is not to be less than 30.
sities comprised between the values defined under (a)
and (b) above, the difference between two consecutive The dredger is assumed loaded up to the dredging draught
values thus considered being not greater than 0,2 t/m3. with solid cargo of a density defined in [10.3.1], when dis-
charging, 20% of the total hopper load is assumed to be dis-
10.4.5 Calculations are to be done neglecting the longitu- charged only at one side of the longitudinal centreline of
dinal shift of the center of buoyancy of the vessel or the cen- the hopper, horizontally equally distributed at the discharg-
tre of gravity of the cargo, i.e. on constant trim basis. ing side.

Pt D, Ch 2, Sec 7
SECTION 7 FIRE
1 General 2 Fire integrity of bulkheads and decks
1.1 Application 2.1

2.1.1 The minimum fire integrity of all bulkheads and
1.1.1 Vessels with type and service notation Passenger ves-
decks shall be as shown in Tab 1 and Tab 2.
sel complying with the requirements of this Section are eli-
gible for the assignment of the additional class notation Fire 2.1.2 The following requirements shall govern the applica-
as defined in Pt A, Ch 1, Sec 3, [9.13]. tion of the tables:
These vessels are to comply with the requirements stated Tab 1 shall apply to spaces without an installed sprin-
under Part C, Chapter 3 and Ch 1, Sec 6, [3]. kler installation.
Tab 2 shall apply to spaces in which a sprinkler installa-
1.2 Documentation to be submitted tion is provided on both sides of bulkheads and deck.
2.1.3 For the purpose of determining the appropriate fire

1.2.1 In addition to the documentation required in Pt C, Ch integrity standard to be applied to boundaries between
3, Sec 1, [1.4], the following fire protection detail are to be adjacent spaces, such spaces are classified according to
submitted to the Society: their fire risk described in the following categories.
Structural fire protection, showing the method of con- The title of each category is intended to be typical rather
struction, purpose and category of the various spaces of than restrictive.
the vessels, the fire rating of bulkheads and decks,
a) Control centres
means of closings of openings in A and B class divi-
sions, draught stops Defined in Pt C, Ch 3, Sec 1, [2.4].
Wheelhouse, rooms containing the vessels radio equip-
Ventilation systems showing the penetrations on A class
ment, rooms containing centralised fire alarm equip-
divisions, location of dampers, means of closing,
ment, rooms containing centralised emergency public
arrangements of air conditioning rooms
address system stations and equipment, etc.
Protection of stairways and lifts in accommodation and b) Stairwells
service spaces.
Defined in Pt C, Ch 3, Sec 1, [2.17].
Specifications of material properties with regards to fire Interior stairwells, lifts, enclosed emergency escape
protection. trunks. In this connection a stairwell which is enclosed
at one level only shall be regarded as part of the space
1.3 Definitions from which it is not separated by a fire door, etc.
c) Muster areas
1.3.1 Non-combustible material Defined in Pt C, Ch 3, Sec 1, [2.11].
Non-combustible material is defined under Pt C, Ch 3, d) Lounges
Sec 1, [2.12]. Defined in Pt C, Ch 3, Sec 1, [2.7]
Cabins, public spaces, sale shops, barber shops and
1.3.2 A-class divisions
beauty parlours, saunas, pantries containing no cooking
A-class divisions are defined under Pt C, Ch 3, Sec 1, [2.2] appliances, small lockers (deck area < 4 m2), etc.
e) Machinery spaces
1.3.3 B-class divisions
Defined in Pt C, Ch 3, Sec 1, [2.9].
B-class divisions are defined under Pt C, Ch 3, Sec 1, [2.3].
Main propulsion machinery room, auxiliary machinery
spaces, etc.
1.3.4 Low flame-spread surface material
f) Galleys
Low flame-spread surface material is defined under Pt C,
Ch 3, Sec 1, [2.8]. Defined in Pt C, Ch 3, Sec 1, [2.6].
g) Store rooms
1.3.5 Not readily ignitable material Defined in Pt C, Ch 3, Sec 1, [2.19].
Not readily ignitable material is defined under Pt C, Ch 3, Miscellaneous stores, lockers having deck area exceed-
Sec 1, [2.13]. ing 4 m2, air conditioning rooms.

Pt D, Ch 2, Sec 7
3 Protection of stairways and lifts in if there is a pressurised sprinkler system installed in

this room on all decks, this room has a smoke
accommodation and service spaces
extraction system and the room has access on all
decks to a stairwell.
3.1 General
4 Openings in class A and B divisions
3.1.1 Internal stairs and lifts shall be encapsulated at all
levels by walls according to Tab 1or Tab 2, with effective
means of closure for all openings. 4.1 General
3.1.2 The following exceptions are admissible: 4.1.1 The construction of all doors and door frames in class
A and B divisions, with the means of securing them when
a) a staircase connecting only two decks does not need to closed, shall provide resistance to fire as well as to the pas-
be encapsulated, if on one of the decks the staircase is sage of smoke (only for doors in class A divisions) and
enclosed according to Tab 1 or Tab 2. flames equivalent to that of the bulkheads in which the
b) in a lounge, stairs need not be encapsulated if they are doors are fitted.
located entirely within the interior of this room, and Such doors and door frames shall be of an approved type.
if this room extends over only two decks, or Watertight doors need not be insulated.
Table 1 : Fire integrity of bulkheads and decks in spaces without sprinkler installation
Control Muster Machinery

Spaces Stairwells Lounges Galleys Store rooms
centre areas spaces
Control centres A0 A0 / B15 (1) A30 A60 A60 A60
Stairwells A0 A30 A60 A60 A60
Muster areas A30 / B15 (2) A60 A60 A60
Lounges / B15 (3) A60 A60 A60
Machinery spaces A60 / A0 (4) A60 A60
Galleys A0 A60 / B15 (5)
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type
B15.
(2) Divisions between lounges and internal muster areas shall correspond to type A30, but external muster areas only to type B15.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to Pt C,
Ch 1, Sec 6, [3.5.1] shall comply with B15, for rooms fitted with pressurised sprinkler systems, B0.
(4) Divisions between machinery spaces shall comply with type A60; in other cases they shall comply with type A0.
(5) B15 is sufficient for divisions between galleys, on the one hand, and cold-storage rooms and food store rooms, on the other.
Table 2 : Fire integrity of bulkheads and decks in spaces with sprinkler installation
Control Muster Machinery

Spaces Stairwells Lounges Galleys Store rooms
centre areas spaces
Control centres A0 A0 / B15 (1) A0 A60 A30 A30
Stairwells A0 A0 A60 A30 A0
Muster areas A30 / B15 (2) A60 A30 A30
Lounges / B0 (3) A60 A30 A0
Machinery spaces A60 / A0 (4) A60 A60
Galleys B15
Store rooms
(1) Divisions between control centres and internal muster areas shall correspond to type A0, but external muster areas only to type
B15.
(2) Divisions between lounges and internal muster areas shall correspond to type A30, but external muster areas only to type B15.
(3) Divisions between cabins, divisions between cabins and corridors and vertical divisions separating lounges according to Pt C,
Ch 1, Sec 6, [3.5.1] shall comply with B15, for rooms fitted with pressurised sprinkler systems, B0.
(4) Divisions between machinery spaces shall comply with type A60; in other cases they shall comply with type A0.

Pt D, Ch 2, Sec 7
4.1.2 Fire doors in divisions required by Tab 1 and Tab 2 to 5.1.6 Furniture and fittings in public spaces, which are also
machinery spaces, to galleys and to staircases shall be of assembly station, shall be made of non-combustible mate-
self-closing type. rial, unless the public spaces are protected with a sprinkler
installation.
4.1.3 It shall be possible for each door to be opened and
closed from each side of the bulkhead by one person only. 6 Means of escape
4.1.4 Self-closing doors, which are normally open, shall be
capable of remote release from a continuously manned 6.1 Dead-end corridors
central control station and shall also be capable of release
6.1.1 Dead ends in connecting corridors shall be not
individually from a position at both sides of the door. Status
longer than 2 m.
of each fire door (open/ closed position) shall be indicated
on the bridge.
7 Ventilation systems
5 Fire protection materials
7.1 General
5.1 General 7.1.1 They shall be so designed as to prevent the spread of
fire and smoke through the system.
5.1.1 Insulation materials shall be non-combustible, except
insulation of pipe fittings for cold service systems. 7.1.2 The main inlets and outlets of all ventilation system
shall be capable of being closed from outside the respective
5.1.2 Ceilings and linings in accommodation spaces spaces in the event of a fire.
including their substructures shall be of non-combustible
7.1.3 Ducts shall be constructed of steel or other equiva-
material, unless the space is protected with a sprinkler
lent non-combustible material.
installation.
7.1.4 Ducts exceeding 0,02 m and passing through class A
5.1.3 The following surface materials shall have low flame divisions shall be fitted with fire dampers. The fire dampers
spread characteristics: shall operate automatically but shall also be capable of
exposed surfaces in corridors and stairways and of bulk- being manually closed from both sides of the penetrated
head and ceiling linings in all spaces, except machinery division.
spaces and store rooms, and
7.1.5 Ventilation systems for galleys and machinery spaces
surfaces and grounds in concealed and inaccessible
shall be independent of the ventilation system serving other
spaces.
spaces.
5.1.4 Paints, varnishings and other finishes used on 7.1.6 Exhaust ducts are to be provided with suitably
exposed interior surfaces shall not be capable of producing arranged hatches for inspection and cleaning. The hatches
excessive quantities of smoke and toxic gases (see Annex 1, shall be located near the fire dampers.
Part 2 of Fire Test Procedures Code, defined in Pt C, Ch 3,
Sec 1, [2.5]). 7.1.7 All power ventilation systems shall be capable of
being stopped from a central place outside the machinery
5.1.5 Fabrics, curtains and other hanging textiles (see space.
Annex 1, Part 7 of Pt C, Ch 3, Sec 1, [2.5]) as well as uphol-
stered furniture (see Annex 1, Part 8 of Fire Test Procedures 7.1.8 Galleys have to be provided with separate ventilation
Code, defined in Pt C, Ch 3, Sec 1, [2.5]) and bedding com- systems and exhaust ducts from galley ranges.
ponents (see Annex 1, Part 9 of Pt C, Ch 3, Sec 1, [2.5]) Exhaust ducts from galley ranges shall comply with [7.1.1]
shall be fire retardant, unless the spaces are protected with to [7.1.7] and shall in addition be provided with a manually
a sprinkler installation. operated fire damper located in the lower end of the duct.

Pt D, Ch 2, Sec 8
SECTION 8 UNATTENDED MACHINERY SPACES (AUT-UMS)
1 General Table 1 : Documents to be submitted
No Document
1.1 Application
1 Means of communication diagram
1.1.1 The additional class notation AUT-UMS is assigned in
accordance with Pt A, Ch 1, Sec 3, [9.3] to vessels fitted 2 Technical description of automatic engineers alarm
and connection of alarms to accommodation and
with automated installations enabling periodically unat-
wheelhouse, when applicable
tended operation of machinery spaces, and complying with
the requirements of this Section. 3 System of protection against flooding
Machinery spaces are defined in Pt C, Ch 1, Sec 1, [1.4]. 4 Fire detection system: diagram, location and cabling
1.1.2 Applicable requirements stated under Pt C, Ch 2, Sec
13, are to be complied with too. 3 Fire precautions
1.1.3 The arrangements provided shall be such as to ensure
that the safety of the vessel in all sailing conditions, includ- 3.1 Fire prevention
ing manoeuvring, is equivalent to that of a vessel having the
machinery spaces manned. 3.1.1 For arrangements of remote stop, the requirements in
Pt C, Ch 3, Sec 2, [2.1] are applicable.
1.2 Exemptions
3.2 Fire detection
1.2.1 To vessels whose deadweight is less than 500 t, the
requirements of [6.4.3] do not apply. 3.2.1 An automatic fire detection system is to be fitted in
machinery spaces intended to be unattended.
1.2.2 For cargo carriers, the Society may wave the require-
ments laid down in [3.3.1], insofar as the arrangements of 3.2.2 The fire detection system is to be designed with self-
the machinery space access make it unnecessary. monitoring properties. Power or system failures are to ini-
tiate an audible alarm distinguishable from the fire alarm.
1.3 Communication system
3.2.3 The fire detection indicating panel is to be located in
1.3.1 A reliable means of vocal communication shall be the wheelhouse, fire control station or other accessible
provided between the main machinery control room or the place where a fire in the machinery space will not render it
propulsion machinery control position as appropriate, the inoperative.
navigation bridge and the engineer officers accommoda-
tion. 3.2.4 The fire detection indicating panel is to indicate the
place of the detected fire in accordance with the arranged
This means of communication is to be foreseen in collective
fire zones by means of a visual signal. Audible signals
or individual accommodation of engineer officers.
clearly distinguishable in character from any other signals
1.3.2 Means of communication are to be capable of being are to be audible throughout the wheelhouse and the
operated even in the event of failure of supply from the accommodation area of the personnel responsible for the
main source of electrical power. operation of the machinery space.
3.2.5 Fire detectors are to be of such type and so located

1.4 Monitoring and control of equipment that they will rapidly detect the onset of fire in conditions
1.4.1 Monitoring and control of unattended machinery normally present in the machinery space. The type and
location of detectors are to be approved by the Society and
space equipment is to be performed according to Tab 2.
a combination of detector types is recommended in order to
enable the system to react to more than one type of fire
2 Documentation symptom.
2.1 Documents to be submitted 3.2.6 Except in spaces of restricted height and where their
use is specially appropriate, detection systems using ther-
2.1.1 In addition to those mentioned in Pt C, Ch 2, Sec 1, mal detectors only are not permitted. Flame detectors may
[2.1.6], the documents in Tab 1 are required for be installed, although they are to be considered as comple-
review/approval. mentary and are not to replace the main installation.

Pt D, Ch 2, Sec 8
3.2.7 Fire detector zones are to be arranged in a manner 5 Machinery

that will enable the operating staff to locate the seat of the
fire. The arrangement and the number of loops and the
5.1 General
location of detector heads are to be approved in each case.
Air currents created by the machinery are not to render the 5.1.1 Under all sailing conditions, including manoeuvring,
detection system ineffective. the speed, direction of thrust and, if applicable, the pitch of
the propeller shall be fully controllable from the wheelhouse.
3.2.8 When fire detectors are provided with the means to
adjust their sensitivity, necessary arrangements are to be 5.1.2 All manual operations or services expected to be car-
allowed to fix and identify the set point. ried out with a periodicity of less than 24 h are to be elimi-
nated or automated, particularly for: lubrication, toping up
of make up tanks and filling tanks, filter cleaning, cleaning
3.2.9 When it is intended that a particular loop or detector
of centrifugal purifiers, drainage, load sharing on main
is to be temporarily switched off, this state is to be clearly engines and various adjustments. Nevertheless, the transfer
indicated. Reactivation of the loop or detector is to be per- of operation mode may be effected manually.
formed automatically after a preset time.
5.1.3 A centralised control position shall be arranged with
3.2.10 The fire detection indicating panel is to be provided the necessary alarm panels and instrumentation indicating
with facilities for functional testing. any alarm.
5.1.4 Parameters for essential services which need to be

3.2.11 The fire detection system is to be fed automatically
adjusted to a preset value are to be automatically con-
from the emergency source of power by a separate feeder if trolled.
the main source of power fails.
5.1.5 The control system shall be such that the services
3.2.12 Facilities are to be provided in the fire detecting sys- needed for the operation of the main propulsion machinery
tem to manually release the fire alarm from the following and its auxiliaries are ensured through the necessary auto-
places: matic arrangements.
passageways having entrances to machinery spaces 5.1.6 It shall be possible for all machinery essential for the
safe operation of the vessel to be controlled from a local
the wheelhouse position, even in the case of failure in any part of the auto-
matic arrangements.
the control station in the machinery space.
5.1.7 The design of the remote automatic control system
3.3 Fire fighting shall be such that, in the case of its failure, an alarm will be
given. Unless impracticable, the preset speed and direction
of thrust of the propeller shall be maintained until local
3.3.1 Unless otherwise stated, pressurisation of the fire control is in operation.
main at a suitable pressure by starting a main fire pump and
carrying out the other necessary operations is to be possible 5.1.8 Critical speed ranges, if any, are to be rapidly passed
from the wheelhouse. Alternatively, the fire main system over by means of an appropriate automatic device.
may be permanently under pressure.
5.1.9 Propulsion machinery is to stop automatically only in
exceptional circumstances which could cause quick critical
4 Flooding precautions damage, due to internal faults in the machinery. The design
of automation systems whose failure could result in an
unexpected propulsion stop is to be specially examined. An
4.1 Protection against flooding overriding device for cancelling the automatic shutdown is
to be considered.
4.1.1 Bilge wells or machinery spaces bilge levels are to be
monitored in such a way that the accumulation of liquid is 5.1.10 Where the propulsive plant includes several main
detected in normal angles of trim and heel, and are to be engines, a device is to be provided to prevent any abnormal
large enough to accommodate easily the normal drainage overload on each of them.
during the unattended period.
5.1.11 Where standby machines are required for other aux-
iliary machinery essential to propulsion, automatic change-
4.1.2 Bilge level alarms are to be given at the main control over devices shall be provided.
station and the wheelhouse.
5.2 Control of machinery
4.1.3 Alarm is to be given to the wheelhouse in case of
flooding into the machinery space situated below the load 5.2.1 Monitoring and control of machinery equipment is to
line, in compliance with Tab 2. be performed according to Tab 2.

Pt D, Ch 2, Sec 8
Table 2 : Monitoring and control of machinery installations
Symbol convention
H = High, HH = Very high, L = Low Monitoring
I = Individual alarm, G = Group alarm
Alarms
Indication Indication Shut
Identification of system parameter Alarms wheelhouse
local wheelhouse down
(4)
MAIN ENGINE
Engine speed All engines x x
Engine power > 220kW HH x I x
Shaft revolution indicator x x
Lubricating oil pressure L x G x
Lubricating oil temperature H x G
Fresh cooling water system inlet pressure (1) L x G
Fresh cooling water system outlet temperature (1) H x G
Fuel oil temperature for engines running on HFO L x G
Exhaust gas temperature (single cylinder when the dimensions permit) x
Starting air pressure L x I x
Charge air pressure x
Control air pressure x x
Exhaust gas temperature at turbocharger inlet/outlet x
(where the dimensions permit)
Manual emergency stop of propulsion x x x x (3)
Fault in the electronic governor x x G
REDUCTION GEAR
Tank level x x
Lubricating oil temperature x
Lubricating oil pressure x x
AUXILIARY MACHINE (2)
Engine power > 220 kW HH x I x x
Low pressure cooling water system (1) L x G
Lubricating oil pressure L x G
DIESEL BOW THRUSTER (2)
Engine power > 220 kW HH x G x x
Low pressure cooling water system (1) L x G
Direction of propulsion x x
Lubricating oil pressure L x G
Lubricating oil temperature x
PROPULSION
Propulsion remote control ready x x
Pitch control x x
ELECTRICITY
Earth fault (when insulated network) x x G
Main supply power failure x x G

Pt D, Ch 2, Sec 8
Symbol convention
H = High, HH = Very high, L = Low Monitoring
I = Individual alarm, G = Group alarm
Alarms
Indication Indication Shut
Identification of system parameter Alarms wheelhouse
local wheelhouse down
(4)
FUEL OIL TANKS
Fuel oil level in service tank or tanks supplying directly services L x G
essential for safety or navigation
STEERING GEAR
Rudder angle indicator x x
Level of each hydraulic fluid L x I x
Indication that electric motor of each power unit is running x x
Failure of rate of turn control x I x
Overload failure x x I x
Phase failure x x I x
Loss of power supply x x I x
Loss of control supply x x I x
STEAM BOILER
Water level L+H x
LL x
Circulation stopped (when forced circulation boiler) x x
Flame failure x x
Temperature in boiler H
Steam pressure HH x x
THERMAL OIL
Thermal fluid temperature heater outlet H x x (5)
Thermal fluid pressure pump discharge H x x
Thermal fluid flow through heating element L x
LL x (5)
Expansion tank level L x
LL x (6)
Expansion tank temperature H
Forced draft fan stopped x x
Burner flame failure x x
Flue gas temperature heater outlet H
HH x (6)
FIRE
Fire detection x x
Fire manual call point x x
Automatic fixed fire extinguishing system activation, if fitted x x
FLOODING
Level of machinery space bilges/drain wells x x
ALARM SYSTEM
Alarm system power supply failure x x x
(1) A combination of level indication/alarm in expansion tank and indication/alarm cooling water temperature can be considered
as equivalent with consent of the Society
(2) Exemptions can be given for diesel engines with a power of 50 kW and below
(3) Openings of clutches can, with the consent of the Society, be considered as equivalent
(4) Group of alarms are to be detailed in the machinery space or control room (if any)
(5) Shut-off of heat input only
(6) Stop of fluid flow and shut-off of heat input

Pt D, Ch 2, Sec 8
6 Alarm system 6.4 Alarm system in wheelhouse

6.4.1 Alarms associated with faults requiring speed reduc-
6.1 General tion or automatic shutdown are to be separately identified
in the wheelhouse.
6.1.1 A system of alarm displays and controls is to be pro-
vided which readily allows identification of faults in the 6.4.2 The alarm system is to activate an audible and visual
machinery and satisfactory supervision of related equip- alarm in the wheelhouse for any situation which requires
ment. This may be arranged at a main control station or, action by or the attention of the officer on watch.
alternatively, at subsidiary control stations. In the latter case,
a master alarm display is to be provided at the main control 6.4.3 Individual alarms are to be provided in the wheel-
station showing which of the subsidiary control stations is house indicating any power supply failures of the remote
indicating a fault condition. control of propulsion machinery.
6.1.2 Unless otherwise justified, separation of monitoring 7 Safety system

and control systems is to be provided.
7.1 General
6.1.3 The alarm system is to be designed to function inde-
pendently of control and safety systems, so that a failure or 7.1.1 Safety systems of different units of the machinery
malfunction of these systems will not prevent the alarm sys- plant are to be independent. Failure in the safety system of
tem from operating. Common sensors for alarms and auto- one part of the plant is not to interfere with the operation of
matic slowdown functions may be accepted in specific the safety system in another part of the plant.
cases.
7.1.2 In order to avoid undesirable interruption in the oper-
6.1.4 The alarm system shall be continuously powered and ation of machinery, the system is to intervene sequentially
shall have an automatic change-over to a standby power after the operation of the alarm system by:
supply in the case of loss of normal power supply. starting of standby units
load reduction or shutdown, such that the least drastic
6.2 Alarm system design action is taken first.
6.2.1 The alarm system and associated sensors are to be 7.1.3 The arrangement for overriding the shutdown of the
capable of being tested during normal machinery operation. main propelling machinery is to be such as to preclude
inadvertent operation.
6.2.2 Insulation faults on any circuit of the alarm system
are to generate an alarm, when an insulated earth distribu- 7.1.4 After stoppage of the propulsion engine by a safety
tion system is used. shutdown device, the restart is only to be carried out, unless
otherwise justified, after setting the propulsion wheelhouse
6.2.3 An engineers alarm is to be activated when the control level on stop.
machinery alarm has not been accepted in the machinery
spaces or control room within 5 minutes. 8 Testing
6.3 Machinery alarm system 8.1 General

6.3.1 The local silencing of the alarms in the wheelhouse 8.1.1 The tests of automated installations are to be carried
or in accommodation spaces is not to stop the audible out according to Pt C, Ch 2, Sec 17, [3] to determine their
machinery space alarm. operating conditions. The details of these tests are defined,
in each case, after having studied the concept of the auto-
6.3.2 Machinery faults are to be indicated at the control mated installations and their construction. A complete test
locations for machinery. program is to be submitted for approval.

Pt D, Ch 2, Sec 9
SECTION 9 ANNUAL SURVEY
1 General 1.2 Links between anniversary dates and

annual surveys, intermediate surveys
and class renewal surveys
1.1 Application
1.2.1 The link between the anniversary dates, the class
1.1.1 The additional class notation Annual survey is assigned renewal survey and the annual and intermediate surveys is
in accordance with Pt A, Ch 1, Sec 3, [9.2], to vessels submit- given in Fig 1.
ted to annual survey and intermediate survey complying with
the requirements of this Section. This Section applies in addi- 2 Annual survey
tion to applicable provisions of Pt A, Ch 3, Sec 3 to Pt A, Ch
3, Sec 8.
2.1 General
1.1.2 Annual survey 2.1.1 At the time of annual surveys, the vessel is to be gen-
erally examined. The survey is to include a visual inspec-
Vessels assigned additional class notation Annual survey
tion of the hull and hull equipment of the vessel and some
are to be submitted to annual survey in compliance with
tests thereof, so far as necessary and practicable in order to
[2], carried out within three months before or after each verify that the vessel is in a satisfactory and efficient general
anniversary date. condition and is properly maintained.
1.1.3 Intermediate survey 2.2 Hull - general requirement

In addition to all the inspections and checks required for
annual surveys, the intermediate survey is to be carried out 2.2.1 The main structural elements of the hull are to be
subjected to a general visual inspection, as far as accessi-
in compliance with [3], within the window from three
ble. If applicable, ballast tank, storage and engine rooms
months before the second to three months after the third
are to be surveyed at random, depending on the vessel type,
anniversary date.
age and general condition. Where damages or excessive
The intermediate survey is not applicable to vessels with wastage affecting the class are suspected, the Surveyor is
entitled to carry out further investigations as well as thick-
character of class II.
ness measurements, if required.
1.1.4 Owners are reminded that, in compliance with the 2.2.2 The rudder and manoeuvring arrangement and the
requirements in Pt A, Ch 2, Sec 1, [6.4], any modification to anchor equipment are to be checked for visible damages.
the vessels hull and equipment affecting its classification is For the related machinery and for operability, see Pt A, Ch 3,
to be made known to the Society. Sec 2, [4.1.1].
Figure 1 : Links between anniversary date and annual, intermediate and class renewal surveys
Start of class End of class
period period
years 0 1 2 2.5 3 4 5
Annual survey
-,+ 3 m -,+ 3 m -,+ 3 m -,+ 3 m
Intermediate survey
-,+ 9 m
Class renewal survey -15 m

(normal system)

Pt D, Ch 2, Sec 9
2.2.3 The foundations and their substructure of special general examination of the machinery, steam, hydraulic,
equipment, particularly on the upper deck, shall be pneumatic and other systems and their associated fit-
inspected for damages. tings, for confirmation of their proper maintenance
testing of the means of communication and order trans-
2.2.4 Compartments and rooms normally not accessible, or mission between the navigating bridge and the machin-
accessible only after special preparations, may be required ery control positions and other control stations
to be opened for inspection, depending on the vessel's age
confirmation that the rudder angle indicator on the
and available information about service conditions.
bridge is in working order
examination, as far as practicable, of the bilge pumping
2.3 Ballast tanks systems and bilge wells, including operation of the
pumps, remote reach rods and level alarms, where fitted
2.3.1 Depending on the vessel's age, the Surveyor may
require opening of ballast tanks for visual inspection, partic- visual examination of the condition of any expansion
ularly if deterioration of the coating or excessive wastage joints in river water systems
has already been observed at previous surveys. external examination of pressure vessels other than boil-
If coating is to be partly or totally renewed, only approved ers and their appurtenances, including safety devices,
coating is applicable in case of a repair. The whole working foundations, controls, relieving gear, high pressure pip-
procedure including the surface preparation has to be docu- ing, insulation and gauges.
mented. 2.5.2 When the vessel is equipped with a refrigerating
plant (whether or not covered by an additional class nota-
2.4 Hatches and covers, bow, side and stern tion), the annual survey is to include the external examina-
doors tion of:
pressure vessels of the installation to the same extent as
2.4.1 Hatches and covers, bulkhead and hull doors, ramps indicated in [2.5.1]
and any openings in the outer shell shall be surveyed
refrigerant piping, as far as practicable
regarding structural integrity as well as tightness and opera-
bility of all closures. for refrigerating machinery spaces using ammonia as
refrigerant:
2.4.2 Additionally to the overall survey the following struc- - ventilation system including functional test
tural members of bow, side and stern doors are to be thor- - water-spraying fire-extinguishing system; see [2.8.2]
oughly inspected: item d)
all hinges and the pertinent hydraulic cylinders in way - bilge system including functional test
of their securing points - electrical equipment, confirming its proper mainte-
all securing elements of the locking devices and stop- nance
pers. - gas detection system
- breathing apparatus and protective clothing.
2.4.3 Where considered necessary by the Surveyor, addi-
tionally crack tests shall be carried out at structural mem- 2.5.3 When the vessel is equipped with thruster installa-
bers of bow, side and stern doors. tions, the annual survey is to include:
Essentially, the crack tests will cover: an external examination of the machinery installation
main joining welds and their interfacial areas both on an operating test of the complete installation.
the vessel's hull and on the doors
highly stressed areas in way of the centres of rotation of 2.6 Boilers
the hinges
2.6.1 For main and auxiliary boilers, the annual survey
highly stressed areas of the locking devices and their consists of an external examination of boilers and their
stoppers appurtenances, including safety devices, foundations, con-
repair welding. trols, relieving, high pressure and steam escape piping,
insulation and gauges.
For crack detection the dye penetration method or the mag-
netic particle inspection method shall be employed, and a 2.6.2 For thermal oil heaters, a functional test while in
test protocol is to be prepared. operation is to be carried out, during which the following
items are checked:
2.5 General machinery installations the heater for detection of leakages
the condition of the insulation
2.5.1 The survey of general machinery installations is to
the operation of indication, control and safety devices
cover the following items:
the condition of remote controls for shut-off and dis-
general examination of machinery and boiler spaces
charge valves.
with particular attention to the fire and explosion haz-
ards; confirmation that emergency escape routes are A satisfactory analysis of the quality of oil is to be made
practicable and not blocked available to the Surveyor.

Pt D, Ch 2, Sec 9
2.6.3 For exhaust gas thermal oil heaters, in addition to the checking that fire hoses, nozzles, applicators, span-
requirements of [2.6.2], a visual examination and a tight- ners and international shore connection (where fit-
ness testing to the working pressure of the heater tubes are ted) are in satisfactory working condition and
to be carried out. situated at their respective locations
b) fixed gas fire-extinguishing system
2.7 Electrical machinery and equipment
external examination of receivers of CO2 (or other
2.7.1 The survey of electrical machinery and equipment is gas) fixed fire-extinguishing systems and their acces-
to cover the following items: sories, including the removal of insulation for insu-
lated low pressure CO2 containers
general examination, visually and in operation, as feasi-
ble, of the electrical installations for power and lighting, examination of fixed fire-fighting system controls,
in particular main and emergency generators, electric piping, instructions and marking; checking for evi-
motors, switchboards, switchgears, cables and circuit dence of proper maintenance and servicing, includ-
protective devices, indicators of electrical insulation ing date of last system tests
and automatic starting, where provided, of emergency test of the alarm triggered before the CO2 is released
sources of power
c) sprinkler system
checking, as far as practicable, the operation of emer-
gency sources of power and, where they are automatic, examination of the system, including piping, valves,
also including the automatic mode. sprinklers and header tank
test of the automatic starting of the pump activated
2.7.2 The survey is also to cover the bridge control of pro-
by a pressure drop
pulsion machinery, and related arrangements (alarms and
safety devices), when fitted. check of the alarm system while the above test is
carried out
2.8 Fire protection, detection and extinction d) water-spraying system
examination of the system, including piping, noz-
2.8.1 The survey of fire prevention and other general
zles, distribution valves and header tank
arrangements is to cover the following items:
checking that fire control plans are properly posted test of the starting of the pump activated by a pres-
sure drop (applicable only for machinery spaces)
examination and testing, as feasible, of the operation of
manual and/or automatic fire doors, where fitted e) fixed foam systems (low or high expansion)
checking, as far as practicable, that the remote controls examination of the foam system
for stopping fans and machinery and shutting off fuel test to confirm that the minimum number of jets of
supplies in machinery spaces and, where fitted, the water at the required pressure in the fire main is
remote controls for stopping fans in accommodation obtained when the system is in operation
spaces and the means of cutting off power to the galley
are in working order checking the supplies of foam concentrate and
receiving confirmation that it is periodically tested
examination of the closing arrangements of ventilators, (not later than three years after manufacture and
funnel annular spaces, skylights, doorways and tunnel, annually thereafter) by the manufacturer or an agent
where applicable
f) dry powder system
examination, as far as practicable, and testing, as feasi-
ble and at random, of the fire and/or smoke detection examination of the dry powder system, including the
systems. powder release control devices
checking the supplies of powder contained in the
2.8.2 The operational readiness and maintenance of fire
receivers and that it has maintained its original
fighting systems is to be checked. The survey requirements
smoothness
for all types of fire-fighting systems that are usually found on
board vessels related either to machinery spaces or to cargo checking that the pressure of propelling inert gas
areas and/or spaces or to accommodation spaces, irrespec- contained in the relevant bottles is satisfactory.
tive of the service notation assigned, are the following:
2.8.3 As far as other fire-fighting equipment is concerned, it
a) water fire system
is to be checked that:
examination of the fire main system and confirma-
semi-portable and portable fire extinguishers and foam
tion that each fire pump including the emergency
applicators are in their stowed positions, with evidence
fire pump can be operated separately so that the two
of proper maintenance and servicing, and detection of
required powerful jets of water can be produced
any discharged containers
simultaneously from different hydrants, at any part of
the vessel whilst the required pressure is maintained firemen's outfits are complete and in satisfactory condi-
in the fire main tion.

Pt D, Ch 2, Sec 9
3 Intermediate survey end of the current period of class, provided that the vessel is
properly maintained and other surveys for maintenance of
class are duly carried out during this period.
3.1 General
3.2 Hull
3.1.1 The intermediate survey is to include examination
and checks on a sufficiently extensive part of the structure 3.2.1 The requirements given in Tab 1 for the survey and
to show that the structures of the vessel are in satisfactory testing of water ballast spaces, cargo holds and cargo tanks
condition so that the vessel is expected to operate until the are to be complied with.
Table 1 : Intermediate survey of hull
Age of vessel (in years at time of intermediate survey)

ITEM
5 < age 10 10 < age 15 age > 15
WATER BALLAST SPACES Representative spaces inter- All spaces internally examined All spaces internally examined
nally examined Thickness measurements, if Thickness measurements, if con-
Thickness measurements, if considered necessary by the sidered necessary by the Surveyor
considered necessary by the Surveyor Tightness of inner bottom plating
Surveyor of cargo holds in way of double
bottom water ballast tanks
checked, if considered necessary
by the Surveyor
See (1) (2) (3) See (1) (3) See (1) (3)
CARGO HOLDS Selected cargo holds internally
examined
CARGO TANKS Selected cargo tanks internally Selected cargo tanks internally
examined examined
(1) If such examinations reveal no visible structural defects, the examination may be limited to a verification that the corrosion pre-
vention system remains effective.
(2) If there is no hard protective coating, soft coating or poor coating condition, the examination is to be extended to other ballast
spaces of the same type.
(3) For water ballast spaces, excluding double bottom tanks, if there is no hard protective coating, soft coating or poor coating con-
dition and it is not renewed, the spaces in question are to be internally examined at annual intervals.
When such conditions are found in water ballast double bottom tanks, the spaces in question may be examined at annual inter-
vals.
Note 1: Due attention is also to be given to fuel oil piping passing through ballast tanks, which is to be pressure tested should doubts
arise.

Pt D, Ch 2, Sec 10
SECTION 10 GRABLOADING
1 General inner bottom plating net thickness is to be increased by

2 mm
1.1 Application inner bottom longitudinal net section modulus is to be
increased 1,4 times.
1.1.1 The additional class notation Grabloading is assigned,
in accordance with Pt A, Ch 1, Sec 3, [9.14.1] to bulk cargo 2.3 Hold sides and bulkheads
vessels with holds specially reinforced for loading/unloading
cargoes by means of buckets or grabs and complying with 2.3.1 The net thicknesses of:
the requirements of this Section. hold side plating up to 1,5 m from the inner bottom
hold bulkhead plating up to 1,5 m from the inner bot-
2 Scantlings tom
are to be increased by 1,5 mm
2.1 General
2.3.2 The net section modulus of:
2.1.1 The net scantlings of plating and structural members hold side secondary stiffeners up to 1,5 m from the
within the cargo hold obtained from Ch 1, Sec 2 are to be inner bottom
increased in compliance with [2.2] and [2.3]. hold bulkhead secondary stiffeners up to 1,5 m from the
inner bottom
2.2 Inner bottom is to be increased 1,4 times.
2.2.1 The net scantlings of inner bottom plating and longi- 2.3.3 Above 1,5 m from the inner bottom, the net scant-
tudinals, where no continuous wooden ceiling is fitted, lings of plating and structural members may be tapered to
obtained from Ch 1, Sec 2 are to be reinforced as follows: those obtained from Ch 1, Sec 2.

Pt D, Ch 2, Sec 11
SECTION 11 POLLUTION PREVENTION (CLEANVESSEL)
1 Scope and application bilge water oil content

on board waste incineration.
1.1 General
2 Definitions and abbreviations
1.1.1 This Section contains the requirements for the pre-
vention of water and air pollution. 2.1 Definitions related to water pollution
1.1.2 Additional class notations for the prevention of water 2.1.1 Hazardous wastes
and air pollution include:
Hazardous wastes are those wastes composed of substances
Cleanvessel which are identified as water pollutants in the European
other notations having a specific scope. Agreement concerning the International Carriage of Dan-
gerous Goods (ADN).
The relevant symbol, scope, reference to the Rules and Hazardous wastes include in particular:
assignment conditions are given in Tab 1.
photo processing chemicals
Examples of notations are given below:
dry cleaning waste
Cleanvessel used paints
OWS-5 ppm solvents
AWT, NDO-2 days heavy metals
expired chemicals and pharmaceuticals
1.1.3 Requirements for onboard surveys are given in Article
[11] and in Pt A, Ch 3, Sec 8, [4]. waste from printers
hydrocarbons and chlorinated hydrocarbons
1.2 Applicable rules and regulations used fluorescent and mercury vapour light bulbs
batteries.
1.2.1 Additional requirements may be imposed by the ves-
sel flag Authorities and/or by the State or Port Administra- Note 1: Empty packagings previously used for the carriage of haz-
tion in the jurisdiction of which the vessel is intended to ardous substances are to be considered as hazardous substances.
operate, in particular with respect to:
2.1.2 Wastewater
exhaust gas smoke (particulate emissions, smoke opacity) Wastewater includes both sewage and grey water defined
fuel oil sulphur content hereunder.
Table 1 : Additional class notations for the prevention of pollution
Symbol Scope Reference to the Rules Assignment conditions

Cleanvessel Prevention of river and air pollution Article [4]
AWT Fitting of an Advanced Wastewater Treatment plant Article [5]
GWT Fitting of a treatment installation for Grey Waters Article [6]
NDO-x days The vessel is designed for No Discharge Opera- Article [7]
tion during x days
NOX-x% Average NOx emissions of engines not exceed- Article [8]
ing x% of limit
OWS-x ppm Fitting of an Oily Water Separator producing Article [9]
effluents having a hydrocarbon content not
exceeding x ppm (parts per million)
SOX-x% Oil fuels have a sulphur content not exceeding Article [10] As an alternative, equivalent arrange-
x% of the relevant limit ments (e.g. exhaust gas cleaning systems)
may be accepted

Pt D, Ch 2, Sec 11
2.1.3 Sewage 2.1.13 Accidental discharge

Sewage means: All discharge to water caused by unforeseen or accidental
drainage and other wastes from any form of toilets, uri- events, such as damage to the vessel or its equipment, and
nals, and WC scuppers, here designated as black waters including discharge necessary for the purpose of protection
drainage from medical premises (dispensary, sick bay, of the vessel or saving life.
etc.) via wash basins, wash tubs and scuppers located in
2.1.14 No discharge condition
such premises
Condition without discharge of hazardous wastes, treated
drainage from spaces containing live animals, or
and untreated wastewater, oily wastes or garbage into the
other waste waters when mixed with the drainages water.
defined above.
Note 1: Where the AWT notation is assigned to the vessel, the dis-
2.1.4 Sewage sludge charge of treated sewage and treated grey water is allowed.
Sewage sludge means any solid, semi-solid, or liquid resi- Note 2: In the No discharge condition, no effluents from exhaust
due removed during the treatment of on-board sewage. gas cleaning systems may be discharged into the water.
2.1.5 Grey water 2.2 Definitions related to air pollution

Grey water includes drainage from dishwashers, showers,
sinks, baths and washbasins, laundry and galleys. 2.2.1 Emission
Emission means any release of substances from vessels into
2.1.6 Garbage
the atmosphere or water.
Garbage means all kinds of victual, domestic and opera-
tional waste excluding fresh fish and parts thereof, gener- 2.2.2 Ozone depleting substances
ated during the normal operation of the vessel. Ozone-depleting substances means controlled substances
Garbage includes all kinds of solid wastes like plastics, defined in paragraph (4) of article 1 of the Montreal Proto-
paper, oily rags, glass, metal, bottles, and incinerator ash. col on Substances that Deplete the Ozone Layer, 1987,
Food wastes are considered as garbage. listed in Annexes A, B, C or E to the said protocol in force.
2.1.7 Oil residue (sludge) Ozone-depleting substances that may be found on board
vessel include, but are not limited to:
Oil residue (sludge) means the residual waste oil products
generated during the normal operation of a vessel such as Halon 1211Bromochlorodifluoromethane
those resulting from the purification of fuel or lubricating oil Halon 1301Bromotrifluoromethane
for main or auxiliary machinery, separated waste oil from
Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane
oil filtering equipment, waste oil collected in drip trays, and
(also known as Halon 114B2)
waste hydraulic and lubricating oils.
CFC-11 Trichlorofluoromethane
2.1.8 Oil residue (sludge) tank
CFC-12 Dichlorodifluoromethane
Oil residue (sludge) tank means a tank which holds oil resi-
due (sludge) from which sludge may be disposed directly CFC-113 Trichloro-1,2,2-trifluoroethane
through the standard discharge connection or any other CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane
approved means of disposal. CFC-115 Chloropentafluoroethane.
2.1.9 Oily bilge water 2.2.3 Onboard incineration
Oily bilge water means water which may be contaminated
Onboard incineration means the incineration of wastes or
by oil resulting from things such as leakage or maintenance
other matter on board a vessel, if such wastes or other mat-
work in machinery spaces. Any liquid entering the bilge
ter were generated during normal operation of that vessel.
system including bilge wells, bilge piping, tank top or bilge
holding tanks is considered oily bilge water. 2.2.4 Onboard incinerator
2.1.10 Oily bilge water holding tank Onboard incinerator means an onboard facility designed
Oily bilge water holding tank means a tank collecting oily for the primary purpose of incineration.
bilge water prior to its discharge, transfer.
2.2.5 Exhaust gas smoke
2.1.11 Oily wastes Exhaust gas smoke is a visible suspension of solid and/or
Oily wastes means oil residues (sludge) and oily bilge water. liquid particles in gases resulting from combustion or pyrol-
ysis.
2.1.12 Advanced Wastewater Treatment (AWT) Note 1:
Any treatment of wastewater that goes beyond the second- Black smoke (soot) is mainly comprised of carbon particles
ary or biological water treatment stage and includes the
blue smoke is usually due to droplets resulting from the incom-
removal of nutrients such as phosphorus and nitrogen and a
plete combustion of fuel or lubricating oil
high percentage of suspended solids. AWT water effluent
standard corresponds to the technology currently available white smoke is usually due to condensed water and/or liquid fuel
for municipal wastewater treatment plants. yellow smoke is caused by NO2.

Pt D, Ch 2, Sec 11
2.3 Abbreviations 3.1.3 Plans and documents

The plans and documents to be submitted are listed in Tab 4.
2.3.1 AWT
AWT means advanced wastewater treatment.
3.2 Modifications and additions
2.3.2 EGC
3.2.1 In case of modifications or additions to the approved
EGC means exhaust gas cleaning. installations, arrangements or procedures, the relevant
details are to be submitted for review/approval.
2.3.3 OWS
OWS means oily water separator. 4 Design requirements for the
additional class notation Cleanvessel
3 Documents to be submitted and
applicable standards 4.1 Waste management
3.1 Documents to be submitted 4.1.1 Waste generation

The waste quantities to be considered for the calculation of:
3.1.1 Certificates
the volume of the holding tanks
The certificates to be submitted prior to the delivery of the
additional class notations Cleanvessel and other notations the capacity of the waste treatment and storage equip-
are listed in Tab 2. ment
are to be derived from the experience gained on similar
3.1.2 Operational procedures
types of vessels operated in similar conditions. Where no
The operational procedures to be submitted are listed in Tab 3. data are available, the figures listed in Tab 5 are to be used.
Table 2 : Required certificates
Notations Certificate Applicable Rules and Regulations

Cleanvessel Type approval certificate of the sewage system IMO Resolution MEPC.159(55)
Type approval certificate of the incinerator (1) IMO Resolution MEPC.76(40) as amended by Resolution
MAPC.93(45)
Annex VI of MARPOL 73/78, Appendix IV
Type approval certificate for new engines (2)
SOx emission compliance certificate IMO Resolution MEPC.184(59), Appendix I

Certificate of unit approval for exhaust gas
cleaning system (3)
IAFS certificate or Declaration on Anti-fouling International Convention on the control of Harmful and Anti-foul-
system ing systems, 2001, Annex 4, Appendices 1and 2
AWT Type approval of the AWT plant Article [5]
GWT Type approval certificate of the grey water Article [6]
treatment plant
NDO-x days N/R
NOX-x% Type approval certificate for new engines (2) Article [8]
OWS-x ppm Type approval certificate of the oily water sep- Article [9]
arator with indication of x ppm performance
SOX-x% Type approval certificate of the exhaust gas Article [10]
cleaning system (3)
(1) Onboard incinerator is not required. However, when fitted on board, it is to be type-approved.
(2) Type approval certificate may include a NOx-reducing device as a component of the engine.
(3) Where such an equivalent arrangement is provided.
Note 1: N/R = not required

Pt D, Ch 2, Sec 11
Table 3 : Required operational procedures
Notations Operational procedure Applicable Rules and Regulations

Cleanvessel Onboard oil pollution plan IMO Resolution MEPC.54(32) as amended
by Resolution MEPC.86(44)
Procedure to prepare and maintain an oil record book
Bunkering procedure
Measures to prevent oil pollution
Sewage and grey water management plan and discharge con- IMO Resolution MEPC.157(55)
trol plan
Garbage management plan including procedures to prepare IMO Resolution MEPC.70(38)
and maintain a garbage record book and hazardous waste pro- IMO Circular MEPC/Circ.317
cedures IMO Resolution MEPC.92(45)
Operating procedure to be followed to minimise the risk and
the consequences of ozone-depleting refrigerant leakage,
under normal and emergency conditions, including (1):
checking of the piping tightness
recharge
detection of leakage
maintenance and repair
Procedure to prepare and maintain the ozone-depleting sub-
stances record book (1)
NOx emission control plan
Fuel oil quality management plan IMO Resolution MEPC.182(59)
Where an exhaust gas cleaning (EGC) system is used: IMO Resolution MEPC.184(59)
SOx emission compliance plan
Onboard monitoring manual
Procedure to prepare and maintain the EGC record book
AWT Wastewater management plan and discharge control plan
GWT Grey water management plan and discharge control plan
NDO-x days Management and storage plan for liquid effluents and solid
waste in case of no-discharge operation
NOX-x% NOx emissions control plan
OWS-x ppm Performance monitoring plan for the oily water separator
SOX-x% SOx emissions control plan
(1) Only where ozone-depleting substances are used on board.
4.1.2 Separation of waste streams Note 2: When water is mixed with wastewater (e.g. for the purpose
of washing the holding tanks), the discharge requirements for the
Design arrangements and procedures for collecting, sorting, wastewater apply to the resulting mixture.
treating, storing and discharging solid and liquid waste and
harmful substances are to be such that the discharge or dis- Note 3: When categories of wastewater having different discharge
charge prohibition criteria can be fulfilled. requirements are mixed together, the most stringent requirements
apply to the resulting mixture.
Generally, this implies that the following categories of
wastes are separated before any treatment or storage: 4.1.3 Incineration
products containing hazardous substance, as defined in Although incineration is possible, storage and subsequent
[2.1.1] discharge to port reception facilities is to be given first prior-
ity.
plastics, which have to be separated from wastes ulti-
mately discharged to river (sewage or food wastes for Except otherwise stated in this Article, storage arrangements
instance) are to be provided for all kinds of liquid and solid wastes,
with a capacity corresponding to one day operation of the
sewage, including drainage from medical premises, which
vessel.
has to be collected separately from grey water, except if a
common treatment installation is installed on board. Note 1: The attention is drawn to the specific requirements
imposed by certain flag Authorities and / or State or Port Adminis-
Note 1: This does not preclude the mixing of effluents after treat- tration, which may restrict or prohibit waste discharge and/or incin-
ment (e.g. treated sewage mixed with grey water). eration in the waters under their jurisdiction.

Pt D, Ch 2, Sec 11
Table 4 : Required plans and documents
Notation Documents Approval status

Cleanvessel General:
general arrangement plan with indication of the waste collection and conveying circuits, I
storage means and treatment installations intended for the prevention of pollution by oil,
sewage, grey waters, garbage and hazardous packaged substances
capacity plan I
program for a waste source reduction, minimization and recycling A
Prevention of pollution by oil:
diagram of the oil residue (sludge) system, I
diagram of the independent clean drain system, where provided I
diagram of the oily bilge system (pumping, treatment, discharge) I
details of the bilge water holding tank A
calculation of the bilge water holding tank capacity A
Prevention of pollution by sewage and wastewater:
diagram of the grey water system (collection, treatment, discharge) I
diagram of the sewage system (collection, treatment, discharge) I
details of the sewage holding tank and grey water holding tank A
calculation of the sewage holding tank and grey water holding tank capacity A
description of the sewage treatment plant or comminuting/disinfecting system I
Prevention of pollution by garbage:
general information on the equipment intended for collecting, storing, processing and I
disposing of garbage (except where type-approved)
calculation of the necessary storing, processing and disposing capacities A
diagram of control and monitoring systems for garbage handling equipment A
Prevention of pollution by oil spillage and leakage:
diagram of the fuel oil and lubricating oil overflow systems A
diagram of the fuel oil and lubricating oil filling, transfer and venting systems I
arrangement of the fuel oil and lubricating oil spillage containment systems A
diagram of the control and monitoring system for fuel oil filling, transfer and overflow I
systems
diagram of the stern tube lubricating oil system A
Prevention of oil pollution in case of collision or stranding:
arrangement of the fuel oil tanks, lubricating oil tanks and sludge tanks with indication of I
the volume and of the distance between the tank and the vessel base line/vessel shell side
Prevention of pollution by anti-fouling systems:
specification of antifouling paint A
Note 1:
I = to be submitted for information
A = to be submitted for approval
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.

Pt D, Ch 2, Sec 11
Notation Documents Approval status

AWT diagram of the grey water system (collection, treatment, discharge) I
diagram of the sewage system (collection, treatment, discharge) I
details of the sewage holding tank and grey water holding tank A
calculation of the sewage holding tank and grey water holding tank capacity A
description of the Advanced Wastewater Treatment (AWT) plant and relevant operating I
principles
GWT diagram of the grey water system (collection, treatment, discharge) I
details of the grey water holding tank A
calculation of the grey water holding tank capacity A
description of the grey water treatment plant and relevant operating principles I
NDO-x days Calculation of the storage capacity for solid wastes and liquid effluents A
NOX-x% calculation of the weighted average NOx emission level of the vessel A
calculation of the weighted average NOx emission limit of the vessel A
OWS-x ppm Description of the OWS plant and relevant operating principles I
SOX-x% Where low sulphur fuel oils are used:
diagram of the fuel oil supply systems I
change-over procedure I
Where an exhaust gas cleaning system is fitted:
washwater diagram A
description of the system and relevant operating principles I
Note 1:
I = to be submitted for information
A = to be submitted for approval
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.
Table 5 : Waste generation quantities
Quantities for
N Type of Waste Unit Passenger vessel Passenger vessel

Passenger vessel / Ferry / Ferry Cargo vessel
(cabin) (day trip)
1 Plastics kg/person/day 0,1 0,1 0,1 0,1
2 Paper and cardboard kg/person/day 1,0 1,0 1,0 1,0
3 Glass and tins kg/person/day 1,0 1,0 1,0 1,0
4 Food wastes kg/person/day 0,7 0,7 0,7 0,7
5 Total garbage (1 + 2 + 3 + 4) kg/person/day 2,8 2,8 2,8 2,8
6 Black water litres/person/day 12 for a vacuum system
100 for a conventional flushing system
7 Grey water (excluding laundry litres/person/day 160 150 50 100
and galley)
8 Laundry litres/person/day 80 20 20 40
9 Galley litres/person/day 90 30 30 60
10 Total grey water (7 + 8 + 9) litres/person/day 330 200 100 200

Pt D, Ch 2, Sec 11
4.2 Oily wastes Table 6 : Minimum capacity of the bilge water

holding tank according to main engine rating
4.2.1 Bilge water holding tank
Main engine rating Capacity
All machinery space bilges and spaces containing hydraulic (kW) (1) (m3)
equipment have to be drained into a bilge water holding
tank before separation and oil filtration or discharge ashore. up to 1000 1,5
This bilge holding tank is to be separate and independent above 1000 1,5 + (P 1000) / 1500
from the sludge tanks.
(1) For diesel-electric propulsions, the main engine rating
Freshwater drains not contaminated by oil may be dis- is to be substituted with the aggregate power of the
charged overboard. electric power motors.
The bilge water holding tank is to have a capacity that pro-

4.2.2 Oil residue (sludge) tanks
vides to the vessel the flexibility of operation in ports,
inland waters, costal waters and special areas, without the Oil residue (sludge) may be disposed of directly from the oil
need to discharge de-oiled water overboard. The minimum residue (sludge) tanks through the standard discharge con-
capacity of the bilge water holding tank is not to be less nection specified in Tab 8, or any other approved means of
than the greater of the two following values (in m3): disposal.
For vessels having a moulded depth of 5 m and less, the
0,075 S, where S is the surface of the vertical projection,
inner diameter of the discharge connection may be 38 mm.
in m2, of the largest machinery space drained into the
bilge holding tank For vessels in dedicated trades, i.e. passenger ferries, alter-
natively the vessels discharge pipeline may be fitted with a
the value calculated from Tab 6. discharge connection which can be accepted by the
Administration, such as quick connection couplings.
For vessels operating with heavy fuel oil having a relative
Note 1: The attention is drawn to the specific requirements
density greater than 0,94 at 15C, the bilge water holding imposed by certain Flag Authorities and/or State or Port Administra-
tank is to be fitted with heating facilities. tion.
The bilge water holding tank is to be arranged so as to facil-
4.2.3 Overboard discharges from the bilge pumping
itate the separation of any oil (or oil emulsions resulting system
from the use of bilge cleaning agents) from the bilge water
The overboard discharge valve of any bilge overboard dis-
and the removal of accumulated sediments.
charge line, unless passing through the 15 ppm bilge sepa-
The shore discharge piping system from the bilge water rator, is to be kept shut and provided with lead-sealing
holding tank is to be terminated by the standard discharge arrangements.
connection specified in Tab 7.
4.2.4 Segregation of oil and water ballast
Piping to and from sludge tanks are not to have any direct No ballast water is to be carried in any fuel oil or lubricat-
connection overboard other than the standard discharge ing oil tank.
connection specified in Tab 7.
4.2.5 Discharge records
The sludge transfer pump is to discharge either to the stan-
Provisions are to be made to record the following parame-
dard discharge connection or to the vessels incinerator sys-
ters related to the oily water discharge:
tem.
date and time of the discharge
Note 1: The attention is drawn to the specific requirements
imposed by certain flag Authorities and/or State or Port Administra-
vessel location
tion. quantity and oil content of oily water discharged.
Table 7 : Standard dimensions of flangers for discharge connection
Description Dimension
Outside diameter 215 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 183 mm
Slots in flange 6 holes 22 mm in diameter equidistantly placed on a bolt circle of above diameter, slotted to
the flange periphery. The slot width to be 22 mm.
Flange thickness 20 mm
Bolts and nuts: quantity, diameter 6, each 20 mm in diameter and of suitable length
Note 1: The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent
material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.

Pt D, Ch 2, Sec 11
Table 8 : Standard dimensions of flanges for discharge connection
Description Dimension
Outside diameter 210 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 170 mm
Slots in flange 4 holes 18 mm in diameter equidistantly placed on a bolt circle of above diameter, slotted to
the flange periphery. The slot width to be 18 mm.
Flange thickness 16 mm
Bolts and nuts: quantity, diameter 4, each 16 mm in diameter and of suitable length
Note 1: The flange is designed to accept pipes up to a maximum internal diameter of 100 mm and shall be of steel or other equivalent
material having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 600 kPa.
4.3 Wastewaters Where provided, incineration devices are to completely

burn the sludges to a dry and inert ash and not to discharge
4.3.1 Design and arrangement of the sewage and fly ash, malodors or toxic substances.
grey water systems
The capacity of the sewage sludge tanks is to be calculated
The vessel is to be fitted with a sewage and a grey water sys-
taking into consideration:
tem designed and arranged as follows:
An approved sewage treatment plant or sewage commi- the maximum period of voyage between ports where
nuting and disinfecting system is to be provided. sludge can be discharged ashore, or
A tank is to be provided for the storage of untreated or the incinerator capacity and whether incineration is per-
treated sewage with a capacity complying with [4.3.2]. mitted in the areas where the vessel is intended to operate.
A tank is to be provided for the storage of grey waters In the absence of precise data, a figure of 30 days is to be
with a capacity complying with [4.3.2].
used.
Grey water from galleys is to be collected separately
from other grey waters and led through a grease trap Ashes from sludge incineration are to be disposed ashore
prior to additional treatment, storage or discharge. except where permitted under [4.4.6].
Note 1: Treated sewage and grey water holding tanks may be 4.3.5 Discharge records
combined together. Provisions are to be made to record the following parame-
ters related to the sewage and grey water discharge:
4.3.2 Holding tanks
Holding tanks for sewage and grey water are to have a date and time of discharge
capacity sufficient for 24 hours operation of the vessel, hav- position of the vessel
ing regard to the maximum number of persons on board,
quantity of sewage or grey water discharged
the daily production of wastewater given in Tab 5 and other
relevant factors. quantity of sludges incinerated or discharged ashore.
The holding tanks are to be efficiently protected against cor-
rosion and fitted with a level indicator and a high level 4.4 Garbage and hazardous wastes
alarm.
4.4.1 Garbage management plan
4.3.3 Sewage treatment plants and piping
Procedures for collection, sorting, processing and disposal
Sewage treatment plants are to be of a type approved in
of garbage are to be available in the garbage management
accordance with the provisions of IMO Resolution
plan.
MEPC.159(55).
The garbage management plan is to include procedures in
Provisions are to be made in the design for easy access
order to make sure that the following hazardous wastes are
points for the purpose of obtaining representative influent
not mixed with other waste streams:
and effluent samples.
Plastic garbage is to be separated from sewage and/or grey photo processing waste (including X-ray development
water before entering the treatment unit. fluid waste)
For sewage and grey water piping system, refer to Pt C, Ch 1, dry cleaning waste, containing in particular tetrachloro-
Sec 10, [8.2.3]. ethylene or perchloroethylene (PERC)
printing materials, like inks, except soy based, non chlo-
4.3.4 Sewage sludges rinated hydrocarbon based ink products
Sludges from sewage treatment are to be collected and
stored then discharged ashore or, where permitted, inciner- laser printer toner cartridges
ated onboard. unused and outdated pharmaceuticals

Pt D, Ch 2, Sec 11
fluorescent / mercury vapour bulbs Proper hazardous waste management procedures including
batteries segregating hazardous wastes should be instituted onboard
each vessel to assure hazardous wastes are not introduced
used cleaners, solvents, paints and thinners into the incinerator. In particular, batteries should be
products containing metals such as lead, chromium, removed from any waste that will be incinerated onboard.
copper, cadmium and mercury.
Ashes containing toxic or heavy metal residues are to be
4.4.2 Handling of hazardous waste kept on board in a suitable container and landed ashore for
disposal. Other ashes may be discharged at river where per-
Hazardous wastes are to be collected and stored in separate
mitted.
leakproof containers prior to disposal ashore. The storage
capacity is to be sufficient for the average production of Note 1: Ashes are considered as free from toxic or heavy metal res-
30 days. The contents of all containers are to be clearly idues when metal analysis show that the limit concentrations given
marked. in Tab 10 are not exceeded.
Note 1: Waste fluids associated with photo processing,

Table 10 : Limit concentrations of
including X-ray development, may be treated to remove sil-
toxic and heavy metals substances in ashes
ver for recycling. The effluent from the recovery unit may be
led to the grey water provided it contains less than 5 part
per million (ppm). The residues from the recovery unit are Substance Limit concentration (ppm)
to be landed ashore for disposal or recycling.
Arsenic 0,3
4.4.3 Collection of garbage Barium 4,0
Garbage bins are to be placed at suitable places and within Cadmium 0,3
a suitable distance in accommodation spaces and open
Chromium 5,0
decks.
Lead 1,5
Hazardous wastes, plastics and food contaminated wastes
are to be collected separately from other wastes. Mercury 0,01
Selenium 0,3
4.4.4 Storage of garbage
Silver 0,2
The vessel is to have sufficient capacity to store all kinds of
garbage produced during one day, taking into account the
4.4.7 Discharge records
daily waste generation figures given in [4.1.1] and the val-
ues of density given in Tab 9. Provisions are to be made to record the following parame-
ters related to the garbage discharge:
If incineration is permitted in the areas where the vessel is
intended to operate, the needed capacity for wastes other date and time of discharge
than glass and tins may be reduced by 40%, without being
less than the needed volume corresponding to one day. vessel location (latitude and longitude) or location of
ashore discharge facilities
Table 9 : Waste density estimated amounts discharged for each category, includ-
ing incinerator ash (in cubic meters).
Density (kg/m3)
Type of waste compacted uncompacted
waste waste
4.5 Hull antifouling systems
Glass, tin 1600 160
4.5.1 Compliance with IMO AFS Convention
Paper, cardboard, plastic 410 40
Vessels granted with the additional class notation Cleanves-
sel have to comply with the relevant requirements of IMO
4.4.5 Food wastes
Convention on the Control of Harmful Anti-fouling Systems
Arrangements are to be made to store food wastes prior to on vessels, 2001, requiring the complete prohibition of
discharge to port reception facilities. organotin compounds which act as biocides in anti-fouling
The onboard storage capacity is to be sufficient for one day systems.
food waste production, taking into account the figures given
in [4.1.1]. 4.5.2 Type-approval of anti-fouling systems
Food wastes and wastes contaminated with food are to be Anti-fouling paints are to be of a type approved by the Soci-
stored in high integrity sealed packaging and refrigerated to ety, on the basis of the following criteria:
5C.
the product is to be TBT-free
4.4.6 Incinerators small quantities of organotin compounds acting as a
Where fitted, incinerators are to be type-approved by the chemical catalyst are allowed provided their concentra-
Society, designed and constructed according to the require- tion does not exceed 2500 mg total tin per kg of dry
ments of MEPC.76(40), as amended by MEPC.93(45). paint.

Pt D, Ch 2, Sec 11
4.6 Prevention of pollution by oil spillage 4.6.5 Oily condensates from venting pipes
and leakage Venting pipes from machinery spaces and containing
hydrocarbon vapours are to be led to a venting box pro-
4.6.1 Overflow systems vided with a draining pipe connected to a suitable oily
All fuel and lubricating oil tanks the capacity of which drain tank.
exceeds 10 m3 are to be fitted with an overflow system and
a high level alarm or a flow alarm in the overflow system. 4.7 Refrigeration systems
The alarm signal is to be given where the person in charge
of the bunkering or transfer operation will normally be 4.7.1 Application
located.
The following requirements apply to the vessel centralized
Note 1: The overflow system is to comply with the provisions of Pt C, refrigerating plants, centralized air conditioning plants and
Ch 1, Sec 10, [9.3].
gas reliquefaction plants.
4.6.2 Containment systems They do not apply to the refrigeration facilities intended for
On the weather and superstructure decks, each fuel or the storage of the galley supplies and to the air conditioning
lubricating oil tank vent, overflow and fill pipe connection plants for limited parts of the vessel, such as the control
and each other area where oil spillage may occur is to be rooms and the wheelhouse.
fitted with a fixed deck container or enclosed deck area
with a capacity of: 4.7.2 Acceptable refrigerants
80 litres if the gross tonnage of the vessel is between The use of halogenated substances as refrigerant is pro-
300 and 1600 hibited, with the exception of hydrochlorofluorocarbons
(HCFCs), which are permitted until 1 January 2020.
160 litres if the gross tonnage of the vessel is greater
than 1600. 4.7.3 Retention facilities
The deck container or area is to be sitted with a closed Refrigeration systems are to be fitted with retention facilities
drainage system. having the capability to retain all the refrigerants, should the
necessity to evacuate the whole plant arise in an emer-
A seven-barrel spill kit containing the following is to be gency. The retention facilities may be tanks for liquid media
available on board, ready to be used during bunkering and/or bottles for gaseous media. If only tanks for liquid are
operation: used as retention facilities, one or more compressors having
sorbents sufficient to absorb seven barrels of oil the combined capacity to discharge completely the
medium from the system into the tanks are to be installed.
non-sparking hand scoops, shovels and buckets
portable containers suitable for holding seven barrels of 4.7.4 Prevention of leakage
recovered solid waste and seven barrels of recovered
Refrigeration systems are to be designed in such a way as to
liquid waste
minimise the risk of medium release in the case of mainte-
a minimum of 60 litres of a deck cleaning agent nance, repair or servicing. Arrangements are to be made to
appropriate protective clothing to protect personnel isolate those sections which are to be serviced by a system
from inhalation hazards, eye exposure and skin contact of valves and by-passes, in such a way as not to stop the
operation of the plant, while in service, preventing the risk
non-sparking portable pumps with appropriate hoses. of release of the medium outside of the plant.
4.6.3 Stern tube leakage Means are to be provided to avoid the possibility of leak to
the atmosphere of the refrigerants or its vapours in any case
Tailshafts provided with oil lubricated bearings are to be fit-
of failure of the plant.
ted with type approved oil sealing glands.
A warning instruction plate stating that deliberate emissions
The sealing glands are to be provided with an oil leak pre-
of halogenated substances is prohibited is to be displayed in
vention air seal or the stern tube oil is to be of a non-toxic
the vicinity of the vessels and of the releasing devices.
and biodegradable quality approved in accordance with
recognized standards.
4.7.5 Leak detection
The oil tanks are to be fitted with a level sensor giving an
The spaces where the medium might be likely to leak are to
alarm in case of low level. Arrangements are to be made to be continuously monitored by appropriate leak detectors,
record the level of those tanks. which are to be of a type approved by the Society.
All oil filling or topping up operations are to be recorded.
4.7.6 Alarm
4.6.4 Oil detection in cooling water circuits Any detection of medium leak is to activate an audible and
Hydrocarbon detectors are to be provided in river water visible alarm in a normally manned location. The alarm is
and fresh water cooling systems comprising fuel oil or lubri- to be activated when the concentration of refrigerating or
cating oil heat exchangers in order to detect any contamina- fire extinguishing medium reaches a value agreed with the
tion of the water. Society on a case by case basis.

Pt D, Ch 2, Sec 11
4.8 Fire-fighting systems EGC systems are to be fitted with data measuring, recording
and processing devices in accordance with the aforesaid
4.8.1 Acceptable fire-fighting media Resolution.
The use of halon and halocarbons media in the fixed and
The discharge washwater is to satisfy the criteria given in
portable fire fighting equipment is prohibited.
the aforesaid Resolution.
4.8.2 Design requirements for fire-fighting systems Washwater treatment residues generated by the EGC unit
Provisions are to be made for the safe containment and dis- are to be stored in a holding tank having a capacity suffi-
posal of fire-fighting media in case of spillage during main- cient for 30 days operation of the vessel, then delivered
tenance or repair. ashore to adequate reception facilities. Such residues are
not be discharged to the sea or incinerated on board.
4.9 Emission of nitrogen oxides (NOx)
4.9.1 Application 5 Additional class notation AWT
The following requirements apply to all diesel engines,
independently of the service, with a rated power of more 5.1 Scope
than 130 kW, installed on the vessel, with the exceptions of:
emergency diesel engines, diesel engines installed in 5.1.1 The additional class notation AWT applies to vessels
lifeboats and any other diesel engines intended to be fitted with an advanced wastewater treatment (AWT) plant,
used solely in an emergency situation, independently of capable of treating both sewage and grey waters with an
their rated power effluent quality complying with [5.3].
engines which are subject to alternative measures for
Note 1: Effluents from the AWT plant may be reused or recycled
limiting NOx emission, under special consideration of only if they comply with a recognised quality standard for potable
the Society. water.
Note 1: NOx emissions from gas only engines, gas turbines,
boilers and incinerators are not subject to these require- 5.2 Definitions and abbreviations
ments.
5.2.1 7-day average
4.9.2 NOx certification of engines
Prior to installation onboard the vessel, new engines have to The 7-day average is the arithmetic mean of pollutant
be NOx-certified in accordance with the relevant provisions parameter values for samples collected in a period of
of the NOx limit for the intended application. A valid type 7 consecutive days.
approval certificate (or statement of compliance) is nor-
mally to be issued by the Society. 5.2.2 30-day average
The 30-day average is the arithmetic mean of pollutant
4.9.3 NOx reduction methods
parameter values for samples collected in a period of
Where NOx reduction methods (such as water injection, 30 consecutive days.
fuel oil emulsification, charge air humidification, exhaust
gas after-treatment) are used, they are to be approved by the 5.2.3 BOD5
Society and taken into account in the type approval certifi-
cate of the engine. BOD5 is the 5-day measure of the pollutant parameter bio-
The measurement of NOx emission levels, where required chemical oxygen demand.
for the control of the reduction process (e.g. to adjust the
injection rate of the reduction agent for SCR systems), is to 5.2.4 Percent removal
be carried out by means of type-approved analysers. The percent removal is a percentage expression of the
removal efficiency across a treatment plant for a given pol-
4.10 Emission of sulphur oxides (SOx) lutant parameter, as determined from the 30-day average
values of the raw wastewater influent pollutant concentra-
4.10.1 Use of low sulphur fuel oils tions to the AWT plant and the 30-day average values of the
Arrangements are to be made to record the following effluent pollutant concentrations for a given time period.
parameters:
volume of fuel oil in each tank 5.2.5 SS
date, time and position of the vessel when the fuel SS is the pollutant parameter total suspended solids.
change-over operation is completed or started.
4.10.2 Use of exhaust gas cleaning systems 5.3 Design of the AWT plant
Exhaust gas cleaning (EGC) systems, which may be
accepted as an arrangement equivalent to the use of low 5.3.1 Required capacity
sulphur fuel oils are to be approved in accordance with The capacity of the AWT plant is to be sufficient for the
IMO Resolution MEPC.184(59): 2009 Guidelines for maximum number of persons onboard, taking into account
exhaust gas cleaning systems. the sewage and grey water quantities given in [4.1.1].

Pt D, Ch 2, Sec 11
5.3.2 Effluent quality 6 Additional class notation GWT

The AWT plant is to be so designed that the minimum level
of effluent quality complies with the following limits:
6.1 Scope
a) BOD5
1) the 30-day average is not to exceed 30 mg/l 6.1.1 The additional class notation GWT applies to vessels
fitted with a grey water treatment system, the effluents from
2) the 7-day average is not to exceed 45 mg/l which have a quality complying with [6.2].
3) the 30-day average percent removal is not to be less
Note 1: Effluents from the grey water treatment plant may be
than 85 percent.
reused or recycled only if they comply with a recognised quality
b) SS standard for potable water.
1) the 30-day average is not to exceed 30 mg/l

6.2 Design of the grey water treatment plant
2) the 7-day average is not to exceed 45 mg/l
3) the 30-day average percent removal is not to be less 6.2.1 Required capacity
than 85 percent.
The capacity of the grey water treatment plant is to be suffi-
c) pH cient for the maximum number of persons onboard, taking
The effluent values for pH are to be maintained within into account the daily production of grey water given in
the limits of 6,0 to 9,0. [4.1.1].
d) Fecal coliform
6.2.2 Effluent quality
The geometric mean of the samples from the discharge
during any 30-day period is not to exceed 20 fecal The grey water treatment plant is to be so designed that the
coliform/100 millilitres (ml) and no more than 10% of minimum level of effluent quality complies with the limits
the samples may exceed 40 fecal coliform/100 ml. given in IMO Resolution MEPC.159(55).
e) Total residual chlorine
6.2.3 Type tests
Concentrations of total residual chlorine is not to
exceed 10,0 micrograms per litre (g/l). Grey water treatment plants are to be type-approved in
accordance with IMO Resolution MEPC.159(55).
5.3.3 Type tests
Advanced Wastewater Treatment plants are to be of a type 7 Additional class notation NDO-x days
approved in accordance with IMO Resolution
MEPC.159(55), taking into account the following effluent
standards: 7.1 Scope
a) Fecal coliform standard:
7.1.1 The additional class notation NDO-x days applies to
The geometrical mean of the fecal coliform count of the vessels having sufficient onboard storage capacity for solid
samples of the effluent taken during the test period waste and liquid effluents, allowing the fully loaded vessel
should not exceed 14 coliforms/100 ml M.P.N. (most
to operate without discharging any substances into the
probable number) as determined by a 5 tube fermenta-
water during x consecutive days (no discharge period).
tion analysis or an equivalent analytical procedure. In
addition, no more than 10% of the number of samples
exceed an M.P.N. of 43 coliforms /100 ml. 7.2 Design requirements
b) Total suspended solids standard:
7.2.1 The no discharge operation presupposes that, during
The geometrical mean of total suspended solids is not to
the no discharge period:
exceed 10 mg/l.
no incineration is carried out
c) 5-day biochemical oxygen demand (BOD5) standard:
The geometrical mean of BOD5 is not to exceed no waste nor effluents are discharged into the water.
20 mg/l.
Note 1: Where the AWT notation is assigned to the vessel, the dis-
d) Total nitrogen (TN) standard: charge of treated sewage and treated grey water is allowed.
The geometrical mean of TN is not to exceed 10 mg/l. Note 2: Discharge of washwaters from exhaust gas clean cleaning
(EGC) systems are not allowed during the no discharge operation.
e) Total phosphorus (TP) standard:
The installation of closed loop EGC systems may be considered in
The geometrical mean of TP is not to exceed 1 mg/l. this respect.

Pt D, Ch 2, Sec 11
7.2.2 The storage capacity for each of the following solid where:
and liquid wastes is to be sufficient to allow the no dis- n : Total number of engines installed on the vessel
charge operation of the vessel during x days:
[NOx]i : NOx emission level of each individual engine
plastics as per EIAPP certificate (in g/kWh)
paper and cardboard Pi : Rated power of each engine (in kW).
glass and tins
8.2.3 Calculation of the weighted average NOx
food waste emission limit of the vessel
sewage (see [7.2.2], Note 1) The weighted average NOx emission limit of the vessel
grey water (see [7.2.2], Note 1) [NOX]max, in g/kWh, is to be calculated as follows:
sewage sludges (where applicable) n
bilge water
[ NO ]
i=1
X max, i Pi
[ NO X ] max = --------------------------------------------
n
oil residues (sludge)
hazardous wastes
Pi
i=1
washwater treatment residues from EGC units (where where:

applicable). n, Pi : As defined in [8.2.2]
Note 1: Storage capacity is not required for treated sewage and [NOX]max, i: Applicable NOx emission limit of each individ-
treated grey water when the notation AWT is assigned to the vessel. ual engine, in g/kWh, to be taken as follows,
depending on the engine rotational speed N:
7.2.3 Except otherwise stated, the storage capacities are to
14,4 when N < 130 rpm
be based on:
44.n-0.23 when 130 < N 2000
the maximum number of persons onboard
7,7 when N > 2000
the daily production of solid waste and liquid effluents
given in [4.1.1]. Note 1: More stringent restrictions may be imposed by National
Flag Authorities in certain area.
7.2.4 The minimum capacity required for the bilge water
8.2.4 Calculation of the NOx performance index x
holding tank is not to be less than x times the capacity given
in Tab 6. The NOx performance index x is to be calculated as fol-
lows:
8 Additional class notation NOX-x% [ NOx ] vessel

x = ---------------------------
-
[ NO X ]max
8.1 Scope where:

[NOx]vessel : Weighted average NOx emissions for the vessel
8.1.1 The additional class notation NOX-x% applies to ves- (in g/kWh), as calculated in [8.2.2]
sels fitted with diesel engines having a weighted average
[NOX]max: Weighted average NOx emission limit for the
NOx emission level not exceeding x% of the weighted aver-
vessel (in g/kWh), as calculated in [8.2.3].
age limit.
The NOx performance index x is to be 90.
9 Additional class notation OWS-x ppm
9.1 Scope
8.2.1 General
9.1.1 The additional class notation OWS-x ppm applies to
The diesel engines to be considered are those referred to in vessels fitted with an oily water separator (OWS) capable of
[4.9.1]. producing effluents having a hydrocarbon content not
NOx reducing devices may be considered if they are cov- exceeding x ppm.
ered by the type approval certificate of the engine. The OWS performance index x is to be 10.
Note 1: ppm means parts of oil per million parts of water by vol-
8.2.2 Calculation of the weighted average NOx
ume.
emission level of the vessel
The weighted average NOx emission level of the vessel
[NOx]vessel ,in g/kWh, is to be calculated as follows:
n 9.2.1 The OWS is to be type-approved in accordance with
[ NOx ] P
i=1
i i the provisions of IMO Resolution MEPC.107(49), for an
[ NOx ] vessel = ----------------------------------- effluent quality of x ppm.
n

i=1
Pi The bilge alarm and the automatic stopping device are to be
efficient for the x ppm limit.

Pt D, Ch 2, Sec 11
10 Additional class notation SOX-x% Table 11 : Frequency of analyses of waste streams

during the first year of service
10.1 Scope Frequency of
Waste stream
analyses
10.1.1 The additional class notation SOX-x% applies to
vessels using fuel oils with the sulphur content not exceed- Metals analyses in incinerator ash (1) quarterly
ing x% of the limit 3,5 % m/m. Metals analyses in grey water quarterly
The SOx performance index x is to be 90. Effluent analyses sewage treatment plan yearly
Alternative arrangements may be accepted if the resulting Effluent analyses for Advanced Wastewater quarterly
SOx emission reduction is deemed equivalent to that corre- Treatment
sponding to the use of fuel oils with reduced sulphur con-
(1) If the vessel is equipped to dump incinerator ash over-
tent.
board.
Note 1: More stringent restrictions may be imposed by National
Flag Authorities in certain area.
11.2.3 Periodical tests after first year of service
The effluents and wastes usually discharged to water are to
10.2 Design requirements be periodically sampled and analyzed by a qualified labo-
ratory. The frequency of these tests in a five-year term period
10.2.1 Use of fuel oils with reduced sulphur content
is specified in Tab 12.
Where fuel oils with reduced sulphur content are used, the
requirements in [4.10] are to be complied with. Tab 13 lists the number of occurrences where the pollutant
maximum concentration may exceed the limit concentra-
10.2.2 Use of exhaust gas cleaning systems as tion specified in Tab 14 and Tab 10, without exceeding the
alternative arrangement reject value.
Where exhaust gas cleaning systems are used, they are to
Test results of the measurements are to be recorded in the
be approved for a SOx emission performance correspond- wastewater and garbage logbooks and made available to
ing to the use of a fuel oil having a sulphur content of x% of
the surveyor during the periodical surveys.
the limit 1,00 % m/m (0,1 % m/m after 1st January 2015).
Provisions of [4.10.2] for data measuring and recording are Table 12 : Frequency of analyses of waste streams
to be complied with. after the first year of service
Number of analyses
11 Onboard Surveys Waste stream
in a 5-year period
Metals analyses in incinerator ash (1) 2
11.1 Application
Metals analyses in grey water 2
11.1.1 Survey requirements for the additional class nota- Effluent analyses sewage treatment 2
tions Cleanvessel, and other additional class notations listed plan
in Tab 1 are given in Pt A, Ch 3, Sec 8.
Effluent analyses for Advanced Waste- 20
This Article contains additional requirements applying to water Treatment
the additional class notations Cleanvessel.
Oil content analyses of machinery 2
bilge water
11.2 Periodical tests and measurements
(1) If the vessel is equipped to dump incinerator ash over-
done by the vessel Owner
board.
11.2.1 Purpose
Table 13 : Permissible number of analyses
The following tests and measurements, done under the
exceeding limit values
responsibility of the vessel Owner, are intended to demon-
strate the effective implementation of the waste manage-
Number of analyses in a 5-year Maximum number of
ment procedures and the constant level over time kept by
period analyses above limit
the quality of the effluents discharged at water.
2-5 0
11.2.2 Initial period - Initial tests 20 3
During the first year of commercial operation, the Ves-
selowner is to proceed with the following measurements 11.2.4 Water effluent standard
and analyses: The effluent standard for biological analyses of waters are
collection of actual on board datas concerning the vol- given in Tab 14.
ume of wastes generation, using the waste streams as
defined in Tab 6 11.2.5 Metals analyses
analyses of the effluent and waste streams for pollutant The analyses given in Tab 10 are to qualify the incinerator
concentration, according to the periodicity defined in ash and grey water as free from hazardous wastes. The met-
Tab 11. als listed in Tab 10 are considered as indicators of toxicity.

Pt D, Ch 2, Sec 11
11.3 Periodical surveys to be tested in the presence of the Surveyor or their func-
tioning is to be simulated according to a procedure agreed
11.3.1 Initial survey Tests with the Society.
After installation on board, the equipment and systems rele- 11.3.2 Periodical survey
vant to the requirements of the present Section are to be The annual and class renewal surveys are to be carried out
tested in the presence of the Surveyor under operating con- in accordance with the provisions of Pt A, Ch 3, Sec 8,
ditions. The control, monitoring and alarm systems are also [4.2].
Table 14 : Biological analyses standard for waters
Water to be tested Pollutant Limit concentration Reject value

Effluent of oil filtering equipment Oil 15 ppm
Effluent of sewage treatment plant Fecal coliform 100 coli/100 ml
Total suspended solids (TSS) 35 mg/l
5-day Biochemical Oxygen Demand (BOD5) 25 mg/l
Effluent of AWT unit (applies only Fecal coliform 14 coli/100 ml 43 coli/100 ml
to vessels having the additional TSS 10 mg/l 25 mg/l
class notation AWT)
BOD5 20 mg/l 30 mg/l
Total Nitrogen (TN) 10 mg/l 25 mg/l
Total phosphorus (TP) 1 mg/l 5 mg/l

Pt D, Ch 2, Sec 11

Part D
Chapter 3
TRANSPORT OF DANGEROUS GOODS
SECTION 1 GENERAL
SECTION 2 TYPE G
SECTION 3 TYPE C
SECTION 4 TYPE N
SECTION 5 OIL SEPARATOR VESSEL
SECTION 6 SUPPLY VESSEL
SECTION 7 DG
SECTION 8 DGL
SECTION 9 DGD
APPENDIX 1 ALTERNATIVE CONSTRUCTIONS

Pt D, Ch 3, Sec 1
SECTION 1 GENERAL
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2.4 Bulkhead

[2.1]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] 2.4.1 Bulkhead means a metal wall, generally vertical,
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] inside the vessel and which is bounded by the bottom, the
side plating, a deck, the hatchway covers or by another
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, bulkhead.
[2.4]
2.5 Cargo area of tank vessels

1 General
2.5.1 Cargo area of tank vessels means the whole of the
1.1 Application spaces defined in [2.5.2] to [2.5.4](see Fig 1).
1.1.1 The requirements of this Chapter apply to vessels

2.5.2 Cargo area of tank vessels (additional part
intended for the carriage of dangerous goods.
above deck)
1.1.2 Vessels dealt with in this Chapter are to comply with Cargo area of tank vessels (additional part above deck)
the requirements stated under Part A, Part B and Part C, as (When anti-explosion protection is required, comparable to
applicable. zone 1, see [2.9]) means the spaces not included in the
Additional measures and Regulations varying from country main part of cargo area above deck comprising 1,00 m
to country or from continent to continent are to be com- radius spherical segments centred over the ventilation
plied with too. openings of the cofferdams and the service spaces located
in the cargo area part below the deck and 2,00 m spherical
1.1.3 The basis of the following requirements is the ADN segments centred over the ventilation openings of the cargo
Regulations, Edition 2011 (see [2.2]). In any case the actual tanks and the opening of the pump-rooms.
edition of Regulations for the transport of dangerous goods
has to be observed. For vessels not falling under ADN, the
2.5.3 Cargo area of tank vessels (main part above
Society may approve equivalent arrangements providing the
deck)
same level of safety.
Cargo area of tank vessels (main part above deck) (When
2 Definitions anti-explosion protection is required - comparable to zone
1, see [2.9]) means the space which is bounded:
2.1 Accommodation at the sides, by the shell plating extending upwards from
the decks sides
2.1.1 Accommodation means spaces intended for the use
of persons normally living on board, including galleys, food fore and aft, by planes inclined at 45 towards the cargo
stores, lavatories, washrooms, bathrooms, laundries, halls, area, starting at the boundary of the cargo area part
alleyways, etc., but excluding the wheelhouse. below deck
vertically, 3,00 m above the deck.

2.2 ADN
2.5.4 Cargo area of tank vessels (part below deck)
2.2.1 ADN means European agreement concerning the
international carriage of dangerous goods by inland water- Cargo area of tank vessels (part below deck) means the
ways. space between two vertical planes perpendicular to the
centre-line plane of the vessel, which comprises cargo
2.3 Bilge water tanks, hold spaces, cofferdams, double-hull spaces and
double bottoms; these planes normally coincide with the
2.3.1 Bilge water means oily water from the engine room outer cofferdam bulkheads or hold end bulkheads. Their
bilges, the peaks, the cofferdams and the double hull intersection line with the deck is referred to as the boundary
spaces. of the cargo area part below deck.

Pt D, Ch 3, Sec 1
Figure 1 : Cargo area

Additional part of cargo
Additional part of cargo area above deck
area above deck
2m
2m
2m
r=1m r=1m
r=
r=
r=
Cofferdam vent opening Main part cargo area above deck Cofferdam vent opening
Deck Deck
Tank vent openings
Cargo area below deck
Boundary line of cargo

area below deck Cofferdams Boundary line of cargo
area below deck
Cargo area above deck for various tankers

Tank with deck Tank vessel Vessels with independent tanks
formed by tank top with trunk deck
r=
2m
r=
2m
Zone 1 Zone 1
3m
r=
2m
3m
Zone 1
3m
r=
2m
Zone 1
3m
Zone 1
Tank Tank
Tank
Tank Tank
Zone 0
Zone 0 Zone 0 Zone 1 Zone 0
2.6 Cargo area of dry cargo vessels 2.9.3 Zone 2

Areas in which dangerous explosive atmospheres of gases,
2.6.1 See [2.18], Protected area.
vapours or sprays are likely to occur rarely and if so for
short periods only.
2.7 Cargo pump room
2.7.1 Cargo pump-room (When anti-explosion protection 2.10 Cofferdam
is required, comparable to zone 1, see [2.9]) means a ser-
vice space where the cargo pumps and stripping pumps are 2.10.1 Cofferdam (when anti-explosion protection is
installed together with their operational equipment. required, comparable to zone 1, see [2.9.1]) means an
athwartship compartment which is bounded by watertight
2.8 Cargo tank bulkheads and which can be inspected. The cofferdam shall
extend over the whole area of the end bulkheads of the
2.8.1 Cargo tank (When anti-explosion protection is tanks. The bulkheads not facing the cargo area shall extend
required, comparable to zone 0, see [2.9]) means a tank from one side of the vessel to the other and from the bottom
which is permanently attached to the vessel and the bound- to the deck in one frame plane.
aries of which are either formed by the hull itself or by walls
separate from the hull and which is intended for the car-
2.11 Design pressure
riage of dangerous goods.
2.11.1 Design pressure means the pressure on the basis of
2.9 Classification of zones which the cargo tank or the residual cargo tank has been
designed and built.
2.9.1 Zone 0
Areas in which dangerous explosive atmospheres of gases,
vapours or sprays exist permanently or during long periods. 2.12 Dangerous goods
2.9.2 Zone 1 2.12.1 Dangerous goods mean substances and articles the
Areas in which dangerous explosive atmospheres of gases, carriage of which is prohibited by ADN, or authorized only
vapours or sprays are likely to occur occasionally. under the conditions prescribed therein.

Pt D, Ch 3, Sec 1
2.13 Flash-point 2.19 Residual cargo

2.13.1 Flash-point means the lowest temperature of a liq- 2.19.1 Residual cargo means liquid cargo remaining in the
uid at which its vapours form a flammable mixture with air. cargo tank or cargo piping after unloading without the use
of the stripping system.
2.14 Independent cargo tank
2.20 Slops
2.14.1 Independent cargo tank (when anti-explosion pro-
tection is required, comparable to zone 0) means a cargo 2.20.1 Slops means a mixture of cargo residues and wash-
tank which is permanently built in, but which is indepen- ing water, rust or sludge which is either suitable or not for
dent of the vessel's structure. pumping.
2.15 Limited explosion risk electrical appara- 2.21 Service space

tus
2.21.1 Service space means a space which is accessible
2.15.1 Limited explosion risk electrical apparatus means an during the operation of the vessel and which is neither part
electrical apparatus which, during normal operation, does of the accommodation nor of the cargo tanks, with the
not cause sparks or exhibits surface temperatures which are exception of the fore peak and aft peak, provided no
above the required temperature class, including e.g.: machinery has been installed in these latter spaces.
three-phase squirrel cage rotor motors
2.22 Temperature class
brushless generators with contactless excitation
fuses with an enclosed fuse element 2.22.1 Temperature class means a grouping of flammable
contactless electronic apparatus gases and vapours of flammable liquids according to their
ignition temperature; and of the electrical apparatus
or means an electrical apparatus with an enclosure pro- intended to be used in the corresponding potentially explo-
tected against water jets (degree of protection IP55) which sive atmosphere according to their maximum surface tem-
during normal operation does not exhibit surface tempera- perature.
tures which are above the required temperature class.
2.23 Test pressure
2.16 Machinery spaces
2.23.1 Test pressure means the pressure at which a cargo
2.16.1 Machinery spaces are all spaces containing propul- tank, a residual cargo tank, a cofferdam or the loading and
sion machinery, boilers, fuel oil units, steam and internal unloading pipes shall be tested prior to being brought into
combustion engines, generators and major electrical service for the first time and subsequently regularly within
machinery, oil filling stations, refrigerating, stabilising, ven- prescribed times.
tilation and air conditioning machinery, and similar spaces,
and trunks to such spaces. 2.24 UN Model Regulations
2.17 Pressure tank 2.24.1 UN Model Regulations means the Model Regula-
tions annexed to the sixteenth revised edition of the Recom-
2.17.1 Pressure tank means a tank designed and approved mendations on the Transport of Dangerous Goods
for a working pressure 400 kPa (4 bar). published by the United Nations (ST/SG/AC.10/1/Rev.16).
2.18 Protected area 2.25 UN number
2.18.1 Protected area means: 2.25.1 UN number means the four-figure identification
number of the substance or article taken from the United
a) the cargo hold or holds (when anti-explosion protection
Nations Model Regulations.
is required, comparable to zone 1, see [2.9]) of the ves-
sel
3 Classification
b) the space situated above the deck (when anti-explosion
protection is required, comparable to zone 2, see [2.9]),
bounded: 3.1 Classification of dangerous goods
athwarships, by vertical planes corresponding to the 3.1.1 In UN Model Regulations defined in [2.24], danger-
side plating ous goods are assigned to different classes. Each class
fore and aft, by vertical planes corresponding to the defines one type of dangerous goods. In some classes divi-
end bulkheads of the hold; and sions are defined. The numerical order of the classes and
upwards, by a horizontal plane 2 m above the upper divisions is not that of the degree of danger.
level of the load, but at least by a horizontal plane 3 The classes defined in UN Model Regulations are given in
m above the deck. Tab 1.

Pt D, Ch 3, Sec 1
3.1.2 Despite from foregoing, the current edition of the 4.2 Table A: List of dangerous goods in
ADN Regulations is always to be applied to the classifica- numerical order
tion of substances and other requirements (e.g. the filling
ratio). 4.2.1 Table A lists dangerous substances or articles in
numerical order (UN number) with their classification and
Table 1 : Classification of dangerous goods the special provisions for the transport.
4.2.2 Explanatory notes for each column are given in ADN

Class Description Section 3.2.1.
Class 1 Explosives
1.1 Substances and articles which have a mass explo-
4.3 Table C: List of dangerous goods
sion hazard accepted for carriage in tank vessels in
1.2 Substances and articles which have a projection numerical order
hazard but not a mass explosion hazard
Substances and articles which have a fire hazard and 4.3.1 Substances approved for carriage in tankers
1.3
either a minor blast hazard or a minor projection The dangerous goods of the classes listed below may be
hazard or both, but not a mass explosion hazard carried in tankers depending on their construction:
1.4 Substances and articles which present no significant Class 2 - Gases compressed, liquefied or dissolved under
hazard pressure
1.5 Very intensive substances which have a mass explo-
Class 3 - Flammable liquids
sion hazard
1.6 Extremely intensive articles which do not have a Class 5.1 - Oxidizing substances
mass explosion hazard Class 6.1 - Toxic substances
Class 2 Gases Class 8 - Corrosive substances
2.1 Flammable gases Class 9 - Miscellaneous dangerous substances and articles.
2.2 Non-flammable, non-toxic gases
2.3 Toxic gases 4.3.2 Table C lists dangerous substances accepted for car-
riage in tank vessels in numerical order (UN number), with
Class 3 Flammable liquids
their classification and the special provisions for the trans-
Class 4 Flammable solids; substances liable to spontaneous port.
combustion; substances which, in contact with
water, emit flammable gases 4.3.3 Explanatory notes for each column are given in ADN
4.1 Flammable solids, self-reactive substances and solid Section 3.2.3.
desensitized explosives
4.2 Substances liable to spontaneous combustion 5 Carriage of dry cargoes
4.3 Substances which in contact with water emit flam-
mable gases
5.1 Mode of carriage of goods
Class 5 Oxidizing substances and organic peroxides
5.1 Oxidizing substances 5.1.1 Carriage of packages
5.2 Organic peroxides Unless otherwise specified, the masses given for packages
Class 6 Toxic and infectious substances shall be the gross masses. When packages are carried in
6.1 Toxic substances containers or vehicles, the mass of the container or vehicle
6.2 Infectious substances shall not be included in the gross mass of such packages.
Class 7 Radioactive material 5.1.2 Carriage in containers, in intermediate bulk

containers (IBCs) and in large packagings, in
Class 8 Corrosive substances
MEGCs, in portable tanks and in tank-
Class 9 Miscellaneous dangerous substances and articles containers
The carriage of containers, IBCs, large packagings, MEGCs,
portable tanks and tankcontainers shall be in accordance
4 Dangerous goods list - carriage with the ADN provisions applicable to the carriage of pack-
special provisions ages.
5.1.3 Vehicles and wagons

4.1 General The carriage of vehicles and wagons shall be in accordance
with the ADN provisions applicable to the carriage of pack-
4.1.1 In addition to the provisions referred to or given in ages.
the tables referred to in [4.2] and [4.3], the general require-
ments of each Section of this Chapter are to be observed. 5.1.4 Carriage in bulk
These general requirements are not given in the tables. The carriage of dangerous goods in bulk is only permitted if
When a general requirement is contradictory to a special the code B appears in column (8) of Table A, Chapter
provision, the special provision prevails. 3.2., Part 6 of ADN.

Pt D, Ch 3, Sec 1
5.2 Vessels 6.1.2 Substances, which have to be carried in a tank vessel

of type N, open, may also be carried in a tank vessel of type
5.2.1 Permitted vessels N, open, with flame arresters; type N, closed; types C or G
provided that all conditions of carriage prescribed for tank
Vessels carrying dangerous goods in quantities not exceed- vessels of type N, open, as well as all other conditions of
ing those indicated in 7.1.4.1.1, or, if applicable, in carriage prescribed in the list of substances of ADN Table C
7.1.4.1.2 of ADN are permitted to carry dangerous goods in are met.
restricted quantities. The maximum permitted quantities are
specified in ADN Regulations, Part 7, 7.1.4.1 or in other 6.1.3 Substances which have to be carried in a tank vessel
Regulations implemented by the Local Authority. Vessels of type N, open, with flame arresters, may also be carried in
for the transport of dangerous goods in restricted quantities tank vessels of type N, closed, and types C or G provided
have to comply with Ch 3, Sec 7. that all conditions of carriage prescribed for tank vessels of
type N, open, with flame arresters, as well as all other con-
5.2.2 Structural configuration ditions of carriage prescribed in the list of substances of
Vessels for the transport of dangerous goods of classes 2, 3, ADN Table C are met.
4.1, 5.2, 6.1, 7, 8 or 9, with the exception of those for
which a No. 1 model label is required in column (5) of table 6.1.4 Substances which have to be carried in a tank vessel
A of Chapter 3.2, Part 3 of ADN to be carried in quantities of type N, closed, may also be carried in tank vessels of
greater than those indicated in 7.1.4.1.1, or, if applicable, type C or G provided that all conditions of carriage pre-
in 7.1.4.1.2 of ADN have to be built as double-hull dry scribed for tank vessels of type N, closed, as well as all
cargo vessels. These vessels have also to comply with the other conditions of carriage prescribed in the list of ADN
applicable additional Rules of Ch 3, Sec 7, [6]. Table C are met.
6.1.5 Substances which have to be carried in a tank vessel

5.3 Pushed convoys and side-by-side for- of type C may also be carried in tank vessels of type G pro-
mations vided that all conditions of carriage prescribed for tank ves-
sels of type C as well as all other conditions of carriage
5.3.1 Where a convoy or side-by-side formation comprises prescribed in ADN Table C are met.
at least one vessel carrying dry dangerous goods, the
requirements [5.3.2] to [5.3.4] apply. 6.1.6 Oily and greasy wastes resulting from the operation
of the vessel may only be carried in fire resistant recepta-
5.3.2 For the purposes of the application of the require- cles, fitted with a lid, or in cargo tanks.
ments of this Chapter, with the exception of those equiva-
lent to 7.1.4.1.1 and 7.1.4.1.2 of ADN, the entire pushed 6.2 Permitted vessels
convoy or the side-by-side formation shall be deemed to be
a single vessel. 6.2.1 Dangerous goods may be carried in tank vessels of
Types N, C or G in accordance with the applicable require-
5.3.3 The Vessels carrying dangerous goods shall comply ments of Chapters Ch 3, Sec 2 to Ch 3, Sec 6. The type of
with the requirements of Ch 3, Sec 7. (See also [5.2.1] and tank vessel to be used is specified in ADN Table C.
[5.2.2]).
6.2.2 The substances accepted for carriage in the vessel
5.3.4 The propulsion vessel and vessels not carrying dan- will be indicated in a list issued by the Society.
gerous goods shall comply with the requirements of Ch 3,
Sec 9. 6.2.3 The relief pressure of the safety valves or of the high-
velocity vent valves, the design pressure and the test pres-
sure of cargo tanks will be indicated.
5.4.1 The vessel's hull and the cargo holds must be con- 6.3 Pushed convoys and side-by-side for-
structed of hull structural steel conforming to the applicable mations
requirements of NR 216 Materials and Welding. See also Pt
B, Ch 2, Sec 3. 6.3.1 Where a convoy or side-by-side formation comprises
at least one vessel carrying liquid dangerous goods, the
requirements [6.3.2] to [6.3.4] apply.
6 Carriage of liquid cargoes
6.3.2 The Vessels carrying dangerous goods shall comply
6.1 Carriage in cargo tanks with the requirements of [6.2].
6.3.3 The propulsion vessel shall comply with the require-

6.1.1 General
ments of Ch 3, Sec 8.
Substances, their assignment to the various types of tank
vessels and the special conditions for their carriage in these 6.3.4 The vessels not carrying dangerous goods shall com-
tank vessels, are listed in ADN Table C. ply with the requirements of Ch 3, Sec 9.

Pt D, Ch 3, Sec 1
Table 2 : Tank vessel varieties
General configuration
Type of tank vessel Description Structural configuration Remarks
Txy
Type G Carriage of gases G11 Ch 1, Sec 3, Fig 3, Sketches b and c
G21 Ch 1, Sec 3, Fig 3
Type C Carriage of liquids C11 Ch 1, Sec 3, Fig 3, Sketch c Double hull
flush deck C21 Ch 1, Sec 3, Fig 3, Sketches c and d Double hull
double hull C22 Ch 1, Sec 3, Fig 2, Sketch b Double hull
Type N Carriage of liquids N11 Ch 1, Sec 3, Fig 3
N21
N31
N41
N22 Ch 1, Sec 3, Fig 1 Single hull
N23 Ch 1, Sec 3, Fig 2 Double hull
6.4 Types of tank vessels The distance between the tanks and the bottom of the
vessel must allow inspection and must be at least 60
6.4.1 Tank vessel varieties cm. However, the distance between a tank pump well
The tank vessel type , cargo tank design and cargo tank type and the vessel's bottom may be reduced to 50 cm pro-
are to be determined in compliance with Table C of ADN vided that the volume of the pump well is not greater
Chapter 3.2. than 0,1 m
The basic tank types and their structural configuration are Independent tanks, if they are easy to move out of the
defined in Tab 2, where: vessel.
T : Type of tank vessel
T = G, for type G tank vessel 6.4.3 Stability
T = C, for type C tank vessel Where the tank breadth exceeds 0,7 B, cargo tanks are nor-
T = N, for type N tank vessel mally to be provided with centre longitudinal bulkheads.
Where the tank breadth is greater than the figure mentioned
x : Cargo tank design and centre longitudinal bulkheads are not fitted, additional
x = 1, for pressure tank proof of stability is to be furnished in compliance with Ch 2,
x = 2, for closed cargo tank Sec 6, [5].
x= 3, for open cargo tank with flame arrester
x = 4, for open cargo tank 6.5 Pressure cargo tanks
y : Cargo tank type
6.5.1 Scantling and arrangements of pressure cargo tanks
y = 1, for independent cargo tank
are to be in compliance with Pt C, Ch 1, Sec 3.
y = 2, for integral cargo tank
y = 3, for cargo tank with walls distinct from
6.6 Blanketing of the cargo and inerting
the outer hull
6.4.2 Minimum requirements for double hull 6.6.1 In cargo tanks and the corresponding piping, inerting
arrangements in the gaseous phase or blanketing of the cargo may be nec-
Where prescribed distances from ADN or other Statutory essary. Inerting and blanketing of the cargo are defined in
Regulations do not have to be maintained between the tank [6.6.2] and [6.6.3].
wall and the vessel's side or bottom plating for the carriage
of particular substances, the following minimum require- 6.6.2 Inerting
ments are to be met: Cargo tanks and the corresponding piping and other spaces
The distance between the tanks and the side plating of for which inerting is prescribed in column (20) of Table C of
the vessel on each side shall not be less than 8% of the ADN chapter 3.2 are filled with gases or vapours which pre-
breadth B. This distance must afford easy access to the vent combustion, do not react with the cargo and maintain
tanks this state.

Pt D, Ch 3, Sec 1
6.6.3 Blanketing 6.7.8 All permanently fitted materials in the accommoda-

Spaces in the cargo tanks above the cargo and the corre- tion or wheelhouse, with the exception of furniture, shall
sponding piping are filled with a liquid, gas or vapour so not readily ignite. They shall not evolve fumes or toxic gases
that the cargo is separated from the air and this state is in dangerous quantities, if involved in a fire.
maintained.
6.7.9 The paint used in the cargo area shall not be liable to
produce sparks in case of impact.
6.7.10 The use of synthetic material for vessel's boats is
6.7.1 The vessel's hull and the cargo tanks must be con- permitted only if the material does not readily ignite.
structed of hull structural steel conforming to the applicable
requirements of NR 216 Materials and Welding (see also Pt B, 7 Certification, inspection and testing
Ch 2, Sec 3) or other at least equivalent metal. of cargo system
6.7.2 Independent cargo tanks may also be constructed of
other materials provided these have at least equivalent 7.1 Application
mechanical properties and resistance against the effects of
temperature and fire. 7.1.1 The provisions of this Article are related to cargo piping
and other equipment fitted in the cargo area. They supplement
6.7.3 Every part of the vessel including any installation and those given in Pt C, Ch 1, Sec 10, [20] for piping systems.
equipment which may come into contact with the cargo
shall consist of materials which can neither be dangerously 7.2 Workshop tests
affected by the cargo nor cause decomposition of the cargo
or react with it so as to form harmful or hazardous products. 7.2.1 Tests for materials
Materials used for pipes, valves and fittings are to be sub-
6.7.4 Vapour pipes and gas discharge pipes shall be projected to the tests specified in Pt C, Ch 1, Sec 10, [20.3].
tected against corrosion.
7.2.2 Inspection of welded joints
6.7.5 The use of wood, aluminium alloys or synthetic Welded joints are to be subjected to the examinations spec-
materials within the cargo area is only permitted for: ified in Pt C, Ch 1, Sec 10, [20.3] for class II pipes.
gangways and external ladders 7.2.3 Hydrostatic testing
movable items of equipment (aluminium gauging rods a) Cargo pipes, valves, fittings and pump casings are to be
are, however permitted, provided that they are fitted submitted to hydrostatic tests in accordance with the
with brass feet or protected in another way to avoid relevant provisions of Pt C, Ch 1, Sec 10, [20.4].
sparking) b) Expansion joints and cargo hoses are to be submitted to
chocking of cargo tanks which are independent of the hydrostatic tests in accordance with the relevant provi-
vessel's hull and chocking of installations and equip- sions of Pt C, Ch 1, Sec 10, [20.4].
ment c) Where fitted, bellow pieces of gas-tight penetration
masts and similar round timber glands are to be pressure tested.
engine parts 7.2.4 Tightness tests
parts of the electrical installation Tightness of the following devices is to be checked:
loading and unloading appliances gas-tight penetration glands
cargo tank P/V and high velocity valves.
lids of boxes which are placed on the deck.
Note 1: These tests may be carried out in the workshops or on
6.7.6 The use of wood or synthetic materials within the board.
cargo area is only permitted for supports and stops of any
kind. 7.2.5 Check of the safety valves setting
The setting pressure of the pressure/vacuum valves is to be
6.7.7 The use of synthetic materials or rubber within the checked with regard to applicable Societys Rules.
cargo area is only permitted for:
7.2.6 Summarising table
coating of cargo tanks and of pipes for loading and
Inspections and tests required for cargo piping and other
unloading
equipment fitted in the cargo area are summarised in Tab 3.
all kinds of gaskets (e.g. for dome or hatch covers)
electric cables 7.3 On board tests
hoses for loading and unloading 7.3.1 Pressure test
insulation of cargo tanks and of hoses for loading and After installation on board, the cargo piping system is to be
unloading. checked for leakage under operational conditions.

Pt D, Ch 3, Sec 1
Table 3 : Inspection and testing at works
Tests for materials Inspections and tests for the products

References to the
N Item Y/N Type of material during manu- after completion Type of product Rules
(1) certificate (2) facturing (1) (1) (3) certificate (2)
1 pipes, valves Y C where ND>100mm [7.2.1]
and fittings W where ND100mm [7.2.1]
(liquid cargo)
Y (4) [7.2.2]
Y [7.2.3]
C (7)
2 pipes, valves Y C where ND>100mm [7.2.1]
and fittings W where ND100mm [7.2.1]
(liquefied gas)
Y (4) [7.2.2]
Y [7.2.3]
C
3 expansion Y (5) W [7.2.1]
joints and N
cargo hoses
Y [7.2.3]
C
4 cargo pumps Y C for cast body
(liquid cargo) W for welded construction
Y (6) see note (6)
Y [7.2.3]
W
5 cargo pumps Y C for cast body
(liquefied gas) W for welded construction
Y (6) see note (6)
Y [7.2.3]
C (7)
6 compressors Y C for cast body
W for welded construction
Y (6) see note (6)
Y [7.2.3]
C
7 gas-tight N
penetration N
glands
Y [7.2.3], [7.2.4]
C (7)
8 cargo tank Y W [7.2.1]
P/V and high Y [7.2.2]
velocity
valves Y [7.2.3], [7.2.4]
C (7)
(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) or alternative type of certificate, depending on the survey scheme; see Part A

Pt D, Ch 3, Sec 1
Tests for materials Inspections and tests for the products

References to the
N Item Y/N Type of material during manu- after completion Type of product Rules
(1) certificate (2) facturing (1) (1) (3) certificate (2)
9 flame arrest- N
ers N
Y see note (3)
C (7)
10 gas detection N
system N
Y
C (7)
11 instrumenta- N
tion N
Y
C (7)
12 fans for N
enclosed N
spaces
Y
W
(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) or alternative type of certificate, depending on the survey scheme; see Part A

Pt D, Ch 3, Sec 2
SECTION 2 TYPE G
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2 Vessel arrangement

[2.1]
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2,
[2.5] 2.1 Protection against the penetration of
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] gases
2.1.1 The vessel shall be designed so as to prevent gases
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4]
from penetrating into the accommodation and the service
spaces.
1 General
2.1.2 Outside the cargo area, the lower edges of door-
1.1 Application openings in the sidewalls of superstructures and the coam-
ings of access hatches to under-deck spaces shall have a
1.1.1 Vessels complying with the requirements of this Sec- height of not less than 0.50 m above the deck.
tion are eligible for the assignment of the additional service
feature Type G, as defined in Pt A, Ch 1, Sec 3, [3.2.8]. This requirement need not be complied with if the wall of
These Rules apply in addition to Ch 3, Sec 1 and Ch 1, Sec 3. the superstructures facing the cargo area extends from one
side of the vessel to the other and has doors the sills of
which have a height of not less than 0.50 m. The height of
1.2 Applicable rule requirements
this wall shall not be less than 2.00 m. In this case, the
1.2.1 For scantling of the hull of vessels with inserted tanks, lower edges of door-openings in the sidewalls of superstruc-
see Ch 1, Sec 3, [5.1.1]. tures and the coamings of access hatches behind this wall
shall have a height of not less than 0.10 m. The sills of
1.2.2 The design and construction of pressure tanks is to engine room doors and the coamings of its access hatches
conform to Pt C, Ch 1, Sec 3. shall, however, always have a height of not less than 0.50
m.
2.1.3 In the cargo area, the lower edges of door-openings
1.3.1 Tab 1 lists the plans and information to be submitted in the sidewalls of superstructures shall have a height of not
in addition to those required in the other Parts of the Rules less than 0.50 m above the deck and the sills of hatches and
for the vessel parts not affected by the cargo, as applicable. ventilation openings of premises located under the deck
shall have a height of not less than 0.50 m above the deck.
1.4 Definitions This requirement does not apply to access openings to dou-
ble-hull and double bottom spaces.
1.4.1 Design pressure
The design pressure p0 is defined in Ch 3, Sec 1, [2.11]. 2.1.4 The bulwarks, foot-rails, etc shall be provided with
For cargo tanks where there is no temperature control and sufficiently large openings which are located directly above
where the pressure of the cargo is dictated only by the the deck.
ambient temperature, p0 is not to be less than the gauge
vapour pressure of the cargo at a temperature of 40C.
2.2 Engine rooms
In all cases p0 is not to be less than MARVS.
1.4.2 Design temperature 2.2.1 Internal combustion engines for the vessels propul-
The design temperature for selection of materials is the min- sion as well as internal combustion engines for auxiliary
imum temperature at which cargo may be loaded or trans- machinery shall be located outside the cargo area.
ported in the cargo tanks. Provisions to the satisfaction of Entrances and other openings of engine rooms shall be at a
the Society are to be made that the tank or cargo tempera- distance of not less than 2.00 m from the cargo area.
ture cannot be lowered below the design temperature.
2.2.2 The engine room shall be accessible from the deck;
1.4.3 MARVS the entrances shall not face the cargo area. When the doors
MARVS is the maximum allowable relief valve setting of a are not located in a recess whose depth is at least equal to
cargo tank. the door width, the hinges shall face the cargo area.

Pt D, Ch 3, Sec 2
Table 1 : Plans and documents to be submitted
No A/I Documents
1 I Design characteristics of products to be carried, including maximum density, maximum vapour pressure, maximum liquid
temperature and other important design conditions
2 I General arrangement plan, showing location of cargo tanks and fuel oil, ballast and other tanks
3 A Gas-dangerous zones plan
4 A Location of void spaces and accesses to dangerous zones
5 A Air locks between safe and dangerous zones
6 A Ventilation duct arrangement in gas-dangerous spaces and adjacent zones
7 A Details of hull structure in way of cargo tanks, including support arrangement for tanks, saddles, anti-floating and anti-lift-
ing devices, deck sealing arrangements, etc.
8 A Calculation of the hull temperature in all the design cargo conditions
9 A Intact and damage stability calculations
10 A Scantlings, material and arrangement of the cargo containment system
11 A Details of insulation
12 A Details of ladders, fittings and towers in tanks and relative stress analysis, if any
13 A Details of tank domes and deck sealings
14 A Plans and calculations of safety relief valves
15 A Details of cargo handling and vapour system, including arrangements and details of piping and fitting
16 A Details of cargo pumps and cargo compressors
17 A Details of process pressure vessels and relative valving arrangement
18 A Bilge and ballast system in cargo area
19 A Gas freeing system in cargo tanks including inert gas system
20 A Ventilation system in cargo area
21 A Refrigeration plant system diagram, if any
22 A Water spray system diagram
23 A Details of electrical equipment installed in cargo area, including the list of certified safe equipment and apparatus and
electrical bonding of cargo tanks and piping
24 A Schematic electrical wiring diagram in cargo area
25 A Gas detection system
26 A Cargo tank instrumentation, including cargo and hull temperature monitoring system
27 A Emergency shutdown system
28 A Details of fire-extinguishing appliances and systems in cargo area
29 A Arrangement drawing of the various fire bulkheads and decks with standard fire test reports for the various arrangements,
surface coverings, paints and similar
30 A Loading and unloading operation description, including cargo tank filling limits
Note 1:
A = to be submitted for review/approval in triplicate
I = to be submitted for information in duplicate
2.3 Accommodation and service spaces not located in a recess the depth of which is at least equal to
the width of the doors shall have their hinges facing the
2.3.1 Accommodation spaces and the wheelhouse shall be cargo area.
located outside the cargo area forward of the fore vertical
plane or abaft the aft vertical plane bounding the part of 2.3.3 Entrances from the deck and openings of spaces fac-
cargo area below deck. Windows of the wheelhouse which ing the weather shall be capable of being closed. The fol-
are located not less than 1.00 m above the bottom of the lowing instruction shall be displayed at the entrance of such
wheelhouse may tilt forward. spaces:
"DO NOT OPEN DURING LOADING, UNLOADING OR
2.3.2 Entrances to spaces and openings of superstructures GAS-FREEING WITHOUT PERMISSION FROM THE MAS-
shall not face the cargo area. Doors opening outward and TER. CLOSE IMMEDIATELY."

Pt D, Ch 3, Sec 2
2.3.4 Entrances and windows of superstructures and the A-60 bulkhead required above does not include
accommodation spaces which can be opened as well as penetrations referred to in [2.3.5] (a)
other openings of these spaces shall be located not less than ventilation exhaust outlets are located not less than 6.00
2,00 m from the cargo area. No wheelhouse doors and win- m from entrances and openings of the accommodation
dows shall be located within 2,00 m from the cargo area, and service spaces
except where there is no direct connection between the the access hatches and ventilation inlets can be closed
wheelhouse and the accommodation. from the outside
all pipes for loading and unloading (at the suction side
2.3.5 and delivery side) are led through the deck above the
pump-room. The necessary operation of the control
a) Driving shafts of the bilge or ballast pumps may pene-
devices in the pump-room, starting of pumps or com-
trate through the bulkhead between the service space pressors and control of the liquid flow rate shall be
and the engine room, provided the arrangement of the effected from the deck
service space is in compliance with [2.4.6].
the system is fully integrated in the gas and liquid piping
b) The penetration of the shaft through the bulkhead shall system
be gastight and shall have been approved by the Society. the cargo pump-room is provided with a permanent gas
detection system which automatically indicates the
c) The necessary operating instructions shall be displayed. presence of explosive gases or lack of oxygen by means
of direct-measuring sensors and which actuates a visual
d) Penetrations through the bulkhead between the engine and audible alarm when the gas concentration has
room and the service space in the cargo area, and the reached 20% of the lower explosive limit. The sensors of
bulkhead between the engine room and the hold spaces this system shall be placed at suitable positions at the
may be provided for electrical cables, hydraulic lines bottom and directly below the deck.
and piping for measuring, control and alarm systems, Measurement shall be continuous.
provided that the penetrations have been approved by a
recognised classification society. The penetrations shall The audible and visual alarms are installed in the wheel-
be gastight. Penetrations through a bulkhead with an A- house and in the cargo pump-room and, when the
60 fire protection insulation (see Pt C, Ch 3, Sec 1, alarm is actuated, the loading and unloading system is
[2.2]), shall have an equivalent fire protection. shut down. Failure of the gas detection system shall be
immediately signalled in the wheelhouse and on deck
e) Pipes may pass through the bulkhead between the by means of audible and visual alarms
engine room and the service space in the cargo area the ventilation system prescribed in [2.5.3] has a capac-
provided that these are pipes between the mechanical ity of not less than 30 changes of air per hour based on
equipment in the engine room and the service space the total volume of the service space.
which do not have any openings within the service
space and which are provided with shut-off devices at 2.3.7 The following instruction shall be displayed at the
the bulkhead in the engine room. entrance of the cargo pump-room:
BEFORE ENTERING THE CARGO PUMP-ROOM CHECK
f) Notwithstanding [2.4.5], pipes from the engine room WHETHER IT IS FREE FROM GASES AND CONTAINS SUF-
may pass through the service space in the cargo area or FICIENT OXYGEN.
a cofferdam or a hold space or a double-hull space to
DO NOT OPEN DOORS AND ENTRANCE OPENINGS
the outside provided that within the service space or
WITHOUT THE PERMISSION OF THE MASTER.
cofferdam or hold space or doublehull space they are of
the thick-walled type and have no flanges or openings. LEAVE IMMEDIATELY IN EVENT OF ALARM.
g) Where a driving shaft of auxiliary machinery penetrates 2.4 Hold spaces

through a wall located above the deck the penetration
shall be gastight. 2.4.1 Cofferdams need not be placed in the fore and after
body of vessels of all-welded construction.
2.3.6 A service space located within the cargo area below The hold spaces shall be separated from the accommoda-
deck shall not be used as a cargo pump room for the ves- tion and service spaces outside the cargo area below deck
sels own gas discharging system, e.g. compressors or the by bulkheads provided with a class A-60 fire protection
compressor/heat exchanger/pump combination, except insulation (see Pt C, Ch 3, Sec 1, [2.2]).
where: A space of not less than 0,20 m shall be provided between
the cargo tanks and the end bulkheads of the hold spaces.
the pump room is separated from the engine room or Where the cargo tanks have plane end bulkheads this space
from service spaces outside the cargo area by a coffer- shall be not less than 0,50 m.
dam or a bulkhead with an A-60 fire protection insu-
lation see ( Pt C, Ch 3, Sec 1, [2.2]), or by a service 2.4.2 The hold spaces and cargo tanks shall be capable of
space or a hold space being inspected.

Pt D, Ch 3, Sec 2
2.4.3 All spaces in the cargo area shall be capable of being 2.5 Ventilation
ventilated. Means for checking their gas-free condition shall
be provided. 2.5.1 Each hold space shall have two openings the dimen-
sions and location of which shall be such as to permit effec-
2.4.4 Double hull spaces and double bottoms in the cargo tive ventilation of any part of the hold space. If there are no
area shall be arranged for being filled with ballast water such openings, it shall be possible to fill the hold spaces
only. Double bottoms may, however, be used as fuel oil with inert gas or dry air.
tanks, provided they comply with [2.7].
2.5.2 Double-hull spaces and double bottoms within the
2.4.5 The bulkheads bounding the hold spaces shall be cargo area which are not arranged for being filled with bal-
watertight. The cargo tanks and the bulkheads bounding the last water and cofferdams between engine rooms and
cargo area shall have no openings or penetrations below pump-rooms, if they exist, shall be provided with ventila-
deck. The bulkhead between the engine room and the ser- tion systems.
vice spaces within the cargo area or between the engine
2.5.3 Any service spaces located in the cargo area below
room and a hold space may be fitted with penetrations pro-
deck shall be provided with a system of forced ventilation
vided that they conform to the requirements of [2.3.5].
with sufficient power for ensuring at least 20 changes of air
per hour based on the volume of the space.
2.4.6
The ventilation exhaust ducts shall extend down to 50 mm
a) A space in the cargo area below deck may be arranged above the bottom of the service space. The air shall be sup-
as a service space, provided that the bulkhead bounding plied through a duct at the top of the service space. The air
the service space extends vertically to the bottom and inlets shall be located not less than 2.00 m above the deck,
the bulkhead not facing the cargo area extends from one at a distance of not less than 2.00 m from tank openings and
side of the vessel to the other in one frame plane. This 6.00 m from the outlets of safety valves.
service space shall only be accessible from the deck.
The extension pipes, which may be necessary, may be of the
b) The service space shall be watertight with the exception hinged type.
of its access hatches and ventilation inlets.
2.5.4 Ventilation of accommodation and service spaces
c) No pipes for loading or unloading shall be fitted within shall be possible.
the service space referred to under (a) above.
2.5.5 Ventilators used in the cargo area shall be designed
Pipes for loading and unloading may be fitted in the
so that no sparks may be emitted on contact of the impeller
cargo pump-rooms below deck only when they conform
blades with the housing and no static electricity may be
to the provisions of [2.3.6].
generated.
2.4.7 Where service spaces are located in the cargo area 2.5.6 Notice boards shall be fitted at the ventilation inlets
under deck, they shall be arranged so as to be easily acces- indicating the conditions when they shall be closed. All
sible and to permit persons wearing protective clothing and ventilation inlets of accommodation and service spaces
breathing apparatus to safely operate the service equipment leading outside shall be fitted with fire flaps. Such ventila-
contained therein. They shall be designed so as to allow tion inlets shall be located not less than 2.00 m from the
injured or unconscious persons to be removed from such cargo area.
spaces without difficulty, if necessary by means of fixed
Ventilation inlets of service spaces in the cargo area may be
equipment.
located within such area.
2.4.8 Hold spaces and other accessible spaces within the
cargo area shall be arranged so as to ensure that they may 2.6 Engines
be completely inspected and cleaned in an appropriate
manner. The dimensions of openings, except for those of 2.6.1 Only internal combustion engines running on fuel
double hull spaces and double bottoms which do not have with a flashpoint of more than 55 C are allowed.
a wall adjoining the cargo tanks, shall be sufficient to allow
2.6.2 Ventilation inlets of the engine room and, when the
a person wearing breathing apparatus to enter or leave the
engines do not take in air directly from the engine room, the
space without difficulty. These openings shall have a mini-
air intakes of the engines shall be located not less than 2.00
mum cross-sectional area of 0.36 m2 and a minimum side
m from the cargo area.
length of 0.50 m.
They shall be designed so as to allow injured or uncon- 2.6.3 Sparking shall not be possible within the cargo area.
scious persons to be removed from the bottom of such
2.6.4 The surface temperature of the outer parts of engines
spaces without difficulties, if necessary by means of fixed
used during loading or unloading operations, as well as that
equipment. In these spaces the distance between the rein-
of their air inlets and exhaust ducts shall not exceed the
forcements shall not be less than 0.50 m. In double bottoms
allowable temperature according to the temperature class of
this distance may be reduced to 0.45 m.
the substances to be carried. This provision does not apply
Cargo tanks may have circular openings with a diameter of to engines installed in service spaces provided the provi-
not less than 0.68 m. sions of [8.3.2] (b) are fully complied with.

Pt D, Ch 3, Sec 2
2.6.5 The ventilation in the closed engine room shall be 2.10 Ventilation of cargo pump rooms and
designed so that, at an ambient temperature of 20 C, the aver- gas compressor rooms
age temperature in the engine room does not exceed 40 C.
2.10.1 Cargo pump and compressor rooms must be pro-
vided with extraction type ventilation systems, independent
2.7 Oil fuel tanks of other vessel's spaces, providing at least 30 cycles of air
change per hour. Warning notices shall be placed requiring
2.7.1 When the vessel is fitted with hold spaces and double that the ventilation is in operation for at least 15 minutes
bottoms, double bottoms within the cargo area may be prior to entering these spaces.
arranged as a liquid oil fuel tanks, provided their depth is
not less than 0.60 m. 2.10.2 Portable means must be provided for gas-freeing of
cargo tanks and other spaces not equipped with fixed venti-
Oil fuel pipes and openings of such tanks are not permitted lation.
in the hold space.
3 Cargo containment
2.7.2 Open ends of air pipes of all oil fuel tanks shall
extend to not less than 0.5 m above the open deck. The 3.1 Cargo area hull design
open ends and the open ends of overflow pipes leading on
the deck shall be fitted with a protective device consisting 3.1.1 General
of a gauze diaphragm or a perforated plate. In the cargo area, the vessel shall be designed either as a
double hull and double bottom vessel, or as a single hull
vessel, according to the following requirements.
2.8 Exhaust pipes
Alternative constructions in accordance with Ch 3, App 1
are permitted.
2.8.1 Exhausts shall be evacuated from the vessel into the
open air either upwards through an exhaust pipe or through 3.1.2 Double hull vessel
the shell plating. The exhaust outlet shall be located not less Vessels with double hull and double bottom shall comply
than 2 m from the cargo area. The exhaust pipes of engines with the following:
shall be arranged so that the exhausts are led away from the
the internal distance between the side platings of the
vessel. The exhaust pipes shall not be located within the
vessel and the longitudinal bulkheads shall not be less
cargo area.
than 0,80 m
the height of the double bottom shall not be less than
2.8.2 Exhaust pipes shall be provided with a device pre-
0,60 m.
venting the escape of sparks, e.g. spark arresters.
the cargo tanks shall be supported by saddles extending
between the tanks to not less than 20 below the hori-
2.9 Bilge pumping and ballasting arrange- zontal centreline of the cargo tanks.
ments
3.1.3 Single hull vessel
Single hull vessel shall comply with the following:
2.9.1 Bilge and ballast pumps for spaces within the cargo
it shall be fitted with side platings between gangboard
area shall be installed within such area.
and top of floor plates provided with side stringers at
This provision does not apply to: intervals of not more than 0,60 m which are supported by
web frames spaced at intervals of not more than 2,00 m
double-hull spaces and double bottoms which do not the side stringers and the web frames shall have a height
have a common boundary wall with the cargo tanks; of not less than 10% of the vessel depth, however, not
less than 0,30 m
cofferdams and hold spaces where ballasting is carried
out using the piping of the firefighting system in the cargo the side stringers and web frames shall be fitted with a
area and bilge-pumping is performed using eductors. face plate made of a flat steel and having a cross section
of not less than 7,5 cm2 and 15 cm2 respectively
2.9.2 Where the double bottom is used as a liquid oil fuel the distance between the side plating of the vessel and
tank, it shall not be connected to the bilge piping system. the cargo tanks shall be not less than 0,80 m and
between the bottom and the cargo tanks not less than
0,60 m. the depth below the suction wells may be
2.9.3 Where the ballast pump is installed in the cargo area,
reduced to 0,50 m
the standpipe and its outboard connection for suction of
ballast water shall be located within the cargo area. the lateral distance between the suction well of the
cargo tanks and the bottom structure shall be not less
than 0,10 m.
2.9.4 It shall be possible for an under-deck pump room to
be stripped in an emergency using a system located in the The cargo tank supports and fastenings should extend to
cargo area and independent of any other system. This strip- not less than 10 below the horizontal centreline of the
ping system shall be located outside the pump-room. cargo tanks.

Pt D, Ch 3, Sec 2
3.1.4 Side-struts linking or supporting the load-bearing 3.3.2 Insulation

components of the sides of the vessel with the load bearing The insulation of pressure vessels is to be made of approved
components of the longitudinal walls of cargo tanks and material covered with a vapour barrier of low flame spread
side struts linking the load-bearing components of the ves- type.
sels bottom with the tank bottom are prohibited.
3.3.3 Coating
3.2 Cargo tank sizes Pressure vessels shall be painted externally for protection
against corrosion. Uninsulated or unprotected portions on
3.2.1 The maximum permissible capacity of a cargo tank the open deck shall be coated with reflecting paints.
for single hull tank vessels, double hull tank vessels and 3.3.4 Maximum filling
vessels with tanks independent of the hull shall be deter-
With the cargo at the reference temperature specified in
mined in accordance with Tab 2.
[1.4], pressure vessels may not be filled to more than 91%
where: for un-cooled and 95% for cooled carriage.
LOA B D : Product of the tank vessel main dimensions, in
3.3.5 Name plates
m3
Each pressure vessel must bear a name plate showing the
LOA : overall length of the hull, in m following data:
In the case of trunk deck vessels, D is to be substituted for Name of manufacturer, serial number, year of manufacture
D. D is to be determined by the following formula: Cubic capacity in m3
b lt Design pressure and test pressure (bar)
D = D + h t ----t --------
-
B L OA Certificate No., month and year of test
where: Stamp of certifying firm
Lowest operation temperature, in C
ht : Height, in m, of trunk (distance between trunk
Vapour pressure, in bar at reference temperature, in C.
deck and main deck on trunk side measured at
LOA/2) The name plates must be legible from the deck.
bt : Trunk breadth, in m
3.4 Carriage of liquefied gases at atmo-
lt : Trunk length, in m
spheric pressure
3.2.2 Alternative constructions in compliance with Ch 3,
3.4.1 Requirements as set out in ADN Rules are to be
App 1 are permitted.
observed.
Table 2 : Tank sizes Further individual requirements are to be decided in con-
sultation with the Society on a case by case basis in accor-
LOA B D, Maximum permissible capacity dance with the provisions for liquefied gas tankers laid
in m3 of a cargo tank, in m down in the Society's Rules.
< 600 0,3 LOA B D 3.4.2 Refrigerated cargo tanks shall be installed only in
from 600 to 3750 180 + (LOA B D 600) 0,0635 hold spaces bounded by double hull spaces and double
bottom.
> 3750 380
3.3 Carriage of liquefied gases under pres- 3.5 Cargo tank openings
sure 3.5.1
a) Cargo tank openings shall be located on deck in the
3.3.1 Cargo tank design
cargo area.
a) Pressure vessels shall, in general, be designed as the
b) Cargo tank openings with a cross-section greater than 0.10
domed type. Fittings must be mounted on the domes or
m2 shall be located not less than 0.50 m above the deck.
elsewhere on the upper part of the tanks above the open
deck in the cargo area. They shall be protected against 3.5.2 The exhaust outlets of the pressure relief valves shall
damage and must be secured in such a way that undue be located not less than 2.00 m above the deck at a dis-
stresses caused by vibration or expansion cannot occur. tance of not less than 6.00 m from the accommodation and
At least one manhole shall be arranged in the tank from the service spaces located outside the cargo area. This
dome or as a separate dome with the access opening height may be reduced when within a radius of 1.00 m
located on the open deck. round the pressure relief valve outlet there is no equipment,
b) Pressure independent built-in cylindrical tanks shall no work is being carried out and signs indicate the area.
have a length to diameter ratio 7.
3.5.3 The closing devices normally used in loading and
c) The pressure tanks shall be designed for a cargo temper- unloading operations shall not be capable of producing
ature of + 40C. sparks when operated.

Pt D, Ch 3, Sec 2
3.5.4 Each tank in which refrigerated substances are car- 4.2.7 The distance referred to in [4.1.1] and [4.2.5] may be
ried shall be equipped with a safety system to prevent unau- reduced to 3,00 m if a transverse bulkhead complying with
thorized vacuum or overpressure. [2.1.2] is situated at the end of the cargo area. The openings
shall be provided with doors.
4 Cargo piping system 4.2.8 Pipes for loading and unloading, and vapour pipes,
shall not have flexible connections fitted with sliding seals.
4.1 General 4.2.9 Use of the cargo piping for ballasting purposes shall
not be possible.
4.1.1 Pumps, compressors and accessory loading and
unloading piping shall be placed in the cargo area. Cargo 4.2.10 Wherever necessary, pipelines, valves and fittings
pumps and compressors shall be capable of being shut shall be thermal insulated.
down from the cargo area and, in addition, from a position
outside the cargo area. Cargo pumps and compressors situ- 4.3 Control, monitoring and alarm devices
ated on deck shall be located not less than 6.00 m from
entrances to, or openings of, the accommodation and ser- 4.3.1 Stop valves
vice spaces outside the cargo area. Pipe connections on tank domes with the exception of level
gauges and safety valves shall be fitted with a manual shut-
4.2 Arrangement of cargo piping off and a remote operated quick-action stop valve. In piping
with DN < 50 mm excess flow valves may be used instead
of quick-action stop valves.
4.2.1 Pipes for loading and unloading shall be independent
of any other piping of the vessel. No cargo piping shall be Cargo tank connections for gauging or measuring devices
located below deck, except those inside the cargo tanks and need not to be equipped with excess flow or emergency
in the service spaces intended for the installation of the ves- shut-off valves, provided that the devices are so constructed
sels own gas discharging system. that the outward flow of tank contents cannot exceed that
passed by a 1,5 mm diameter circular hole.
4.2.2 Pipes for loading and unloading shall be clearly dis- The stop valves or other shut-off devices of the pipes for
tinguishable from other piping, e.g. by means of colour loading and unloading shall indicate whether they are open
marking. or shut.
4.2.3 The pipes for loading and unloading on deck, the 4.3.2 Pressure gauges
vapour pipes with the exception of the shore connections The pipes for loading and unloading shall be fitted with
but including the safety valves, and the valves shall be pressure gauges at the inlet and outlet of the pump.
located within the longitudinal line formed by the outer
Reading of the pressure gauges shall be possible from the
boundaries of the domes and not less than B/4 from the
control position of the vessels own gas discharging system.
outer shell. This requirement does not apply to the relief
The maximum permissible overpressure or vacuum shall be
pipes situated behind the safety valves. If there is, however,
indicated by a red mark.
only one dome athwartships, these pipes and their valves
shall be located at a distance not less than 2,70 m. Readings shall be possible in all weather conditions.
4.2.4 Where cargo tanks are placed side by side, all the 4.4 Bonding
connections to the domes shall be located on the inner side
of the domes. The external connections may be located on 4.4.1 Every component of the pipes for loading and
the fore and aft centre line of the dome. The shut-off devices unloading shall be electrically connected to the hull.
of the loading and unloading piping shall be duplicated,
one of the devices being constituted by a remote-controlled 5 Cargo pressure and temperature
quick-action stop device. When the inside diameter of a
shut-off device is less than 50 mm this device may be control
regarded as a safety against bursts in the piping.
5.1 Regulation of cargo pressure and tem-
4.2.5 The shore connections shall be located not less than perature
6 m from the entrances to or openings of, the accommoda-
tion and service spaces outside the cargo area. 5.1.1 Unless the entire cargo system is designed to resist
the full effective vapour pressure of the cargo at the upper
4.2.6 Each shore connection of the vapour pipe and shore limits of the ambient design temperatures, the pressure of
connections of the pipes for loading and unloading, through the tanks shall be kept below the permissible maximum set
which the loading or unloading operation is carried out, pressure of the safety valves, by one or more of the follow-
shall be fitted with a shut-off device and a quick-action stop ing means:
valve. However, each shore connection shall be fitted with a system for the regulation of cargo tank pressure using
a blind flange when it is not in operation. mechanical refrigeration

Pt D, Ch 3, Sec 2
a system ensuring safety in the event of the heating or an indirect or combined system and no leak in the heat
increase in pressure of the cargo. The insulation or the exchangers can under any foreseeable circumstances lead
design pressure of the cargo tank, or the combination of to the mixing of cargoes, no provision need be made for
these two elements, shall be such as to leave an ade- separate refrigeration units for the different cargoes.
quate margin for the operating period and the tempera-
tures expected; in each case the system shall be deemed 5.2.4 When several refrigerated cargoes are not soluble in
acceptable by the Society and shall ensure safety for a each other under conditions of carriage such that their
minimum time of three times the operation period vapour pressures are added together in the event of mixing,
particular care shall be given to the refrigeration systems to
other systems deemed acceptable by the Society.
prevent any mixing of the cargoes.
5.1.2 The systems prescribed in [5.1.1] shall be con-
5.2.5 When the refrigeration systems require water for
structed, installed and tested to the satisfaction of the Soci-
ety. The materials used in their construction shall be cooling, a sufficient quantity shall be supplied by a pump or
compatible with the cargoes to be carried. For normal ser- pumps used exclusively for the purpose. This pump or
pumps shall have at least two suction pipes leading from
vice, the upper ambient design temperature limits shall be:
two water intakes, one to port, the other to starboard. Provi-
air: + 30C sion shall be made for a stand-by pump with a satisfactory
water:+ 20C flow; this may be a pump used for other purposes provided
that its use for supplying water for cooling does not impair
5.1.3 The cargo storage system shall be capable of resisting any other essential service.
the full vapour pressure of the cargo at the upper limits of
the ambient design temperatures, whatever the system 5.2.6 The refrigeration system may take one of the follow-
adopted to deal with the boil-off gas. This requirement is ing forms:
indicated by remark 37 in column (20) of Table C of ADN a) Direct system: the cargo vapours are compressed, con-
Chapter 3.2. densed and returned to the cargo tanks. This system
shall not be used for certain cargoes specified in Table C
5.2 Refrigeration system of ADN Chapter 3.2. This requirement is indicated by
remark 35 in column (20) of Table C of ADN Chapter
5.2.1 The refrigeration system referred to in [5.1.1] shall be 3.2
composed of one or more units capable of keeping the pres-
b) Indirect system: the cargo or the cargo vapours are
sure and temperature of the cargo at the upper limits of the
cooled or condensed by means of a coolant without
ambient design temperatures at the prescribed level. Unless
being compressed
another means of regulating cargo pressure and tempera-
ture deemed satisfactory by the Society is provided, provi- c) Combined system: the cargo vapours are compressed
sion shall be made for one or more stand-by units with an and condensed in a cargo/coolant heat-exchanger and
output at least equal to that of the largest prescribed unit. A returned to the cargo tanks. This system shall not be
stand-by unit shall include a compressor, its engine, its con- used for certain cargoes specified in Table C of ADN
trol system and all necessary accessories to enable it to Chapter 3.2. This requirement is indicated by remark 36
operate independently of the units normally used. Provision in column (20) of Table C of ADN Chapter 3.2.
shall be made for a stand-by heat-exchanger unless the sys-
tems normal heat-exchanger has a surplus capacity equal 5.2.7 All primary and secondary coolant fluids shall be
to at least 25% of the largest prescribed capacity. It is not compatible with each other and with the cargo with which
necessary to make provision for separate piping. they may come into contact. Heat exchange may take place
either at a distance from the cargo tank, or by using cooling
Cargo tanks, piping and accessories shall be insulated so
coils attached to the inside or the outside of the cargo tank.
that, in the event of a failure of all cargo refrigeration sys-
tems, the entire cargo remains for at least 52 hours in a con-
5.2.8 When the refrigeration system is installed in a sepa-
dition not causing the safety valves to open.
rate service space, this service space shall meet the require-
ments of [2.3.6].
5.2.2 The security devices and the connecting lines from
the refrigeration system shall be connected to the cargo
5.2.9 For all cargo systems, the heat transmission coeffi-
tanks above the liquid phase of the cargo when the tanks
cient shall be determined by calculation. The correctness of
are filled to their maximum permissible degree of filling.
the calculation shall be checked by means of a refrigeration
They shall remain within the gaseous phase, even if the ves-
test (heat balance test). This test shall be performed in
sel has a list up to 12 degrees.
accordance with the requirements set up by the Society.
5.2.3 When several refrigerated cargoes with a potentially
dangerous chemical reaction are carried simultaneously, 5.3 Water spray system
particular care shall be given to the refrigeration systems so
as to prevent any mixing of the cargoes. For the carriage of 5.3.1 When water spraying is required in column (9) of
such cargoes, separate refrigeration systems, each including Table C of ADN Chapter 3.2, a water spray system shall be
the full stand-by unit referred to in [5.2.1], shall be provided installed in the cargo area on deck for the purpose of reduc-
for each cargo. When, however, refrigeration is ensured by ing gases given off by the cargo by spraying water.

Pt D, Ch 3, Sec 2
5.3.2 The system shall be fitted with a connection device G : Gas factor defined as:
for supply from the shore. The spray nozzles shall be so
installed that released gases are precipitated safely. The sys- 12, 4 ZT
G = ------------- -------
tem shall be capable of being put into operation from the rD M
wheelhouse and from the deck. The capacity of the water-
where:
spray system shall be such that when all the spray nozzles
are in operation, the outflow is not less than 50 litres per T : Temperature in K = (273 + C) at the
square metre of cargo deck area and per hour. relieving conditions, i.e. 120% of
the setting pressure
6 Pressure cargo tank venting system r : Latent heat of the material being
vaporized at relieving conditions, in
kJ/kg
6.1 Safety valves
D : Constant based on relation of spe-
6.1.1 The highest part of the vapour space (tank dome) of cific heats (k), shown in Tab 3; if k is
not known, D = 0,606 shall be
pressure vessels with a capacity of less than 20 m3 is to be
used.
fitted with at least one, and pressure vessels with a capacity
of more than 20 m3 two independent, spring loaded safety The constant D may also be calcu-
valves. Means must be provided to prevent the accumula- lated by the following formula:
tion of liquid cargo in the pipe upstream to the safety valves
taking into account the vessel's trim and list. k+1
------------
2 k1
D = k ------------
k + 1
6.2 Discharge capacity of safety valves

Z : Compressibility factor of the gas at
relieving conditions;
6.2.1 The total discharge capacity of the safety valves shall
be according to formula here below. During blowing down if not known, Z = 1,0 shall be used
the pressure in the tank shall not rise more than 20% above
the maximum allowable relief valve setting (MARVS). M : Molecular weight of the product
Q = F G A0,82 Table 3 : Constant D

where:
k D k D
Q : Minimum required equivalent discharge rate of 1,00 0,606 1,52 0,704
air, in m3/s, at standard conditions of 273K and 1,02 0,611 1,54 0,707
1,013 bar 1.04 0,615 1,56 0,710
F : Fire exposure factor for different cargo tank types: 1,06 0,620 1,58 0,713
1,08 0,624 1,60 0,716
F = 1,0 for uninsulated tanks located on 1,10 0,628 1,62 0,719
deck 1,12 0,633 1,64 0,722
1,14 0,637 1,66 0,725
F = 0,5 for tanks above the deck when insu-
1,16 0,641 1,68 0,728
lation is approved by the society. (Approval
will be based on the use of an approved fire 1,18 0,645 1,70 0,731
proofing material, the thermal conductance 1,20 0,649 1,72 0,734
of insulation, and its stability under fire 1,22 0,652 1,74 0,736
exposure) 1,24 0,656 1,76 0,739
1,26 0,660 1,78 0,742
F = 0,5 for uninsulated independent tanks 1,28 0,664 1,80 0,745
installed in holds 1,30 0,667 1,82 0,747
F = 0,2 for insulated independent tanks in 1,32 0,671 1,84 0,750
holds (or uninsulated independent tanks in 1,34 0,674 1,86 0,752
insulated holds) 1,36 0,677 1,88 0,755
1,38 0,681 1,90 0,758
F = 0,1 for insulated independent tanks in 1,40 0,685 1,92 0,760
inerted holds (or uninsulated independent 1,42 0,688 1,94 0,763
tanks in inerted, insulated holds) 1,44 0,691 1,96 0,765
For independent tanks partly protruding through 1,46 0,695 1,98 0,767
the open deck, the fire exposure factor is to be 1,48 0,698 2,00 0,770
determined on the basis of the surface areas 1,50 0,701 2,02 0,772
above and below deck. 2,20 0,792

Pt D, Ch 3, Sec 2
A : External surface area of the tank in, m2, for dif- 7.1.2 This system shall be capable of maintaining a perma-
ferent tank types nent minimum pressure of 7 kPa (0,07 bar) in the spaces to
be inerted. In addition, the inerting system shall not
for body of revolution type tanks, A = exter-
increase the pressure in the cargo tank to a pressure greater
nal surface area
than that at which the pressure valve is regulated. The set
for other than bodies of revolution type pressure of the vacuum-relief valve shall be 3,5 kPa (0.035
tanks, A = external surface area less the pro- bar).
jected bottom surface area
7.1.3 A sufficient quantity of inert gas for loading or
for tanks consisting of an array of pressure
unloading shall be carried or produced on board if it is not
vessels tanks, A = external surface area of
possible to obtain it on shore. In addition, a sufficient quan-
the hold less its projected bottom area.
tity of inert gas to offset normal losses occurring during car-
insulation on the tank structure, A = external riage shall be on board.
surface area of the array of pressure vessels
excluding insulation, less the projected bot- 7.1.4 The premises to be inerted shall be equipped with
tom area as shown in Fig 1. connections for introducing the inert gas and monitoring
systems so as to ensure the correct atmosphere on a perma-
Figure 1 : Array of pressure vessel tanks nent basis.
7.1.5 When the pressure or the concentration of inert gas

in the gaseous phase falls below a given value, this monitor-
ing system shall activate an audible and visible alarm in the
wheelhouse. When the wheelhouse is unoccupied, the
Tangents alarm shall also be perceptible in a location occupied by a
crew member.

6.2.2 The setting of the pressure relief valves is not to be
higher than the maximum pressure for which the cargo tank 8.1.1 In addition to the documents required in Pt C, Ch 2,
is designed. Sec 1, [2] and [1.3] the following documents shall be on
board:
6.2.3 It is recommended that a device may be fitted a) a drawing indicating the boundaries of the cargo area
enabling one safety valve at a time to be isolated for a short and the location of the electrical equipment installed in
period for repair/maintenance. In this case, however, at this area
least half the required safety valve cross-section must
remain operative. b) a list of the electrical equipment referred to in (a) above
including the following particulars: machine or appli-
ance, location, type of protection, type of protection
6.3 Safety valves blow-off lines against explosion, testing body and approval number
6.3.1 The blow-off lines of pressure vessel safety valves c) a list of or general plan indicating the electrical equip-
may be arranged individual or with common headers. The ment outside the cargo area which may be operated
outlets are to be arranged at least 2 m above deck at a hori- during loading, unloading or gas-freeing. All other elec-
zontal distance of 6 m from accommodation or other safe trical equipment shall be marked in red. See [8.3.2]
spaces. The height may be reduced to less than 2 m in case [8.3.3].
the area of 1 m around the high velocity valve is designed
as non-accessible. 8.2 General design requirements
6.3.2 The total cross-section of the blow-off piping must be 8.2.1 Only distribution systems without return connection
sufficient to discharge safely the quantity of gas calculated to the hull are permitted. This provision does not apply to:
in [6.2].
local installations outside the cargo area (e.g. connec-
tions of starters of diesel engines)
7 Environmental control device for checking the insulation level referred to in
[8.2.2]
7.1 Inerting facility active cathodic corrosion protection.
7.1.1 In cases in which inerting or blanketing of the cargo 8.2.2 Every insulated distribution network shall be fitted
is prescribed, the vessel shall be equipped with an inerting with an automatic device with a visual and audible alarm
system. for checking the insulation level.

Pt D, Ch 3, Sec 2
8.2.3 For the selection of electrical equipment to be used in electrical installations in the accommodation, the
zones presenting an explosion risk, the explosion groups wheelhouse or the service spaces outside the cargo
and temperature classes assigned to the substances carried areas if:
in the list of substances shall be taken into consideration These spaces are fitted with a ventilation system
(See column (15) and (16) of Table C of ADN Chapter 3.2). ensuring an overpressure of 0,1 kPa (0,001 bar)
and none of the windows is capable of being
8.3 Type and location of electrical equipment opened; the air intakes of the ventilation system
located as far away as possible, however, not
8.3.1 less than 6,00 m from the cargo area and not less
a) Only measuring, regulation and alarm devices of the than 2,00 m above the deck
EEx (ia) type of protection may be installed in cargo The spaces are fitted with a gas detection system
tanks and pipes for loading and unloading (comparable with sensors:
to zone 0) - at the suction inlets of the ventilation system
b) Only the following equipment may be installed in the - directly at the top edge of the sill of the
cofferdams, double hull spaces, double bottoms and entrance doors of the accommodation and
hold spaces (comparable to zone 1): service spaces
measuring, regulation and alarm devices of the cer- The gas concentration measurement is continu-
tified safe type ous
lighting appliances of the flame-proof enclosure or When the gas concentration reaches 20% of the
apparatus protected by pressurization type of pro- lower explosive limit, the ventilators shall be
tection switched off. In such a case and when the over-
hermetically sealed echo sounding devices the pressure is not maintained or in the event of fail-
cables of which are led through thick-walled steel ure of the gas detection system, the electrical
tubes with gastight connections up to the main deck installations which do not comply with (a)
cables for the active cathodic protection of the shell above, shall be switched off. These operations
plating in protective steel tubes such as those pro- shall be performed immediately and automati-
vided for echo sounding devices cally and activate the emergency lighting in the
accommodation, the wheelhouse and the ser-
c) Only the following equipment may be installed in the vice spaces, which shall comply at least with the
service spaces in the cargo area below deck (compara- limited explosion risk type. The switching-off
ble to zone 1): shall be indicated in the accommodation and
measuring, regulation and alarm devices of the cer- wheelhouse by visual and audible signals
tified safe type The ventilation system, the gas detection system
lighting appliances of the flame-proof enclosure or and the alarm of the switch-off device fully com-
apparatus protected by pressurization type of pro- ply with the requirements of (a) above
tection The automatic switch-off device is set so that no
motors driving essential equipment such as ballast automatic switching-off may occur while the
pumps; they shall be of the certified safe type vessel is under way.
d) The control and protective equipment of the electrical 8.3.3 The electrical equipment which does not meet the
equipment referred to in (a), (b) and (c) above shall be requirements set out in [8.3.2] together with its switches
located outside the cargo area if they are not intrinsi- shall be marked in red. The disconnection of such equip-
cally safe ment shall be operated from a centralized location on
e) The electrical equipment in the cargo area on deck board.
(comparable to zone 1) shall be of the certified safe
type. 8.3.4 An electric generator which is permanently driven by
an engine and which does not meet the requirements of
8.3.2 [8.3.2], shall be fitted with a switch capable of shutting
down the excitation of the generator. A notice board with
a) Electrical equipment used during loading, unloading
and gas-freeing during berthing and which are located the operating instructions shall be displayed near the switch.
outside the cargo area (comparable to zone 2) shall be
8.3.5 Sockets for the connection of signal lights and gang-
at least of the limited explosion risk type.
way lighting shall be permanently fitted to the vessel close
b) This provision does not apply to: to the signal mast or the gangway. Connecting and discon-
lighting installations in the accommodation, except necting shall not be possible except when the sockets are
for switches near entrances to accommodation not live.
radiotelephone installations in the accommodation 8.3.6 The failure of the power supply for the safety and
or the wheelhouse control equipment shall be immediately indicated by visual
mobile and fixed telephone installations in the and audible signals at the locations where the alarms are
accommodation or the wheelhouse usually actuated.

Pt D, Ch 3, Sec 2
8.4 Earthing 9.1.3 Only electrical lighting appliances are permitted.
8.4.1 The metal parts of electrical appliances in the cargo 9.2 Prohibition of smoking, fire or naked
area which are not live as well as protective metal tubes or
light
metal sheaths of cables in normal service shall be earthed,
unless they are so arranged that they are automatically 9.2.1 The notice boards displaying the prohibition of smok-
earthed by bonding to the metal structure of the vessel. ing in accordance with ADN Section 8.3.4 shall be clearly
legible from either side of the vessel.
8.4.2 The provisions of [8.4.1] apply also to equipment
having service voltages of less than 50 V. 9.2.2 Notice boards indicating the circumstances under
which the prohibition is applicable shall be fitted near the
8.4.3 Independent cargo tanks shall be earthed.
entrances to the spaces where smoking or the use of fire or
8.4.4 Receptacles for residual products shall be capable of naked light is not always prohibited.
being earthed.
9.3.1 In addition to the requirements of Part C, Chapter 3,
8.5.1 All cables in the cargo area shall have a metallic the fire extinguishing arrangements in [9.4] to [9.6] are to
sheath. be complied with.
8.5.2 Cables and sockets in the cargo area shall be pro- 9.4 Portable fire extinguishers
tected against mechanical damage.
9.4.1 In addition to the fire-extinguishing appliances pre-
8.5.3 Movable cables are prohibited in the cargo area, scribed in Pt C, Ch 3, Sec 4, [2] each vessel shall be
except for intrinsically safe electric circuits or for the supply equipped with at least two additional portable fire-extin-
of signal lights and gangway lighting. guishers having the same capacity in cargo area.
8.5.4 Cables of intrinsically safe circuits shall only be used These additional portable fire-extinguishers shall be suitable
for such circuits and shall be separated from other cables for fighting fires involving the dangerous goods carried.
not intended for being used in such circuits (e.g. they shall
not be installed together in the same string of cables and 9.5 Fire extinguishing system
they shall not be fixed by the same cable clamps).
9.5.1 A fire-extinguishing system complying with the fol-
8.5.5 For movable cables intended for signal lights and lowing requirements shall be installed on the vessel:
gangway lighting, only sheathed cables of type H 07 RN-F It shall be supplied by two independent fire or ballast
in accordance with standard IEC 60 245-4:1994 or cables pumps, one of which shall be ready for use at any time.
of at least equivalent design having conductors with a cross- These pumps and their means of propulsion and electri-
section of not less than 1,5 mm2 shall be used. These cables cal equipment shall not be installed in the same space
shall be as short as possible and installed so that damage is
It shall be provided with a water main fitted with at least
not likely to occur.
three hydrants in the cargo area above deck. Three suit-
able and sufficiently long hoses with spray nozzles hav-
8.6 Storage batteries ing a diameter of not less than 12 mm shall be provided
It shall be possible to reach any point of the deck in the
8.6.1 Storage batteries shall be located outside the cargo cargo area simultaneously with at least two jets of water
area. not supplied from the same hydrant
A spring-loaded non-return valve shall be fitted to
9 Fire protection and fire extinction ensure that no gases can escape through the fire-extin-
guishing system into the accommodation or service
9.1 Fire and naked light spaces outside the cargo area.
The capacity of the system shall be at least sufficient for
9.1.1 The outlets of funnels shall be located not less than a jet of water to have a minimum reach of not less than
2.00 m from the cargo area. Arrangements shall be pro- the vessel's breadth from any location on board with
vided to prevent the escape of sparks and the entry of water. two spray nozzles being used at the same time.
9.1.2 Heating, cooking and refrigerating appliances shall
not be fuelled with liquid fuels, liquid gas or solid fuels. 9.6 Fixed fire extinguishing system
The installation in the engine room or in another separate 9.6.1 In addition the engine room, the cargo pump room
space of heating appliances fuelled with liquid fuel having a and all spaces containing special equipment (switchboards,
flash-point above 55 C is, however, permitted. compressors, etc.) for the refrigeration equipment, if any,
Cooking and refrigerating appliances are permitted only in shall be provided with a permanently fixed fire-extinguish-
the accommodation. ing system, in compliance with Pt C, Ch 3, Sec 4, [4].

Pt D, Ch 3, Sec 2
10 Safety and control installations The visual alarm shall be visible at each control position on
deck of the cargo tank stop valves. It shall be possible to
easily check the functioning of the sensors and electric cir-
10.1 General cuits or these shall be of the failsafe design.
10.1.1 Cargo tanks shall be provided with the following

equipment:
a) a level gauge 10.4.1 Cargo tank shall be provided with a high level sen-
sor for actuating the facility against overflowing at the latest
b) a level alarm device which is activated at the latest when a degree of filling of 97,5% is reached.
when a degree of filling of 86% is reached
c) a high level sensor for actuating the facility against over- 10.5 Cargo tank pressure monitoring
flowing at the latest when a degree of filling of 97.5% is
reached
10.5.1 Each cargo tank shall be equipped with a pressure
d) an instrument for measuring the pressure of the gas indicator for the vapour space activating a high pressure
phase in the cargo tank alarm when the working pressure is exceeded.
e) an instrument for measuring the temperature of the Pressure indicators shall be fitted on loading and discharge
cargo lines, pumps, compressors and manifold connections
marked with the maximum permissible working pressure.
f) a connection for a closed sampling device. Where the cargo operations are controlled in a centralized
space adequate control and indicators are to be provided.
10.2.1 Each cargo tank is to be equipped with a closed
gauging device approved by the Society. If only one device 10.6.1 Temperature indicating devices in each cargo tank
is installed per tank, it shall be so arranged/designed that shall be provided for the mean temperature of the cargo.
any failure can be rectified and its function can be restored
when tank under pressure.
When the degree of filling in percent is determined, an error
of not more than 0.5% is permitted. It shall be calculated on
the basis of the total cargo tank capacity including the 10.7.1 Each cargo tank shall be equipped with a connec-
expansion trunk. tion for a closed sampling device.
The level gauge shall allow readings from the control posi-
tion of the shut-off devices of the particular cargo tank. The 10.8 Safety valves
permissible maximum filling level of the cargo tank shall be
marked on each level gauge. 10.8.1 Cargo pumps and compressors must be fitted with
safety valves discharging to their suction side, in compli-
Permanent reading of the overpressure and vacuum shall be ance with [6.2].
possible from a location from which loading or unloading
operations may be interrupted. The permissible maximum Pipeline sections of more than 50 litres volume which may
overpressure and vacuum shall be marked on each level be isolated in liquid full condition are to be provided with
gauge. safety relief valves. The blow-off lines are to be returned to
the cargo tanks or a blow down header.
Readings shall be possible in all weather conditions.
10.9 Gas detection and alarm system

10.9.1 For the hold spaces of pressure vessel cargo tanks,
10.3.1 Cargo tank shall be provided with a level alarm
portable gas detectors are to be approved by the Society.
device which is activated at the latest when a degree of fill-
ing of 86% is reached.
The level alarm device shall give a visual and audible warn- 11 Buoyancy and stability
ing on board when actuated. The level alarm device shall
be independent of the level gauge.
11.1 General
The visual and audible signals given by the level alarm
device shall be clearly distinguishable from those of the 11.1.1 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt B,
high level sensor. Ch 2, Sec 2, [3] are to be complied with.

Pt D, Ch 3, Sec 2
11.1.2 Proof of sufficient stability shall be furnished includ- the lower edge of any non-watertight opening (e.g.
ing for stability in damaged condition. windows, doors and access hatchways) shall, at the
final stage of flooding, be not less than 0,10 m
11.1.3 The basic values for the stability calculation (the above the damage waterline.
vessels lightweight and location of the centre of gravity)
shall be determined in compliance with Pt B, Ch 2, Sec 2, 11.3.2 In general, permeability shall be assumed to be
[2.2]. 95%. Where an average permeability of less than 95% is
calculated for any compartment, this calculated value
11.1.4 Proof of sufficient intact stability is to be provided obtained may be used.
for all loading/unloading stages and for the final loading
However, minimum values of permeability, , given in Tab 4
condition.
are to be used.
11.1.5 Floatability after damage shall be proved for the For the main engine room only the one-compartment stan-
most unfavourable loading condition. For this purpose, cal- dard need be taken into account, i.e. the end bulkheads of
culated proof of sufficient stability shall be established for the engine room shall be assumed as not damaged.
critical intermediate stages of flooding and for the final
stage of flooding. Table 4 : Permeability values, in %
Negative values of stability in intermediate stages of flood-
ing may be accepted only if the continued range of curve of Spaces
the righting lever in damaged condition indicates adequate Engine rooms 85
positive values of stability.
Accommodation spaces 95
Double bottoms, oil fuel tanks, ballast tanks,
11.2 Intact stability etc., depending on whether, according to their
function, they have to be assumed as full or 0 or 95
11.2.1 The requirements for intact stability resulting from the empty for the vessel floating at the maximum
damaged stability calculation shall be fully complied with. permissible draught
11.3.3 The damage stability is generally regarded sufficient

11.3 Damage stability if (see Fig 2):
11.3.1 The following assumptions shall be taken into con- At the stage of equilibrium (in the final stage of flood-
sideration for the damaged condition. ing), the angle of heel is not greater than 12.
a) extent of side damage: Non-watertight openings shall not be flooded before

reaching the stage of equilibrium. If such openings are
longitudinal extent: at least 0,10LOA but not less than immersed before the stage of equilibrium, the corre-
5,00 m sponding spaces shall be considered flooded for the
purpose of stability calculation.
The positive range of the righting lever curve beyond the
vertical extent: from base line upwards without limit stage of equilibrium has a righting lever of 0,05 m in
b) extent of bottom damage: association with an area under the curve of 0,0065
m.rad. The minimum values of stability shall be satisfied
longitudinal extent: at least 0,10LOA but not less than up to immersion of the first non-weathertight opening
5,00 m and in any event up to an angle of heel 27. If non-
watertight openings are immersed before that stage, the
transverse extent: 3,00 m corresponding spaces shall be considered flooded for
the purpose of stability calculation.
vertical extent: from base line to 0,59 m upwards,
except for pump well.
11.3.4 If openings through which undamaged compart-
c) Any bulkhead within the damaged area shall be ments may additionally become flooded are capable of
assumed damaged, which means that the location of being closed watertight, the closing appliances shall be
bulkheads shall be chosen so as to ensure that the vessel marked accordingly.
remains afloat after the flooding of two or more adjacent
compartments in the longitudinal direction. 11.3.5 Where cross- or down-flooding openings are pro-
The following provisions are applicable: vided for reduction of unsymmetrical flooding, the time of
equalisation shall not exceed 15 minutes, provided during
For bottom damage, adjacent athwartship compart- the intermediate stages of flooding sufficient stability has
ments shall also be assumed flooded been proved.

Pt D, Ch 3, Sec 2
Righting lever Figure 2 : Proof of damage stability
12
A 0,0065 m.rad
0,05m
Angle of heel []

opening, however 27
Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 3
SECTION 3 TYPE C
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, height of not less than 0.10 m. The sills of engine room
[2.1] doors and the coamings of its access hatches shall, how-
ever, always have a height of not less than 0.50 m.
[2.5] 2.1.3 In the cargo area, the lower edges of door-openings
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] in the sidewalls of superstructures shall have a height of not
less than 0.50 m above the deck and the sills of hatches and
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] ventilation openings of premises located under the deck
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] shall have a height of not less than 0.50 m above the deck.
This requirement does not apply to access openings to dou-
1 General
2.1.4 The bulwarks, foot-rails, etc shall be provided with
sufficiently large openings which are located directly above
1.1 Application
the deck.
tion are eligible for the assignment of the additional service 2.2 Engine rooms
feature Type C as defined in Pt A, Ch 1, Sec 3, [3.2.9].
2.2.1 Internal combustion engines for the vessels propul-
1.1.2 These Rule requirements apply in addition to Ch 1, sion as well as internal combustion engines for auxiliary
Sec 3 and Ch 3, Sec 1. machinery shall be located outside the cargo area.
Entrances and other openings of engine rooms shall be at a
distance of not less than 2.00 m from the cargo area.
2.2.2 The engine rooms shall be accessible from the deck;
1.2.1 Tab 1 lists the plans and documents to be submitted the entrances shall not face the cargo area. When the doors
in addition to the documents required in the other Parts of are not located in a recess whose depth is at least equal to
the Rules for the parts of the vessel not affected by the the door width, the hinges shall face the cargo area.
cargo, as applicable.

2.3.1 Accommodation spaces and the wheelhouse shall be
2.1 Protection against the penetration of plane or abaft the aft vertical plane bounding the part of
gases cargo area below deck. Windows of the wheelhouse which
are located not less than 1.00 m above the bottom of the
2.1.1 The vessel shall be designed so as to prevent gases wheelhouse may tilt forward.
spaces. 2.3.2 Entrances to spaces and openings of superstructures
shall not face the cargo area. Doors opening outward and
2.1.2 Outside the cargo area, the lower edges of door- not located in a recess the depth of which is at least equal to
openings in the sidewalls of superstructures and the coam- the width of the doors shall have their hinges facing the
ings of access hatches to under-deck spaces shall have a cargo area.
height of not less than 0.50 m above the deck.
2.3.3 Entrances from the deck and openings of spaces fac-
This requirement need not be complied with if the wall of
ing the weather shall be capable of being closed. The fol-
the superstructures facing the cargo area extends from one
lowing instruction shall be displayed at the entrance of such
side of the ship to the other and has doors the sills of which
spaces:
have a height of not less than 0.50 m. The height of this wall
shall not be less than 2.00 m. In this case, the lower edges "DO NOT OPEN DURING LOADING, UNLOADING OR
of door-openings in the sidewalls of superstructures and of GAS-FREEING WITHOUT THE PERMISSION OF THE MAS-
coamings of access hatches behind this wall shall have a TER. CLOSE IMMEDIATELY."

Pt D, Ch 3, Sec 3
No A/I Documents
1 I Design characteristics of products to be carried, including maximum vapour pressure, maximum liquid cargo tem-
perature and other important design conditions
2 I General arrangement plan, showing location of cargo tanks and fuel oil, ballast and other tanks, void spaces
4 A Details of hull structure in way of cargo tanks, including support arrangement for tanks, saddles, anti-floating and
anti-lifting devices, deck sealing arrangements, independent cargo tanks, etc.
7 A Details of cargo handling system, including arrangements and details of piping and fittings
8 A Details of cargo pumps
9 A Details of temperature and pressure control systems
13 A Details of electrical equipment installed in cargo area, including the list of certified safe equipment and apparatus
and electrical bonding of cargo tanks and piping
14 A Schematic electrical wiring diagram
15 A Pressure drop calculation note
17 A Cargo tank instrumentation
19 A Arrangement drawing of the various fire bulkheads and decks with standard fire test reports for the various arrange-
ments, surface coverings, paints and similar
20 I Loading and unloading operation description, including cargo tank filling limits, where applicable
21 A Gas return system
Note 1:
2.3.4 Entrances and windows of superstructures and vided that the penetrations have been approved by the
accommodation spaces which can be opened as well as Society. The penetrations shall be gastight. Penetrations
other openings of these spaces shall be located not less than through a bulkhead with an A-60 fire protection insu-
2,00 m from the cargo area. No wheelhouse doors and win- lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv-
dows shall be located within 2,00 m from the cargo area, alent fire protection.
except where there is no direct connection between the
wheelhouse and the accommodation. e) Pipes may penetrate the bulkhead between the engine
room and the service space in the cargo area provided
2.3.5 that these are pipes between the mechanical equipment
a) Driving shafts of the bilge or ballast pumps in the cargo in the engine room and the service space which do not
area may penetrate through the bulkhead between the have any openings within the service space and which
service space and the engine room, provided the are provided with shut-off devices at the bulkhead in the
arrangement of the service space is in compliance with engine room.
[2.4.6]. f) Notwithstanding [2.4.4], pipes from the engine room
b) The penetration of the shaft through the bulkhead shall may penetrate the service space in the cargo area or a
be gastight and shall have been approved by the Society. cofferdam or a hold space or a double-hull space to the
c) The necessary operating instructions shall be displayed. outside provided that within the service space or coffer-
dam or hold space or doublehull space they are of the
d) Penetrations through the bulkhead between the engine thick-walled type and have no flanges or openings.
room and the service space in the cargo area, and the
bulkhead between the engine room and the hold spaces g) Where a driving shaft of auxiliary machinery penetrates
may be provided for electrical cables, hydraulic and through a wall located above the deck the penetration
piping for measuring, control and alarm systems, pro- shall be gastight.

Pt D, Ch 3, Sec 3
2.3.6 A service space located within the cargo area below 2.4 Hold spaces
deck shall not be used as a cargo pump room for the load-
ing and unloading system, except where:
2.4.1 The cargo tanks shall be separated by cofferdams of
the pump room is separated from the engine room or at least 0.60 m in width from the accommodation, engine
from service spaces outside the cargo area by a coffer- room and service spaces outside the cargo area below deck
dam or a bulkhead with an A-60 fire protection insu- or, if there are no such accommodation, engine room and
lation (see Pt C, Ch 3, Sec 1, [2.2]), or by a service space service spaces, from the vessels ends. Where the cargo
or a hold space tanks are installed in a hold space, a space of not less than
0.50 m shall be provided between such tanks and the end
the A-60 bulkhead required above does not include bulkheads of the hold space. In this case an end bulkhead
penetrations referred to in [2.3.5] (a) meeting at least the definition for Class A-60 (see Pt C, Ch
ventilation exhaust outlets are located not less than 6.00 3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam.
m from entrances and openings of the accommodation For pressure cargo tanks, the 0.50 m distance may be
and service spaces outside the cargo area reduced to 0.20 m.
the access hatches and ventilation inlets can be closed 2.4.2 Hold spaces, cofferdams and cargo tanks shall be
from the outside capable of being inspected.
all pipes for loading and unloading as well as those of
stripping systems are provided with shut-off devices at 2.4.3 All spaces in the cargo area shall be capable of being
the pump suction side in the cargo pump room immedi- ventilated. Means for checking their gas-free condition shall
ately at the bulkhead. The necessary operation of the be provided.
control devices in the pump room, starting of pumps
and necessary control of the liquid flow rate shall be 2.4.4 The bulkheads bounding the cargo tanks, cofferdams
effected from the deck and hold spaces shall be watertight. The cargo tanks and the
the bilge of the cargo pump room is equipped with a bulkheads bounding the cargo area shall have no openings
gauging device for measuring the filling level which or penetrations below deck.
activates a visual and audible alarm in the wheelhouse The bulkhead between the engine room and the cofferdam
when a liquid is accumulating in the cargo pump room or service space in the cargo area or between the engine
bilge room and a hold space may be fitted with penetrations pro-
the cargo pump room is provided with a permanent gas vided that they conform to the provisions of [2.3.5].
detection system which automatically indicates the
The bulkhead between the cargo tank and the cargo pump-
presence of explosive gases or lack of oxygen by means
room below deck may be fitted with penetrations provided
of direct-measuring sensors and which actuates a visual
that they conform to the provisions of [2.3.6]. The bulk-
and audible alarm when the gas concentration has
heads between the cargo tanks may be fitted with penetra-
reached 20% of the lower explosive limit. The sensors of
tions provided that the loading or unloading pipes are fitted
this system shall be placed at suitable positions at the
with shut-off devices in the cargo tank from which they
bottom and directly below the deck.
come. The shut-off devices shall be operable from the deck.
Measurement shall be continuous.
2.4.5 Double hull spaces and double bottoms in the cargo
The audible and visual alarms are installed in the wheel- area shall be arranged for being filled with ballast water
house and in the cargo pump room and, when the alarm only. Double bottoms may, however, be used as fuel oil
is actuated, the loading and unloading system is shut tanks, provided they comply with [2.7].
down. Failure of the gas detection system shall be
2.4.6
by means of audible and visual alarms
the ventilation system prescribed in [2.5.3] has a capac- a) A cofferdam, the centre part of a cofferdam or another
ity of not less than 30 changes of air per hour based on space below deck in the cargo area may be arranged as
the total volume of the service space. a service space, provided the bulkheads bounding the
service space extend vertically to the bottom. This ser-
2.3.7 The following instruction shall be displayed at the vice space shall only be accessible from the deck.
entrance of the cargo pump room:
b) The service space shall be watertight with the exception
BEFORE ENTERING THE CARGO PUMP-ROOM CHECK of its access hatches and ventilation inlets.
WHETHER IT IS FREE FROM GASES AND CONTAINS SUF-
FICIENT OXYGEN. c) No pipes for loading and unloading shall be fitted
within the service space referred to under (a) above.
DO NOT OPEN DOORS AND ENTRANCE OPENINGS
WITHOUT THE PERMISSION OF THE MASTER. Pipes for loading and unloading may be fitted in the
cargo pump-rooms below deck only when they conform
LEAVE IMMEDIATELY IN EVENT OF ALARM. to the provisions of [2.3.6].

Pt D, Ch 3, Sec 3
2.4.7 Where service spaces are located in the cargo area 2.5.6 Notice boards shall be fitted at the ventilation inlets
under deck, they shall be arranged so as to be easily acces- indicating the conditions when they shall be closed. All
sible and to permit persons wearing protective clothing and ventilation inlets of accommodation and service spaces
breathing apparatus to safely operate the service equipment leading outside shall be fitted with fire flaps. Such ventila-
contained therein. They shall be designed so as to allow tion inlets shall be located not less than 2.00 m from the
injured or unconscious personnel to be removed from such cargo area.
spaces without difficulty, if necessary by means of fixed Ventilation inlets of service spaces in the cargo area may be
equipment. located within such area.
2.4.8 Cofferdams, double-hull spaces, double bottoms, 2.5.7 The flame-arresters prescribed in [2.11.4], [3.7.4]
cargo tanks, hold spaces and other accessible spaces within and [3.7.5] shall be of a type approved for this purpose by
the cargo area shall be arranged so that they may be com- the Society.
pletely inspected and cleaned in an appropriate manner.
The dimensions of openings except for those of double-hull 2.6 Engines
spaces and double bottoms which do not have a wall
adjoining the cargo tanks shall be sufficient to allow a per- 2.6.1 Only internal combustion engines running on fuel
son wearing breathing apparatus to enter or leave the space with a flashpoint of more than 55 C are allowed.
without difficulties. These openings shall have a minimum
cross-sectional area of 0.36 m2 and a minimum side length 2.6.2 Ventilation inlets of the engine room and, when the
of 0.50 m. They shall be designed so as to allow an injured engines do not take in air directly from the engine room, the
or unconscious person to be removed from the bottom of air intakes of the engines shall be located not less than 2.00
such a space without difficulties, if necessary by means of m from the cargo area.
fixed equipment. In these spaces the distance between the
2.6.3 Sparking shall not be possible within the cargo area.
reinforcements shall not be less than 0.50 m. In double bot-
toms this distance may be reduced to 0.45 m. 2.6.4 The surface temperature of the outer parts of engines
Cargo tanks may have circular openings with a diameter of used during loading or unloading operations, as well as that
not less than 0.68 m. of their air inlets and exhaust ducts shall not exceed the
allowable temperature according to the temperature class of
the substances carried. This provision does not apply to
2.5 Ventilation engines installed in service spaces provided the provisions
of [8.3.2] are fully complied with.
2.5.1 Each hold space shall have two openings the dimen-
sions and location of which shall be such as to permit effec- 2.6.5 The ventilation in the closed engine room shall be
tive ventilation of any part of the hold space. If there are no designed so that, at an ambient temperature of 20 C, the
such openings, it shall be possible to fill the hold spaces average temperature in the engine room does not exceed 40
with inert gas or dry air. C.
2.5.2 Double-hull spaces and double bottoms within the 2.7 Oil fuel tanks
cargo area which are not arranged for being filled with bal-
last water, hold spaces and cofferdams shall be provided 2.7.1 When the vessel is provided with hold spaces, the
with ventilation systems. double bottoms within these spaces may be arranged as oil
fuel tanks, provided their depth is not less than 0.60 m.
2.5.3 Any service spaces located in the cargo area below Oil fuel pipes and openings of such tanks are not permitted
deck shall be provided with a system of forced ventilation in the hold space.
per hour based on the volume of the space. 2.7.2 The open ends of the air pipes of all oil fuel tanks
The ventilation exhaust ducts shall extend down to 50 mm shall extend to not less than 0.50 m above the open deck.
above the bottom of the service space. The air shall be sup- Their open ends and the open ends of overflow pipes lead-
plied through a duct at the top of the service space. The air ing on the deck shall be fitted with a protective device con-
inlets shall be located not less than 2.00 m above the deck, sisting of a gauze diaphragm or a perforated plate.
at a distance of not less than 2.00 m from tank openings and
6.00 m from the outlets of safety valves. 2.8 Exhaust pipes
The extension pipes, which may be necessary, may be of the 2.8.1 Exhausts shall be evacuated from the vessel into the
hinged type. open air either upwards through an exhaust pipe or through
the shell plating. The exhaust outlet shall be located not less
2.5.4 Ventilation of accommodation and service spaces than 2.00 m from the cargo area. The exhaust pipes of
shall be possible. engines shall be arranged so that the exhausts are led away
from the vessel. The exhaust pipes shall not be located
2.5.5 Ventilators used in the cargo area shall be designed within the cargo area.
so that no sparks may be emitted on contact of the impeller
blades with the housing and no static electricity may be 2.8.2 Exhaust pipes shall be provided with a device pre-
generated. venting the escape of sparks, e.g. spark arresters.

Pt D, Ch 3, Sec 3
2.9 Bilge pumping and ballasting arrange- 3 Cargo containment

ments
3.1 General
area shall be installed within such area. 3.1.1 The scantlings and structural arrangements are to be
This provision does not apply to: in compliance with applicable requirements of Ch 1, Sec 3,
double hull spaces and double bottoms which do not [5] to Ch 1, Sec 3, [10].
have a common boundary wall with the cargo tanks;
cofferdams, double hull spaces, hold spaces and double 3.2 Cargo area hull design
bottoms where ballasting is carried out using the piping
of the fire fighting system in the cargo area and bilge- 3.2.1 In the cargo area with the exception of the coffer-
pumping is performed using eductors. dams, the vessel shall be designed as a flush-deck double-
hull tanker, i.e. with double hull spaces and double bottoms
2.9.2 Where the double bottom is used as oil fuel tank, it but without trunk.
shall not be connected to the bilge piping system.
3.2.2 Cargo tanks independent of the vessels hull and
2.9.3 Where the ballast pump is installed in the cargo area, refrigerated cargo tanks may only be installed in a hold
the standpipe and its outboard connection for suction of space which is bounded by double hull spaces and double
ballast water shall be located within the cargo area but out- bottoms in accordance with [3.2.5]. The cargo tanks shall
side the cargo tanks. not extend beyond the deck.
2.9.4 A cargo pump room below deck shall be capable of 3.2.3 Side-stringers linking or supporting the load-bearing
being drained in an emergency by an installation located in components of the sides of the vessel with the load-bearing
the cargo area and independent from any other installation. components of the longitudinal walls of cargo tanks and
This installation shall be provided outside the cargo pump- side-stringers linking the load-bearing components of the
room. vessels bottom with the tank-bottom are prohibited.
2.10 Ventilation of cargo pump rooms 3.2.4 A local recess in the cargo deck, contained on all
sides, with a depth greater than 0.1 m, designed to house
2.10.1 Cargo pump rooms must be provided with extrac- the loading and unloading pump, is permitted if it fulfils the
tion type ventilation systems, independent of other vessel's following conditions:
spaces, providing at least 30 cycles of air change per hour. The recess shall not be greater than 1 m in depth
Warning notices shall be placed requiring that the ventila-
The recess shall be located not less than 6 m from
tion is in operation for at least 15 minutes prior to entering
entrances to and openings of accommodation and ser-
these spaces.
vice spaces outside the cargo area
2.10.2 Portable means must be provided for gas-freeing of The recess shall be located at a minimum distance from
cargo tanks and other spaces not equipped with fixed venti- the side plating equal to one quarter of the vessels
lation. breadth
All pipes linking the recess to the cargo tanks shall be
2.11 Arrangements of cofferdams fitted with shut-off devices fitted directly on the bulk-
head
2.11.1 Cofferdams or cofferdam compartments remaining
All the controls required for the equipment located in
once a service space has been arranged in accordance with
the recess shall be activated from the deck
[2.4.6] shall be accessible through an access hatch. If, how-
ever, the cofferdam is connected to a double-hull space, it If the recess is deeper than 0.5 m, it shall be provided
is sufficient for it to be accessible from that space. with a permanent gas detection system which automati-
cally indicates the presence of explosive gases by means
2.11.2 Cofferdams shall be capable of being filled with of direct-measuring sensors and actuates a visual and
water and emptied by means of a pump. Filling shall be audible alarm when the gas concentration has reached
effected within 30 minutes. These requirements are not 20% of the lower explosion limit. The sensors of this
applicable when the bulkhead between the engine room system shall be placed at suitable positions at the bot-
and the cofferdam comprises fire-protection insulation A- tom of the recess. Measurement shall be continuous
60 (see Pt C, Ch 3, Sec 1, [2.2]), or has been fitted out as a Visual and audible alarms shall be installed in the
service space. The cofferdams shall not be fitted with inlet wheelhouse and on deck and, when the alarm is actu-
valves. ated, the vessel loading and unloading system shall be
shut down. Failure of the gas detection system shall be
2.11.3 No fixed pipe shall permit connection between a
cofferdam and other piping of the vessel outside the cargo
by means of visual and audible alarms
area.
It shall be possible to drain the recess using a system
2.11.4 The ventilation openings of cofferdams shall be fit- installed on deck in the cargo area and independent of
ted with a flame-arrester withstanding a deflagration. any other system

Pt D, Ch 3, Sec 3
The recess shall be provided with a level alarm device 3.3 Cargo tank sizes
which activates the draining system and triggers a visual
and audible alarm in the wheelhouse when liquid accu- 3.3.1 The maximum permissible capacity of a cargo tank
mulates at the bottom for single hull tank vessels, double hull tank vessels and
When the recess is located above the cofferdam, the mined in accordance with Tab 2.
engine room bulkhead shall have an A-60 fire protec-
tion insulation (see Pt C, Ch 3, Sec 1, [2.2]) where:
When the cargo area is fitted with a water-spray system,
m3
electrical equipment located in the recess shall be pro-
tected against infiltration of water LOA : overall length of the hull, in m
In the case of trunk deck vessels, D is to be substituted for
Pipes connecting the recess to the hull shall not pass D. D is to be determined by the following formula:
through the cargo tanks.
b lt
D = D + h t ----t --------
-
3.2.5 For double hull construction with the cargo tanks B L OA
integrated in the vessels structure, the distance between the where:
side wall and the inner side wall of the vessel shall be not ht : Height, in m, of trunk (distance between trunk
less than 1.00 m. A distance of 0.80 m may however be per- deck and main deck on trunk side measured at
mitted, provided that, compared with the scantling require- LOA/2)
ments specified in Ch 1, Sec 3, [5], the following
reinforcements have been made: bt : Trunk breadth, in m
a) 25% increase in the thickness of the deck stringer plate
3.3.2 Alternative constructions in compliance with Ch 3,
b) 15% increase in the side plating thickness
c) Arrangement of a longitudinal framing system at the ves-
Table 2 : Tank sizes
sels side, where depth of the longitudinals shall be not
less than 0.15 m and the longitudinals shall have a face
plate with the cross sectional area of at least 7,0 cm2 LOA B D, Maximum permissible capacity
in m3 of a cargo tank, in m
d) The stringer or longitudinal framing systems shall be
supported by web frames, and like bottom girders fitted < 600 0,3 LOA B D
with lightening holes, at a maximum spacing of 1.80 m. from 600 to 3750 180 + (LOA B D 600) 0,0635
These distances may be increased if the longitudinals > 3750 380
are strengthened accordingly.
3.2.6 When the vessel is built according to the transverse
framing system, a longitudinal stringer system shall be fitted 3.4.1 The cargo tank is to comply with the following:
instead of [3.2.5] c). The spacing of the longitudinal string- for vessels with a length not more than 50,00 m, the
ers shall not be greater than 0,80 m and the stringer depth length of a cargo tank shall not exceed 10,00 m
shall not be less than 0,15 m, with full connection to the
for vessels with a length of more than 50,00 m, the
frames. As in [3.2.5] c), the cross sectional area of the
length of a cargo tank shall not exceed 0,20 L, where L
flange or face plate shall not be less than 7,0 cm2. is the vessel rule length. This provision does not apply to
Where cutouts are arranged in the stringer at the connec- vessels with independent built-in cylindrical tanks hav-
tion with the frames, the web depth of the stringer shall be ing a length to diameter ratio 7.
increased by the depth of cutouts.
3.4.2 The capacity of a suction well shall be limited to not
3.2.7 The mean depth of the double bottoms shall be not more than 0.10 m3.
less than 0.70 m. It shall, however, never be less than 0.60
m. 3.5 Integrated tank scantlings
3.2.8 The depth of the double bottom below the suction 3.5.1 The scantlings of the integrated tank structure are to
wells may be reduced to 0,5 m. be determined in compliance with Ch 1, Sec 3, [5].
3.2.9 Alternative construction in compliance with Ch 3, 3.6 Independent cargo tank scantlings
3.6.1 Tank scantlings
3.2.10 When a vessel is built with cargo tanks located in The scantlings of the independent tank structure are to be
the hold space or refrigerated cargo tanks, the distance determined in compliance with Ch 1, Sec 3, [5.1.2].
between the double walls of the hold space shall not be less When the vessel is provided with pressure cargo tanks,
than 0,80 m and the depth of the double bottom shall not these tanks shall be designed in compliance with Pt C, Ch
be less than 0,60 m. 1, Sec 3, for a working pressure of 400 kPa.

Pt D, Ch 3, Sec 3
3.6.2 Supports and fastenings a flame arrester fitted with a fixed plate stack, where
The cargo tanks independent of the vessels hull shall be each cargo tank is fitted with a vacuum valve capa-
fixed so that they cannot float. ble of withstanding a deflagration and a high-veloc-
ity vent valve capable of withstanding steady
The scantlings of the tank supports and fastenings are to be
burning
in compliance with Ch 1, Sec 3, [8].
a flame arrester fitted with a spring-loaded plate
3.7 Cargo tank openings stack, where each cargo tank is fitted with a vacuum
valve capable of withstanding a deflagration
3.7.1 a flame arrester with a fixed plate stack
a flame arrester with a fixed plate stack, where the
cargo area.
pressure-measuring device is fitted with an alarm
b) Cargo tank openings with a cross-section of more than system in accordance with [10.5]
0.10 m2 and openings of safety devices for preventing
a flame arrester with a spring-loaded plate stack,
overpressures shall be located not less than 0.50 m
where the pressure-measuring device is fitted with
above deck.
an alarm system in accordance with [10.5].
3.7.2 Cargo tank openings shall be fitted with gastight clo- When a fire-fighting installation is permanently
sures capable of withstanding the test pressure in accor- mounted on deck in the cargo area and can be brought
dance with Pt B, Ch 3, Sec 4, [5]. into service from the deck and from the wheelhouse,
flame arresters need not be required for individual cargo
3.7.3 Closures which are normally used during loading or
tanks.
unloading operations shall not cause sparking when operated.
Only substances which do not mix and which do not
3.7.4 Safety devices react dangerously with each other may be carried simul-
Each cargo tank or group of cargo tanks connected to a taneously in cargo tanks connected to a common
common vapour pipe shall be fitted with: vapour pipe.
safety devices for preventing unacceptable overpres- or
sures or vacuums. When anti-explosion protection is
required, the vacuum valve shall be fitted with a flame b) Insofar as anti-explosion protection is prescribed, a
arrester capable of withstanding a deflagration and the vapour pipe connecting two or more cargo tanks shall
pressure-relief valve with a high-velocity vent valve be fitted, at the connection to each cargo tank, with a
capable of withstanding steady burning. pressure/vacuum relief valve incorporating a flame
arrester capable of withstanding a detonation/deflagra-
The gases shall be discharged upwards. The opening
tion.
pressure of the high-velocity vent valve and the opening
pressure of the vacuum valve shall be indelibly indi- Only substances which do not mix and which do not
cated on the valves react dangerously with each other may be carried simul-
a connection for the safe return ashore of gases expelled taneously in cargo tanks connected to a common
during loading vapour pipe.
a device for the safe depressurisation of the tanks con- or
sisting of at least a fire-resistant flame-arrester and a stop
c) Insofar as anti-explosion protection is prescribed, an
valve which clearly indicates whether it is open or shut.
independent vapour pipe for each cargo tank, fitted with
3.7.5 Arrangement for safety devices a vacuum valve incorporating a flame arrester capable
of withstanding a deflagration and a high velocity vent
The outlets of high-velocity vent valves shall be located not
valve incorporating a flame arrester capable of with-
less than 2.00 m above the deck and at a distance of not less
standing steady burning. Several different substances
than 6.00 m from the accommodation and from the service
may be carried simultaneously.
spaces outside the cargo area. This height may be reduced
when within a radius of 1.00 m round the outlet of the high- or
velocity vent valve, there is no equipment, no work is being
d) Insofar as anti-explosion protection is prescribed, a
carried out and signs indicate the area. The setting of the
vapour pipe connecting two or more cargo tanks shall
high-velocity vent valves shall be such that during the trans-
be fitted, at the connection to each cargo tank, with a
port operation they do not blow off until the maximum per-
shut-off device capable of withstanding a detonation,
missible working pressure of the cargo tanks is reached.
where each cargo tank is fitted with a vacuum valve
3.7.6 Anti-explosion protection capable of withstanding a deflagration and a high-
velocity vent valve capable of withstanding steady burn-
a) Insofar as anti-explosion protection is prescribed, a
ing.
vapour pipe connecting two or more cargo tanks shall be
fitted, at the connection to each cargo tank, with a flame Only substances which do not mix and which do not
arrester with a fixed or spring-loaded plate stack, capable react dangerously with each other may be carried simul-
of withstanding a detonation. This equipment may con- taneously in cargo tanks connected to a common
sist of: vapour pipe.

Pt D, Ch 3, Sec 3
4 Cargo piping system 4.2.11 If the vessel is carrying several dangerous sub-
stances liable to react dangerously with each other, a sepa-
rate pump with its own piping for loading and unloading
4.1 General shall be installed for each substance. The piping shall not
pass through a cargo tank containing dangerous substances
4.1.1 Pumps, compressors and accessory loading and with which the substance in question is liable to react.
unloading piping shall be placed in the cargo area. Cargo
pumps shall be capable of being shut down from the cargo
area and, in addition, from a position outside the cargo
area. Cargo pumps situated on deck shall be located not 4.3.1 Stop valves
less than 6.00 m from entrances to or openings of the
The stop valves or other shut-off devices of the pipes for
accommodation and service spaces outside the cargo area.
loading and unloading shall indicate whether they are open
or shut.
4.3.2 Pressure gauges
4.2.1 Pipes for loading and unloading shall be independent The pipes for loading and unloading shall be fitted with
of any other piping of the vessel. No cargo piping shall be pressure gauges at the outlet of the pumps.
located below deck, except for those inside the cargo tanks The permissible maximum overpressure or vacuum value
and inside the cargo pump room. shall be indicated on each measuring device. Readings
shall be possible in all weather conditions.
4.2.2 The pipes for loading and unloading shall be
arranged so that, after loading or unloading operations, the
liquid remaining in these pipes may be safely removed and
4.4 Bonding
may flow either into the vessels tanks or the tanks ashore.
4.4.1 Every component of the pipes for loading and
unloading shall be electrically connected to the hull.
4.2.3 Piping for loading and unloading shall be clearly dis-
tinguishable from other piping, e.g. by means of colour
marking. 4.5 Supply of cargo tanks with washing or
ballast water
4.2.4 The pipes for loading and unloading located on deck,
with the exception of the shore connections shall be 4.5.1 When pipes for loading and unloading are used for
located not less than B/4 from the outer shell. supplying the cargo tanks with washing or ballast water, the
suctions of these pipes shall be located within the cargo
4.2.5 The shore connections shall be located not less than area but outside the cargo tanks.
6,00 m from the entrances to or openings of, the accommo- Pumps for tank washing systems with associated connec-
dation and service spaces outside the cargo area. tions may be located outside the cargo area, provided the
discharge side of the system is arranged in such a way that
4.2.6 Each shore connection of the vapour pipe and shore suction is not possible through that part.
connections of the pipes for loading and unloading, through A spring-loaded non-return valve shall be provided to pre-
which the loading or unloading operation is carried out, vent any gases from being expelled from the cargo area
shall be fitted with a shut-off device. However, each shore through the tank washing system.
connection shall be fitted with a blind flange when it is not
in operation. 4.5.2 A non-return valve shall be fitted at the junction
between the water suction pipe and the cargo loading pipe.
4.2.7 The flanges and stuffing boxes shall be provided with
a spray protection device. 4.6 Permissible loading and unloading flows
4.2.8 Pipes for loading and unloading, and vapour pipes, 4.6.1 The permissible loading and unloading flows shall be
shall not have flexible connections fitted with sliding seals. calculated.
4.2.9 Filling pipes for cargo tanks are to extend down as 4.6.2 Calculations concern the permissible maximum load-
close as possible to the bottom of the tank. ing and unloading flow for each cargo tank or each group of
cargo tanks, taking into account the design of the ventila-
4.2.10 The distance referred to in [4.1.1] and [4.2.5] may tion system. These calculations shall take into consideration
be reduced to 3,00 m if a transverse bulkhead complying the fact that in the event of an unforeseen cut-off of the gas
with [2.1.2] is situated at the end of the cargo area. The return piping or the compensation piping of the shore facil-
openings shall be provided with doors. ity, the safety devices of the cargo tanks will prevent pres-
sure in the cargo tanks from exceeding the following values:
The following notice shall be displayed on the doors:
over-pressure: 115% of the opening pressure of the
DO NOT OPEN DURING LOADING AND UNLOADING high-velocity vent valve;
WITHOUT THE PERMISSION OF THE MASTER.
vacuum pressure: not more than the construction vac-
CLOSE IMMEDIATELY. uum pressure but not exceeding 5 kPa

Pt D, Ch 3, Sec 3
5 Cargo pressure and temperature 5.2.4 The system shall be capable of being put into opera-
tion from the wheelhouse and from the deck. Its capacity
control shall be such that when all the spray nozzles are in opera-
tion, the outflow is not less than 50 litres per square metre
5.1 Cargo tank heating of deck area and per hour.
5.1.1 Cargo tank heating system is to be installed as a sepa- 6 Tanks and receptacles for residual
rate system, equipped with a heat exchanger located in the
cargo area. Where special heat transfer media are used this
products and receptacles for slops
requirement may be dispensed with upon approval by the
Society. 6.1 General
5.1.2 Boilers which are used for heating the cargo shall be 6.1.1 If vessels are provided with a tank for residual prod-
fuelled with a liquid fuel having a flashpoint of more than ucts, it shall comply with the provisions of [6.1.3] to [6.1.7].
55C. They shall be placed either in the engine room or in Receptacles for residual products and receptacles for slops
another separate space below deck and outside the cargo shall be located only in the cargo area. During the filling of
area, which is accessible from the deck or from the engine the receptacles for residual products, means for collecting
room. any leakage shall be placed under the filling connections.
5.1.3 The cargo heating system shall be designed so that 6.1.2 Receptacles for slops shall be fire resistant and shall
the cargo cannot penetrate into the boiler in the case of a be capable of being closed with lids. The receptacles for
leak in the heating coils. A cargo heating system with artifi- slops shall be marked and be easy to handle.
cial draught shall be ignited electrically.
6.1.3 The maximum capacity of a tank for residual prod-
5.1.4 The ventilation system of the engine room shall be ucts is 30 m3.
designed taking into account the air required for the boiler.
6.1.4 The tank for residual products shall be equipped
5.1.5 Where the cargo heating system is used during load- with:
ing, unloading or gas-freeing, the service space which con-
tains this system shall fully comply with the requirements of pressure-relief and a vacuum relief valves.
[8.3.1]b). This requirement does not apply to the inlets of
The high velocity vent valve shall be so regulated as not
the ventilation system. These inlets shall be located at a
to open during carriage. This condition is met when the
minimum distance of 2.00 m from the cargo area and 6.00
opening pressure of the valve meets the conditions set
m from the openings of cargo tanks or residual cargo tanks,
out in column (10) of Table C of ADN Chapter 3.2
loading pumps situated on deck, openings of high velocity
vent valves, pressure relief devices and shore connections When anti-explosion protection is required in column (17)
of loading and unloading pipes and must be located not less of Table C of ADN Chapter 3.2, the vacuum-relief valve
than 2.00 m above the deck. shall be capable of withstanding deflagrations and the
high velocity vent valve shall withstand steady burning
The requirements of [8.3.1]b) are not applicable to the
unloading of substances having a flash point of 60 C or a level indicator
more when the temperature of the product is at least 15 K
lower at the flash point. connections with shut-off devices, for pipes and hoses.
6.1.5 Receptacles for residual products shall be equipped

5.2 Water spray system with:
5.2.1 When water spraying is required in column (9) of a connection enabling gases released during filling to be
Table C of ADN Chapter 3.2, a water spray system shall be evacuated safely
installed in the cargo area on deck to enable gas emissions a possibility of indicating the degree of filling
from loading to be precipitated and to cool the tops of
cargo tanks by spraying water over the whole surface so as connections with shut-off devices, for pipes and hoses.
to avoid safely the activation of the high-velocity vent at 50
kPa. 6.1.6 Receptacles for residual products shall be connected
to the vapour pipe of cargo tanks only for the time neces-
5.2.2 The gas precipitation system shall be fitted with a sary to fill them.
connection device for supply from a shore installation.
6.1.7 Receptacles for residual products and receptacles for
5.2.3 The spray nozzles shall be so installed that the entire slops placed on the deck shall be located at a minimum dis-
cargo deck area is covered and the gases released are pre- tance from the hull equal to one quarter of the vessels
cipitated safely. breadth.

Pt D, Ch 3, Sec 3
7 Environmental control 8.2 General design requirements
8.2.1 Only distribution systems without return connection

7.1 Inerting facility to the hull are permitted. This provision does not apply to:
certain limited sections of the installations situated out-
7.1.1 In cases in which inerting or blanketing of the cargo side the cargo area (connections of starters of diesel
is prescribed, the vessel shall be equipped with an inerting engines)
system. device for checking the insulation level referred to in
[8.2.2]
7.1.2 This system shall be capable of maintaining a perma- active cathodic corrosion protection.
nent minimum pressure of 7 kPa (0.07 bar) in the spaces to
be inerted. In addition, the inerting system shall not 8.2.2 Every insulated distribution network shall be fitted
increase the pressure in the cargo tank to a pressure greater with an automatic device with a visual and audible alarm
for checking the insulation level.
pressure of the vacuum-relief valve shall be 3.5 kPa (0.035 8.2.3 For the selection of electrical equipment to be used in
bar). zones presenting an explosion risk, the explosion groups
and temperature classes assigned to the substances carried
7.1.3 A sufficient quantity of inert gas for loading or shall be taken into consideration.
unloading shall be carried or produced on board if it is not
possible to obtain it on shore. In addition, a sufficient quan- 8.3 Type and location of electrical equipment
riage shall be on board. 8.3.1
a) Only measuring, regulation and alarm devices of the
7.1.4 The premises to be inerted shall be equipped with EEx (ia) type of protection may be installed in cargo
connections for introducing the inert gas and monitoring tanks, residual cargo tanks and pipes for loading and
systems so as to ensure the correct atmosphere on a perma- unloading (comparable to zone 0)
nent basis. b) Only the following equipment may be installed in the
cofferdams, double-hull spaces, double bottoms and
7.1.5 When the pressure or the concentration of inert gas hold spaces (comparable to zone 1):
in the gaseous phase falls below a given value, this monitor- measuring, regulation and alarm devices of the cer-
ing system shall activate an audible and visible alarm in the tified safe type
wheelhouse. When the wheelhouse is unoccupied, the lighting appliances of the "flame-proof enclosure" or
alarm shall also be perceptible in a location occupied by a "pressurised enclosure" type of protection
crew member. hermetically sealed echo sounding devices the
cables of which are led through thick-walled steel
tubes with gastight connections up to the main deck
cables for the active cathodic protection of the shell
plating in protective steel tubes such as those pro-
8.1 Documents to be kept on board vided for echo sounding devices
c) Only the following equipment may be installed in the
8.1.1 In addition to the documents required in Pt C, Ch 2, service spaces in the cargo area below deck (compara-
Sec 1, [2] and [1.2], the following documents shall be on ble to zone 1):
board: measuring, regulation and alarm devices of the cer-
tified safe type
a) a drawing indicating the boundaries of the cargo area
lighting appliances of the "flame-proof enclosure" or
and the location of the electrical equipment installed in "apparatus protected by pressurization" type of pro-
this area tection
b) a list of the electrical equipment referred to in (a) above motors driving essential equipment such as ballast
pumps; they shall be of the certified safe type
including the following particulars: machine or appli-
ance, location, type of protection, type of protection d) The control and protective equipment of the electrical
against explosion, testing body and approval number equipment referred to in paragraphs (a), (b) and (c)
above shall be located outside the cargo area if they are
c) a list of or general plan indicating the electrical equip- not intrinsically safe
ment outside the cargo area which may be operated e) The electrical equipment in the cargo area on deck
during loading, unloading or gas-freeing. All other elec- (comparable to zone 1) shall be of the certified safe
trical equipment shall be marked in red. type.

Pt D, Ch 3, Sec 3
8.3.2 8.3.4 An electric generator which is permanently driven by

[8.3.2], shall be fitted with a switch capable of shutting
and gas-freeing during berthing and which are located
outside the cargo area shall (comparable to zone 2) be
the operating instructions shall be displayed near the
at least of the "limited explosion risk" type.
switch.
b) This provision does not apply to:
lighting installations in the accommodation, except way lighting shall be permanently fitted to the vessel close
for switches near entrances to accommodation to the signal mast or the gangway. Connecting and discon-
radiotelephone installations in the accommodation necting shall not be possible except when the sockets are
or the wheelhouse not live.
mobile and fixed telephone installations in the 8.3.6 The failure of the power supply for the safety and
accommodation or the wheelhouse control equipment shall be immediately indicated by visual
electrical installations in the accommodation, the and audible signals at the locations where the alarms are
wheelhouse or the service spaces outside the cargo usually actuated.
areas if:
8.4 Earthing
These spaces are fitted with a ventilation system
ensuring an overpressure of 0,1 kPa (0,001 bar) 8.4.1 The metal parts of electrical appliances in the cargo
and none of the windows is capable of being area which are not live as well as protective metal tubes or
opened; the air intakes of the ventilation system metal sheaths of cables in normal service shall be earthed,
shall be located as far away as possible, how- unless they are so arranged that they are automatically
ever, not less than 6,00 m from the cargo area earthed by bonding to the metal structure of the vessel.
and not less than 2,00 m above the deck
8.4.2 The provisions of [8.4.1] apply also to equipment
The spaces are fitted with a gas detection system
having service voltages of less than 50 V.
with sensors:
- at the suction inlets of the ventilation system 8.4.3 Independent cargo tanks, metal intermediate bulk
containers and tank-containers shall be earthed.
- directly at the top edge of the sill of the
entrance doors of the accommodation and 8.4.4 Receptacles for residual products shall be capable of
service spaces being earthed.
The gas concentration measurement is continu-
ous 8.5 Electrical cables
When the gas concentration reaches 20% of the 8.5.1 All cables in the cargo area shall have a metallic
lower explosive limit, the ventilators are sheath.
switched off. In such a case and when the over-
pressure is not maintained or in the event of fail- 8.5.2 Cables and sockets in the cargo area shall be pro-
ure of the gas detection system, the electrical tected against mechanical damage.
installations which do not comply with (a)
above, shall be switched off. These operations 8.5.3 Movable cables are prohibited in the cargo area,
shall be performed immediately and automati- except for intrinsically safe electric circuits or for the supply
cally and activate the emergency lighting in the of signal lights, gangway lighting.
accommodation, the wheelhouse and the ser- 8.5.4 Cables of intrinsically safe circuits shall only be used
vice spaces, which shall comply at least with the for such circuits and shall be separated from other cables
"limited explosion risk" type. The switching-off not intended for being used in such circuits (e.g. they shall
shall be indicated in the accommodation and not be installed together in the same string of cables and
wheelhouse by visual and audible signals they shall not be fixed by the same cable clamps).
The ventilation system, the gas detection system
and the alarm of the switch-off device fully com- 8.5.5 For movable cables intended for signal lights, gang-
ply with the requirements of (a) above way lighting, only sheathed cables of type H 07 RN-F in
accordance with standard IEC 60 245-4:1994 or cables of
The automatic switching-off device is set so that at least equivalent design having conductors with a cross-
no automatic switch off may occur while the section of not less than 1,5 mm shall be used. These cables
vessel is under way. shall be as short as possible and installed so that damage is
8.3.3 The electrical equipment which does not meet the
requirements set out in [8.3.2] together with its switches 8.5.6 The cables required for the electrical equipment
shall be marked in red. The disconnection of such equip- referred to in [8.3.1] b) and [8.3.1] c) are accepted in coffer-
ment shall be operated from a centralised location on dams, double hull spaces, double bottoms, hold spaces and
board. service spaces below deck.

Pt D, Ch 3, Sec 3
8.6 Storage batteries It shall be possible to reach any point of the deck in the
cargo area simultaneously with at least two jets of water
8.6.1 Storage batteries shall be located outside the cargo not supplied from the same hydrant
area.
ensure that no gases can escape through the fire extin-
9 Fire protection and fire extinction guishing system into the accommodation or service
spaces outside the cargo area.
9.1 Fire and naked light The capacity of the system shall be at least sufficient for
a jet of water to have a minimum reach of not less than
9.1.1 The outlets of funnels shall be located not less than the vessel's breadth from any location on board with
2.00 m from the cargo area. Arrangements shall be pro- two spray nozzles being used at the same time.
vided to prevent the escape of sparks and the entry of water.
9.1.2 Heating, cooking and refrigerating appliances shall 9.6 Fixed fire extinguishing system
not be fuelled with liquid fuels, liquid gas or solid fuels.
9.6.1 In addition, the engine rooms, the pump room and all
The installation in the engine room or in another separate
spaces containing essential equipment (switchboards, com-
space of heating appliances fuelled with liquid fuel having a
pressors, etc.) for the refrigeration equipment, if any, shall
flash-point above 55 C is, however, permitted.
be provided with a permanently fixed fire extinguishing sys-
Cooking and refrigerating appliances are permitted only in tem, in compliance with Pt C, Ch 3, Sec 4, [4].
the accommodation.
9.1.3 Only electrical lighting appliances are permitted. 10 Safety and control installations
9.2 Prohibition of smoking, fire or naked 10.1 General

light
9.2.1 The notice boards displaying the prohibition of smok- equipment:
ing in accordance with ADN Section 8.3.4 shall be clearly
a) a mark inside the tank indicating the liquid level of 95%
b) a level gauge
9.2.2 Notice boards indicating the circumstances under
c) a level alarm device which is activated at the latest
naked light is not always prohibited. d) a high level sensor for actuating the facility against over-
9.3 Fire extinguishing arrangements reached
e) an instrument for measuring the pressure of the vapour
9.3.1 In addition to the requirements of Part C, Chapter 3, phase inside the cargo tank
the fire extinguishing arrangements in [9.4] to [9.6] are to
f) an instrument for measuring the temperature of the
be complied with.
cargo
9.4 Portable fire extinguishers g) a connection for sampling device.
9.4.1 In addition to the fire-extinguishing appliances pre- 10.2 Cargo tank level indicators
scribed in Pt C, Ch 3, Sec 4, [2] each vessel shall be
equipped with at least two additional portable fire-extin- 10.2.1 Each cargo tank is to be equipped with a closed
guishers having the same capacity in cargo area. gauging device approved by the Society.
These additional portable fire-extinguishers shall be suitable When the degree of filling in per cent is determined, an
for fighting fires involving the dangerous goods carried. error of not more than 0.5% is permitted. It shall be calcu-
lated on the basis of the total cargo tank capacity including
9.5 Fire extinguishing system the expansion trunk.
9.5.1 A fire extinguishing system complying with the fol- The level gauge shall allow readings from the control posi-
lowing requirements shall be installed on the vessel. tion of the shut-off devices of the particular cargo tank. The
permissible maximum filling level of the cargo tank shall be
It shall be supplied by two independent fire or ballast
marked on each level gauge.
pumps, one of which shall be ready for use at any time.
These pumps and their means of propulsion and electri- Permanent reading of the overpressure and vacuum shall be
cal equipment shall not be installed in the same space possible from a location from which loading or unloading
It shall be provided with a water main fitted with at least operations may be interrupted. The permissible maximum
three hydrants in the cargo area above deck. Three suit- overpressure and vacuum shall be marked on each level
able and sufficiently long hoses with spray nozzles hav- gauge.
ing a diameter of not less than 12 mm shall be provided Readings shall be possible in all weather conditions.

Pt D, Ch 3, Sec 3
10.3 Level alarm device 10.7 Cargo tank sampling equipment
10.3.1 Cargo tank shall be provided with a level alarm 10.7.1 Each cargo tank shall be equipped with a connec-
device which is activated at the latest when a degree of fill- tion for a sampling device, closed or partially closed, and/or
ing of 90% is reached. at least one sampling opening as required in column (13) of
The level alarm device shall give a visual and audible warn- Table C of ADN of Chapter 3.2.
ing on board when actuated. The level alarm device shall
be independent of the level gauge. 11 Buoyancy and stability
device shall be clearly distinguishable from those of the
11.1 General
high level sensor.
The visual alarm shall be visible at each control position on 11.1.1 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt B,
deck of the cargo tank stop valves. It shall be possible to Ch 2, Sec 2, [3] are to be complied with.
easily check the functioning of the sensors and electric cir-
cuits or these shall be intrinsically safe apparatus. 11.1.2 The longitudinal centre bulkhead may be dispensed
with only if sufficient stability is guaranteed.
11.1.3 Proof of sufficient stability shall be furnished includ-
10.4.1 Cargo tank shall be provided with a high level sen- ing stability in damaged condition.
sor for actuating the facility against overflowing at the latest
when a degree of filling of 97,5% is reached. 11.1.4 The basic values for the stability calculation (the
shall be determined in compliance with Pt B, Ch 2, Sec 2,
[2.2].
10.5.1 When the pressure or temperature exceeds a set
value, instruments for measuring the vacuum or overpres- 11.1.5 Proof of intact stability is to be provided for all load-
sure of the gaseous phase in the cargo tank or the tempera- ing/unloading stages and for the final loading condition.
ture of the cargo, shall activate a visual and audible alarm
in the wheelhouse. When the wheelhouse is unoccupied 11.1.6 Floatability after damage shall be proved for the
the alarm shall also be perceptible in a location occupied most unfavorable loading condition. For this purpose, cal-
by a crew member. culated proof of sufficient stability shall be established for
critical intermediate stages of flooding and for the final
10.5.2 The instrument for measuring the overpressure or stage of flooding.
vacuum shall activate the alarm at latest when an overpres- Negative values of stability in intermediate stages of flood-
sure equal to 1.15 times the opening pressure of the pres- ing may be accepted only if the continued range of curve of
sure relief device, or a vacuum pressure equal to the the righting lever in damaged condition indicates adequate
construction vacuum pressure but not exceeding 5 kPa. The positive values of stability.
maximum allowable temperature is indicated in column
(20) of Table C of ADN Chapter 3.2. The sensors for the
alarms mentioned in this paragraph may be connected to 11.2 Intact stability
the alarm device of the sensor.
11.2.1 The requirements for intact stability resulting from
10.5.3 When it is prescribed in column (20) of Table C of the damage stability calculation shall be fully complied
ADN Chapter 3.2, the instrument for measuring the over- with.
pressure of the gaseous phase shall activate a visible and
audible alarm in the wheelhouse when the overpressure 11.2.2 For vessels with cargo tanks of more than 0,70 B in
exceeds 40 kPa during the voyage. When the wheelhouse is width, the following intact stability requirements are to be
unoccupied, the alarm shall also be perceptible in a loca- complied with, bearing in mind the influence of all free sur-
tion occupied by a crew member. faces in tanks for all stages of loading and unloading:
In the positive area of the righting lever curve up to
10.6 Cargo temperature monitoring immersion of the first non-watertight opening there shall
be a righting lever (GZ) of not less than 0,10 m
10.6.1 An instrument for measuring the temperature of the
cargo shall be provided, if in column (9) of Table C of ADN The surface of the positive area of the righting lever
Chapter 3.2 a heating installation is required, or if a possi- curve up to immersion of the first non-watertight open-
bility of heating the cargo is required, if a maximum tem- ing and in any event up to an angle of heel 27 shall
perature is indicated in column (20) of that list. not be less than 0,024 m.rad
Temperature indicating devices in each cargo tank shall be The initial metacentric height GM0 shall be not less than
provided for the mean temperature of the cargo. 0,10 m.

Pt D, Ch 3, Sec 3
11.3 Damage stability Table 3 : Permeability values, in %
11.3.1 The following assumptions shall be taken into con- Spaces

sideration for the damaged condition: Engine rooms 85
a) extent of side damage: Accommodation spaces 95
longitudinal extent: at least 0,10LOA but not less than Double bottoms, oil fuel tanks, ballast tanks,
5,00 m etc., depending on whether, according to their
transverse extent: 0,79 m function, they have to be assumed as full or 0 or 95
empty for the vessel floating at the maximum
vertical extent: from base line upwards without limit
permissible draught
b) extent of bottom damage:
longitudinal extent: at least 0,10LOA but not less than 11.3.3 The damage stability is generally regarded sufficient if
5,00 m (see Fig 1):
transverse extent: 3,00 m At the stage of equilibrium (in the final stage of flood-
vertical extent: from base line to 0,59 m upwards, ing), the angle of heel is not greater than 12.
except for pump well. Non-watertight openings shall not be flooded before
c) Any bulkhead within the damaged area shall be reaching the stage of equilibrium. If such openings are
assumed damaged, which means that the location of immersed before that stage, the corresponding spaces
bulkheads shall be chosen to ensure that the vessel shall be considered flooded for the purpose of stability
remains afloat after the flooding of two or more adjacent calculation.
compartments in the longitudinal direction. The positive range of the righting lever curve beyond the
The following provisions are applicable: stage of equilibrium has a righting lever of 0,05 m in
For bottom damage, adjacent athwartship compart- association with an area under the curve of 0,0065
ments shall also be assumed flooded m.rad. The minimum values of stability shall be satisfied
up to immersion of the first non-weathertight openings
the lower edge of any non-watertight opening (e.g.
and in any event up to an angle of heel 27. If non-
windows, doors and access hatchways) shall, at the
watertight openings are immersed before that stage, the
corresponding spaces shall be considered flooded for
above the damage waterline.
11.3.2 In general, permeability shall be assumed to be
95%. Where an average permeability of less than 95% is 11.3.4 If openings through which undamaged compart-
calculated for any compartment, this calculated value ments may additionally become flooded are capable of
obtained may be used. being closed watertight, the closing appliances shall be
marked accordingly.
are to be used. 11.3.5 Where cross- or down-flooding openings are provided
For the main engine room, only the one-compartment stan- for reduction of unsymmetrical flooding, the time of equalisa-
dard need be taken into account, i.e. the end bulkheads of tion shall not exceed 15 minutes, provided during the interme-
the engine room shall be assumed as not damaged. diate stages of flooding sufficient stability has been proved.
Figure 1 : Proof of damage stability

Righting lever
12
A 0,0065 m.rad
0,05m
Angle of heel []

opening, however 27
Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 4
SECTION 4 TYPE N
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, coamings of access hatches behind this wall shall have a
[2.1] height of not less than 0.10 m. The sills of engine room
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, doors and the coamings of its access hatches shall, how-
[2.5] ever, always have a height of not less than 0.50 m.
2.1.3 In the cargo area, the lower edges of door-openings
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] in the sidewalls of superstructures shall have a height of not
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] less than 0.50 m above the deck and the sills of hatches and
ventilation openings of premises located under the deck
shall have a height of not less than 0.50 m above the deck.
1 General
This requirement does not apply to access openings to dou-
1.1 Application
2.1.4 The bulwarks, foot-rails, etc. shall be provided with
1.1.1 Vessels complying with the requirements of this Sec- sufficiently large openings which are located directly above
tion are eligible for the assignment of the following addi- the deck.
tional service features:
Type N closed as defined in Pt A, Ch 1, Sec 3, [3.2.10].
2.2 Engine rooms
Type N open with flame arresters as defined in Pt A, Ch
1, Sec 3, [3.2.11]. 2.2.1 Internal combustion engines for the vessels propul-
Type N open as defined in Pt A, Ch 1, Sec 3, [3.2.12]. sion as well as internal combustion engines for auxiliary
machinery shall be located outside the cargo area.
1.1.2 These Rules apply in addition to Ch 1, Sec 3 and Ch 3, Entrances and other openings of engine rooms shall be at a
Sec 1. distance of not less than 2.00 m from the cargo area.
1.2 Documents to be submitted 2.2.2 The engine rooms shall be accessible from the deck;
the entrances shall not face the cargo area. When the doors
1.2.1 Tab 1 lists the plans and documents to be submitted are not located in a recess whose depth is at least equal to
in addition to the documents required in the other Parts of the door width, the hinges shall face the cargo area.
the Rules for the parts of the vessel not affected by the
cargo, as applicable.
2 Vessel arrangement 2.3.1 Accommodation spaces and the wheelhouse shall be
2.1 Protection against the penetration of plane or abaft the aft vertical plane bounding the part of
gases - Type N closed and Type N open cargo area below deck. Windows of the wheelhouse which
with flame arrester are located not less than 1.00 m above the bottom of the
wheelhouse may tilt forward.
from penetrating into the accommodation and the service 2.3.2 Entrances to spaces and openings of superstructures
spaces. shall not face the cargo area. Doors opening outward and
not located in a recess the depth of which is at least equal to
2.1.2 Outside the cargo area, the lower edges of door- the width of the doors shall have their hinges facing the
openings in the sidewalls of superstructures and the coam- cargo area.
ings of access hatches to under-deck spaces shall have a
height of not less than 0.50 m above the deck. 2.3.3 Entrances from the deck and openings of spaces fac-
This requirement need not be complied with if the wall of ing the weather shall be capable of being closed. The fol-
the superstructures facing the cargo area extends from one lowing instruction shall be displayed at the entrance of such
side of the ship to the other and has doors the sills of which spaces:
have a height of not less than 0.50 m. The height of this wall "DO NOT OPEN DURING LOADING, UNLOADING OR
shall not be less than 2.00 m. In this case, the lower edges GAS-FREEING WITHOUT THE PERMISSION OF THE MAS-
of door-openings in the sidewalls of superstructures and of TER. CLOSE IMMEDIATELY."

Pt D, Ch 3, Sec 4
No A/I Document
9 A Details of temperature and pressure control systems
Note 1:
2.3.4 Entrances and windows of superstructures and may be provided for electrical cables, hydraulic and
accommodation spaces which can be opened as well as piping for measuring, control and alarm systems, pro-
other openings of these spaces shall be located not less than vided that the penetrations have been approved by the
2,00 m from the cargo area. No wheelhouse doors and win- Society. The penetrations shall be gastight. Penetrations
dows shall be located within 2,00 m from the cargo area, through a bulkhead with an A-60 fire protection insu-
except where there is no direct connection between the lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv-
wheelhouse and the accommodation. alent fire protection.
2.3.5 e) Pipes may penetrate the bulkhead between the engine

a) Driving shafts of the bilge or ballast pumps in the cargo
that these are pipes between the mechanical equipment
area may penetrate through the bulkhead between the
in the engine room and the service space which do not
service space and the engine room, provided the
arrangement of the service space is in compliance with have any openings within the service space and which
[2.5.6]. are provided with shut-off devices at the bulkhead in the
engine room.
b) The penetration of the shaft through the bulkhead shall
be gastight and shall have been approved by the Society. f) Notwithstanding [2.5.4], pipes from the engine room
may penetrate the service space in the cargo area or a
c) The necessary operating instructions shall be displayed.
cofferdam or a hold space or a double hull space to the
d) Penetrations through the bulkhead between the engine outside provided that within the service space or coffer-
room and the service space in the cargo area, and the dam or hold space or doublehull space they are of the
bulkhead between the engine room and the hold spaces thick-walled type and have no flanges or openings.

Pt D, Ch 3, Sec 4
2.4 Accommodation and service spaces - 2.4.3 The following instruction shall be displayed at the
additional requirements for Type N entrance of the cargo pump room:
closed and Type N open with flame BEFORE ENTERING THE CARGO PUMP-ROOM CHECK
arrester WHETHER IT IS FREE FROM GASES AND CONTAINS SUF-
FICIENT OXYGEN.
2.4.1 Where a driving shaft of auxiliary machinery pene-
trates through a wall located above the deck the penetration DO NOT OPEN DOORS AND ENTRANCE OPENINGS
shall be gastight. WITHOUT THE PERMISSION OF THE MASTER.
2.4.2 A service space located within the cargo area below LEAVE IMMEDIATELY IN EVENT OF ALARM.
deck shall not be used as a cargo pump room for the load-
ing and unloading system, except where: 2.5 Hold spaces
the pump-room is separated from the engine room or
from service spaces outside the cargo area by a coffer- 2.5.1 The cargo tanks shall be separated by cofferdams of
dam or a bulkhead with an A-60 fire protection insu- at least 0.60 m in width from the accommodation, engine
lation see ( Pt C, Ch 3, Sec 1, [2.2]), or by a service room and service spaces outside the cargo area below deck
space or a hold space or, if there are no such accommodation, engine room and
service spaces, from the vessels ends. Where the cargo
the A-60 bulkhead required above does not include
penetrations referred to in [2.3.5] (a) tanks are installed in a hold space, a space of not less than
0.50 m shall be provided between such tanks and the end
ventilation exhaust outlets are located not less than 6.00 bulkheads of the hold space. In this case an end bulkhead
m from entrances and openings of the accommodation meeting at least the definition for Class A-60 (see Pt C, Ch
and service spaces outside the cargo area 3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam.
the access hatches and ventilation inlets can be closed For pressure cargo tanks, the 0.50 m distance may be
from the outside reduced to 0.20 m.
all pipes for loading and unloading as well as those of 2.5.2 Hold spaces, cofferdams and cargo tanks shall be
stripping systems are provided with shut-off devices at capable of being inspected.
the pump suction side in the cargo pump-room immedi-
ately at the bulkhead. The necessary operation of the
control devices in the pump room, starting of pumps 2.5.3 All spaces in the cargo area shall be capable of being
and necessary control of the liquid flow rate shall be ventilated. Means for checking their gas-free condition shall
effected from the deck be provided.
the bilge of the cargo pump-room is equipped with a 2.5.4 The bulkheads bounding the cargo tanks, cofferdams
gauging device for measuring the filling level which and hold spaces shall be watertight. The cargo tanks and the
activates a visual and audible alarm in the wheelhouse
bulkheads bounding the cargo area shall have no openings
when liquid is accumulating in the cargo pump-room
or penetrations below deck.
bilge
The bulkhead between the engine room and the cofferdam
the cargo pump room is provided with a permanent gas
detection system which automatically indicates the or service space in the cargo area or between the engine
presence of explosive gases or lack of oxygen by means room and a hold space may be fitted with penetrations pro-
of direct-measuring sensors and which actuates a visual vided that they conform to the provisions of [2.3.5].
and audible alarm when the gas concentration has
reached 20% of the lower explosive limit. The sensors of The bulkhead between the cargo tank and the cargo pump-
this system shall be placed at suitable positions at the room below deck may be fitted with penetrations provided
bottom and directly below the deck. that they conform to the provisions of [2.4.2]. The bulk-
heads between the cargo tanks may be fitted with penetra-
Measurement shall be continuous. tions provided that the loading and unloading pipes are
fitted with shut-off devices in the cargo tank from which
The audible and visual alarms are installed in the wheel- they come. The shut-off devices shall be operable from the
house and in the cargo pump room and, when the alarm deck.
is actuated, the loading and unloading system is shut
down. Failure of the gas detection system shall be These pipes shall be at least 0.60 m above the bottom.
by means of audible and visual alarms
the ventilation system prescribed in [2.6.3] has a capac- area shall be arranged for being filled with ballast water
ity of not less than 30 changes of air per hour based on only. Double bottoms may, however, be used as fuel oil
the total volume of the service space. tanks, provided they comply with [2.9].

Pt D, Ch 3, Sec 4
2.5.6 The ventilation exhaust ducts shall be located up to 50 mm

a) A cofferdam, the centre part of a cofferdam or another above the bottom of the service space. The fresh air inlets
space below deck in the cargo area may be arranged as shall be located in the upper part; they shall be not less than
a service space, provided the bulkheads bounding the 2.00 m above the deck, not less than 2.00 m from the open-
service space extend vertically to the bottom. This ser- ings of the cargo tanks and not less than 6.00 m from the
vice space shall only be accessible from the deck. outlets of safety valves.
b) The service space shall be watertight with the exception The extension pipes which may be necessary may be of the
of its access hatches and ventilation inlets. hinged type.
2.5.7 Additional requirement for Type N closed and On board open type N vessels other suitable installations
Type N open with flame arrester without ventilator fans shall be sufficient.
No pipes for loading and unloading shall be fitted within
the service space referred to under (a) above. 2.6.4 Ventilation of accommodation and service spaces
shall be possible.
Pipes for loading and unloading may be fitted in the cargo
pump-rooms below deck only when they conform to the
provisions of [2.4.2]. 2.7 Ventilation - additional requirements for
Type N closed and Type N open with
2.5.8 Where service spaces are located in the cargo area flame arrester
under deck, they shall be arranged so as to be easily acces-
sible and to permit persons wearing protective clothing and 2.7.1 Ventilators used in the cargo area shall be designed
breathing apparatus to safely operate the service equipment so that no sparks may be emitted on contact of the impeller
contained therein. They shall be designed so as to allow blades with the housing and no static electricity may be
injured or unconscious personnel to be removed from such generated.
equipment.
2.7.2 Notice boards shall be fitted at the ventilation inlets
2.5.9 Cofferdams, double-hull spaces, double bottoms, indicating the conditions when they shall be closed. All
cargo tanks, hold spaces and other accessible spaces within ventilation inlets of accommodation and service spaces
the cargo area shall be arranged so that they may be com- leading outside shall be fitted with fire flaps. Such ventila-
pletely inspected and cleaned in an appropriate manner. tion inlets shall be located not less than 2.00 m from the
The dimensions of openings except for those of double hull cargo area.
spaces and double bottoms which do not have a wall Ventilation inlets of service spaces in the cargo area may be
adjoining the cargo tanks shall be sufficient to allow a per- located within such area.
son wearing breathing apparatus to enter or leave the space
without difficulties. These openings shall have a minimum 2.7.3 The flame-arresters prescribed in [2.14.1], [3.7.3]
cross-sectional area of 0.36 m2 and a minimum side length and [3.7.5] shall be of a type approved for this purpose by
of 0.50 m. They shall be designed so as to allow an injured the Society.
or unconscious person to be removed from the bottom of
such a space without difficulties, if necessary by means of
fixed equipment. In these spaces the distance between the 2.8 Engines
toms this distance may be reduced to 0.45 m. 2.8.1 Only internal combustion engines running on fuel
with a flashpoint of more than 55 C are allowed.
Cargo tanks may have circular openings with a diameter of
not less than 0.68 m.
2.6 Ventilation air intakes of the engines shall be located not less than 2.00
m from the cargo area.
2.6.1 Each hold space shall have two openings the dimen-
sions and location of which shall be such as to permit effec-
tive ventilation of any part of the hold space. If there are no
such openings, it shall be possible to fill the hold spaces
2.8.4 The surface temperature of the outer parts of engines
with inert gas or dry air.
used during loading or unloading operations, as well as that
2.6.2 Double-hull spaces and double bottoms within the of their air inlets and exhaust ducts shall not exceed the
cargo area which are not arranged for being filled with bal- allowable temperature according to the temperature class of
last water, hold spaces and cofferdams, shall be provided the substances carried. This provision does not apply to
with ventilation systems. engines installed in service spaces provided the provisions
of [8.3.2] are fully complied with.
deck shall be provided with a system of forced ventilation 2.8.5 The ventilation in the closed engine room shall be
with sufficient power for ensuring at least 20 changes of air designed so that, at an ambient temperature of 20 C, the aver-
per hour based on the volume of the space. age temperature in the engine room does not exceed 40 C.

Pt D, Ch 3, Sec 4
2.9 Oil fuel tanks 2.12.2 Portable means must be provided for gas-freeing of
2.9.1 When the vessel is provided with hold spaces, the lation.
double bottoms within these spaces may be arranged as oil
fuel tanks, provided their depth is not less than 0.60 m.
Oil fuel pipes and openings of such tanks are not permitted
in the hold space. 2.13.1 Cofferdams or cofferdam compartments remaining
once a service space has been arranged in accordance with
2.9.2 The open ends of the air pipes of all liquid oil fuel [2.5.6] and [2.5.7]shall be accessible through an access
tanks shall extend to not less than 0.5 m above the open hatch. If, however, the cofferdam is connected to a double-
deck. Their open ends and the open ends of overflow pipes hull space, it is sufficient for it to be accessible from that
leading on the deck shall be fitted with a protective device space.
consisting of a gauze diaphragm or a perforated plate.
2.13.2 Cofferdams shall be capable of being filled with
2.10 Exhaust pipes water and emptied by means of a pump. Filling shall be
effected within 30 minutes. These requirements are not
2.10.1 Exhausts shall be evacuated from the vessel into the applicable when the bulkhead between the engine room
open air either upwards through an exhaust pipe or through and the cofferdam comprises fire-protection insulation A-
the shell plating. The exhaust outlet shall be located not less 60 (see Pt C, Ch 3, Sec 1, [2.2]), or has been fitted out as a
than 2,00 m from the cargo area. The exhaust pipes of service space. The cofferdams shall not be fitted with inlet
engines shall be arranged so that the exhausts are led away valves.
within the cargo area. 2.13.3 No fixed pipe shall permit connection between a
cofferdam and other piping of the vessel outside the cargo
2.10.2 Exhaust pipes shall be provided with a device pre- area.
venting the escape of sparks, e.g. spark arresters.
2.14 Arrangement of cofferdams -additional
2.11 Bilge pumping and ballasting arrange-
requirement for Type N closed and Type
ments
N open with flame arrester
area shall be installed within such area. 2.14.1 The ventilation openings of cofferdams shall be fit-
ted with a flame-arrester withstanding a deflagration.
This provision does not apply to:
double hull spaces and double bottoms which do not
have a common boundary wall with the cargo tanks;
3 Cargo containment
cofferdams, double hull spaces, hold spaces and double
bottoms where ballasting is carried out using the piping 3.1 General
of the fire fighting system in the cargo area and bilge-
pumping is performed using eductors. 3.1.1 Type N may be arranged in three different designs in
respect of cargo tank venting with due regard to the prod-
2.11.2 Where the double bottom is used as oil fuel tank, it ucts allowed to be carried:
shall not be connected to the bilge piping system. Type N, open venting
2.11.3 Where the ballast pump is installed in the cargo Type N, open venting, flame arresters
area, the standpipe and its outboard connection for suction Type N, closed.
of ballast water shall be located within the cargo area but
outside the cargo tanks. 3.1.2 The scantlings and structural arrangements are to be
in compliance with applicable requirements of Ch 1, Sec 3,
2.11.4 A cargo pump-room below deck shall be capable of [5] to Ch 1, Sec 3, [10].
being drained in an emergency by an installation located in
the cargo area and independent from any other installation.
This installation shall be provided outside the cargo pump- 3.2 Cargo area hull design
room.
3.2.1 Where independent cargo tanks are used, or for dou-
ble-hull construction where the cargo tanks are integrated
in vessels structure, the space between the wall of the ves-
2.12.1 Cargo pump rooms must be provided with extrac- sel and wall of the cargo tanks shall be not less than 0.60 m.
tion type ventilation systems, independent of other vessel's The space between the bottom of the vessel and the bottom
spaces, providing at least 30 cycles of air change per hour. of the cargo tanks shall be not less than 0.50 m. The space
Warning notices shall be placed requiring that the ventila- may be reduced to 0.40 m under the pump sumps. The ver-
tion is in operation for at least 15 minutes prior to entering tical space between the suction well of a cargo tank and the
these spaces. bottom structures shall be not less than 0.10 m.

Pt D, Ch 3, Sec 4
When a hull is constructed in the cargo area as a double 3.5 Integrated tank scantlings
hull with independent cargo tanks located in hold spaces,
the above values are applicable to the double hull. If in this 3.5.1 The scantlings of the integrated tank structure are to
case the minimum values for inspections of independent be determined in compliance with Ch 1, Sec 3.
tanks referred to in [2.5.9] are not feasible, it must be possi-
ble to remove the cargo tanks easily for inspection. 3.6 Independent cargo tank scantlings
3.2.2 Where service spaces are located in the cargo area 3.6.1 Tank scantlings
under deck, they shall be arranged so as to be easily acces- The scantlings of independent cargo tank structure are to be
sible and to permit persons wearing protective clothing and determined in compliance with Ch 1, Sec 3, [5.1.2].
breathing apparatus to safely operate the service equipment
contained therein. They shall be designed so as to allow When the vessel is provided with pressure cargo tanks,
injured or unconscious personnel to be removed from such these tanks shall be designed in compliance with Pt C, Ch
spaces without difficulties, if necessary by means of fixed 1, Sec 3, for a working pressure of 400 kPa.
equipment.
3.6.2 Supports and fastenings
The cargo tanks independent of the vessels hull shall be
3.3 Cargo tank sizes fixed so that they cannot float.
3.3.1 The maximum permissible capacity of a cargo tank The scantlings of the tank supports and fastenings are to be
for single hull tank vessels, double hull tank vessels and in compliance with Ch 1, Sec 3, [8].
mined in accordance with Tab 2 where: 3.7 Cargo tank openings
m3 3.7.1
LOA : overall length of the hull, in m a) Cargo tank openings shall be located on deck in the
In the case of trunk deck vessels, D is to be substituted for cargo area.
D. D is to be determined by the following formula: b) Cargo tank openings with a cross-section of more than
b lt 0.10 m2 and openings of safety devices for preventing
D = D + h t ----t --------
- overpressures shall be located not less than 0.50 m
B L OA
above deck.
where:
ht : Height, in m, of trunk (distance between trunk 3.7.2 For Type N closed, cargo tank openings shall be fitted
deck and main deck on trunk side measured at with gastight closures capable of withstanding the test pres-
LOA/2) sure in accordance with Pt B, Ch 3, Sec 4, [5].
3.7.3 Safety devices
Each cargo tank or group of cargo tanks connected to a
3.3.2 Alternative constructions in compliance with Ch 3, common vapour pipe shall be fitted with safety devices for
App 1 are permitted. preventing unacceptable overpressures or vacuums.
These safety devices shall be as follows:
a) For Type N open
safety devices designed to prevent any accumula-
LOA B D, Maximum permissible capacity
tion of water and its penetration into the cargo tanks
b) For Type N open with flame arresters
< 600 0,3 LOA B D
safety equipment fitted with flame-arresters capable
from 600 to 3750 180 + (LOA B D 600) 0,0635
of withstanding steady burning and designed to pre-
> 3750 380 vent any accumulation of water and its penetration
into the cargo tank
c) For Type N closed
3.4.1 The cargo tank is to comply with the following: safety devices for preventing unacceptable overpres-
for vessels with a length not more than 50,00 m, the sures or vacuums. When anti-explosion protection is
length of a cargo tank shall not exceed 10,00 m required, the vacuum valve shall be fitted with a
flame arrester capable of withstanding a deflagration
and the pressure-relief valve with a high-velocity
vent valve acting as a flame arrester capable of with-
is the vessel rule length. This provision does not apply to
standing steady burning.
vessels with independent built-in cylindrical tanks hav-
ing a length to diameter ratio 7. The gases shall be discharged upwards. The opening
pressure of the high-velocity vent valve and the
3.4.2 The capacity of a suction well shall be limited to not opening pressure of the vacuum valve shall be indel-
more than 0,10 m3. ibly indicated on the valves

Pt D, Ch 3, Sec 4
a connection for the safe return ashore of gases c) Insofar as anti-explosion protection is prescribed, an
expelled during loading independent vapour pipe for each cargo tank, fitted with
a device for the safe depressurisation of the tanks a pressure/vacuum valve incorporating a flame arrester
consisting of at least a flame arrester and a stop capable of withstanding a deflagration and a high veloc-
valve which clearly indicates whether it is open or ity vent valve incorporating a flame arrester capable of
shut. withstanding steady burning. Several different sub-
stances may be carried simultaneously.
3.7.4 Additional arrangement for safety devices or
fitted on Type N closed
d) Insofar as anti-explosion protection is prescribed, a
The outlets of high-velocity vent valves shall be located not
less than 2.00 m above the deck and at a distance of not
less than 6.00 m from the accommodation and from the ser-
shut-off device capable of withstanding a detonation,
vice spaces outside the cargo area. This height may be
where each cargo tank is fitted with a vacuum valve
reduced when within a radius of 1.00 m round the outlet of
capable of withstanding a deflagration and a high-
the high-velocity vent valve, there is no equipment, no
velocity vent valve capable of withstanding steady burn-
work is being carried out and signs indicate the area. The
ing.
setting of the high-velocity vent valves shall be such that
during the transport operation they do not blow off until the Only substances which do not mix and which do not
maximum permissible working pressure of the cargo tanks react dangerously with each other may be carried simul-
is reached. taneously in cargo tanks connected to a common
vapour pipe.
3.7.5 Additional arrangements for anti-explosion
protection fitted on Type N closed 3.7.6 Additional requirement for Type N closed and
Type N open with flame arrester
a) Insofar as anti-explosion protection is prescribed, a
Closures which are normally used during loading or
unloading operations shall not cause sparking when oper-
ated.
flame arrester with a fixed or spring-loaded plate stack,
capable of withstanding a detonation. This equipment
may consist of: 4 Cargo piping system
a flame arrester fitted with a fixed plate stack, where
each cargo tank is fitted with a vacuum valve capa- 4.1 General
ble of withstanding a deflagration and a high-veloc-
ity vent valve capable of withstanding steady 4.1.1 The requirements [4.1.2], [4.1.4], [4.2.2] [4.2.5],
burning [4.2.8] and [4.4.1] do not apply to Type N open unless the
substance carried has corrosive properties.
a flame arrester fitted with a spring-loaded plate
stack, where each cargo tank is fitted with a vacuum 4.1.2 Pumps and accessory loading and unloading piping
valve capable of withstanding a deflagration shall be located in the cargo area.
a flame arrester with a fixed plate stack
4.1.3 Cargo pumps shall be capable of being shut down
a flame arrester with a fixed plate stack, where the
from the cargo area and from a position outside the cargo
pressure-measuring device is fitted with an alarm
area.
system in accordance with [10.5]
a flame arrester with a spring-loaded plate stack, 4.1.4 Cargo pumps situated on deck shall be located not
where the pressure-measuring device is fitted with less than 6.00 m from entrances to, or openings of, the
an alarm system in accordance with [10.5]. accommodation and service spaces outside the cargo area.
react dangerously with each other may be carried simul- 4.2 Arrangement of cargo piping
taneously in cargo tanks connected to a common
vapour pipe. 4.2.1 Pipes for loading and unloading shall be independent
of any other piping of the vessel.
or
b) Insofar as anti-explosion protection is prescribed, a 4.2.2 No cargo piping shall be located below deck, except
vapour pipe connecting two or more cargo tanks shall those inside the cargo tanks and inside the cargo pump
be fitted, at the connection to each cargo tank, with a room.
pressure/vacuum relief valve incorporating a flame
arrester capable of withstanding a detonation/deflagra- 4.2.3 The pipes for loading and unloading shall be
tion. arranged so that, after loading or unloading operations, the
react dangerously with each other may be carried simul-
taneously in cargo tanks connected to a common 4.2.4 Piping for loading and unloading shall be clearly dis-
vapour pipe. tinguishable from other piping, e.g. by means of colour
or marking.

Pt D, Ch 3, Sec 4
4.2.5 The shore connections shall be located not less than A spring-loaded non-return valve shall be provided to pre-
6,00 m from the entrances to or openings of, the accommo- vent any gases from being expelled from the cargo area
dation and service spaces outside the cargo area. through the tank washing system.
4.2.6 Each shore connection of the vapour pipe and shore 4.5.2 A non-return valve shall be fitted at the junction
connections of the pipes for loading and unloading, through between the water suction pipe and the cargo loading pipe.
which the loading or unloading operation is carried out,
shall be fitted with a shut-off device. However, each shore
connection shall be fitted with a blind flange when it is not
in operation.
4.6.1 The permissible loading and unloading flows shall be
4.2.7 Pipes for loading and unloading, and vapour pipes, calculated. For open type N with flame-arrester and open
shall not have flexible connections fitted with sliding seals. type N the loading and unloading flows depend on the total
crosssection of the exhaust ducts.
4.2.8 The distance referred to in [4.1.4] and [4.2.5] may be
reduced to 3,00 m if a transverse bulkhead complying with 4.6.2 Calculations concern the permissible maximum load-
[2.1.2] is situated at the end of the cargo area. The openings ing and unloading flow for each cargo tank or each group of
shall be provided with doors. cargo tanks, taking into account the design of the ventila-
tion system. These calculations shall take into consideration
The following notice shall be displayed on the doors:
the fact that in the event of an unforeseen cut-off of the gas
DO NOT OPEN DURING LOADING AND UNLOADING return piping or the compensation piping of the shore facil-
WHITHOUT THE PERMISSION OF THE MASTER. ity, the safety devices of the cargo tanks will prevent pres-
CLOSE IMMEDIATELY. sure in the cargo tanks from exceeding the following values:
over-pressure: 115% of the opening pressure of the
4.2.9 If the vessel is carrying several dangerous substances high-velocity vent valve;
liable to react dangerously with each other, a separate
pump with its own piping for loading and unloading shall vacuum pressure: not more than the construction vac-
be installed for each substance. The piping shall not pass uum pressure but not exceeding 5 kPa
through a cargo tank containing dangerous substances with
which the substance in question is liable to react. 4.7 Additional requirements for Type N
closed and Type N open with flame
4.3 Control, monitoring and alarm devices arrester
4.3.1 Stop valves 4.7.1 Filling pipes for cargo tanks are to extend down as
The stop valves or other shut-off devices of the pipes for close as possible to the bottom of the tank.
loading and unloading shall indicate whether they are open
or shut.
5 Cargo pressure and temperature
4.3.2 Pressure gauges control
The pipes for loading and unloading shall be fitted with
pressure gauges at the outlet of the pumps. 5.1 Cargo tank heating
The permissible maximum overpressure or vacuum value
shall be indicated on each measuring device. Readings 5.1.1 Cargo tank heating system is to be installed as a sepa-
shall be possible in all weather conditions. rate system, equipped with a heat exchanger located in the
cargo area. Where special heat transfer media are used this
4.4 Bonding requirement may be dispensed with upon approval by the
Society.
4.4.1 Every component of the pipes for loading and
unloading shall be electrically connected to the hull. 5.1.2 Boilers which are used for heating the cargo shall be
fuelled with a liquid fuel having a flashpoint of more than
55C. They shall be placed either in the engine room or in
4.5 Supply of cargo tanks with washing or another separate space below deck and outside the cargo
ballast water area, which is accessible from the deck or from the engine
room.
4.5.1 When pipes for loading and unloading are used for
supplying the cargo tanks with washing or ballast water, the 5.1.3 The cargo heating system shall be designed so that
suctions of these pipes shall be located within the cargo the cargo cannot penetrate into the boiler in the case of a
area but outside the cargo tanks. leak in the heating coils. A cargo heating system with artifi-
Pumps for tank washing systems with associated connec- cial draught shall be ignited electrically.
tions may be located outside the cargo area, provided the
discharge side of the system is arranged in such a way that 5.1.4 The ventilation system of the engine room shall be
suction is not possible through that part. designed taking into account the air required for the boiler.

Pt D, Ch 3, Sec 4
5.1.5 Where the cargo heating system is used during load- b) In the case of a protected system
ing, unloading or gas-freeing, the service space which con- a device for ensuring pressure equilibrium, fitted
tains this system shall fully comply with the requirements of with a flame-arrester capable of withstanding steady
[8.3.1]b). This requirement does not apply to the inlets of burning
the ventilation system. These inlets shall be located at a
minimum distance of 2.00 m from the cargo area and 6.00 an ullage opening
m from the openings of cargo tanks or residual cargo tanks, connections, with stop valves, for pipes and hoses
loading pumps situated on deck, openings of high velocity c) In the case of a closed system
vent valves, pressure relief devices and shore connections
a vacuum valve and a high-velocity vent valve
of loading and unloading pipes and must be located not less
than 2.00 m above the deck. The high velocity vent valve shall be so regulated as
not to open during carriage. This condition is met
The requirements of [8.3.1]b) are not applicable to the when the opening pressure of the valve meets the
unloading of substances having a flash point of 60 C or conditions required in column (10) of Table C of
more when the temperature of the product is at least 15 K ADN Chapter 3.2.
lower at the flash point.
When anti-explosion protection is required in col-
umn (17) of Table C of ADN Chapter 3.2, the vac-
5.2 Water spray system uum valve shall be capable of withstanding
deflagrations and the high velocity vent valve shall
5.2.1 When water-spraying is required in column (9) of withstand steady burning
Table C of ADN Chapter 3.2, a water-spray system shall be
a device for measuring the degree of filling
installed in the cargo area on deck for the purpose of cool-
ing the tops of cargo tanks by spraying water over the whole connections with shut-off devices, for pipes and
surface so as to avoid safely the activation of the high-veloc- hoses.
ity vent valve at 10 kPa or as regulated.
6.1.5 Receptacles for residual products shall be equipped
5.2.2 The spray nozzles shall be so installed that the entire with:
cargo deck area is covered and the gases released are pre- a connection enabling gases released during filling to be
cipitated safely. The system shall be capable of being put evacuated safely
into operation from the wheelhouse and from the deck. Its a possibility of indicating the degree of filling
capacity shall be such that when all the spray nozzles are in
connections with shut-off devices, for pipes and hoses.
operation, the outflow is not less than 50 litres per square
metre of deck area and per hour. 6.1.6 Receptacles for residual products shall be connected
to the vapour pipe of cargo tanks only for the time neces-
6 Receptacles for residual products sary to fill them.
and receptacles for slops 6.1.7 Receptacles for residual products and receptacles for
slops placed on the deck shall be located at a minimum dis-
6.1 General tance from the hull equal to one quarter of the vessels
breadth.
6.1.1 If vessels are provided with a tank for residual prod-
ucts, it shall comply with the provisions of [6.1.3] to [6.1.7]. 7 Environmental control
Receptacles for residual products and receptacles for slops
shall be located only in the cargo area. During filling of
receptacles for residual products, means for collecting any
leakage shall be placed under the filling connections. 7.1.1 In cases in which inerting or blanketing of the cargo
is prescribed, the vessel shall be equipped with an inerting
6.1.2 Receptacles for slops shall be fire resistant and shall system.
be capable of being closed with lids. The receptacles for
slops shall be marked and easy to handle. 7.1.2 This system shall be capable of maintaining a perma-
nent minimum pressure of 7 kPa (0.07 bar) in the spaces to
6.1.3 The maximum capacity of a tank for residual prod- be inerted. In addition, the inerting system shall not
ucts is 30 m3. increase the pressure in the cargo tank to a pressure greater
6.1.4 The tank for residual products shall be equipped pressure of the vacuum-relief valve shall be 3.5 kPa (0.035
with: bar).
a) In the case of an open system
7.1.3 A sufficient quantity of inert gas for loading or
a device for ensuring pressure equilibrium unloading shall be carried or produced on board if it is not
possible to obtain it on shore. In addition, a sufficient quan-
an ullage opening
connections, with stop valves, for pipes and hoses riage shall be on board.

Pt D, Ch 3, Sec 4
7.1.4 The premises to be inerted shall be equipped with b) Only the following equipment may be installed in the
connections for introducing the inert gas and monitoring cofferdams, double-hull spaces, double bottoms and
systems so as to ensure the correct atmosphere on a perma- hold spaces (comparable to zone 1):
nent basis.
measuring, regulation and alarm devices of the cer-
7.1.5 When the pressure or the concentration of inert gas tified safe type
in the gaseous phase falls below a given value, this monitor- lighting appliances of the flame-proof enclosure or
ing system shall activate an audible and visible alarm in the pressurised enclosure type of protection
wheelhouse. When the wheelhouse is unoccupied, the
alarm shall also be perceptible in a location occupied by a hermetically sealed echo sounding devices the
crew member. cables of which are led through thick-walled steel
8 Electrical installations cables for the active cathodic protection of the shell
8.1 Documents to be kept on board vided for echo sounding devices

8.1.1 In addition to the documents required in Pt C, Ch 2, service spaces in the cargo area below deck (compara-
Sec 1, [2], the following documents shall be on board: ble to zone 1):
a) a drawing indicating the boundaries of the cargo area
measuring, regulation and alarm devices of the cer-
and the location of the electrical equipment installed in
tified safe type
this area
b) a list of the electrical equipment referred to in (a) above lighting appliances of the flame-proof enclosure or
including the following particulars: machine or appli- apparatus protected by pressurization type of pro-
ance, location, type of protection, type of protection tection
against explosion, testing body and approval number motors driving essential equipment such as ballast
c) a list of or general plan indicating the electrical equip- pumps; they shall be of the certified safe type
ment outside the cargo area which may be operated
d) The control and protective equipment of the electrical
during loading, unloading or gas-freeing. All other elec-
equipment referred to in paragraphs (a), (b) and (c)
trical equipment shall be marked in red.
not intrinsically safe
e) The electrical equipment in the cargo area on deck
8.2.1 Only distribution systems without return connection (comparable to zone 1) shall be of the certified safe
to the hull are permitted. This provision does not apply to: type.
certain limited sections of the installations situated out-
side the cargo area (connections of starters of diesel 8.3.2
engines)
device for checking the insulation level referred to in and gas-freeing during berthing and which are located
[8.2.2] outside the cargo area shall (comparable to zone 2) be
active cathodic corrosion protection.
b) This provision does not apply to:
8.2.2 Every insulated distribution network shall be fitted
with an automatic device with a visual and audible alarm lighting installations in the accommodation, except
for checking the insulation level. for switches near entrances to accommodation
8.2.3 For the selection of electrical equipment to be used in radiotelephone installations in the accommodation
zones presenting an explosion risk, the explosion groups or the wheelhouse
and temperature classes assigned to the substances carried electrical installations in the accommodation, the
shall be taken into consideration. wheelhouse or the service spaces outside the cargo
areas if:
ensuring an overpressure of 0,1 kPa (0,001 bar)
8.3.1
and none of the windows is capable of being
a) Only measuring, regulation and alarm devices of the opened; the air intakes of the ventilation system
EEx (ia) type of protection may be installed in cargo shall be located as far away as possible, how-
tanks, residual cargo tanks and pipes for loading and ever, not less than 6,00 m from the cargo area
unloading (comparable to zone 0) and not less than 2,00 m above the deck

Pt D, Ch 3, Sec 4
The spaces are fitted with a gas detection system 8.4.2 The provisions of [8.4.1] above apply also to equip-
with sensors: ment having service voltages of less than 50 V.
- at the suction inlets of the ventilation system
8.4.3 Independent cargo tanks, metal intermediate bulk
- directly at the top edge of the sill of the containers and tank-containers shall be earthed.
entrance doors of the accommodation and
service spaces 8.4.4 Receptacles for residual products shall be capable of
being earthed.
ous
When the gas concentration reaches 20% of the
lower explosive limit, the ventilators are 8.5.1 All cables in the cargo area shall have a metallic
switched off. In such a case and when the over- sheath.
pressure is not maintained or in the event of fail-
ure of the gas detection system, the electrical 8.5.2 Cables and sockets in the cargo area shall be pro-
installations which do not comply with (a) tected against mechanical damage.
above, shall be switched off. These operations
shall be performed immediately and automati- 8.5.3 Movable cables are prohibited in the cargo area,
cally and activate the emergency lighting in the except for intrinsically safe electric circuits or for the supply
accommodation, the wheelhouse and the ser- of signal lights, gangway lighting.
vice spaces, which shall comply at least with the
limited explosion risk type. The switching-off 8.5.4 Cables of intrinsically safe circuits shall only be used
shall be indicated in the accommodation and for such circuits and shall be separated from other cables
wheelhouse by visual and audible signals not intended for being used in such circuits (e.g. they shall
not be installed together in the same string of cables and
The ventilation system, the gas detection system
they shall not be fixed by the same cable clamps).
and the alarm of the switch-off device fully com-
ply with the requirements of (a) above 8.5.5 For movable cables intended for signal lights, gang-
The automatic switching-off device is set so that way lighting, only sheathed cables of type H 07 RN-F in
no automatic switch off may occur while the accordance with standard IEC 60 245-4:1994 or cables of at
vessel is under way. least equivalent design having conductors with a cross-sec-
tion of not less than 1,5 mm shall be used. These cables
8.3.3 The electrical equipment which does not meet the shall be as short as possible and installed so that damage is
requirements set out in [8.3.2] together with its switches not likely to occur.
shall be marked in red. The disconnection of such equip-
ment shall be operated from a centralised location on 8.5.6 The cables required for the electrical equipment
board. referred to in [8.3.1] b) and [8.3.1] c) are accepted in coffer-
dams, double hull spaces, double bottoms, hold spaces and
8.3.4 An electric generator which is permanently driven by service spaces below deck.
[8.3.2], shall be fitted with a switch capable of shutting 8.6 Storage batteries
the operating instructions shall be displayed near the 8.6.1 Storage batteries shall be located outside the cargo
switch. area.

way lighting shall be permanently fitted to the vessel close 9 Fire protection and fire extinction
to the signal mast or the gangway. Connecting and discon-
necting shall not be possible except when the sockets are 9.1 Fire and naked light
not live.
9.1.1 The outlets of funnels shall be located not less than
8.3.6 The failure of the power supply for the safety and 2.00 m from the cargo area.Arrangements shall be provided
control equipment shall be immediately indicated by visual to prevent the escape of sparks and the entry of water.
and audible signals at the locations where the alarms are
usually actuated. 9.1.2 Heating, cooking and refrigerating appliances shall
8.4 Earthing The installation in the engine room or in another separate
8.4.1 The metal parts of electrical appliances in the cargo flash-point above 55 C is, however, permitted.
area which are not live as well as protective metal tubes or Cooking and refrigerating appliances are permitted only in
metal sheaths of cables in normal service shall be earthed, the accommodation.
unless they are so arranged that they are automatically
earthed by bonding to the metal structure of the vessel. 9.1.3 Only electrical lighting appliances are permitted.

Pt D, Ch 3, Sec 4
9.2 Prohibition of smoking, fire or naked 10 Safety and control installations

light
10.1 General
9.2.1 The notice boards displaying the prohibition of smok-
equipment:
9.2.2 Notice boards indicating the circumstances under a) a mark inside the tank indicating the liquid level of 97%
entrances to the spaces where smoking or the use of fire or b) a level gauge
naked light is not always prohibited. c) a level alarm device which is activated at the latest
9.3 Fire extinguishing arrangements d) a high level sensor for actuating the facility against over-
9.3.1 In addition to the requirements of Part C, Chapter 3, reached
be complied with. e) for Type N closed, an instrument for measuring the pres-
sure of the vapour phase inside the cargo tank
9.4 Portable fire extinguishers f) an instrument for measuring the temperature of the
cargo
scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be g) a connection for a sampling device.
equipped with at least two additional portable fire-extin-
guishers having the same capacity in cargo area. 10.2 Cargo tank level indicators
These additional portable fire-extinguishers shall be suitable
for fighting fires involving the dangerous goods carried. 10.2.1 Each cargo tank is to be equipped with a closed
gauging device approved by the Society.
9.5 Fire extinguishing system When the degree of filling in percent is determined, an error
of not more than 0.5% is permitted. It shall be calculated on
9.5.1 A fire-extinguishing system complying with the fol- the basis of the total cargo tank capacity including the
lowing requirements shall be installed on the vessel. expansion trunk.
It shall be supplied by two independent fire or ballast The level gauge shall allow readings from the control posi-
pumps, one of which shall be ready for use at any time. tion of the shut-off devices of the particular cargo tank. The
These pumps and their means of propulsion and electri- permissible maximum filling level of the cargo tank shall be
cal equipment shall not be installed in the same space marked on each level gauge.
It shall be provided with a water main fitted with at least Permanent reading of the overpressure and vacuum shall be
three hydrants in the cargo area above deck. Three suit- possible from a location from which loading or unloading
able and sufficiently long hoses with spray nozzles hav- operations may be interrupted. The permissible maximum
ing a diameter of not less than 12 mm shall be provided overpressure and vacuum shall be marked on each level
It shall be possible to reach any point of the deck in the gauge.
cargo area simultaneously with at least two jets of water Readings shall be possible in all weather conditions.
not supplied from the same hydrant
A spring-loaded non-return valve shall be fitted to 10.3 Level alarm device
ensure that no gases can escape through the fire-extin-
guishing system into the accommodation or service 10.3.1 Cargo tank shall be provided with a level alarm
spaces outside the cargo area. device which is activated at the latest when a degree of fill-
The capacity of the system shall be at least sufficient for ing of 90% is reached.
a jet of water to have a minimum reach of not less than The level alarm device shall give a visual and audible warn-
the vessel's breadth from any location on board with ing on board when actuated. The level alarm device shall
two spray nozzles being used at the same time. be independent of the level gauge.
9.6 Fixed fire extinguishing system device shall be clearly distinguishable from those of the
high level sensor.
spaces containing essential equipment (switchboards, com- The visual alarm shall be visible at each control position on
pressors, etc.) for the refrigeration equipment, if any, shall deck of the cargo tank stop valves. It shall be possible to
be provided with a permanently fixed fire-extinguishing sys- easily check the functioning of the sensors and electric cir-
tem, in compliance with Pt C, Ch 3, Sec 4, [4]. cuits or these shall be intrinsically safe apparatus.

Pt D, Ch 3, Sec 4
10.4 High level sensor 11.1.2 The longitudinal centre bulkhead may be dispensed
with only if sufficient stability is guaranteed.
10.4.1 Cargo tank shall be provided with a high level sen-
sor for actuating the facility against overflowing at the latest 11.1.3 Proof of sufficient stability shall be furnished. This
when a degree of filling of 97,5% is reached. proof is not required for single hull vessels with cargo tanks
the width of which is not more than 0,70B.
10.5 Cargo tank pressure monitoring 11.1.4 The basic values for the stability calculation (the
10.5.1 The requirements of this Subarticle apply to Type N shall be determined in compliance with Pt B, Ch 2, Sec 2,
closed. [2.2].
10.5.2 When the pressure or temperature exceeds a set 11.1.5 Proof of intact stability is to be provided for all load-
value, instruments for measuring the vacuum or overpres- ing/unloading stages and for the final loading condition.
sure of the gaseous phase in the cargo tank or the tempera-
ture of the cargo shall activate a visual and audible alarm in 11.1.6 For vessels with independent cargo tanks and for
the wheelhouse. When the wheelhouse is unoccupied the double hull constructions with cargo tanks integrated in the
alarm shall also be perceptible in a location occupied by a frames of the vessel, floatability after damage shall be
crew member. proved for the most unfavorable loading condition. For this
purpose, calculated proof of sufficient stability shall be
10.5.3 The instrument for measuring the overpressure or established for critical intermediate stages of flooding and
vacuum shall activate the alarm at latest when an overpres- for the final stage of flooding.
sure equal to 1.15 times the opening pressure of the pres- Negative values of stability in intermediate stages of flood-
sure relief device, or a vacuum pressure equal to the ing may be accepted only if the continued range of curve of
construction vacuum pressure but not exceeding 5 kPa. The the righting lever in damaged condition indicates adequate
maximum allowable temperature is indicated in column positive values of stability.
(20) of Table C of ADN Chapter 3.2. The sensors for the
alarms mentioned in this paragraph may be connected to
the alarm device of the sensor. 11.2 Intact stability
10.5.4 When it is prescribed in column (20) of Table C of 11.2.1 For vessels with independent cargo tanks and for
ADN Chapter 3.2, the instrument for measuring the over- double hull constructions with cargo tanks integrated in the
pressure of the gaseous phase shall activate a visible and frames of the vessel, the requirements for intact stability
audible alarm in the wheelhouse when the overpressure resulting from the damage stability calculation shall be fully
exceeds 40 kPa during the voyage. When the wheelhouse is complied with.
unoccupied, the alarm shall also be perceptible in a loca-
11.2.2 For vessels with cargo tanks of more than 0,70B in
tion occupied by a crew member.
width, the following intact stability requirements are to be
complied with, bearing in mind the influence of all free sur-
10.6 Cargo temperature monitoring faces in tanks for all stages of loading and unloading:
10.6.1 An instrument for measuring the temperature of the
immersion of the first non-watertight opening there shall
cargo is to be provided, if in column (9) of Table C of ADN
be a righting lever (GZ) of not less than 0,10 m
Chapter 3.2 a heating installation is required, or if a possi-
bility of heating the cargo is required, or if a maximum tem- The surface of the positive area of the righting lever
perature is indicated in column (20). curve up to immersion of the first non-watertight open-
ing and in any event up to an angle of heel 27 shall
Temperature indicating devices in each cargo tank shall be not be less than 0,024 m.rad
provided for the mean temperature of the cargo.
The initial metacentric height GM0 shall be not less than
0,10 m.
10.7.1 Each cargo tank shall be equipped with a connec- 11.3 Damage stability
tion for a sampling device, closed or partially closed, and/or
11.3.1 For vessels with independent cargo tanks and for
at least one sampling opening as required in column (13) of
double hull constructions with cargo tanks integrated in the
Table C of ADN of Chapter 3.2.
frames of the vessel, the following assumptions shall be
taken into consideration for the damaged condition.
11 Buoyancy and stability a) extent of side damage:
longitudinal extent: at least 0,10LOA but not less than
11.1 General 5,00 m
11.1.1 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt transverse extent: 0,59 m

B, Ch 2, Sec 2, [3]are to be complied with. vertical extent: from base line upwards without limit

Pt D, Ch 3, Sec 4
b) extent of bottom damage: immersed before the stage of equilibrium, the corre-
longitudinal extent: at least 0,10LOA but not less than sponding spaces shall be considered flooded for the
5,00 m purpose of stability calculation.
transverse extent: 3,00 m The positive range of the righting lever curve beyond the
vertical extent: from base line to 0,49 m upwards, stage of equilibrium has a righting lever of 0,05 m in
except for pump well. association with an area under the curve of 0,0065
c) Any bulkhead within the damaged area shall be m.rad. The minimum values of stability shall be satisfied
assumed damaged, which means that the location of up to immersion of the first non-weathertight openings
bulkheads shall be chosen to ensure that the vessel and in any event up to an angle of heel 27. If non-
remains afloat after the flooding of two or more adjacent watertight openings are immersed before that stage, the
compartments in the longitudinal direction. corresponding spaces shall be considered flooded for
The following provisions are applicable: the purpose of stability calculation.
For bottom damage, adjacent athwartship compart-
ments shall also be assumed flooded 11.3.4 If openings through which undamaged compart-
ments may additionally become flooded are capable of
the lower edge of any non-watertight opening (e.g.
being closed watertight, the closing appliances shall be
windows, doors and access hatchways) shall, at the
final stage of flooding, be not less than 0,10 m marked accordingly.
11.3.5 Where cross- or down-flooding openings are pro-
11.3.2 In general, permeability shall be assumed to be vided for reduction of unsymmetrical flooding, the time of
95%. Where an average permeability of less than 95% is equalisation shall not exceed 15 minutes, provided during
calculated for any compartment, this calculated value the intermediate stages of flooding sufficient stability has
obtained may be used. been proved.
are to be used. Table 3 : Permeability values, in %
For the main engine room, only the one-compartment stan-
dard need be taken into account, i.e. the end bulkheads of Spaces
the engine room shall be assumed as not damaged.
Engine rooms 85
11.3.3 The damage stability is generally regarded sufficient Accommodation spaces 95
if (see Fig 1):
Double bottoms, oil fuel tanks, ballast tanks,
At the stage of equilibrium (in the final stage of flood- etc., depending on whether, according to their
ing), the angle of heel is not greater than 12. function, they have to be assumed as full or 0 or 95
Non-watertight openings shall not be flooded before empty for the vessel floating at the maximum
reaching the stage of equilibrium. If such openings are permissible draught

Righting lever
12
A 0,0065 m.rad
0,05m
Angle of heel []

opening, however 27
Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 5
SECTION 5 OIL SEPARATOR VESSEL
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, Type N open - Oil separator vessel as defined in Pt A, Ch 1,
[2.1] Sec 3, [3.2.13].
[2.5] 1.1.2 These Rule requirements apply in addition to Ch 1,
Sec 3 and Ch 3, Sec 1.
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] 1.1.3 Vessels without cargo tanks are considered to be sub-
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] ject to Ch 3, Sec 7.
1 General 1.2 Documents to be submitted
1.1 Application 1.2.1 Tab 1 lists the plans and documents to be submitted
in addition to the documents required in the other Parts of
1.1.1 Vessels complying with the requirements of this Section the Rules for the parts of the vessel not affected by the
are eligible for the assignment of the additional service feature cargo, as applicable.
Table 1 : Documents to be submitted
No A/I Document
10 A Gas freeing system in cargo tanks
Note 1:

Pt D, Ch 3, Sec 5
2 Vessel arrangement 2.3 Hold spaces

2.3.1 The cargo tanks shall be separated by cofferdams of at
2.1 Engine rooms least 0.60 m in width from the accommodation, engine room
and service spaces outside the cargo area below deck or, if
there are no such accommodation, engine room and service
sion as well as internal combustion engines for auxiliary
spaces, from the vessels ends. Where the cargo tanks are
machinery shall be located outside the cargo area.
installed in a hold space, a space of not less than 0.50 m shall
Entrances and other openings of engine rooms shall be at a
be provided between such tanks and the end bulkheads of the
distance of not less than 2.00 m from the cargo area.
hold space. In this case an end bulkhead meeting at least the
2.1.2 The engine rooms shall be accessible from the deck; definition for Class A-60 (see Pt C, Ch 3, Sec 1, [2.2]),
the entrances shall not face the cargo area. When the doors shall be deemed equivalent to a cofferdam. For pressure
are not located in a recess whose depth is at least equal to cargo tanks, the 0.50 m distance may be reduced to 0.20 m.
the door width, the hinges shall face the cargo area.
2.3.2 Hold spaces, cofferdams and cargo tanks shall be
capable of being inspected.
2.3.3 All spaces in the cargo area shall be capable of being
2.2.1 Accommodation spaces and the wheelhouse shall be ventilated. Means for checking their gas-free condition shall
located outside the cargo area forward of the fore vertical be provided.
plane or abaft the aft vertical plane bounding the part of
cargo area below deck. Windows of the wheelhouse which 2.3.4 The bulkheads bounding the cargo tanks, cofferdams
are located not less than 1.00 m above the bottom of the and hold spaces shall be watertight. The cargo tanks and the
wheelhouse may tilt forward. bulkheads bounding the cargo area shall have no openings
or penetrations below deck.
2.2.2 Entrances to spaces and openings of superstructures The bulkhead between the engine room and the cofferdam
shall not face the cargo area. or service space in the cargo area or between the engine
2.2.3 Entrances from the deck and openings of spaces fac-
vided that they conform to the provisions of [2.2.4].
ing the weather shall be capable of being closed.
The bulkheads between the cargo tanks may be fitted with
2.2.4 penetrations provided that the loading and unloading pipes
a) Driving shafts of the bilge or ballast pumps in the cargo are fitted with shut-off devices in the cargo tank from which
area may penetrate through the bulkhead between the they come. The shut-off devices shall be operable from the
service space and the engine room, provided the arrange- deck.
ment of the service space is in compliance with [2.3.6]. These pipes shall be at least 0.60 m above the bottom.
b) The penetration of the shaft through the bulkhead shall
be gastight and shall have been approved by the Society.
area shall be arranged for being filled with ballast water
c) The necessary operating instructions shall be displayed. only. Double bottoms may, however, be used as fuel oil
d) Penetrations through the bulkhead between the engine tanks, provided they comply with [2.6].
2.3.6
bulkhead between the engine room and the hold spaces
may be provided for electrical cables, hydraulic and a) A cofferdam, the centre part of a cofferdam or another
piping for measuring, control and alarm systems, pro- space below deck in the cargo area may be arranged as
vided that the penetrations have been approved by the a service space, provided the bulkheads bounding the
Society. The penetrations shall be gastight. Penetrations service space extend vertically to the bottom. This ser-
through a bulkhead with an A-60 fire protection insu- vice space shall only be accessible from the deck.
lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv- b) The service space shall be watertight with the exception
alent fire protection. of its access hatches and ventilation inlets.
e) Pipes may penetrate the bulkhead between the engine
2.3.7 Where service spaces are located in the cargo area
under deck, they shall be arranged so as to be easily acces-
sible and to permit persons wearing protective clothing and
in the engine room and the service space which do not
breathing apparatus to safely operate the service equipment
have any openings within the service space and which
contained therein. They shall be designed so as to allow
are provided with shut-off devices at the bulkhead in the
injured or unconscious personnel to be removed from such
engine room.
f) Notwithstanding [2.3.4], pipes from the engine room equipment.
may penetrate the service space in the cargo area or a
cofferdam or a hold space or a double-hull space to the 2.3.8 Cofferdams, double-hull spaces, double bottoms,
outside provided that within the service space or coffer- cargo tanks, hold spaces and other accessible spaces within
dam or hold space or doublehull space they are of the the cargo area shall be arranged so that they may be com-
thick-walled type and have no flanges or openings. pletely inspected and cleaned in an appropriate manner.

Pt D, Ch 3, Sec 5
The dimensions of openings except for those of double-hull the substances to be carried. This provision does not apply
spaces and double bottoms which do not have a wall to engines installed in service spaces provided the provi-
adjoining the cargo tanks shall be sufficient to allow a per- sions of [7.3.2] are fully complied with.
without difficulties. These openings shall have a minimum 2.5.5 The ventilation in the closed engine room shall be
cross-sectional area of 0.36 m2 and a minimum side length designed so that, at an ambient temperature of 20 C, the aver-
of 0.50 m. They shall be designed so as to allow an injured age temperature in the engine room does not exceed 40 C.
or unconscious person to be removed from the bottom of
such a space without difficulties, if necessary by means of 2.6 Oil fuel tanks
fixed equipment. In these spaces the distance between the
reinforcements shall not be less than 0.50 m. In double bot- 2.6.1 When the vessel is provided with hold spaces, the
toms this distance may be reduced to 0.45 m. double bottoms within these spaces may be arranged as oil
Cargo tanks may have circular openings with a diameter of fuel tanks, provided their depth is not less than 0.60 m.
not less than 0.68 m. Oil fuel pipes and openings of such tanks are not permitted
in the hold space.
2.4 Ventilation
2.6.2 The open ends of the air pipes of all liquid oil fuel
2.4.1 Each hold space shall have two openings the dimen- tanks shall extend to not less than 0.5 m above the open
sions and location of which shall be such as to permit effec- deck. Their open ends and the open ends of overflow pipes
tive ventilation of any part of the hold space. If there are no leading on the deck shall be fitted with a protective device
such openings, it shall be possible to fill the hold spaces consisting of a gauze diaphragm or a perforated plate.
with inert gas or dry air.
2.7 Exhaust pipes
cargo area which are not arranged for being filled with bal- 2.7.1 Exhausts shall be evacuated from the vessel into the
last water, hold spaces and cofferdams, shall be provided open air either upwards through an exhaust pipe or through
with ventilation systems. the shell plating. The exhaust outlet shall be located not less
than 2,00 m from the cargo area. The exhaust pipes of
engines shall be arranged so that the exhausts are led away
deck shall be provided with a system of forced ventilation
within the cargo area.
per hour based on the volume of the space.
The ventilation exhaust ducts shall be located up to 50 mm 2.7.2 Exhaust pipes shall be provided with a device pre-
above the bottom of the service space. The fresh air inlets venting the escape of sparks, e.g. spark arresters.
shall be located in the upper part; they shall be not less than
2.00 m above the deck, not less than 2.00 m from the open-
2.8 Bilge pumping and ballasting arrange-
ings of the cargo tanks and not less than 6.00 m from the
outlets of safety valves.
ments
The extension pipes which may be necessary may be of the 2.8.1 Bilge and ballast pumps for spaces within the cargo
hinged type. area shall be installed within such area.
Other suitable installations without ventilator fans shall be This provision does not apply to:
sufficient.
double-hull spaces and double bottoms which do not
2.4.4 Ventilation of accommodation and service spaces have a common boundary wall with the cargo tanks;
shall be possible. cofferdams, double hull spaces, hold spaces and double
bottoms where ballasting is carried out using the piping
2.5 Engines of the firefighting system in the cargo area and bilge-
pumping is performed using eductors.
2.5.1 Only internal combustion engines running on fuel
with a flashpoint of more than 55 C are allowed. 2.8.2 Where the double bottom is used as oil fuel tank, it
shall not be connected to the bilge piping system.
engines do not take in air directly from the engine room, the 2.8.3 Where the ballast pump is installed in the cargo area,
air intakes of the engines shall be located not less than 2.00 the standpipe and its outboard connection for suction of
m from the cargo area. ballast water shall be located within the cargo area but out-
side the cargo tanks.
2.8.4 A cargo pump-room below deck shall be capable of
2.5.4 The surface temperature of the outer parts of engines being drained in an emergency by an installation located in
used during loading or unloading operations, as well as that the cargo area and independent from any other installation.
of their air inlets and exhaust ducts shall not exceed the This installation shall be provided outside the cargo pump-
allowable temperature according to the temperature class of room.

Pt D, Ch 3, Sec 5
2.9 Ventilation of cargo pump rooms 3.3 Cargo tank sizes
2.9.1 Cargo pump rooms must be provided with extraction 3.3.1 The maximum permissible capacity of a cargo tank
type ventilation systems, independent of other vessel's for single hull tank vessels, double hull tank vessels and
spaces, providing at least 30 cycles of air change per hour. vessels with tanks independent of the hull shall be deter-
Warning notices shall be placed requiring that the ventila- mined in accordance with Tab 2.
tion is in operation for at least 15 minutes prior to entering where:
these spaces. LOA B D : Product of the tank vessel main dimensions, in
m3
2.9.2 Portable means must be provided for gas-freeing of LOA : overall length of the hull, in m
In the case of trunk deck vessels, D is to be substituted for
lation.
D. D is to be determined by the following formula:
b lt
2.10 Arrangements of cofferdams D = D + h t ----t --------
-
B L OA
2.10.1 Cofferdams or cofferdam compartments remaining where:

once a service space has been arranged in accordance with ht : Height, in m, of trunk (distance between trunk
[2.3.6] shall be accessible through an access hatch. If, how- deck and main deck on trunk side measured at
ever, the cofferdam is connected to a double-hull space, it LOA/2)
is sufficient for it to be accessible from that space. bt : Trunk breadth, in m
2.10.2 No fixed pipe shall permit connection between a
cofferdam and other piping of the vessel outside the cargo 3.3.2 Alternative constructions in compliance with Ch 3,
area. App 1 are permitted.

3 Cargo containment
3.1 General in m3 of a cargo tank, in m
< 600 0,3 LOA B D
3.1.1 The scantlings and structural arrangements are to be
from 600 to 3750 180 + (LOA B D 600) 0,0635
in compliance with applicable requirements of Ch 1, Sec 3,
[5] to Ch 1, Sec 3, [10]. > 3750 380

3.4.1 The cargo tank is to comply with the following:
3.2.1 Where independent cargo tanks are used, or for dou- for vessels with a length not more than 50,00 m, the
ble-hull construction where the cargo tanks are integrated length of a cargo tank shall not exceed 10,00 m
sel and wall of the cargo tanks shall be not less than 0.60 m.
The space between the bottom of the vessel and the bottom is the vessel rule length. This provision does not apply to
of the cargo tanks shall be not less than 0.50 m. The space vessels with independent built-in cylindrical tanks hav-
may be reduced to 0.40 m under the pump sumps. The ver- ing a length to diameter ratio 7.
tical space between the suction well of a cargo tank and the
bottom structures shall be not less than 0.10 m. 3.4.2 The capacity of a suction well shall be limited to not
more than 0,10 m3.
When a hull is constructed in the cargo area as a double
hull with independent cargo tanks located in hold spaces, 3.5 Integrated tank scantlings
the above values are applicable to the double hull. If in this
case the minimum values for inspections of independent 3.5.1 The scantlings of the integrated tank structure are to
tanks referred to in [2.3.8] are not feasible, it must be possi- be determined in compliance with Ch 1, Sec 3.
ble to remove the cargo tanks easily for inspection.
under deck, they shall be arranged so as to be easily acces- 3.6.1 Cargo tank scantlings
sible and to permit persons wearing protective clothing and The scantlings of independent cargo tanks are to be deter-
breathing apparatus to safely operate the service equipment mined in compliance with Ch 1, Sec 3, [5.1.2].
contained therein. They shall be designed so as to allow
injured or unconscious personnel to be removed from such 3.6.2 Supports and fastenings
spaces without difficulties, if necessary by means of fixed The scantlings of the tank supports and fastenings are to be
equipment. in compliance with Ch 1, Sec 3, [8].

Pt D, Ch 3, Sec 5
3.7 Cargo tank openings Pumps for tank washing systems with associated connec-
3.7.1 discharge side of the system is arranged in such a way that
suction is not possible through that part.
cargo area. 4.4.2 A non-return valve shall be fitted at the junction
b) Cargo tank openings with a cross-section of more than between the water suction pipe and the cargo loading pipe.
overpressures shall be located not less than 0.50 m 5 Cargo temperature control
above deck.
3.7.2 Safety devices 5.1 Cargo tank heating

Each cargo tank or group of cargo tanks connected to a 5.1.1 Cargo tank heating system is to be installed as a sepa-
common vapour pipe shall be fitted with safety devices rate system, equipped with a heat exchanger located in the
designed to prevent any accumulation of water and its pen- cargo area. Where special heat transfer media are used this
etration into the cargo tanks. requirement may be dispensed with upon approval by the
Society.
4 Cargo piping system
5.1.2 Boilers which are used for heating the cargo shall be
fuelled with a liquid fuel having a flashpoint of more than
4.1 Arrangement for cargo pumps 55C. They shall be placed either in the engine room or in
another separate space below deck and outside the cargo
area, which is accessible from the deck or from the engine
room.
area.
5.1.3 The cargo heating system shall be designed so that
4.2 Arrangement of cargo piping - general the cargo cannot penetrate into the boiler in the case of a
leak in the heating coils. A cargo heating system with artifi-
4.2.1 Pipes for loading and unloading shall be independent cial draught shall be ignited electrically.
5.1.4 The ventilation system of the engine room shall be
4.2.2 The pipes for loading and unloading shall be designed taking into account the air required for the boiler.
liquid remaining in these pipes may be safely removed and 6 Receptacles for residual products
and receptacles for slops
4.2.3 Piping for loading and unloading shall be clearly dis-
tinguishable from other piping, e.g. by means of colour 6.1 General
marking.
6.1.1 Receptacles for slops shall be fire resistant and shall
4.2.4 Each shore connection of the vapour pipe and shore be capable of being closed with lids. The tanks shall be
connections of the pipes for loading and unloading, through marked and easy to handle.
which the loading or unloading operation is carried out,
shall be fitted with a shut-off device.
4.2.5 Pipes for loading and unloading, and vapour pipes,
shall not have flexible connections fitted with sliding seals. 7.1 Documents to be kept on board
7.1.1 In addition to the documents required in accordance
4.3 Control and monitoring with the Regulations referred to in Pt C, Ch 2, Sec 1, [2] and
[1.2]the following documents shall be on board:
4.3.1 Stop valves
The stop valves or other shut-off devices of the pipes for a) a drawing indicating the boundaries of the cargo area
loading and unloading shall indicate whether they are open and the location of the electrical equipment installed in
or shut. this area
b) a list of the electrical equipment referred to in (a) above
4.4 Supply of cargo tanks with washing or including the following particulars: machine or appli-
ance, location, type of protection, type of protection
ballast water
against explosion, testing body and approval number
4.4.1 When pipes for loading and unloading are used for c) a list of or general plan indicating the electrical equip-
supplying the cargo tanks with washing or ballast water, the ment outside the cargo area which may be operated
suctions of these pipes shall be located within the cargo during loading, unloading or gas-freeing. All other elec-
area but outside the cargo tanks. trical equipment shall be marked in red.

Pt D, Ch 3, Sec 5
7.2 General design requirements 7.3.2

7.2.1 Only distribution systems without return connection and gas-freeing during berthing and which are located
to the hull are permitted. This provision does not apply to: outside the cargo area shall (comparable to zone 2) be
certain limited sections of the installations situated out- at least of the limited explosion risk type.
side the cargo area (connections of starters of diesel b) This provision does not apply to:
engines)
lighting installations in the accommodation, except
device for checking the insulation level referred to in for switches near entrances to accommodation
[7.2.2] radiotelephone installations in the accommodation
active cathodic corrosion protection. or the wheelhouse
electrical installations in the accommodation, the
7.2.2 Every insulated distribution network shall be fitted wheelhouse or the service spaces outside the cargo
with an automatic device with a visual and audible alarm areas if:
for checking the insulation level.
7.2.3 For the selection of electrical equipment to be used in ensuring an overpressure of 0,1 kPa (0,001 bar)
zones presenting an explosion risk, the explosion groups and none of the windows is capable of being
and temperature classes assigned to the substances carried opened; the air intakes of the ventilation system
shall be taken into consideration. shall be located as far away as possible, how-
ever, not less than 6,00 m from the cargo area
and not less than 2,00 m above the deck
7.3.1 with sensors:
EEx (ia) type of protection may be installed in cargo - directly at the top edge of the sill of the
tanks, residual cargo tanks and pipes for loading and entrance doors of the accommodation and
unloading (comparable to zone 0) service spaces
b) Only the following equipment may be installed in the
ous
cofferdams, double-hull spaces, double bottoms and
hold spaces (comparable to zone 1): When the gas concentration reaches 20% of the
lower explosive limit, the ventilators are
measuring, regulation and alarm devices of the cer- switched off. In such a case and when the over-
tified safe type pressure is not maintained or in the event of fail-
lighting appliances of the flame-proof enclosure or ure of the gas detection system, the electrical
pressurised enclosure type of protection installations which do not comply with (a)
hermetically sealed echo sounding devices the above, shall be switched off. These operations
cables of which are led through thick-walled steel shall be performed immediately and automati-
tubes with gastight connections up to the main deck cally and activate the emergency lighting in the
accommodation, the wheelhouse and the ser-
cables for the active cathodic protection of the shell vice spaces, which shall comply at least with the
plating in protective steel tubes such as those pro- limited explosion risk type. The switching-off
vided for echo sounding devices shall be indicated in the accommodation and
c) Only the following equipment may be installed in the wheelhouse by visual and audible signals
service spaces in the cargo area below deck (compara- The ventilation system, the gas detection system
ble to zone 1): and the alarm of the switch-off device fully com-
measuring, regulation and alarm devices of the cer- ply with the requirements of (a) above
tified safe type The automatic switching-off device is set so that
lighting appliances of the flame-proof enclosure or no automatic switch off may occur while the
apparatus protected by pressurization type of pro- vessel is under way.
tection
motors driving essential equipment such as ballast requirements set out in [7.3.2] together with its switches
pumps; they shall be of the certified safe type shall be marked in red. The disconnection of such equipment
d) The control and protective equipment of the electrical shall be operated from a centralised location on board.
equipment referred to in paragraphs (a), (b) and (c)
7.3.4 An electric generator which is permanently driven by
[7.3.2], shall be fitted with a switch capable of shutting
e) The electrical equipment in the cargo area on deck down the excitation of the generator. A notice board with
(comparable to zone 1) shall be of the certified safe the operating instructions shall be displayed near the
type. switch.

Pt D, Ch 3, Sec 5
7.3.5 Sockets for the connection of signal lights and gang- 8 Fire protection and fire extinction
to the signal mast or the gangway. Connecting and discon-
necting shall not be possible except when the sockets are 8.1 Fire and naked light
not live.
8.1.1 The outlets of funnels shall be located not less than
7.3.6 The failure of the power supply for the safety and 2.00 m from the cargo area.Arrangements shall be provided
control equipment shall be immediately indicated by visual to prevent the escape of sparks and the entry of water.
and audible signals at the locations where the alarms are
usually actuated. 8.1.2 Heating, cooking and refrigerating appliances shall
7.4 Earthing The installation in the engine room or in another separate
7.4.1 The metal parts of electrical appliances in the cargo flash-point above 55 C is, however, permitted.
area which are not live as well as protective metal tubes or
Cooking and refrigerating appliances are permitted only in
metal sheaths of cables in normal service shall be earthed,
the accommodation.
unless they are so arranged that they are automatically
earthed by bonding to the metal structure of the vessel.
8.1.3 Only electrical lighting appliances are permitted.
7.4.2 The provisions of [7.4.1] above apply also to equip-
ment having service voltages of less than 50 V. 8.2 Prohibition of smoking, fire or naked
light
7.4.3 Independent cargo tanks, metal intermediate bulk
containers and tank-containers shall be earthed. 8.2.1 The notice boards displaying the prohibition of smok-
7.4.4 Receptacles for residual products shall be capable of legible from either side of the vessel.
being earthed.
8.2.2 Notice boards indicating the circumstances under
7.5 Electrical cables which the prohibition is applicable shall be fitted near the
7.5.1 All cables in the cargo area shall have a metallic naked light is not always prohibited.
sheath.
7.5.2 Cables and sockets in the cargo area shall be pro- 8.3 Fire extinguishing arrangements
tected against mechanical damage.
7.5.3 Movable cables are prohibited in the cargo area, the fire extinguishing arrangements in [8.4] to [8.6] are to
except for intrinsically safe electric circuits or for the supply be complied with.
of signal lights, gangway lighting.
7.5.4 Cables of intrinsically safe circuits shall only be used
for such circuits and shall be separated from other cables 8.4.1 In addition to the fire-extinguishing appliances pre-
not intended for being used in such circuits (e.g. they shall scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
not be installed together in the same string of cables and equipped with at least two additional portable fire-extin-
they shall not be fixed by the same cable clamps). guishers having the same capacity in cargo area.
7.5.5 For movable cables intended for signal lights, gang- These additional portable fire-extinguishers shall be suitable
way lighting, only sheathed cables of type H 07 RN-F in for fighting fires involving the dangerous goods carried.
accordance with standard IEC 60 245-4:1994 or cables of at
least equivalent design having conductors with a cross-sec- 8.5 Fire extinguishing system
shall be as short as possible and installed so that damage is 8.5.1 A fire extinguishing system complying with the fol-
not likely to occur. lowing requirements shall be installed on the vessel.
7.5.6 The cables required for the electrical equipment It shall be supplied by two independent fire or ballast
referred to in [7.3.1] b) and [7.3.1] c) are accepted in coffer- pumps, one of which shall be ready for use at any time.
dams, double hull spaces, double bottoms, hold spaces and These pumps and their means of propulsion and electri-
service spaces below deck. cal equipment shall not be installed in the same space
It shall be provided with a water main fitted with at least
7.6 Storage batteries three hydrants in the cargo area above deck. Three suit-
able and sufficiently long hoses with spray/jet nozzles
7.6.1 Storage batteries shall be located outside the cargo having a diameter of not less than 12 mm shall be pro-
area. vided

Pt D, Ch 3, Sec 5
It shall be possible to reach any point of the deck in the 10.1.6 Proof of intact stability is to be provided for all load-
cargo area simultaneously with at least two jets of water ing/unloading stages and for the final loading condition.
frames of the vessel, floatability after damage shall be
guishing system into the accommodation or service
proved for the most unfavorable loading condition. For this
purpose, calculated proof of sufficient stability shall be
The capacity of the system shall be at least sufficient for established for critical intermediate stages of flooding and
a jet of water to have a minimum reach of not less than for the final stage of flooding.
the vessel's breadth from any location on board with
two spray nozzles being used at the same time.
ing may be accepted only if the continued range of curve of
the righting lever in damaged condition indicates adequate
8.6 Fixed fire extinguishing system positive values of stability.
spaces containing essential equipment (switchboards, com- 10.2 Intact stability
be provided with a permanently fixed fire extinguishing sys-
tem, in compliance with Pt C, Ch 3, Sec 4, [4].
frames of the vessel, the requirements for intact stability
resulting from the damage stability calculation shall be fully
9 Safety and control installations complied with.

9.1 General
width, the following intact stability requirements are to be
9.1.1 Cargo tanks shall be provided with the following complied with, bearing in mind the influence of all free sur-
equipment: faces in tanks for all stages of loading and unloading:
a) a mark inside the tank indicating the liquid level of 97%
immersion of the first non-watertight opening there shall
b) a high level sensor for actuating the facility against over- be a righting lever (GZ) of not less than 0,10 m
The surface of the positive area of the righting lever
reached
curve up to immersion of the first non-watertight open-
c) An instrument for measuring the temperature of the ing and in any event up to an angle of heel 27 shall
cargo shall be provided, if in column (9) of Table C of not be less than 0,024 m.rad
ADN Chapter 3.2 a heating installation is required, or if The initial metacentric height GM0 shall be not less than
a possibility of heating the cargo is required, or if a max- 0,10 m.
imum temperature is indicated in column (20).
Temperature indicating devices in each cargo tank shall 10.3 Damage stability
be provided for the mean temperature of the cargo.
10 Buoyancy and stability double hull constructions with cargo tanks integrated in the
frames of the vessel, the following assumptions shall be
taken into consideration for the damaged condition.
10.1 General
a) extent of side damage:
10.1.1 Exceptions to the requirements stated in these Rules longitudinal extent: at least 0,10LOA but not less than
are possible where they are permitted by the statutory Regu- 5,00 m
lations.
10.1.2 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt vertical extent: from base line upwards without limit
B, Ch 2, Sec 2, [3]are to be complied with. b) extent of bottom damage:
10.1.3 The longitudinal centre bulkhead may be dispensed longitudinal extent: at least 0,10LOA but not less than
with only if sufficient stability is guaranteed. 5,00 m
10.1.4 Proof of sufficient stability shall be furnished. This
proof is not required for single hull vessels with cargo tanks
c) Any bulkhead within the damaged area shall be
10.1.5 The basic values for the stability calculation (the assumed damaged, which means that the location of
vessels lightweight and location of the centre of gravity) bulkheads shall be chosen to ensure that the vessel
shall be determined in compliance with Pt B, Ch 2, Sec 2, remains afloat after the flooding of two or more adjacent
[2.2]. compartments in the longitudinal direction.

Pt D, Ch 3, Sec 5
The following provisions are applicable: 10.3.3 The damage stability is generally regarded sufficient if
For bottom damage, adjacent athwartship compart- (see Fig 1):
ments shall also be assumed flooded At the stage of equilibrium (in the final stage of flood-
the lower edge of any non-watertight opening (e.g. ing), the angle of heel is not greater than 12.
windows, doors and access hatchways) shall, at the Non-watertight openings shall not be flooded before
final stage of flooding, be not less than 0,10 m reaching the stage of equilibrium. If such openings are
above the damage waterline. immersed before the stage of equilibrium, the corre-
sponding spaces shall be considered flooded for the
10.3.2 In general, permeability shall be assumed to be purpose of stability calculation.
95%. Where an average permeability of less than 95% is The positive range of the righting lever curve beyond the
calculated for any compartment, this calculated value stage of equilibrium has a righting lever of 0,05 m in
obtained may be used. association with an area under the curve of 0,0065
However, minimum values of permeability, , given in Tab 3 m.rad. The minimum values of stability shall be satisfied
are to be used. up to immersion of the first non-weathertight openings
For the main engine room, only the one-compartment status and in any event up to an angle of heel 27. If non-
need be taken into account, i.e. the end bulkheads of the watertight openings are immersed before that stage, the
engine room shall be assumed as not damaged. corresponding spaces shall be considered flooded for
10.3.4 If openings through which undamaged compart-
Spaces ments may additionally become flooded are capable of
Engine room 85 being closed watertight, the closing appliances shall be
marked accordingly.
Double bottoms, oil fuel tanks, ballast tanks, etc., 10.3.5 Where cross- or down-flooding openings are provided
depending on whether, according to their function, for reduction of unsymmetrical flooding, the time of equalisa-
0 or 95
they have to be assumed as full or empty for the tion shall not exceed 15 minutes, provided during the interme-
vessel floating at the maximum permissible draught diate stages of flooding sufficient stability has been proved.

Righting lever
12
A 0,0065 m.rad
0,05m
Angle of heel []

opening, however 27
Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 6
SECTION 6 SUPPLY VESSEL
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 2, 2.2.3 Entrances from the deck and openings of spaces fac-
[2.1] ing the weather shall be capable of being closed.
2.2.4
[2.5]
B : Breadth, in m, defined in Pt B, Ch 1, Sec 2, [2.2] a) Driving shafts of the bilge or ballast pumps in the cargo
area may penetrate through the bulkhead between the
D : Depth, in m, defined in Pt B, Ch 1, Sec 2, [2.3] service space and the engine room, provided the
T : Draught, in m, defined in Pt B, Ch 1, Sec 2, [2.4] arrangement of the service space is in compliance with
[2.3.6].
1 General b) The penetration of the shaft through the bulkhead shall
be gastight and shall have been approved by the Society.
1.1 Application c) The necessary operating instructions shall be displayed.
d) Penetrations through the bulkhead between the engine
1.1.1 Vessels complying with the requirements of this Section
are eligible for the assignment of the additional service feature
bulkhead between the engine room and the hold spaces
Type N open - Supply vessel as defined in Pt A, Ch 1, Sec 3,
may be provided for electrical cables, hydraulic and
[3.2.14].
piping for measuring, control and alarm systems, pro-
vided that the penetrations have been approved by the
1.2 Documents to be submitted Society. The penetrations shall be gastight. Penetrations
through a bulkhead with an A-60 fire protection insu-
1.2.1 Tab 1 lists the plans and documents to be submitted
lation (see Pt C, Ch 3, Sec 1, [2.2]), shall have an equiv-
in addition to the documents required in the other Parts of
alent fire protection.
the Rules for the parts of the vessel not affected by the
cargo, as applicable. e) Pipes may penetrate the bulkhead between the engine
2 Vessel arrangement in the engine room and the service space which do not
have any openings within the service space and which
2.1 Engine rooms are provided with shut-off devices at the bulkhead in the
engine room.
sion as well as internal combustion engines for auxiliary f) Notwithstanding [2.3.4], pipes from the engine room
machinery shall be located outside the cargo area. may penetrate the service space in the cargo area or a
Entrances and other openings of engine rooms shall be at a cofferdam or a hold space or a double-hull space to the
distance of not less than 2.00 m from the cargo area. outside provided that within the service space or coffer-
dam or hold space or doublehull space they are of the
2.1.2 The engine rooms shall be accessible from the deck; thick-walled type and have no flanges or openings.
the entrances shall not face the cargo area. When the doors
are not located in a recess whose depth is at least equal to 2.3 Hold spaces
the door width, the hinges shall face the cargo area.
2.3.1 The cargo tanks shall be separated by cofferdams of
2.2 Accommodation and service spaces at least 0.60 m in width from the accommodation, engine
room and service spaces outside the cargo area below deck
2.2.1 Accommodation spaces and the wheelhouse shall be or, if there are no such accommodation, engine room and
located outside the cargo area forward of the fore vertical service spaces, from the vessels ends. Where the cargo
plane or abaft the aft vertical plane bounding the part of tanks are installed in a hold space, a space of not less than
cargo area below deck. Windows of the wheelhouse which 0.50 m shall be provided between such tanks and the end
are located not less than 1.00 m above the bottom of the bulkheads of the hold space. In this case an end bulkhead
wheelhouse may tilt forward. meeting at least the definition for Class A-60 (see Pt C, Ch
3, Sec 1, [2.2]), shall be deemed equivalent to a cofferdam.
2.2.2 Entrances to spaces and openings of superstructures For pressure cargo tanks, the 0.50 m distance may be
shall not face the cargo area. reduced to 0.20 m.

Pt D, Ch 3, Sec 6
No A/I Document
10 A Gas freeing system in cargo tanks
Note 1:
2.3.2 Hold spaces, cofferdams and cargo tanks shall be 2.3.5 Double hull spaces and double bottoms in the cargo
capable of being inspected. area shall be arranged for being filled with ballast water
only. Double bottoms may, however, be used as fuel oil
2.3.3 All spaces in the cargo area shall be capable of being tanks, provided they comply with [2.6].
ventilated. Means for checking their gas-free condition shall
be provided. 2.3.6
a) A cofferdam, the centre part of a cofferdam or another
2.3.4 The bulkheads bounding the cargo tanks, cofferdams space below deck in the cargo area may be arranged as
and hold spaces shall be watertight. The cargo tanks and the a service space, provided the bulkheads bounding the
bulkheads bounding the cargo area shall have no openings service space extend vertically to the bottom. This ser-
or penetrations below deck. vice space shall only be accessible from the deck.
The bulkhead between the engine room and the cofferdam b) The service space shall be watertight with the exception
or service space in the cargo area or between the engine of its access hatches and ventilation inlets.
vided that they conform to the provisions of [2.2.4]. 2.3.7 Where service spaces are located in the cargo area
The bulkheads between the cargo tanks may be fitted with under deck, they shall be arranged so as to be easily acces-
penetrations provided that the loading and unloading pipes sible and to permit persons wearing protective clothing and
are fitted with shut-off devices in the cargo tank from which breathing apparatus to safely operate the service equipment
they come. The shut-off devices shall be operable from the contained therein. They shall be designed so as to allow
deck. injured or unconscious personnel to be removed from such
These pipes shall be at least 0.60 m above the bottom. equipment.

Pt D, Ch 3, Sec 6
2.3.8 Cofferdams, double-hull spaces, double bottoms, 2.5.4 The surface temperature of the outer parts of engines
cargo tanks, hold spaces and other accessible spaces within used during loading or unloading operations, as well as that
the cargo area shall be arranged so that they may be com- of their air inlets and exhaust ducts shall not exceed the
pletely inspected and cleaned in an appropriate manner. allowable temperature according to the temperature class
The dimensions of openings except for those of double-hull of the substances carried. This provision does not apply to
spaces and double bottoms which do not have a wall engines installed in service spaces provided the provisions
adjoining the cargo tanks shall be sufficient to allow a per- of [7.3.2] are fully complied with.
without difficulties. These openings shall have a minimum 2.5.5 The ventilation in the closed engine room shall be
cross-sectional area of 0.36 m2 and a minimum side length designed so that, at an ambient temperature of 20 C, the
of 0.50 m. They shall be designed so as to allow an injured average temperature in the engine room does not exceed
or unconscious person to be removed from the bottom of 40 C.
such a space without difficulties, if necessary by means of
fixed equipment. In these spaces the distance between the 2.6 Oil fuel tanks
toms this distance may be reduced to 0.45 m. 2.6.1 When the vessel is provided with hold spaces, the
Cargo tanks may have circular openings with a diameter of double bottoms within these spaces may be arranged as oil
not less than 0.68 m. fuel tanks, provided their depth is not less than 0.60 m.
Oil fuel pipes and openings of such tanks are not permitted
2.4 Ventilation in the hold space.
2.4.1 Each hold space shall have two openings the dimen- 2.6.2 The open ends of the air pipes of all liquid oil fuel
sions and location of which shall be such as to permit effec- tanks shall extend to not less than 0.5 m above the open
tive ventilation of any part of the hold space. If there are no deck. Their open ends and the open ends of overflow pipes
such openings, it shall be possible to fill the hold spaces leading on the deck shall be fitted with a protective device
with inert gas or dry air. consisting of a gauze diaphragm or a perforated plate.

2.7 Exhaust pipes
cargo area which are not arranged for being filled with bal-
last water, hold spaces and cofferdams, shall be provided
with ventilation systems.
open air either upwards through an exhaust pipe or through
2.4.3 Any service spaces located in the cargo area below the shell plating. The exhaust outlet shall be located not less
deck shall be provided with a system of forced ventilation than 2,00 m from the cargo area. The exhaust pipes of
with sufficient power for ensuring at least 20 changes of air engines shall be arranged so that the exhausts are led away
per hour based on the volume of the space. from the vessel. The exhaust pipes shall not be located
within the cargo area.
The ventilation exhaust ducts shall be located up to 50 mm
above the bottom of the service space. The fresh air inlets 2.7.2 Exhaust pipes shall be provided with a device pre-
shall be located in the upper part; they shall be not less than venting the escape of sparks, e.g. spark arresters.
2.00 m above the deck, not less than 2.00 m from the open-
ings of the cargo tanks and not less than 6.00 m from the
outlets of safety valves. 2.8 Bilge pumping and ballasting arrange-
ments
The extension pipes which may be necessary may be of the
hinged type. 2.8.1 Bilge and ballast pumps for spaces within the cargo
On board open type N vessels other suitable installations area shall be installed within such area.
without ventilator fans shall be sufficient. This provision does not apply to:
2.4.4 Ventilation of accommodation and service spaces double-hull spaces and double bottoms which do not
shall be possible. have a common boundary wall with the cargo tanks;
cofferdams, double hull spaces, double bottoms and
2.5 Engines hold spaces where ballasting is carried out using the
piping of the firefighting system in the cargo area and
2.5.1 Only internal combustion engines running on fuel bilge-pumping is performed using eductors.
2.8.2 Where the double bottom is used as oil fuel tank, it
2.5.2 Ventilation inlets of the engine room and, when the shall not be connected to the bilge piping system.
air intakes of the engines shall be located not less than 2.00 2.8.3 Where the ballast pump is installed in the cargo area,
m from the cargo area. the standpipe and its outboard connection for suction of
ballast water shall be located within the cargo area but out-
2.5.3 Sparking shall not be possible within the cargo area. side the cargo tanks.

Pt D, Ch 3, Sec 6
2.8.4 A cargo pump-room below deck shall be capable of injured or unconscious personnel to be removed from such
being drained in an emergency by an installation located in spaces without difficulties, if necessary by means of fixed
the cargo area and independent from any other installation. equipment.
This installation shall be provided outside the cargo pump-
room. 3.2.3 Side stringers linking or supporting the load bearing
components of the sides of the vessel with the load bearing
components of the longitudinal walls of cargo tanks and
side stringers linking the load bearing components of the
2.9.1 Cargo pump rooms must be provided with extraction vessels bottom with the tank bottom are prohibited.
type ventilation systems, independent of other vessel's
spaces, providing at least 30 cycles of air change per hour. 3.3 Cargo tank sizes
Warning notices shall be placed requiring that the ventila-
tion is in operation for at least 15 minutes prior to entering 3.3.1 The maximum permissible capacity of a cargo tank
these spaces. for single hull tank vessels, double hull tank vessels and
2.9.2 Portable means must be provided for gas-freeing of mined in accordance with Tab 2.
cargo tanks and other spaces not equipped with fixed venti- where:
lation. LOA B D : Product of the tank vessel main dimensions, in
m3
2.10 Arrangements of cofferdams LOA : overall length of the hull, in m
2.10.1 Cofferdams or cofferdam compartments remaining In the case of trunk deck vessels, D is to be substituted for
once a service space has been arranged in accordance with D. D is to be determined by the following formula:
[2.3.6] shall be accessible through an access hatch. If, how- b lt
ever, the cofferdam is connected to a double hull space, it is D = D + h t ----t --------
-
B L OA
sufficient for it to be accessible from that space.
where:
2.10.2 No fixed pipe shall permit connection between a ht : Height, in m, of trunk (distance between trunk
cofferdam and other piping of the vessel outside the cargo deck and main deck on trunk side measured at
area. LOA/2)
3 Cargo containment lt : Trunk length, in m
3.1 General 3.3.2 Alternative constructions in compliance with Ch 3,

3.1.1 The scantlings and structural arrangements are to be
in compliance with applicable requirements of Ch 1, Sec 3, Table 2 : Tank sizes
[5] to Ch 1, Sec 3, [10].
< 600 0,3 LOA B D
3.2.1 Where independent cargo tanks are used, or for dou- from 600 to 3750 180 + (LOA B D 600) 0,0635
ble-hull construction where the cargo tanks are integrated > 3750 380
sel and wall of the cargo tanks shall be not less than 0.60 m. 3.4 Cargo tank arrangements
The space between the bottom of the vessel and the bottom
of the cargo tanks shall be not less than 0.50 m. The space 3.4.1 The cargo tank is to comply with the following:
may be reduced to 0.40 m under the pump sumps. The ver- for vessels with a length not more than 50,00 m, the
tical space between the suction well of a cargo tank and the length of a cargo tank shall not exceed 10,00 m
bottom structures shall be not less than 0.10 m. for vessels with a length of more than 50,00 m, the
When a hull is constructed in the cargo area as a double length of a cargo tank shall not exceed 0,20 L, where L
hull with independent cargo tanks located in hold spaces, is the vessel rule length. This provision does not apply
the above values are applicable to the double hull. If in this to vessels with independent built-in cylindrical tanks
case the minimum values for inspections of independent having a length to diameter ratio 7.
tanks referred to in [2.3.8] are not feasible, it must be possi-
ble to remove the cargo tanks easily for inspection. 3.4.2 The capacity of a suction well shall be limited to not
more than 0,1 m3.
under deck, they shall be arranged so as to be easily acces- 3.5 Integrated tank scantlings
sible and to permit persons wearing protective clothing and
breathing apparatus to safely operate the service equipment 3.5.1 The scantlings of the integrated tank structure are to
contained therein. They shall be designed so as to allow be determined in compliance with Ch 1, Sec 3.

Pt D, Ch 3, Sec 6
3.6 Independent cargo tank scantlings 4.4 Supply of cargo tanks with washing or
ballast water
3.6.1 Cargo tank scantlings
The scantlings of independent cargo tanks are to be deter- 4.4.1 When pipes for loading and unloading are used for
mined in compliance with Ch 1, Sec 3, [5.1.2]. supplying the cargo tanks with washing or ballast water, the
suctions of these pipes shall be located within the cargo
3.6.2 Supports and fastenings
area but outside the cargo tanks.
The scantlings of the tank supports and fastenings are to be
in compliance with Ch 1, Sec 3, [8]. Pumps for tank washing systems with associated connec-
3.7 Cargo tank openings discharge side of the system is arranged in such a way that
suction is not possible through that part.
3.7.1
4.4.2 A non-return valve shall be fitted at the junction
between the water suction pipe and the cargo loading pipe.
cargo area.
b) Cargo tank openings with a cross-section of more than
4.5 Permissible loading and unloading
overpressures shall be located not less than 0.50 m flows
above deck.
4.5.1 The permissible loading and unloading flows shall be
3.7.2 Safety devices calculated. For open type N with flame-arrester and open
Each cargo tank or group of cargo tanks connected to a type N the loading and unloading flows depend on the total
common vapour pipe shall be fitted with safety devices crosssection of the exhaust ducts.
designed to prevent any accumulation of water and its pen-
etration into the cargo tanks. 4.5.2 Calculations concern the permissible maximum load-
ing and unloading flow for each cargo tank or each group
of cargo tanks, taking into account the design of the ventila-
4 Cargo piping system tion system. These calculations shall take into consideration
the fact that in the event of an unforeseen cut-off of the gas
4.1 Arrangement for cargo pumps return piping or the compensation piping of the shore facil-
ity, the safety devices of the cargo tanks will prevent pres-
sure in the cargo tanks from exceeding the following values:
area. over-pressure: 115% of the opening pressure of the
high-velocity vent valve;
4.2 Arrangement of cargo piping vacuum pressure: not more than the construction vac-
uum pressure but not exceeding 5 kPa
4.2.1 Pipes for loading and unloading shall be independent
5 Cargo temperature control
4.2.2 The pipes for loading and unloading shall be
5.1.1 Cargo tank heating system is to be installed as a sepa-
4.2.3 Piping for loading and unloading shall be clearly dis- rate system, equipped with a heat exchanger located in the
tinguishable from other piping, e.g. by means of colour cargo area. Where special heat transfer media are used this
marking. requirement may be dispensed with upon approval by the
Society.
4.2.4 The shore connections shall be located not less than
6 m from the entrances to or openings of, the accommoda- 5.1.2 Boilers which are used for heating the cargo shall be
tion and service spaces outside the cargo area. fuelled with a liquid fuel having a flashpoint of more than
55C. They shall be placed either in the engine room or in
4.2.5 Each shore connection of the vapour pipe and shore another separate space below deck and outside the cargo
connections of the pipes for loading and unloading, through area, which is accessible from the deck or from the engine
which the loading or unloading operation is carried out, room.
shall be fitted with a shut-off device.
5.1.3 The cargo heating system shall be designed so that
4.3 Control and monitoring the cargo cannot penetrate into the boiler in the case of a
leak in the heating coils. A cargo heating system with artifi-
4.3.1 Stop valves cial draught shall be ignited electrically.
The stop valves or other shut-off devices of the pipes for
loading and unloading shall indicate whether they are open 5.1.4 The ventilation system of the engine room shall be
or shut. designed taking into account the air required for the boiler.

Pt D, Ch 3, Sec 6
6 Receptacles for residual products 7.2 General design requirements

and receptacles for slops
7.2.1 Only distribution systems without return connection
to the hull are permitted. This provision does not apply to:
6.1 General certain limited sections of the installations situated out-
side the cargo area (connections of starters of diesel
6.1.1 If vessels are provided with a tank for residual prod- engines)
ucts, it shall comply with the provisions of [6.1.3] and
device for checking the insulation level referred to in
[6.1.4]. Receptacles for residual products and receptacles
[7.2.2]
for slops shall be located only in the cargo area. During fill-
ing of receptacles for residual products, means for collect- active cathodic corrosion protection.
ing any leakage shall be placed under the filling
connections. 7.2.2 Every insulated distribution network shall be fitted
with an automatic device with a visual and audible alarm
6.1.2 Receptacles for slops shall be fire resistant and shall for checking the insulation level.
be capable of being closed with lids. The receptacles for
slops shall be marked and easy to handle. 7.2.3 For the selection of electrical equipment to be used
in zones presenting an explosion risk, the explosion groups
and temperature classes assigned to the substances carried
6.1.3 The maximum capacity of a tank for residual prod-
shall be taken into consideration.
ucts is 30 m3.
6.1.4 The tank for residual products shall be equipped 7.3 Type and location of electrical equipment
with:
7.3.1
a device for ensuring pressure equilibrium
an ullage opening EEx (ia) type of protection may be installed in cargo
connections, with stop valves, for pipes and hoses. tanks, residual cargo tanks and pipes for loading and
unloading (comparable to zone 0)
6.1.5 Receptacles for residual products shall be equipped b) Only the following equipment may be installed in the
with: cofferdams, double-hull spaces, double bottoms and
hold spaces (comparable to zone 1):
a connection enabling gases released during filling to be
evacuated safely measuring, regulation and alarm devices of the cer-
tified safe type
a possibility of indicating the degree of filling
lighting appliances of the flame-proof enclosure or
connections with shut-off devices, for pipes and hoses. pressurised enclosure type of protection
hermetically sealed echo sounding devices the
6.1.6 Receptacles for residual products placed on the deck
cables of which are led through thick-walled steel
shall be located at a minimum distance from the hull equal
to one quarter of the vessels breadth.
cables for the active cathodic protection of the shell
7 Electrical installations vided for echo sounding devices
7.1 Documents to be kept on board service spaces in the cargo area below deck (compara-
ble to zone 1):
7.1.1 In addition to the documents required in accordance measuring, regulation and alarm devices of the cer-
with the Regulations referred to in Pt C, Ch 2, Sec 1, [2] and tified safe type
[1.2], the following documents shall be on board:
lighting appliances of the flame-proof enclosure or
a) a drawing indicating the boundaries of the cargo area apparatus protected by pressurization type of pro-
and the location of the electrical equipment installed in tection
this area motors driving essential equipment such as ballast
b) a list of the electrical equipment referred to in (a) above pumps; they shall be of the certified safe type
including the following particulars: machine or appli- d) The control and protective equipment of the electrical
ance, location, type of protection, type of protection equipment referred to in paragraphs (a), (b) and (c)
against explosion, testing body and approval number above shall be located outside the cargo area if they are
c) a list of or general plan indicating the electrical equip-
ment outside the cargo area which may be operated e) The electrical equipment in the cargo area on deck
during loading, unloading or gas-freeing. All other elec- (comparable to zone 1) shall be of the certified safe
trical equipment shall be marked in red. type.

Pt D, Ch 3, Sec 6
7.3.2 down the excitation of the generator. A notice board with

the operating instructions shall be displayed near the
switch.
and gas-freeing during berthing and which are located
outside the cargo area shall (comparable to zone 2) be
b) This provision does not apply to: to the signal mast or the gangway. Connecting and discon-
lighting installations in the accommodation, except necting shall not be possible except when the sockets are
for switches near entrances to accommodation not live.
radiotelephone installations in the accommodation 7.3.6 The failure of the power supply for the safety and
or the wheelhouse control equipment shall be immediately indicated by visual
electrical installations in the accommodation, the and audible signals at the locations where the alarms are
wheelhouse or the service spaces outside the cargo usually actuated.
areas if:
These spaces are fitted with a ventilation system 7.4 Earthing
ensuring an overpressure of 0,1 kPa (0,001 bar)
and none of the windows is capable of being 7.4.1 The metal parts of electrical appliances in the cargo
opened; the air intakes of the ventilation system area which are not live as well as protective metal tubes or
shall be located as far away as possible, how- metal sheaths of cables in normal service shall be earthed,
ever, not less than 6,00 m from the cargo area unless they are so arranged that they are automatically
and not less than 2,00 m above the deck earthed by bonding to the metal structure of the vessel.
7.4.2 The provisions of [7.4.1] above apply also to equip-
with sensors:
ment having service voltages of less than 50 V.
- directly at the top edge of the sill of the 7.4.3 Independent cargo tanks, metal intermediate bulk
entrance doors of the accommodation and containers and tank-containers shall be earthed.
service spaces
7.4.4 Receptacles for residual products shall be capable of
The gas concentration measurement is continu- being earthed.
ous
When the gas concentration reaches 20% of the 7.5 Electrical cables
lower explosive limit, the ventilators are
switched off. In such a case and when the over- 7.5.1 All cables in the cargo area shall have a metallic
pressure is not maintained or in the event of fail- sheath.
ure of the gas detection system, the electrical
installations which do not comply with (a) 7.5.2 Cables and sockets in the cargo area shall be pro-
above, shall be switched off. These operations tected against mechanical damage.
shall be performed immediately and automati-
cally and activate the emergency lighting in the 7.5.3 Movable cables are prohibited in the cargo area,
accommodation, the wheelhouse and the ser- except for intrinsically safe electric circuits or for the supply
vice spaces, which shall comply at least with the of signal lights, gangway lighting.
limited explosion risk type. The switching-off
shall be indicated in the accommodation and 7.5.4 Cables of intrinsically safe circuits shall only be used
wheelhouse by visual and audible signals for such circuits and shall be separated from other cables
The ventilation system, the gas detection system not intended for being used in such circuits (e.g. they shall
and the alarm of the switch-off device fully com- not be installed together in the same string of cables nor
ply with the requirements of (a) above fixed by the same cable clamps).
The automatic switching-off device is set so that
7.5.5 For movable cables intended for signal lights, gang-
no automatic switch off may occur while the
way lightin, only sheathed cables of type H 07 RN-F in
vessel is under way.
accordance with standard IEC 60 245-4:1994 or cables of at
least equivalent design having conductors with a cross-sec-
requirements set out in [7.3.2] together with its switches
shall be as short as possible and installed so that damage is
shall be marked in red. The disconnection of such equip-
ment shall be operated from a centralised location on
board.
7.3.4 An electric generator which is permanently driven by
an engine and which does not meet the requirements of 7.6.1 Storage batteries shall be located outside the cargo
[7.3.2], shall be fitted with a switch capable of shutting area.

Pt D, Ch 3, Sec 6
8 Fire protection and fire extinction It shall be possible to reach any point of the deck in the
8.1.1 The outlets of funnels shall be located not less than ensure that no gases can escape through the fire-extin-
2.00 m from the cargo area. Arrangements shall be pro- guishing system into the accommodation or service
vided to prevent the escape of sparks and the entry of water. spaces outside the cargo area.
8.1.2 Heating, cooking and refrigerating appliances shall a jet of water to have a minimum reach of not less than
not be fuelled with liquid fuels, liquid gas or solid fuels. the vessel's breadth from any location on board with
The installation in the engine room or in another separate two spray nozzles being used at the same time.
space of heating appliances fuelled with liquid fuel having
a flash-point above 55 C is, however, permitted. 8.6 Fixed fire extinguishing system
the accommodation. 8.6.1 In addition, the engine rooms, the pump room and all
spaces containing essential equipment (switchboards, com-
8.1.3 Only electrical lighting appliances are permitted. pressors, etc.) for the refrigeration equipment, if any, shall
be provided with a permanently fixed fire-extinguishing sys-
tem, in compliance with Pt C, Ch 3, Sec 4, [4].
8.2 Prohibition of smoking, fire or naked
light
9 Safety and control installations
legible from either side of the vessel. 9.1 General
8.2.2 Notice boards indicating the circumstances under 9.1.1 Cargo tanks shall be provided with the following
which the prohibition is applicable shall be fitted near the equipment:
entrances to the spaces where smoking or the use of fire or a) a mark inside the tank indicating the liquid level of 97%
naked light is not always prohibited.
b) a high level sensor for actuating the facility against over-
reached.
the fire extinguishing arrangements in [8.4] to [8.6] are to 10 Buoyancy and stability
be complied with.
10.1 General
10.1.1 Exceptions to the requirements stated in these Rules
are possible where they are permitted by the statutory Regu-
scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
lations.
equipped with at least two additional portable fire-extin-
guishers having the same capacity in cargo area.
10.1.2 General requirements of Pt B, Ch 2, Sec 2, [1] to Pt
These additional portable fire-extinguishers shall be suitable B, Ch 2, Sec 2, [3]are to be complied with.
for fighting fires involving the dangerous goods carried.
10.1.3 The longitudinal centre bulkhead may be dispensed
8.5 Fire extinguishing system with only if sufficient stability is guaranteed.
8.5.1 A fire-extinguishing system complying with the fol- 10.1.4 Proof of sufficient stability shall be furnished. This
lowing requirements shall be installed on the vessel. proof is not required for single hull vessels with cargo tanks
It shall be supplied by two independent fire or ballast
pumps, one of which shall be ready for use at any time. 10.1.5 The basic values for the stability calculation (the
These pumps and their means of propulsion and electri- vessels lightweight and location of the centre of gravity)
cal equipment shall not be installed in the same space shall be determined in compliance with Pt B, Ch 2, Sec 2,
It shall be provided with a water main fitted with at least [2.2].
able and sufficiently long hoses with spray nozzles hav- 10.1.6 Proof of intact stability is to be provided for all load-
ing a diameter of not less than 12 mm shall be provided ing/unloading stages and for the final loading condition.

Pt D, Ch 3, Sec 6
10.1.7 For vessels with independent cargo tanks and for The following provisions are applicable:
For bottom damage, adjacent athwartship compart-
frames of the vessel, floatability after damage shall be
ments shall also be assumed flooded
proved for the most unfavorable loading condition. For this
purpose, calculated proof of sufficient stability shall be the lower edge of any non-watertight opening (e.g.
established for critical intermediate stages of flooding and windows, doors and access hatchways) shall, at the
for the final stage of flooding. final stage of flooding, be not less than 0,10 m
ing may be accepted only if the continued range of curve of
10.3.2 In general, permeability shall be assumed to be
the righting lever in damaged condition indicates adequate
95%. Where an average permeability of less than 95% is
positive values of stability.
calculated for any compartment, this calculated value
obtained may be used.
are to be used.
double hull constructions with cargo tanks integrated in the For the main engine room, only the one-compartment status
frames of the vessel, the requirements for intact stability need be taken into account, i.e. the end bulkheads of the
resulting from the damage stability calculation shall be fully engine room shall be assumed as not damaged.
complied with.
width, the following intact stability requirements are to be Spaces
complied with, bearing in mind the influence of all free sur-
Engine room 85
faces in tanks for all stages of loading and unloading:
immersion of the first non-watertight opening there shall Double bottoms, oil fuel tanks, ballast tanks,
be a righting lever (GZ) of not less than 0,10 m etc., depending on whether, according to their
function, they have to be assumed as full or 0 or 95
The surface of the positive area of the righting lever empty for the vessel floating at the maximum
curve up to immersion of the first non-watertight open- permissible draught
ing and in any event up to an angle of heel 27 shall
not be less than 0,024 m.rad
10.3.3 The damage stability is generally regarded sufficient
The initial metacentric height GM0 shall be not less than if (see Fig 1):
0,10 m.
At the stage of equilibrium (in the final stage of flood-
ing), the angle of heel is not greater than 12.
Non-watertight openings shall not be flooded before
10.3.1 For vessels with independent cargo tanks and for reaching the stage of equilibrium. If such openings are
double hull constructions with cargo tanks integrated in the immersed before the stage of equilibrium, the corre-
frames of the vessel, the following assumptions shall be sponding spaces shall be considered flooded for the
taken into consideration for the damaged condition. purpose of stability calculation.
The positive range of the righting lever curve beyond
the stage of equilibrium has a righting lever of 0,05 m
longitudinal extent: at least 0,10LOA but not less than in association with an area under the curve of 0,0065
5,00 m m.rad. The minimum values of stability shall be satisfied
transverse extent: 0,59 m up to immersion of the first non-weathertight openings
and in any event up to an angle of heel 27. If non-
vertical extent: from base line upwards without limit watertight openings are immersed before that stage, the
b) extent of bottom damage: corresponding spaces shall be considered flooded for
5,00 m 10.3.4 If openings through which undamaged compart-
transverse extent: 3,00 m ments may additionally become flooded are capable of
being closed watertight, the closing appliances shall be
marked accordingly.
c) Any bulkhead within the damaged area shall be 10.3.5 Where cross- or down-flooding openings are pro-
assumed damaged, which means that the location of vided for reduction of unsymmetrical flooding, the time of
bulkheads shall be chosen to ensure that the vessel equalisation shall not exceed 15 minutes, provided during
remains afloat after the flooding of two or more adjacent the intermediate stages of flooding sufficient stability has
compartments in the longitudinal direction. been proved.

Pt D, Ch 3, Sec 6
Righting lever
12
A 0,0065 m.rad
0,05m
Angle of heel []

opening, however 27
Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 7
SECTION 7 DG
Symbols
LOA : Length overall, in m, defined in Pt B, Ch 1, Sec 2, 2.1.2 Gastight closing appliances shall be provided for
[2.5] openings in the accommodation and wheelhouse facing the
holds.
1 General 2.1.3 No entrances or openings of the engine rooms and
service spaces shall face the protected area.
1.1 Application
1.1.1 The additional service feature DG is assigned, in 2.2 Water ballast
compliance with Pt A, Ch 1, Sec 3, [2.2.6], to vessels
intended to carry dry dangerous goods. 2.2.1 The double-hull spaces and double bottoms may be
arranged for being filled with water ballast.
the requirements stated under Part A, Part B and Part C, as
applicable, and with the requirements of this Section, 2.3 Ventilation
which are specific to dry cargo vessels for the transport of
dangerous goods. 2.3.1 Ventilation of each hold shall be provided by means
of two mutually independent extraction ventilators having a
1.2 Documents to be submitted capacity of not less than five changes of air per hour based
on the volume of the empty hold. The ventilator fan shall be
1.2.1 Tab 1 lists the plans and documents to be submitted designed so that no sparks may be emitted on contact of the
in addition to the documents required in the other Parts of impeller blades with the housing and no static electricity
the Rules for the parts of the vessel not affected by the may be generated. The extraction ducts shall be positioned
cargo, as applicable. at the extreme ends of the hold and extend down to not
more than 50 mm above the bottom. The extraction of gases
and vapours through the duct shall also be ensured for car-
riage in bulk.
2.1 Accommodation and service spaces If the extraction ducts are movable, they shall be suitable
for the ventilator assembly and capable of being firmly
2.1.1 The accommodation shall be separated from the fixed. Protection shall be ensured against bad weather and
holds by metal bulkheads having no openings. spray. The air intake shall be ensured during ventilation.
No A/I Document
1 I List of products to be carried, including maximum vapour pressure, maximum liquid cargo temperature and other
important design conditions
2 I General arrangement plan, showing location of cargo holds and fuel oil, ballast and other tanks
3 A Location of void spaces and accesses to dangerous zones
4 A Details of hull structure in way of cargo holds
8 A Details of electrical equipment installed in cargo area
Note 1:

Pt D, Ch 3, Sec 7
2.3.2 The ventilation system of a hold shall be arranged so 3.2 Heating installation
that dangerous gases cannot penetrate into the accommo-
dation, wheelhouse or engine rooms. 3.2.1 It is not allowed to arrange heating appliances in the
cargo holds.
2.3.3 Ventilation shall be provided for the accommodation
and for service spaces. 3.3 Stripping installation
2.4 Engines 3.3.1 The stripping pumps intended for the holds shall be
located in the protected area. This requirement shall not
2.4.1 Only internal combustion engines running on fuel apply when stripping is effected by eductors.
2.4.2 The air vents in the engine rooms and the air intakes
of the engines which do not take air in directly from the
engine room shall be located not less than 2.00 m from the 4.1 Type and location of electrical equipment
protected area.
4.1.1 It shall be possible to isolate the electrical equipment
2.4.3 Sparking shall not be possible within the cargo area. in the protected area by means of centrally located switches
except where:
in the holds, it is of a certified safe type corresponding at
2.5 Oil fuel tanks
least to temperature class T4 and explosion group II B
2.5.1 Double bottoms within the hold area may be and
arranged as oil fuel tanks provided their depth is not less in the protected area on deck, it is of the limited explo-
than 0.6 m. Oil fuel pipes and openings to such tanks are sion risk type.
not permitted in the holds.
The corresponding electrical circuits shall have control
lamps to indicate whether or not the circuits are live.
2.5.2 The air pipes of all oil fuel tanks shall be led to 0.50
m above the open deck. Their open ends and the open ends The switches shall be protected against unintended unau-
of the overflow pipes leaking to the deck shall be fitted with thorized operation. The sockets used in this area shall be so
a protective device consisting of a gauze grid or by a perfo- designed as to prevent connections being made except
rated plate. when they are not live.
Submerged pumps installed or used in the holds shall be of
2.6 Exhaust pipes the certified safe type at least for temperature class T4 and
explosion group II B.
open air either upwards through an exhaust pipe or through 4.1.2 Electric motors for hold ventilators which are
the shell plating. The exhaust outlet shall be located not less arranged in the air flow shall be of the certified safe type.
than 2.00 m from the hatchway openings. The exhaust
4.1.3 Sockets for the connection of signal lights, gangway
pipes of engines shall be arranged so that the exhausts are
lighting and containers shall be fitted to the vessel close to
led away from the vessel. The exhaust pipes shall not be
the signal mast or the gangway or the containers. Sockets
located within the protected area.
intended to supply the submerged pumps and hold ventila-
2.6.2 Exhaust pipes shall be provided with a device pre tors shall be permanently fitted to the vessel in the vicinity
venting the escape of sparks, e.g. spark arresters. of the hatches.
4.2 Electric cables

3 Cargo holds
4.2.1 Cables and sockets in the cargo area shall be pro-
3.1 General arrangements tected against mechanical damage.
3.1.1 Each cargo hold shall be bounded fore and aft by 4.2.2 Movable cables are prohibited in the protected area,
watertight metal bulkheads. except for intrinsically safe electric circuits or for the supply
of signal lights and gangway lighting, for containers, for
3.1.2 The cargo holds shall have no common bulkhead submerged pumps, hold ventilators and for electrically
with the fuel oil tanks. operated cover gantries.
3.1.3 The bottom of the holds shall be such as to permit 4.2.3 For movable cables permitted in accordance with
them to be cleaned and dried. [4.2.2], only rubber-sheathed cables of type H07 RN-F in
accordance with standard IEC-60 245-4:1994 or cables of
3.1.4 Hatch covers for the cargo holds must be spraytight at least equivalent design having conductors with a cross-
and weathertight. The use of waterproof tarpaulins is also section of not less than 1,5 mm2, shall be used. These
possible to cover the cargo holds, if the tarpaulin shall not cables shall be as short as possible and installed so that
readily ignite. accidental damage is not likely to occur.

Pt D, Ch 3, Sec 7
4.3 Metal wires, masts 5.5 Water fire extinguishing system
4.3.1 All metal wires passing over the holds and all masts 5.5.1 A water fire-extinguishing system complying with the
shall be earthed, unless they are electrically bonded to the following requirements shall be installed on the vessel.
metal hull of the vessel through their installation. It shall be supplied by two independent fire or ballast
pumps one of which shall be ready for use at any time.
These pumps and their means of propulsion and electri-
cal equipment shall not be installed in the same space
4.4.1 The installation of storage batteries inside the pro- It shall be provided with a water main fitted with at least
tected area is not permissible. three hydrants in the cargo area above deck. Three suitable
and sufficiently long hoses with spray/jet nozzles having a
diameter of not less than 12 mm shall be provided
5 Fire protection and fire extinction It shall be possible to reach any point of the deck in the
5.1 Fire and naked light not supplied from the same hydrant
5.1.1 The outlets of funnels shall be located not less than ensure that no gases can escape through the fire-extin-
2.00 m from the cargo area. Arrangements shall be pro- guishing system into the accommodation or service
vided to prevent the escape of sparks and the entry of water. spaces outside the cargo area.
5.1.2 Heating, cooking and refrigerating appliances shall a jet of water to have a minimum reach of not less than
not be fuelled with liquid fuels, liquid gas or solid fuels. the vessel's breadth from any location on board with
two spray nozzles being used at the same time.
flash-point above 55 C is, however, permitted. 5.6 Fixed fire extinguishing system
Cooking and refrigerating appliances are permitted only in 5.6.1 In addition the engine room, the pump room and all
the accommodation. spaces containing essential equipment (switchboards, com-
5.1.3 Only electrical lighting appliances are permitted. be provided with a fixed fire-extinguishing system, in com-
pliance with Pt C, Ch 3, Sec 4, [3]or Pt C, Ch 3, Sec 4, [4].
5.2 Prohibition of smoking, fire or naked
light 6 Additional rules applicable to double
hull vessels
ing in accordance with 8.3.4 shall be clearly legible from 6.1 Application
either side of the vessel.
6.1.1 The requirements of this Article are applicable to double
5.2.2 Notice boards indicating the circumstances under hull vessels intended to carry dangerous goods in quantities
which the prohibition is applicable shall be fitted near the exceeding those indicated in Paragraph 7.1.4.1.1 of ADN.
naked light is not always prohibited.
6.2 Holds
5.3 Fire extinguishing arrangements 6.2.1 The vessel shall be built as a double-hull vessel with
double-hull spaces and double bottom within the protected
5.3.1 In addition to the requirements of Part C, Chapter 3, area.
6.2.2 The distance between the sides of the vessel and the
be complied with.
longitudinal bulkheads of the cargo hold shall be not less
than 0,80 m.
5.4 Portable fire extinguishers This distance may be reduced to a distance of 0,60 m if the
following reinforcements of the hull structure are provided:
scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be a) If the vessel's sides are constructed according to the lon-
equipped with at least two additional portable fire-extin- gitudinal framing system, the frame spacing shall not
guishers having the same capacity in cargo area. exceed 0,60 m and the longitudinal frames have to be
supported by web frames with a maximum spacing of
These additional portable fire-extinguishers shall be suitable 1,80 m. These intervals may be increased if the con-
for fighting fires involving the dangerous goods carried. struction is correspondingly reinforced.

Pt D, Ch 3, Sec 7
b) If the vessel's sides are constructed according to the 6.4.2 Intact stability
transverse framing system either: The requirements for intact stability resulting from the dam-
two longitudinal side shell stringers shall be fitted; the age stability calculation shall be fully complied with.
distance between the two stringers and between the For the carriage of general cargoes and wheeled cargoes,
uppermost stringer and the gangboard shall not exceed proof of sufficient stability shall also be furnished in accor-
0,80 m; the depth of the stringers shall be at least equal dance with Ch 2, Sec 6, [2].
to that of the transverse frames and the cross-section of
For the carriage of dry bulk cargoes, proof of sufficient stabil-
the face plate shall be not less than 15 cm2.
ity shall also be furnished in accordance with Ch 2, Sec 6,
The longitudinal stringers shall be supported by web [3].
frames with lightening holes similar to plate floors in
For the carriage of containers, proof of sufficient stability
the double bottom and spaced 3,60 m apart. The
shall also be furnished in accordance with Ch 2, Sec 6, [4].
transverse shell frames and the hold bulkhead verti-
cal stiffeners shall be connected at the bilge by a 6.4.3 Damage stability - assumptions
bracket plate with height of not less than 0,90 m and The damage condition calculation is to be based on the fol-
thickness of the floos; or lowing assumptions:
web frames with lightning holes similar to the dou-
ble bottom plate floors shall be arranged on each
transverse frame. longitudinal extent: at least 0,10LOA but not less than
5,00 m
c) The gangboards shall be supported by transverse bulk-
heads or cross ties spaced not more than 32 m apart. transverse extent: 0,59 m
Alternative arrangements will be considered by the vertical extent: from base line upwards without limit
Society on a case-by-case basis. b) extent of bottom damage:
6.2.3 The depth of the double bottom shall be at least 0.50
5,00 m
m. The depth below the suction wells may, however, be
locally reduced, but the space between the bottom of the transverse extent: 3,00 m
suction well and the bottom of the vessel floor shall be at vertical extent: from base line to 0,49 m upwards,
least 0.40 m. If spaces are between 0.40 m and 0.49 m, the except for pump well.
surface area of the suction well shall not exceed 0.5 m2. c) Any bulkhead within the damaged area shall be
The capacity of the suction wells must not exceed 0.120 m3. assumed damaged, which means that the location of
bulkheads shall be chosen to ensure that the vessel
6.3 Emergency exit remains afloat after the flooding of two or more adjacent
compartments in the longitudinal direction.
6.3.1 Spaces not flooded of which the entrances or exits are The following provisions are applicable:
partly or fully immersed in damage condition shall be pro- For bottom damage, adjacent athwartship compart-
vided with an emergency exit not less than 0,10 m above the ments shall also be assumed as flooded.
damage waterline. This requirement does not apply to fore the lower edge of any non-watertight opening (e.g.
peak and aft peak. windows, doors and access hatchways) shall, at the
6.4 Buoyancy and stability above the damage waterline.
6.4.1 General In general, permeability shall be assumed to be 95%.
Where an average permeability of less than 95% is calcu-
Exceptions to the requirements stated in these Rules are pos-
lated for any compartment, this calculated value obtained
sible where they are permitted by the applicable statutory
may be used.
Regulations.
Proof of sufficient stability shall be furnished, including sta-
are to be used.
bility in the damaged condition.
For the main engine room, only the one-compartment status
General requirements of Pt B, Ch 2, Sec 2, [1] to Pt B, Ch 2,
need be taken into account, i.e. the end bulkheads of the
Sec 2, [3]are to be complied with.
engine room shall be assumed not damaged.
Proof of sufficient intact stability shall be furnished for all
stages of loading and unloading and for the final loading Table 2 : Permeability values, in %
condition.
Spaces
Proof of floatability in the damaged condition is to be fur-
nished for the most unfavourable loading condition. For this Engine room 85
purpose, calculated proof of sufficient stability shall be Accommodation spaces 95
established for critical intermediate stages of flooding and Double bottoms, oil fuel tanks, ballast tanks,
for the final stage of flooding. Negative values of stability in etc., depending on whether, according to their
intermediate stages of flooding may be accepted only if the function, they have to be assumed as full or 0 or 95
continued range of curve of righting lever in damaged con- empty for the vessel floating at the maximum
dition indicates adequate positive values of stability. permissible draught

Pt D, Ch 3, Sec 7
Figure 1 : Proof of damage stability - general criteria
Righting lever
12
0,05m A 0,0065 m.rad
Angle of heel []

opening, however 27
Equilibrium in
flooded
condition
Figure 2 : Proof of damage stability - criteria applicable to carriage of non-secured containers

Righting lever
A 0,0065 m.rad
Angle of heel []

opening, however 10
Equilibrium in
flooded
condition
6.4.4 Damage stability - general criteria 6.4.5 Damage stability - criteria applicable to
The damage stability is generally regarded sufficient if (see carriage of non-secured containers
Fig 1): Vessels carrying containers which have not been secured
shall satisfy the following damage stability criteria (see Fig 2):
a) At the stage of equilibrium (in the final stage of flood-
ing), the angle of heel is not greater than 12. a) At the stage of equilibrium (in the final stage of flood-
Non-watertight openings shall not be flooded before ing), the angle of heel shall not exceed 5.
reaching the stage of equilibrium. If such openings are Non-watertight openings shall not be flooded before
immersed before the stage of equilibrium, the corre- reaching the stage of equilibrium. If such openings are
sponding spaces shall be considered as flooded for the immersed before the stage of equilibrium, the corre-
purpose of stability calculation. sponding spaces shall be considered as flooded for the
b) The positive range of the righting lever curve beyond the purpose of stability calculation.
stage of equilibrium has a righting lever of 0,05 m in b) The positive range of the righting lever curve beyond the
association with an area under the curve of 0,0065 stage of equilibrium shall have an area under the curve
m.rad. The minimum values of stability shall be satisfied of 0,0065 m.rad. The minimum values of stability
up to immersion of the first non-weathertight openings shall be satisfied up to immersion of the first non-weath-
and in any event up to an angle of heel 27. If non-wat ertight openings and in any event up to an angle of heel
ertight openings are immersed before that stage, the cor- 10. If non-watertight openings are immersed before
responding spaces shall be considered as flooded for that stage, the corresponding spaces shall be considered
the purpose of stability calculation. as flooded for the purpose of stability calculation.

Pt D, Ch 3, Sec 7
6.4.6 If openings through which undamaged compartments 6.4.7 When cross- or down-flooding openings are provided
may additionally become flooded are capable of being for reduction of unsymmetrical flooding, the time for equal-
closed watertight, the closing appliances shall be marked isation shall not exceed 15 minutes, if during the intermedi-
according to their operating instructions. ate stages of flooding sufficient damaged stability has been
demonstrated.

Pt D, Ch 3, Sec 8
SECTION 8 DGL
1 General 2.3 Ventilation
1.1 Application 2.3.1 Ventilation of accommodation shall be possible.
Notice boards shall be fitted at the ventilation inlets indicat-

1.1.1 The additional service feature DGL is assigned, in ing the conditions when they shall be closed. Any ventila-
compliance with Pt A, Ch 1, Sec 3, to propulsion vessels tion inlets of accommodation leading outside shall be fitted
involved in a pushed convoy or a side-by-side formation with fire flaps. Such ventilation inlets shall be located not
comprising a tank vessel carrying dangerous substances. less than 2,00 m from the cargo area.
1.1.2 These vessels are to comply with the requirements

stated under Part A, Part B and Part C, as applicable, and 2.4 Engine rooms
with the requirements of this Section, which are specific to
additional service feature DGL. 2.4.1 Internal combustion engines for the vessel's propul-
sion as well as internal combustion engines for auxiliary
1.1.3 Other vessels (in the convoy or side-by-side forma- machinery shall be located outside the cargo area.
tion) not carrying dangerous goods shall comply with the Entrances and other openings of engine rooms shall be at a
requirements of Ch 3, Sec 9. distance of not less than 2,00 m from the cargo area.
The engine rooms shall be accessible from the deck; the

2 Vessel arrangements entrances shall not face the cargo area. Where the doors are
not located in a recess whose depth is at least equal to the
2.1 Materials door width, the hinges shall face the cargo area.
2.1.1 The vessel's hull shall be constructed of shipbuilding 2.5 Superstructures

steel or other at least equivalent metal.
All permanently fitted materials in the accommodation or 2.5.1 The superstructures and wheelhouses must be placed
wheelhouse, with the exception of furniture, shall not outside the cargo area, i.e. forward of the foremost or aft of
readily ignite. They shall not evolve fumes or toxic gases in the aftermost cofferdam bulkhead.
dangerous quantities, if involved in a fire.
Parts of the wheelhouse at a height of at least 1 m above the
The use of plastic material for vessel's boats is permitted wheelhouse floor may tilt forward.
only if the material does not readily ignite.
Entrances and openings are not to face the cargo area.
Doors and windows hinges on the sides of superstructures
2.2 Protection against penetration of gases
must be mounted on the side of the door or window facing
the cargo area so that, when they are open, vapours coming
from the cargo area are not led into the superstructure.
spaces. Entrances from the deck and openings of spaces facing the
weather shall be capable of being closed.
2.2.2 Outside the cargo area, the lower edges of door-
openings in the sidewalls of superstructures and the coam- The following instruction shall be displayed at the entrance
ings of access hatches to under-deck spaces shall have a of such spaces:
height of not less than 0,50 m above the deck.
"DO NOT OPEN DURING LOADING, UNLOADING OR
This requirement need not be complied with if the wall of the GAS-FREEING WITHOUT PERMISSION FROM THE MAS-
superstructures facing the cargo area extends from one side TER. CLOSE IMMEDIATELY."
of the vessel to the other and has doors the sills of which
have a height of not less than 0,50 m. The height of this wall Entrances and windows of superstructures and accommo-
shall not be less than 2,00 m. In this case, the lower edges of dation spaces which can be opened as well as other open-
door-openings in the sidewalls of superstructures and the ings of these spaces must be located not less than 2,00 m
coamings of access hatches behind this wall shall have a from the cargo area. No wheelhouse doors and windows
height of not less than 0,10 m. The sills of engine room doors shall be located within 2,00 m from the cargo area, except
and the coamings of its access hatches shall, however, where there is no direct connection between the wheel-
always have a height of not less than 0,50 m. house and the accommodation.

Pt D, Ch 3, Sec 8
2.6 Engines 3.2 Type and location of electrical equip-

ment
2.6.1 Only internal combustion engines running on fuel
with a flashpoint of more than 55C are allowed. 3.2.1 Electrical equipment used during loading, unloading
and gas-freeing during berthing and which are located out-
Ventilation inlets of the engine room and, when the engines
side the cargo area shall (comparable to zone 2) be at least
do not take in air directly from the engine room, air intakes
of the limited explosion risk type.
of the engines shall be located not less than 2,00 m from the
cargo area. This provision does not apply to:
Machinery producing sparks shall not be located within the a) lighting installations in the accommodation, except for
cargo area. switches near entrances to accommodation
b) radiotelephone installations in the accommodation or
The surface temperature of the outer parts of engines used
the wheelhouse
during loading or unloading operations, as well as that of
their air inlets and exhaust ducts shall not exceed the allow- c) electrical installations in the accommodation, the
able temperature according to the temperature class. This wheelhouse or the service spaces outside the cargo
provision does not apply to engines installed in service areas if:
spaces provided the provisions of [3.2.1] c) are fully com- These spaces are fitted with a ventilation system
plied with. Not required for vessels outside ADN. ensuring an overpressure of 0,1 kPa (0,001 bar) and
none of the windows is capable of being opened;
The ventilation in the closed engine room shall be designed
the air intakes of the ventilation system shall be
so that, at an ambient temperature of 20C, the average
located as far away as possible, however, not less
temperature in the engine room does not exceed 40C.
than 6,00 m from the cargo area and not less than
2,00 m above the deck
2.7 Fuel oil tanks The spaces are fitted with a gas detection system
with sensors:
2.7.1 The open ends of the air pipes of each liquid fuel oil
at the suction inlets of the ventilation system
tank shall extend to 0,5 m above the open deck. These open
ends and the open ends of overflow pipes leading to the directly at the top edge of the sill of the entrance
deck shall be provided with a protecting screen. doors of the accommodation and service spaces
The gas concentration measurement is continuous
2.8 Exhaust pipes When the gas concentration reaches 20% of the
lower explosive limit, the ventilators are switched
2.8.1 The exhaust outlet shall be located not less than off. In such a case and when the overpressure is not
2,00 m from the cargo area. The exhaust pipes shall not be maintained or in the event of failure of the gas
located within the cargo area. detection system, the electrical installations which
do not comply with the first paragraph above, shall
Exhaust pipes shall be provided with spark arresters.
be switched off
These operations shall be performed immediately
3 Electrical installations and automatically and activate the emergency light-
ing in the accommodation, the wheelhouse and the
3.1 General design requirements service spaces, which shall comply at least with the
limited explosion risk type. The switching-off shall
3.1.1 Only distribution systems without return connection be indicated in the accommodation and wheel-
to the hull are permitted. house by visual and audible signals
This provision does not apply to: The ventilation system, the gas detection system and
the alarm of the switch-off device fully comply with
certain limited sections of the installations situated out- the requirements of first paragraph above
side the cargo area (e.g. connections of starters of diesel
The automatic switch-off device is set so that no
engines)
automatic switching-off may occur while the vessel
the device for checking the insulation level referred to is under way.
below
the installations for cathodic protection.
requirements set out in [3.2.1] together with its switches
Every insulated distribution network shall be fitted with an shall be marked in red. The disconnection of such equip-
automatic device with a visual and audible alarm for check- ment shall be operated from a centralised location on
ing the insulation level. board.
For the selection of electrical equipment to be used in 3.2.3 An electric generator which is permanently driven by
zones presenting an explosion risk, the explosion groups an engine and which does not meet the requirements of
and temperature classes assigned to the substances carried [3.2.1], shall be fitted with a switch capable of shutting down
in columns (15) and (16) of Ch 3, App 1 shall be taken into the excitation of the generator. A notice board with the oper-
consideration. ating instructions shall be displayed near the switch.

Pt D, Ch 3, Sec 8
3.2.4 Sockets for the connection of signal lights and gang- 4.3 Fire extinguishing arrangements
to the signal mast or the gangway. Connecting and discon- 4.3.1 In addition to the requirements of Part C, Chapter 3,
necting shall not be possible except when the sockets are the fire extinguishing arrangements in [4.4] to [4.6] are to
not live. be complied with.
3.3 Electrical cables 4.4 Portable fire extinguishers
3.3.1 For movable cables intended for signal lights, gang- 4.4.1 In addition to the fire-extinguishing appliances pre-
way lighting, and submerged pumps on board oil separator scribed in Pt C, Ch 3, Sec 4, [2], the vessel shall be
vessels, only sheathed cables of type H 07 RN-F in accor- equipped with at least two additional portable fire-extin-
dance with 245 IEC 66 or cables of at least equivalent guishers having the same capacity in cargo area.
design having conductors with a cross-section of not less These additional portable fire-extinguishers shall be suitable
than 1,5 mm2 shall be used. for fighting fires involving the dangerous goods carried.
These cables shall be as short as possible and installed so
that damage is not likely to occur. 4.5 Water fire extinguishing system
4.5.1 A water fire-extinguishing system complying with the
4 Fire protection and fire extinction following requirements shall be installed on the vessel.
It shall be supplied by one independent fire or ballast
4.1 Fire and naked light pump ready for use at any time. These pumps and their
means of propulsion and electrical equipment shall not
4.1.1 The outlets of funnels shall be located not less than be installed in the same space
2.00 m from the cargo area. Arrangements shall be pro-
vided to prevent the escape of sparks and the entry of water. It shall be provided with a water main fitted with at least
4.1.2 Heating, cooking and refrigerating appliances shall able and sufficiently long hoses with spray/jet nozzles
not be fuelled with liquid fuels, liquid gas or solid fuels. having a diameter of not less than 12 mm shall be pro-
vided
space of heating appliances fuelled with liquid fuel having a It shall be possible to reach any point of the deck in the
flash-point above 55 C is, however, permitted. cargo area simultaneously with at least two jets of water
the accommodation. A spring-loaded non-return valve shall be fitted to
4.1.3 Only electrical lighting appliances are permitted. guishing system into the accommodation or service
4.2 Prohibition of smoking, fire or naked The capacity of the system shall be at least sufficient for
light a jet of water to have a minimum reach of not less than
the vessel's breadth from any location on board with
4.2.1 The notice boards displaying the prohibition of smok- two spray nozzles being used at the same time.
legible from either side of the vessel. 4.6 Fixed fire extinguishing system
4.2.2 Notice boards indicating the circumstances under 4.6.1 In addition the engine room and all spaces contain-
which the prohibition is applicable shall be fitted near the ing essential equipment such as switchboards, shall be pro-
entrances to the spaces where smoking or the use of fire or vided with a fixed fire-extinguishing system, in compliance
naked light is not always prohibited. with Pt C, Ch 3, Sec 4, [3] or Pt C, Ch 3, Sec 4, [4].

Pt D, Ch 3, Sec 9
SECTION 9 DGD
1 General The air pipes of all fuel oil tanks shall be led to 0,50 m
above the open deck. Their open ends and the open ends of
the overflow pipes leaking to the deck shall be fitted with a
1.1 Application
protective device consisting of a gauze gird or a perforated
1.1.1 The additional service feature DGD is assigned, in plate.
compliance with Pt A, Ch 1, Sec 3, to vessels (not carrying
dangerous goods) involved in a pushed convoy or a side-by- 2.6 Exhaust pipes
side formation comprising a cargo vessel or a tanker carry-
ing dangerous substances.
2.6.1 Exhaust shall be evacuated from the vessel into the
1.1.2 These vessels are to comply with the requirements open air either upwards through an exhaust pipe or through
stated under Part A, Part B and Part C, as applicable, and the shell plating. The exhaust outlet shall be located not less
with the requirements of this Section, which are specific to than 2,00 m from the hatchway openings. The exhaust
additional service feature DGD. pipes of engines shall be arranged so that the exhausts are
led away from the vessel. The exhaust pipes shall not be
located within the protected area.
Exhaust pipes shall be provided with a device preventing
2.1 Materials the escape of sparks, e.g. spark arresters.
2.1.1 The vessel's hull shall be constructed of shipbuilding

steel or other metal, provided that this metal has at least 3 Electrical installations
equivalent mechanical properties and resistance to the
effects of temperature and fire.
2.2 Ventilation
3.1.1 Electric motors for hold ventilators which are
2.2.1 Ventilation shall be provided for the accommodation arranged in the air flow shall be of the certified safe type.
and for service spaces.
Sockets for the connection of signal lights, gangway lighting
and containers shall be fitted to the vessel close to the sig-
2.3 Superstructures nal mast or the gangway or the containers. Sockets intended
to supply the submerged pumps and hold ventilators shall
2.3.1 Gastight closing appliances shall be provided for open-
be permanently fitted to the vessel in the vicinity of the
ings in the accommodation and wheelhouse facing the holds.
hatches.
No entrances or openings of the engine rooms and service
spaces shall face the protected area.
3.2 Electric cables
2.4 Engines
3.2.1 Cables and sockets in the protected area shall be pro-
2.4.1 Only internal combustion engines running on fuel tected against mechanical damage.
having a flashpoint above 55C are allowed.
The air vents of the engine rooms and the air intakes of the 3.2.2 Movable cables are prohibited in the protected area,
engines which do not take air in directly from the engine except for intrinsically safe electric circuits or for the supply
room shall be located not less than 2,00 m from the proof signal lights and gangway lighting, for containers, for
tected area. submerged pumps, hold ventilators and for electrically
Equipment producing sparks shall not be located in the pro- operated cover gantries.
tected area.
3.2.3 For movable cables permitted in accordance with
2.5 Fuel oil tanks [3.2.2], only rubber-sheathed cables of type H07 RN-F in
accordance with 245 IEC 66 or cables of at least equivalent
2.5.1 Double bottoms within the hold area may be design having conductors with a cross-section of not less
arranged as fuel oil tanks provided their depth is not less than 1,5 mm2, shall be used. These cables shall be as short
than 0,6 m. Fuel oil pipes and openings to such tanks are as possible and installed so that accidental damage is not
not permitted in the holds. likely to occur.

Pt D, Ch 3, Sec 9
4 Fire protection and fire extinction Electric lighting appliances only are permitted outside the
accommodation and the wheelhouse.
4.1 Fire and naked light 4.2 Portable fire extinguishers

4.1.1 The outlets of funnels shall be located not less than 4.2.1 In addition to the fire-extinguishing appliances pre-
2,00 m from the hatchway openings. Arrangements shall be scribed in Pt C, Ch 3, Sec 4, [2] each vessel shall be
provided to prevent the escape of sparks and the entry of equipped with at least two additional portable fire-extin-
water. guishers having the same capacity in cargo area.
Heating, cooking and refrigerating appliances shall not be These additional portable fire-extinguishers shall be suitable
fuelled with liquid fuels, liquid gas or solid fuels. The instal- for fighting fires involving the dangerous goods carried.
lation in the engine room or in another separate space of
heating appliances fuelled with liquid fuel having a flash- 4.3 Fire-extinguishing arrangements
point above 55C is, however, permitted. Cooking and
refrigerating appliances are permitted only in wheelhouses 4.3.1 The vessel shall comply with applicable requirements
with metal floor and in the accommodation. of Pt C, Ch 3, Sec 4.

Pt D, Ch 3, App 1
APPENDIX 1 ALTERNATIVE CONSTRUCTIONS
1 General 2.1.3 The procedure according to [3] shows how tank rup-
ture probabilities shall be calculated as well as how the col-
lision energy absorbing capacity of side structure and a
1.1 consequence increase shall be determined.
1.1.1 The maximum permissible capacity of a cargo tank

may be exceeded and the minimum distances prescribed 3 Calculation procedure
between the tank wall and the vessel's side or bottom plat-
ing may be deviated from provided that the provisions of 3.1 General
this Appendix are complied with. The capacity of a cargo
tank shall not exceed 1000 m3. 3.1.1 The calculation procedure shall follow 13 basic
steps. Steps 2 through 10 shall be carried out for both the
1.1.2 Tank vessels whose cargo tanks exceed the maximum alternative design and the reference design. Tab 1 shows the
allowable capacity or where the distance between the side calculation of the weighted probability of cargo tank rup-
wall and the cargo tank is smaller than required, shall be ture.
protected through a more crashworthy side structure. This
shall be proved by comparing the risk of a conventional 3.2 Step 1
construction (reference construction), complying with the
Societys Rules with the risk of a crashworthy construction 3.2.1 Besides the alternative design, which is used for
(alternative construction). cargo tanks exceeding the maximum allowable capacity or
a reduced distance between the side wall and the cargo
1.1.3 When the risk of the more crashworthy construction tank as well as a more crashworthy side structure, a refer-
is equal to or lower than the risk of the conventional con- ence design with at least the same dimensions (length,
struction, equivalent or higher safety is proven. The equiva- width, depth, displacement) shall be drawn up. This refer-
lent or higher safety shall be proven in accordance with ence design shall fulfil the requirements specified in Ch 3,
[3]. Sec 2 (Type G), Ch 3, Sec 3 (Type C) or Ch 3, Sec 4 (Type
N).
2 Approach 3.3 Step 2
2.1 Probability of cargo tank rupture 3.3.1 The relevant typical collision locations i=1 through n
shall be determined. Tab 1 depicts the general case where
2.1.1 The probability of cargo tank rupture due to a colli- there are 'n' typical collision locations.
sion and the area around the vessel affected by the cargo The number of typical collision locations depends on the
outflow as a result thereof are the governing parameters. vessel design. The choice of the collision locations shall be
The risk is described by the following formula: accepted by the Society.
R = P.C 3.3.2 Vertical collision locations
where: a) Tank vessels type C and N
R : Risk, in m2 1) The determination of the collision locations in the
vertical direction depends on the draught differ-
p : Probability of cargo tank rupture ences between striking and struck vessel, which is
C : Consequence (measure of damage) of cargo limited by the maximum and minimum draughts of
tank rupture, in m2 both vessels and the construction of the struck ves-
sel. This can be depicted graphically through a rect-
2.1.2 The probability P of cargo tank rupture depends on angular area which is enclosed by the values of the
the probability distribution of the available collision energy maximum and minimum draught of both striking
represented by vessels, which the victim is likely to encoun- and struck vessel (see Fig 1).
ter in a collision, and the capability of the struck vessel to 2) Each point in this area represents a possible draught
absorb collision energy without cargo tank rupture. A combination. T1max is the maximum draught and
decrease of this probability can be achieved by means of a T1min is the minimum draught of the striking vessel,
more crashworthy side structure. while T2max and T2min are the corresponding mini-
The consequence C of cargo spillage resulting from cargo mum and maximum draughts of the struck vessel.
tank rupture is expressed as an affected area around the Each draught combination has an equal probability
struck vessel. of occurrence.

Pt D, Ch 3, App 1
3) Points on each inclined line in Fig 1 indicate the b) Tank vessel type G
same draught difference. Each of these lines reflects
a vertical collision location. In the example in figure For a tank vessel type G, a collision at half tank height
1, three vertical collision locations are defined, shall be assumed. The Society may require additional
depicted by three areas. Point P1 is the point where collision locations at other heights. This shall be agreed
the lower edge of the vertical part of the push barge upon with the Society.
or V-bow strikes at deck level of the struck vessel.
The triangular area for collision case 1 is bordered 3.3.3 Longitudinal collision location
by point P1. This corresponds to the vertical collision
a) Tank vessels type C and N
location collision at deck level. The triangular
upper left area of the rectangle corresponds to the At least the following three collision locations shall be
vertical collision location collision below deck. considered:
The draught difference Ti, i=1,2,3 shall be used in
the collision calculations (see Fig 2). at bulkhead
4) For the calculation of the collision energies, the between webs
maximum masses of both striking vessel and struck
vessel must be used (highest point on each respec- at web
tive diagonal Ti).
b) Tank vessel type G
5) Depending on the vessel design, the Society may
require additional collision locations. For a tank vessel type G at least the following three typi-
cal collision locations shall be considered:
Figure 1 : Definition of vertical striking locations
at cargo tank end
T1
between webs
at web.
case 3 P2
T1max
T3 3.3.4 Number of collision locations
Striking vessel
case 2
T2 P1 The combination of vertical and longitudinal collision

locations in the example mentioned in [3.3.2], item a)
1) and [3.3.3] item a) results in 3 x 3 = 9 collision loca-
T1 case 1
tions.
T1min
The combination of vertical and longitudinal collision

T2 locations in the example mentioned in [3.3.2], item b)
T2min T2max and [3.3.3] item b) results in 1 x 3 = 3 collision loca-
tions.
Struck vessel
c) Additional examinations for tank vessels type G, C and
N with independent cargo tanks
Figure 2 : Example of vertical collision loca-
tions As proof that the tank seatings and the buoyancy
Striking vessel restraints do not cause any premature tank rupture,
additional calculations shall be carried out. The addi-
case 1
tional collision locations for this purpose shall be
agreed upon with the Society.
case 2
3.4 Step 3
3.4.1 For each typical collision location, a weighting factor

case 3 which indicates the relative probability that such a typical
Struck vessel collision location will be struck shall be determined. In Tab 1,
these factors are named wfloc(i) (column J). The assumptions
shall be agreed upon with the Society.
The weighting factor for each collision location is the prod-

uct of the factor for the vertical collision location by the fac-
tor for the longitudinal collision location.

Pt D, Ch 3, App 1
Table 1 : Calculation of weighted probability of cargo tank rupture
A B C D E F G H I J K L M N O
FxG IxJ LxM
Loc1 FEA Eloc1 CPDF 50 P50 wf50 Pw50
(3)
CPDF 66 P66 wf66 Pw66
(4)
CPDF 100 P100 wf100 Pw100 +
(5)
sum Ploc1 wfloc1 Pwloc1
Loci FEA Eloci CPDF 50 P50 wf50 Pw50
(3)
scenario (4)
I
CPDF 100 P100 wf100 Pw100 +
(1)
(5)
sum Ploci wfloci Pwloci
Locn FEA Elocn CPDF 50 P50 wf50 Pw50
(3)
(4)
CPDF 100 P100 wf100 Pw100 +
(5)
sum Plocn wflocn Pwlocn +
sum PscnI wfscnI PwscI
Loc1 FEA Eloc1 CPDF 30 P30 wf30 Pw30
(2)
CPDF 100 P100 wf100 Pw100 +
(5)
sum Ploc1 wfloc1 Pwloc1
scenario
II Locn FEA Elocn CPDF 30 P30 wf30 Pw30
(6) (2)
CPDF 100 P100 wf100 Pw100 +
(5)
sum Plocn wflocn Pwlocn +
sum PscnII wfscII PwscII +
sum Pw
(1) Identify collision locations and associated weighting factors for collision scenario I
(2) Calculate probability with CPDF 30%
(6) Identify collision locations and associated weighting factors for collision scenario II
Note 1: CPDF = Cumulative probability density function

Pt D, Ch 3, App 1
3.4.2 Vertical collision locations 2) collision on web frame:

a) Tank vessels type C and N sum of 0.2 x web frame spacing forward of the web
The weighting factors for the various vertical collision frame, but not larger than 450 mm, and 0.2 x web
locations are, in each case defined by the ratio between frame spacing aft of the web frame, but not larger
the partial area for the corresponding collision case and than 450 mm, and
the total area of the rectangle shown in Fig 1.
3) collision between web frames
For example, for the collision case 1 (see Fig 2), the
weighting factor equals the ratio between the triangular cargo tank length minus the length collision at
lower right area of the rectangle, and the area of the cargo tank end and minus the length collision at
rectangle between minimum and maximum draughts of web frame.
striking and struck vessels.
b) Tank vessel type G 3.5 Step 4
The weighting factor for the vertical collision location
has a value of 1.0, if only one collision location is 3.5.1 For each collision location the collision energy
assumed. When the Society requires additional collision absorbing capacity shall be calculated. For that matter, the
locations, the weighting factor shall be determined anal- collision energy absorbing capacity is the amount of colli-
ogous to the procedure for tank vessels type C and N. sion energy absorbed by the vessel structure up to the initial
rupture of the cargo tank (see Tab 1, column D: Eloc(i)). For
3.4.3 Longitudinal collision locations this purpose, a finite element analysis in accordance with
[4.2] shall be used.
The weighting factor for each longitudinal collision 3.5.2 These calculations shall be done for two collision
location is the ratio between the calculational span scenarios according to Tab 2. Collision scenario I shall be
length and the tank length. analysed under the assumption of a push barge bow shape.
The calculational span length shall be calculated as fol- Collision scenario II shall be analysed under the assumption
lows: of a V-shaped bow.
1) collision on bulkhead: These bow shapes are defined in [4.8.2].
0.2 x distance between web frame spacing forward

of the web frame, but not larger than 450 mm 3.6 Step 5
2) collision on web frame:
3.6.1 For each collision energy absorption capacity Eloc(i),
sum of 0.2 x web frame spacing forward of the web the associated probability of exceedance is to be calcu-
frame, but not larger than 450 mm, and 0.2 x web lated, i.e. the probability of cargo tank rupture. For this pur-
frame spacing aft of the web frame, but not larger pose, the formula for the cumulative probability density
than 450 mm, and functions (CPDF) below shall be used. The appropriate
3) collision between web frames: coefficients shall be selected from Tab 3 to Tab 6 for the
effective mass of the struck vessel.
cargo tank length minus the length collision at
bulkhead and minus the length collision at web PX% = C1(Eloc(i))3 + C2(Eloc(i))2 +C3Eloc(i) + C4
frame.
with
PX% : Probability of tank rupture
The weighting factor for each longitudinal collision
location is the ratio between the calculational span Ci : Coefficients from Tab 3 to Tab 6
length and the length of the hold space. The calcula-
tional span length shall be calculated as follows: Eloc(i) : Collision energy absorbing capacity
1) collision at cargo tank end 3.6.2 The effective mass shall be equal to the maximum
distance between bulkhead and the start of the displacement of the vessel multiplied by a factor of 1.4.
cylindrical part of the cargo tank, Both collision scenarios ( [3.5.2]) shall be considered.
Table 2 : Speed reduction factors for scenario I or scenario II with weighting factors
CAUSES
Communication error Technical error Human error
0.50 0.20 0.30
WORST CASE I Push barge-bow striking angle 55 0.80 0.66 0.50 1.00
SCENARIO II V-shape-bow striking angle 90 0.20 0.30 1.00

Pt D, Ch 3, App 1
Table 3 : Coefficients for the CPDF formulas: Velocity VMAX
Effective mass of struck vessel Coefficients

in tonnes C1 C2 C3 C4 Range
14000 4.106E-05 -2.507E-03 9.727E-03 9.983E-01 4 < Eloc < 39
12000 4.609E-05 -2.761E-03 1.215E-02 9.926E-01 4 < Eloc < 36
10000 5.327E-05 -3.125E-03 1.569E-02 9.839E-01 4 < Eloc < 33
8000 6.458E-05 -3.691E-03 2.108E-02 9.715E-01 4 < Eloc < 31
6000 7.902E-05 -4.431E-03 2.719E-02 9.590E-01 4 < Eloc < 27
4500 8.823E-05 -5.152E-03 3.285E-02 9.482E-01 4 < Eloc < 24
3000 2.144E-05 -4.607E-03 2.921E-02 9.555E-01 2 < Eloc < 19
1500 -2.071E-03 2.704E-02 -1.245E-01 1.169E+00 2 < Eloc < 12
Table 4 : Coefficients for the CPDF formulas: Velocity 0.66.VMAX

14000 4.638E-04 -1.254E-02 2.041E-02 1.000E+00 2 < Eloc < 17
12000 5.377E-04 -1.427E-02 2.879E-02 9.908E-01 2 < Eloc < 17
10000 6.262E-04 -1.631E-02 3.849E-02 9.805E-01 2 < Eloc < 15
8000 7.363E-04 -1.861E-02 4.646E-02 9.729E-01 2 < Eloc < 13
6000 9.115E-04 -2.269E-02 6.285E-02 9.573E-01 2 < Eloc < 12
4500 1.071E-03 -2.705E-02 7.738E-02 9.455E-01 1 < Eloc < 11
3000 -1.709E-05 -1.952E-02 5.123E-02 9.682E-01 1 < Eloc < 8
1500 -2.479E-02 1.500E-01 -3.218E-01 1.204E+00 1 < Eloc < 5

14000 2.621E-03 -3.978E-02 3.363E-02 1.000E+00 1 < Eloc < 10
12000 2.947E-03 -4.404E-02 4.759E-02 9.932E-01 1 < Eloc < 9
10000 3.317E-03 -4.873E-02 5.843E-02 9.878E-01 2 < Eloc < 8
8000 3.963E-03 -5.723E-02 7.945E-02 9.739E-01 2 < Eloc < 7
6000 5.349E-03 -7.407E-02 1.186E-01 9.517E-01 1 < Eloc < 6
4500 6.303E-03 -8.713E-02 1.393E-01 9.440E-01 1 < Eloc < 6
3000 2.628E-03 -8.504E-02 1.447E-01 9.408E-01 1 < Eloc < 5
1500 -1.566E-03 5.419E-01 -6.348E-01 1.209E+00 1 < Eloc < 3

14000 5.628E-02 -3.081E-01 1.036E-01 9.991E-01 1 < Eloc < 3
12000 5.997E-02 -3.212E-01 1.029E-01 1.002E+00 1 < Eloc < 3
10000 7.477E-02 -3.949E-01 1.875E-01 9.816E-01 1 < Eloc < 3
8000 1.021E-02 -5.143E-01 2.983E-01 9.593E-01 1 < Eloc < 2
6000 9.145E-02 -4.814E-01 2.421E-01 9.694E-01 1 < Eloc < 2
4500 1.180E-01 -6.267E-01 3.542E-01 9.521E-01 1 < Eloc < 2
3000 7.902E-02 -7.546E-01 5.079E-01 9.218E-01 1 < Eloc < 2
1500 -1.031E+00 2.214E-01 1.891E-01 9.554E-01 0.5 < Eloc < 1

Pt D, Ch 3, App 1
3.6.3 In the case of collision scenario I (push barge bow at 3.11 Step 10
55), three CPDF formulas shall be used:
CPDF 50% (velocity 0.5.VMAX) 3.11.1 Finally the weighted value of the overall total proba-
bility of cargo tank rupture Pw shall be calculated by the
CPDF 66% (velocity 0.66.VMAX) and formula below (Tab 1, column O):
CPDF 100% (velocity VMAX) Pw = 0.8PscI + 0.2PscII
3.6.4 In the case of scenario II (V-shaped bow at 90), the
following two CPDF formulas shall be used: 3.12 Step 11
CPDF 30% (velocity 0.3.VMAX)
3.12.1 The overall total probability of cargo tank rupture
CPDF 100% (velocity VMAX) Pw for the alternative design is called Pn. The overall total
probability of cargo tank rupture Pw for the reference design
3.6.5 In Tab 1, column F, these probabilities are called
is called Pr.
P50%, P66%, P100% and P30%, P100% respectively.
3.6.6 The range where the formula is valid is given in col- 3.13 step 12
umn 6. In case of an Eloc value below the range the proba-
bility equals Px% = 1.0. In case of a value above the range 3.13.1 The ratio (Cn/Cr) between the consequence (measure
Px% equals 0. of damage) Cn of a cargo tank rupture of the alternative
design and the consequence Cr of a cargo tank rupture of
3.7 Step 6 the reference design shall be determined with the following
formula:
3.7.1 The weighted probabilities of cargo tank rupture Cn/Cr = Vn/Vr
Pwx% (Tab 1, column H) shall be calculated by multiplying
each cargo tank rupture probability Px% (Tab 1, column F) where:
by the weighting factors wfx% according to Tab 7. Cn/Cr : Ratio between the consequence related to the
alternative design, and the consequence related
3.8 Step 7 to the reference design
Vn : Maximum capacity of the largest cargo tank in
3.8.1 The total probabilities of cargo tank rupture Ploc(i) the alternative design
(Tab 1, column I) resulting from [3.7] (step 6) shall be cal-
Vr : Maximum capacity of the largest cargo tank in
culated as the sum of all weighted cargo tank rupture prob-
abilities Pwx% (Tab 1, column H) for each collision the reference design
location considered.
3.13.2 The formula in [3.13.1] was derived for characteris-
tic cargoes as listed in Tab 8.
3.9 Step 8
3.13.3 For cargo tanks with capacities between 380 m3 and
3.9.1 For both collision scenarios, the weighted total prob- 1000 m3 containing flammable, toxic and acid liquids or
abilities of cargo tank rupture Pwloc(i) shall, in each case, gases, it shall be assumed that the effect increase relates lin-
be calculated by multiplying the total tank probabilities of early to the increased tank capacity (proportionality factor
cargo tank rupture Ploc(i) for each collision location, by the 1.0).
weighting factors wfloc(i) corresponding to the respective
collision location (see [3.4] (step 3) and Tab 1, column J). 3.13.4 If substances are to be carried in tank vessels, which
have been analysed according to this calculation proce-
3.10 step 9 dure, where the proportionality factor between the total
cargo tank capacity and the affected area is expected to be
3.10.1 Through the addition of the weighted total probabil- larger than 1.0, as assumed in [3.13.3], the affected area
ities of cargo tank rupture Pwloc(i), the scenario specific shall be determined through a separate calculation. In this
total probabilities of cargo tank rupture PscI and PscII (Tab case, the comparison as described in [3.14] (step 13) shall
1, column L) shall be calculated, for each collision scenario be carried out with this different value for the size of the
I and II separately. affected area, t.
Table 7 : Weighting factors for each characteristic collision speed
Weighting factor
SCENARIO I CPDF 50% wf50% 0.2
CPDF 66% wf66% 0.5
CPDF 100% wf100% 0.3
SCENARIO II CPDF 30% wf30% 0.7
CPDF 100% wf100% 0.3

Pt D, Ch 3, App 1
Table 8 : Characteristic cargoes cient that only half beam of the vessel needs to be consid-
ered. In these cases the transverse displacements at the
UN Description centre line (CL) shall be constrained. After generating the FE
model, a trial collision calculation shall be carried out to
Benzene 1114 Flammable liquid ensure that there is no occurrence of plastic deformations
Packing group II near the constraint boundaries. Otherwise the FE modelled
Hazardous to health area has to be extended.
Acrylonitrile stabilized 1093 Flammable liquid
ACN Packing group I
4.2.3 Structural areas affected during collisions shall be
sufficiently finely idealized, while other parts may be mod-
Toxic
elled more coarsely. The fineness of the element mesh shall
n-Hexane 1208 Flammable liquid be suitable for an adequate description of local folding
Packing group II deformations and for determination of realistic rupture of
Nonane 1920 Flammable liquid elements.
Packing group III
4.2.4 The calculation of rupture initiation must be based on
Ammonia 1005 Toxic, corrosive gas fracture criteria which are suitable for the elements used.
Liquefied under pressure The maximum element size shall be less than 200 mm in
Propane 1978 Flammable gas the collision areas. The ratio between the longer and the
Liquefied under pressure shorter shell element edge shall not exceed the value of
three. The element length L for a shell element is defined as
3.14 Step 13 the longer length of both sides of the element. The ratio
between element length and element thickness shall be
3.14.1 Finally the ratio Pr / Pn between the overall total prob- larger than five. Other values shall be agreed upon with the
ability of cargo tank rupture Pr for the reference design and Society.
the overall total probability of cargo tank rupture Pn for the
4.2.5 Plate structures, such as shell, inner hull (tank shell in
alternative design shall be compared with the ratio Cn / Cr
the case of gas tanks), webs as well as stringers can be mod-
between the consequence related to the alternative design,
elled as shell elements and stiffeners as beam elements.
and the consequence related to the reference design.
While modelling, cut outs and manholes in collision areas
When Cn /Cr Pr /Pn is fulfilled, the evidence according to shall be taken into account.
[1.1.3] for the alternative design is provided.
4.2.6 In the FE calculation, the 'node on segment penalty'
4 Determination of the collision energy method shall be used for the contact option. For this pur-
pose, the following options shall be activated in the codes
absorbing capacity mentioned:
contact_automatic_single_surface in LS-DYNA
4.1 General
self impacting in PAMCRASH, and
4.1.1 The determination of the collision energy absorbing similar contact types in other FE-programs.
capacity shall be carried out by means of a Finite Element
Analysis (FEA). The analysis shall be carried out using a cus-
4.3 Material properties
tomary finite element code (e.g. LS-DYNA, PAM-CRASH,
ABAQUS etc.) capable of dealing with both geometrical 4.3.1 Because of the extreme behaviour of material and
and material nonlinear effects. The code shall also be able structure during a collision, with both geometrical and
to simulate rupture realistically. material non-linear effects, true stress-strain relations shall
4.1.2 The program actually used and the level of detail of be used:
the calculations shall be agreed upon with the Society. = C.n
where:
4.2 Creating the finite element (FE) models n : Parameter defined as:
4.2.1 First of all, FE models for the more crashworthy n = ln ( 1 + A g )
design and one for the reference design shall be generated.
C : Parameter defined as:
Each FE model shall describe all plastic deformations rele-
vant for all collision cases considered. The section of the e n
C = R m ---
cargo area to be modelled shall be agreed upon with the n
Society.
Ag : Maximum uniform strain related to the ultimate
4.2.2 At both ends of the section to be modelled, all three tensile stress Rm
translational degrees of freedom are to be restrained. e : Euler constant.
Because in most collision cases the global horizontal hull
girder bending of the vessel is not of significant relevance 4.3.2 The values of Ag and Rm shall be determined through
for the evaluation of plastic deformation energy, it is suffi- tensile tests.

Pt D, Ch 3, App 1
4.3.3 If only the ultimate tensile stress Rm is available, for 4.4.6 Tank vessel type G
shipbuilding steel with a yield stress ReH of not more than For a tank vessel type G, the rupture criterion for the pres-
355 N/mm, the following approximation shall be used in sure tank shall be based on equivalent plastic strain. The
order to obtain the Ag value from a known Rm [N/mm] value to be used while applying the rupture criterion shall
value: be agreed upon with the Society. Equivalent plastic strains
associated with compressions shall be ignored.
1
A g = -----------------------------------------------
0.24 + 0.01395R m
4.5 Calculation of the collision energy
absorbing capacity
4.3.4 If the material properties from tensile tests are not
available when starting the calculations, minimum values of 4.5.1 The collision energy absorbing capacity is the sum-
Ag and Rm, as defined in NR 216 Materials and Welding, mation of internal energy (energy associated with deforma-
shall be used instead. For shipbuilding steel with a yield tion of structural elements) and friction energy.
stress higher than 355 N/mm or materials other than ship-
The friction coefficient is defined as:
building steel, material properties shall be agreed upon with
the Society. DC re l
c = FD + ( FS FD )e
where:
4.4 Rupture criteria rel : Relative friction velocity
Following FD, FS and DC default values may be adopted for
4.4.1 The first rupture of an element in a FEA is defined by
shipbuilding steel:
the failure strain value. If the calculated strain, such as plas-
tic effective strain, principal strain or, for shell elements, the FD = 0.1
strain in the thickness direction of this element exceeds its FS = 0.3
defined failure strain value, the element shall be deleted
from the FE model and the deformation energy in this ele- DC = 0.01
ment will no longer change in the following calculation
4.5.2 The force penetration curves resulting from the FE
steps.
model calculation shall be submitted to the Society.
4.4.2 The following formula shall be used for the calcula- 4.5.3 Tank vessel type G
tion of rupture strain: In order to obtain the total energy absorbing capacity of a
tank vessel type G, the energy absorbed through compres-
t
f ( l e ) = g + e --- sion of the vapour during the collision shall be calculated.
le
The energy E absorbed by the vapour shall be calculated as
where: follows:
g : Uniform strain p1 V1 p0 V0
E = -----------------------------
-
1
e : Necking
where:
t : Plate thickness, in mm c
: = ----p-
cv
le : Individual element length, in mm
= 1.4 (default value)
4.4.3 The values of uniform strain and the necking for ship- cp : Specific heat at constant pressure,
building steel with a yield stress ReH of not more than 355 in J/kgK
N/mm2 shall be taken from Tab 9. cv : Specific heat at constant volume, in
J/kgK
Table 9 : g and e for steel with ReH 355 N/mm2 p0 : Pressure at start of compression, in Pa
p1 : Pressure at end of compression, in Pa
Stress states 1-D 2-D
V0 : Volume at start of compression, in m3
g 0.079 0.056
V1 : Volume at end of compression, in m3
e 0.76 0.54
Element type truss beam shell plate 4.6 Definition of striking vessel and striking
bow
4.4.4 Other g and e values taken from thickness measure-
ments of exemplary damage cases and experiments may be 4.6.1 At least two types of bow shapes of the striking vessel
used in agreement with the Society. shall be used for calculating the collision energy absorbing
capacities:
4.4.5 Other rupture criteria may be accepted by the Society bow shape I: push barge bow (see [4.8.1]
if proof from adequate tests is provided. bow shape II: V-shape bow without bulb (see [4.8.2]

Pt D, Ch 3, App 1
4.6.2 Because in most collision cases the bow of the strik- b) The struck vessel has zero speed, while the striking ves-
ing vessel shows only slight deformations compared to the sel runs into the side of the struck vessel at a constant
side structure of the struck vessel, a striking bow will be speed of 10 m/s.
defined as rigid. Only for special situations, where the
struck vessel has an extremely strong side structure com- The collision velocity of 10 m/s is an assumed value to
pared to the striking bow and the structural behaviour of the be used in the FE analysis.
struck vessel is influenced by the plastic deformation of the
striking bow, the striking bow shall be considered as 4.8 Types of bow shapes
deformable. In this case, the structure of the striking bow
should also be modelled. This shall be agreed upon with
4.8.1 Push barge bow
the Society.
Characteristic dimensions shall be taken from Tab 10.
4.7 Assumptions for collision cases
See also Fig 3.
4.7.1 For the collision cases, the following shall be
assumed: 4.8.2 V-bow
a) As collision angle between striking and struck vessel 90 Characteristic dimensions shall be taken from Tab 11.
shall be taken in case of a V-shaped bow and 55 in
case of a push barge bow; and See also Fig 4.
Figure 3 : Push barge bow illustration

Pt D, Ch 3, App 1
Table 10 : Characteristic dimensions of push barge bow
Half breadths Heights

Frame Knuckle 1 Knuckle 2 Deck Stem Knuckle 1 Knuckle 2 Deck
145 4.173 5.730 5.730 0.769 1.773 2.882 5.084
146 4.100 5.730 5.730 0.993 2.022 3.074 5.116
147 4.028 5.730 5.730 1.255 2.289 3.266 5.149
148 3.955 5.711 5.711 1.559 2.576 3.449 5.181
149 3.883 5.653 5.653 1.932 2.883 3.621 5.214
150 3.810 5.555 5.555 2.435 3.212 3.797 5.246
151 3.738 5.415 5.415 3.043 3.536 3.987 5.278
152 3.665 5.230 5.230 3.652 3.939 4.185 5.315
transom 3.600 4.642 4.642 4.200 4.300 4.351 5.340
Figure 4 : V-bow illustration Table 11 : Characteristic dimensions of V-bow
Reference nr x y z
1 0.000 3.923 4.459
2 0.000 3.923 4.852
11 0.000 3.000 2.596
12 0.652 3.000 3.507
13 1.296 3.000 4.535
14 1.296 3.000 4.910
21 0.000 2.000 0.947
22 1.197 2.000 2.498
23 2.346 2.000 4.589
24 2.346 2.000 4.955
31 0.000 1.000 0.085
32 0.420 1.000 0.255
33 0.777 1.000 0.509
34 1.894 1.000 1.997
35 3.123 1.000 4.624
36 3.123 1.000 4.986
41 1.765 0.053 0.424
42 2.131 0.120 1.005
43 2.471 0.272 1.997
44 2.618 0.357 2.493
45 2.895 0.588 3.503
46 3.159 0.949 4.629
47 3.159 0.949 4.991
51 0.000 0.000 0.000
52 0.795 0.000 0.000
53 2.212 0.000 1.005
54 3.481 0.000 4.651
55 3.485 0.000 5.004

RIN PartD 2011-11

Uploaded by

Copyright:

Available Formats

You might also like

RIN PartD 2011-11

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

RIN PartD 2011-11

Uploaded by

Copyright:

Available Formats

Marine Division

Marine Website: http://www.veristar.com

Rules for the Classification of

PART D Additional Requirements for

The accreditation certificate

NR 217.D1 DNI R03 E November 2011

Inland Navigation Management

Chapter 1 TYPE AND SERVICE NOTATIONS

The English version of these Rules takes precedence over

2 Bureau Veritas - Inland Navigation Rules November 2011

Section 1 General Cargo Vessels

Section 2 Bulk Cargo Vessels

November 2011 Bureau Veritas - Inland Navigation Rules 3

Section 4 Container Vessels

4 Bureau Veritas - Inland Navigation Rules November 2011

Section 5 RoRo Cargo Vessels

November 2011 Bureau Veritas - Inland Navigation Rules 5

Section 6 Passenger Vessels

6 Bureau Veritas - Inland Navigation Rules November 2011

Section 7 Tugs and Pushers

November 2011 Bureau Veritas - Inland Navigation Rules 7

8 Bureau Veritas - Inland Navigation Rules November 2011

November 2011 Bureau Veritas - Inland Navigation Rules 9

Section 1 Navigation in Ice

Section 2 Transport of Heavy Cargoes

10 Bureau Veritas - Inland Navigation Rules November 2011

Section 4 Equipped for Transport of Wheeled Vehicles

November 2011 Bureau Veritas - Inland Navigation Rules 11

12 Bureau Veritas - Inland Navigation Rules November 2011

Section 8 Unattended Machinery Spaces (AUT-UMS)

November 2011 Bureau Veritas - Inland Navigation Rules 13

Section 9 Annual Survey

Section 11 Pollution Prevention (Cleanvessel)

14 Bureau Veritas - Inland Navigation Rules November 2011

November 2011 Bureau Veritas - Inland Navigation Rules 15

16 Bureau Veritas - Inland Navigation Rules November 2011

November 2011 Bureau Veritas - Inland Navigation Rules 17

18 Bureau Veritas - Inland Navigation Rules November 2011

November 2011 Bureau Veritas - Inland Navigation Rules 19

20 Bureau Veritas - Inland Navigation Rules November 2011

Section 5 Oil separator Vessel

November 2011 Bureau Veritas - Inland Navigation Rules 21

Section 6 Supply Vessel

22 Bureau Veritas - Inland Navigation Rules November 2011

November 2011 Bureau Veritas - Inland Navigation Rules 23

24 Bureau Veritas - Inland Navigation Rules November 2011

Appendix 1 Alternative Constructions

November 2011 Bureau Veritas - Inland Navigation Rules 25

TYPE AND SERVICE NOTATIONS

SECTION 1 GENERAL CARGO VESSELS

SECTION 2 BULK CARGO VESSELS

SECTION 4 CONTAINER VESSELS

SECTION 5 RORO CARGO VESSELS

SECTION 6 PASSENGER VESSELS

SECTION 7 TUGS AND PUSHERS

SECTION 9 VESSELS FOR DREDGING ACTIVITIES

November 2011 Bureau Veritas - Inland Navigation Rules 27

SECTION 1 GENERAL CARGO VESSELS